VEHICLE STEERING CONTROL DEVICE AND VEHICLE STEERING CONTROL METHOD

Abstract

A vehicle steering control device capable of executing automatic steering and manual steering includes: an automatic control amount-setting device that sets a target automatic control amount based on information about vehicle behavior and ambient environment; a steering control amount-setting device that sets a target steering amount based on a manual steering amount input by a driver and the set target automatic control amount; and a steering device that steers based on the set target steering amount. When the target automatic control amount contributes more in the setting of the target steering amount than the manual steering amount does, the steering control amount-setting device sets the target steering amount so as to better the responsiveness in the lateral shift of the vehicle relatively to the responsiveness in the turning of the vehicle, in comparison with when the target automatic amount does not contribute more than the manual steering amount.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and further objects, features and advantages of the invention will become apparent from the following description of preferred embodiments with reference to the accompanying drawings, wherein like numerals are used to represent like elements and wherein:

FIG. 1 is block diagram showing a construction of a vehicle steering control device in accordance with a first embodiment of the invention;

FIG. 2 is a block diagram showing a construction of an A4WS-ECU in accordance with the first embodiment;

FIG. 3 is a flowchart showing an operation of the vehicle steering control device in accordance with the first embodiment;

FIG. 4 is a block diagram showing a control rule of a computation portion at the time of the manual steering in accordance with the first embodiment;

FIG. 5 is a block diagram showing a control rule of the computation portion at the time of the automatic steering in accordance with the first embodiment;

FIG. 6 is a Bode diagram showing a frequency response of the lateral acceleration of the control rule in accordance with the first embodiment;

FIG. 7 is a diagram showing a control map of the yaw rate gain in accordance with a second embodiment;

FIG. 8 is a diagram showing a control map of the slip angle gain in accordance with the second embodiment;

FIG. 9 is a diagram showing a control map of the slip angle advancement time in accordance with the second embodiment;

FIG. 10 is a block diagram showing a control rule of a computation portion at the time of the automatic steering in accordance with the second embodiment;

FIG. 11 is a Bode diagram showing a frequency response of the lateral acceleration of the control rule in accordance with the second embodiment;

FIG. 12 is a block diagram showing a construction of an A4WS-ECU in accordance with a third embodiment; and

FIG. 13 is a flowchart showing an operation of the vehicle steering control device in accordance with the third embodiment.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Hereinafter, vehicle steering control devices in accordance with embodiments of the invention will be described with reference to the accompanying drawings.

FIG. 1 is a block diagram showing a construction of a vehicle steering control device in accordance with a first embodiment of the invention. A vehicle steering control device of this embodiment is constructed so that either one of the manual steering and the automatic steering can be executed during the four-wheel steering, and steering control can be performed so as not to cause uncomfortable feeling to a driver at the time of the automatic steering.

As shown in FIG. 1, a vehicle steering control device 10 of this embodiment includes a steering handle 12 that a driver operates at the time of the manual steering, a VGRS (variable gear ratio steering) actuator 22 that changes the gear ratio of the front wheel steering, and a front steer actuator 24 that performs the steering of the front wheels. The vehicle steering control device 10 also includes a steering angle sensor 14 that detects the steering angle, and a vehicle speed sensor 16 that detects the vehicle speed. The information detected by these sensors is output to an A4WS (active four-wheel steering)-ECU 18.

The vehicle steering control device 10 includes a CC-ECU 30 that performs the CC control (cruise control), an ACC-ECU 32 that performs the ACC control (adaptive cruise control), and an LKA-ECU 34 that performs the LKA control (lane keeping assist control). These ECUs set predetermined target automatic control amounts on the basis of the vehicle behaviors and ambient environments detected by sensors and the like, such as the steering angle sensor 14, the vehicle speed sensor 16, etc. The CC-ECU 30, the ACC-ECU 32 and the LKA control LKA-ECU 34 function as an automatic control amount-setting device. The target automatic control amounts set by the CC-ECU 30, the ACC-ECU 32 and the LKA control LKA-ECU 34 are output to the A4WS-ECU 18.

The A4WS-ECU 18 is provided for setting target steering amounts on the basis of the manual steering amount input by the driver via the steering handle 12 as well as the target automatic control amounts set by the CC-ECU 30, the ACC-ECU 32 and the LKA-ECU 34. The A4WS-ECU 18 functions as a steering control amount-setting device. The A4WS-ECU 18 outputs the target steering amount set in this manner to a VGRS-ECU 20. The VGRS-ECU 20 outputs a drive signal to the VGRS actuator 22 so as to drive the front steer actuator 24. In this manner, the VGRS-ECU 20 performs the automatic steering of the front wheels. Besides, the A4WS-ECU 18 outputs the target steering amount set in the foregoing manner to a rear steer ECU 26. The rear steer ECU 26 performs the automatic steering of the rear wheels by outputting a drive signal to a rear steer actuator 28 to drive the rear steer actuator 28. Therefore, the front steer actuator 24 and the rear steer actuator 28 function as a steering device.

Next, operations of the vehicle steering control device of the embodiment will be described. Firstly, a steering control in the two-wheel steering will be described. The control rule in the two-wheel steering is expressed by the following expressions (1) to (3).

$\begin{array}{cc}\mathrm{EXPRESSION}1& \\ \frac{\gamma \left(s\right)}{\delta \left(s\right)}=\frac{{\omega }_n^2}{s^2+2·\zeta ·{\omega }_n·s+{\omega }_n^2}·G_{\gamma }·\left(1+T_{\gamma }·s\right)·\frac{{\delta }_f\left(s\right)}{\delta \left(s\right)}& \left(1\right)\\ \frac{\beta \left(s\right)}{\delta \left(s\right)}=\frac{{\omega }_n^2}{s^2+2·\zeta ·{\omega }_n·s+{\omega }_n^2}·G_{\beta }·\left(1+T_{\beta }·s\right)·\frac{{\delta }_f\left(s\right)}{\delta \left(s\right)}& \left(2\right)\\ \frac{LA\left(s\right)}{\delta \left(s\right)}=\frac{{\omega }_n^2}{s^2+2·\zeta ·{\omega }_n·s+{\omega }_n^2}·G_{\mathrm{LA}}·\left(\begin{array}{c}{T}_{\mathrm{LA}2}·s^2+\\ T_{\mathrm{LA}1}·s+1\end{array}\right)·\frac{{\delta }_f\left(s\right)}{\delta \left(s\right)}& \left(3\right)\end{array}$

In the foregoing expression, γ is the yaw rate; β is the slip angle; LA is the lateral acceleration; ζ is the damping coefficient determined from the vehicle specifications and the vehicle speed; ω_n is the eigenfrequency determined from the vehicle specifications and the vehicle speed; G_γ is the yaw rate gain determined from the vehicle specifications and the vehicle speed; G_β is the slip angle gain determined from the vehicle specifications and the vehicle speed; G_LA is the lateral acceleration gain determined from the vehicle specifications and the vehicle speed; T_γ is the yaw rate advancement time determined from the vehicle specifications and the vehicle speed; T_β is the slip angle advancement time determined from the vehicle specifications and the vehicle speed; T_LA1 is the lateral acceleration advancement time 1 determined from the vehicle specifications and the vehicle speed; T_LA2 is the lateral acceleration advancement time 2 determined from the vehicle specifications; δ is the steering handle angle; and δ_f is the front wheel steering angle.

The value δ/δ_f is the steering gear ratio. For example, δ/δ_f=18.1. In the case of two-wheel steering, when the steering handle is turned or operated, the front wheel steering angle is determined, so that the yaw rate, the slip angle and the lateral acceleration are determined.

FIG. 2 is a block diagram showing a construction of the A4WS-ECU in accordance with the first embodiment. In the case of four-wheel steering as in this embodiment, if the vehicle speed V, the steering handle angle δ, a target yaw rate γ^* and a target slip angle β^* are given to a computation portion 36 of the A4WS-ECU 18, the front wheel steering angle δ_f and the rear wheel steering angle δ_r are determined.

FIG. 3 is a flowchart showing an operation of the vehicle steering control device in accordance with the first embodiment. This control operation is repeatedly executed at predetermined timing during a period from the turning on of the electric power source of the vehicle until the turning off thereof. As shown in FIG. 3, in the case where the vehicle steering control device 10 of the embodiment is performing an arbitrary four-wheel steering control (S11), the target yaw rate γ^* and the target slip angle β^* become as shown in the expressions (4) and (5) below.

$\begin{array}{cc}\mathrm{EXPRESSION}2& \\ \frac{{\gamma }^{*}\left(s\right)}{\delta \left(s\right)}=G_{\gamma }^{*}·\frac{1}{1+T·s}& \left(4\right)\\ \frac{{\beta }^{*}\left(s\right)}{\delta \left(s\right)}=G_{\beta }^{*}·\frac{1}{1+T·s}& \left(5\right)\end{array}$

At this time, the control rule of the target lateral acceleration LA^* becomes as shown in the expression (6) below. As shown in FIG. 4, the computation portion 36 of the A4WS-ECU 18 calculates a front wheel steering angle δ^*_f and a rear wheel steering angle δ^*_r corresponding to the target lateral acceleration LA^*.

$\begin{array}{cc}\mathrm{EXPRESSION}3& \\ \begin{array}{c}\frac{LA^{*}\left(s\right)}{\delta \left(s\right)}=V\left(\frac{{\gamma }^{*}\left(s\right)}{\delta \left(s\right)}+s·\frac{{\beta }^{*}\left(s\right)}{\delta \left(s\right)}\right)\\ =V·\frac{G_{\gamma }^{*}+G_{\beta }^{*}·s}{1+T·s}\end{array}& \left(6\right)\end{array}$

Incidentally, in the expression (6), the relationship of the following expression (7) holds.

EXPRESSION 4

G ₆₂ ^* ≠T·G _γ ^*  (7)

In the vehicle steering control device 10 of the embodiment, when the contribution of the target automatic control amount is less than or equal to the manual steering amount in the setting of the target steering amount, that is, when the manual control is equivalent or more dominant in the setting of the target steering amount than the automatic control, in other words, when the steering is based on the manual control, target values are prepared as in the foregoing expressions (4) to (6). During this state, the lateral shift and the turning of the vehicle become substantially equal in responsiveness. FIG. 6 is a Bode diagram showing a frequency response of the lateral acceleration of the control rule in accordance with the first embodiment. As shown in FIG. 6, regarding a curve A of the frequency response of the lateral acceleration at the time of the manual steering, the higher the frequency, the lower the gain becomes, and the greater the phase delay becomes. In FIG. 6, a curve 2WS of the lateral acceleration of the two-wheel steering is also shown for reference.

As shown in FIG. 3, when any of the CC control, the ACC control and the LKA control is on (YES in S12), the vehicle steering control device changes the steering control rule to another so as to restrain the responsiveness in the turning of the vehicle and raise the responsiveness in the lateral shift of the vehicle (S13). Or, the vehicle steering control device may change steering control rules so as to restrain the responsiveness in the turning and raise the responsiveness in the lateral shift when the vehicle speed becomes equal to or higher than 80 km/h.

In that case, the relationship of the following expression (8) is assumed to hold, and the expression (9) is obtained so that the responsiveness in the lateral shift becomes maximum. Then, the control rule of the target lateral acceleration LA^** becomes as shown in the expression (10), so that as shown in FIG. 5, the computation portion 36 of the A4WS-ECU 18 calculates a front wheel steering angle δ^**_f and a rear wheel steering angle δ^**_r corresponding to the target lateral acceleration LA^**.

$\begin{array}{cc}\mathrm{EXPRESSION}5& \\ G_{\beta }^{*}\ne T·G_{\gamma }^{*}& \left(8\right)\\ \mathrm{EXPRESSION}6& \\ \frac{{\beta }^{**}\left(s\right)}{\delta \left(s\right)}=T·G_{\beta }^{*}·\frac{1}{1+T·s}& \left(9\right)\\ \mathrm{EXPRESSION}7& \\ \begin{array}{c}\frac{{\mathrm{LA}}^{**}\left(s\right)}{\delta \left(s\right)}=V·\left(\frac{G_{\gamma }^{*}+T·G_{\gamma }^{*}·s}{1+T·s}\right)\\ =V·G_{\gamma }^{*}\end{array}& \left(10\right)\end{array}$

In this case, the phase delay of the lateral acceleration relative to the steering handle angle disappears, and the frequency response of the lateral acceleration becomes as shown by a curve B in FIG. 6.

According to this embodiment, during the execution of the CC control, the ACC control or the LKA control, during which the contribution of the target automatic control amount is greater in the setting of the target steering amount than the contribution of the manual steering amount, that is, when the automatic control is more dominant in the setting of the target steering amount than the manual control, the A4WS-ECU 18 sets the target steering amount so as to better the responsiveness in the lateral shift relatively to the responsiveness in the turning, in comparison with when the contribution of the target automatic control amount is less than or equal to the manual steering amount in the setting of the target steering amount. When the contribution of the target automatic control amount is larger in the setting of the target steering amount than that of the manual steering amount, that is, when the vehicle is running under an automatic control, such as the CC control, the ACC control, the LKA control, etc., it is generally often the case that the responsiveness in the lateral shift is required more than the responsiveness in the turning during the execution of a constant-speed run control or the like. Therefore, since during the automatic control, the A4WS-ECU 18 sets the target steering amount so as to better the responsiveness in the lateral shift relatively to the responsiveness in the turning, the stabilization of the vehicle can be further improved and the driver can be caused to feel secured and comfortable during the automatic steering.

Particularly, in this embodiment, since during the automatic control, the A4WS-ECU 18 sets the target steering amount so that the phase delay of the lateral acceleration relative to the steering amount becomes small, it is possible to improve the responsiveness in the lateral shift during the automatic control.

A second embodiment of the invention will be described below. This embodiment is different from the first embodiment in that the responsiveness in the lateral shift is improved by changing control maps at the time of the automatic steering.

In this embodiment, as shown in FIG. 3, in the case where the vehicle steering control device 10 of this embodiment is performing an arbitrary four-wheel steering control (S11), if the target yaw rate δ^* and the target slip angle β^* are prepared as in the following expressions (11) and (12), the control rule of the target lateral acceleration LA^* becomes as shown in the following expression (13).

$\begin{array}{cc}\mathrm{EXPRESSION}8& \\ \frac{{\gamma }^{*}\left(s\right)}{\delta \left(s\right)}=\frac{{\omega }_n^{*2}}{s^2+2·{\zeta }^{*}·{\omega }_n^{*}·s+{\omega }_n^{*2}}·\left(1+T_{\gamma }^{*}·s\right)·G_{\gamma }^{*}& \left(11\right)\\ \frac{{\beta }^{*}\left(s\right)}{\delta \left(s\right)}=\frac{{\omega }_n^{*2}}{s^2+2·{\zeta }^{*}·{\omega }_n^{*}·s+{\omega }_n^{*2}}·\left(1+T_{\beta }^{*}·s\right)·G_{\beta }^{*}& \left(12\right)\\ \mathrm{EXPRESSION}9& \\ \frac{LA^{*}\left(s\right)}{\delta \left(s\right)}=V·\left(\frac{{\gamma }^{*}\left(s\right)}{\delta \left(s\right)}+s·\frac{{\beta }^{*}\left(s\right)}{\delta \left(s\right)}\right)& \left(13\right)\end{array}$

During this state, the lateral shift and the turning become substantially equal in responsiveness. As shown in FIG. 11, regarding a curve C of the frequency response of the lateral acceleration at the time of the manual steering, the higher the frequency, the lower the gain becomes, and the greater the phase delay becomes.

Furthermore, as shown in FIG. 3, if any of the CC control, the ACC control and the LKA control is on (YES in S12), the control map is changed to another so as to restrain the responsiveness in the turning and raise the responsiveness in the lateral shift (S13).

FIG. 7 is a diagram showing a control map of the yaw rate gain in accordance with the second embodiment, and FIG. 8 is a diagram showing a control map of the slip angle gain, and FIG. 9 is a diagram showing a control map of the slip angle advancement time. As shown in FIG. 7, when any of the CC control, the ACC control and the LKA control is performed, the yaw rate gain is decreased to restrain the responsiveness in the turning. On the other hand, as shown in FIGS. 8 and 9, the slip angle gain and the slip angle advancement time are increased to raise the responsiveness in the lateral shift when any of the CC control, the ACC control and the LKA control is performed.

The target yaw rate γ^** and the target slip angle β^** in the case where the control map has been changed become as shown in the following expressions (14) and (15).

$\begin{array}{cc}\mathrm{EXPRESSION}10& \\ \frac{{\gamma }^{**}\left(s\right)}{\delta \left(s\right)}=\frac{{\omega }_n^{*2}}{s^2+2·{\zeta }^{*}·{\omega }_n^{*}·s+{\omega }_n^{*2}}·\left(1+T_{\gamma }^{*}·s\right)·G_{\gamma }^{**}& \left(14\right)\\ \frac{{\beta }^{**}\left(s\right)}{\delta \left(s\right)}=\frac{{\omega }_n^{*2}}{s^2+2·{\zeta }^{*}·{\omega }_n^{*}·s+{\omega }_n^{*2}}·\left(1+T_{\beta }^{*}·s\right)·G_{\beta }^{**}& \left(15\right)\end{array}$

At this time, the control rule of the target lateral acceleration LA^** becomes as shown in the following expression (16). As shown in FIG. 10, the computation portion 36 of the A4WS-ECU 18 calculates a front wheel steering angle δ^**_f and a rear wheel steering angle δ^**_r corresponding to the target lateral acceleration LA^**.

$\begin{array}{cc}\mathrm{EXPRESSION}11& \\ \frac{LA^{**}\left(s\right)}{\delta \left(s\right)}=V·\left(\frac{{\gamma }^{**}\left(s\right)}{\delta \left(s\right)}+s·\frac{{\beta }^{**}\left(s\right)}{\delta \left(s\right)}\right)& \left(16\right)\end{array}$

In this case, the phase delay of the lateral acceleration relative to the steering handle angle becomes less, and the frequency response of the lateral acceleration becomes as shown by a curve D in FIG. 11.

According to this embodiment, during the execution of the CC control, the ACC control or the LKA control, during which the contribution of the target automatic control amount is larger in the setting of the target steering amount than the contribution of the manual steering amount, the A4WS-ECU 18 changes control maps so as to better the responsiveness in the lateral shift relatively to the responsiveness in the turning, in comparison with during the manual steering. Therefore, since during the automatic control, the A4WS-ECU 18 sets the target steering amount so as to better the responsiveness in the lateral shift relatively to the responsiveness in the turning, the stabilization of the vehicle can be further improved and the driver can be caused to feel secured and comfortable during the automatic steering.

A third embodiment of the invention will be described. This embodiment is different from the above-described first embodiment in that during the automatic steering, the responsiveness in the turning is restrained and the responsiveness in the lateral shift is raised by performing such a correction that the rear wheel steer angle becomes large on the basis of the LKA-ESP torque.

FIG. 12 is a block diagram showing a construction of an A4WS-ECU in accordance with the third embodiment. As shown in FIG. 12, the A4WS-ECU 18 of this embodiment includes not only the computation portion 36 but also a correction coefficient-calculating portion 38 that calculates a rear wheel steer angle correction coefficient Z from the LKA-ESP torque output by the LKA-ECU 34, and a final rear wheel steer angle-calculating portion 40 that calculates a final rear wheel steer angle DR from the rear wheel steering angle δ_r calculated by the computation portion 36. The final rear wheel steer angle DR calculated by the final rear wheel steer angle-calculating portion 40 is output to the rear steer ECU 26, so that the rear steer actuator 28 is accordingly driven.

FIG. 13 is a flowchart showing an operation of the vehicle steering control device in accordance with the third embodiment. As shown in FIG. 13, if the LKA control becomes on (S22) from a state where the vehicle steering control device is performing an arbitrary four-wheel steering control (S21), the correction coefficient-calculating portion 38 of the A4WS-ECU 18 calculates the rear wheel steer angle correction coefficient Z through a function of the rear wheel steer angle correction coefficient Z that uses the LKA-ESP torque as a parameter (S23).

The final rear wheel steer angle-calculating portion 40 of the A4WS-ECU 18 calculates a final rear wheel steer angle DR using a correction expression DR=δr•(1+Z) from the rear wheel steering angle δ_r calculated by the computation portion 36, and the rear wheel steer angle correction coefficient Z calculated by the correction coefficient-calculating portion 38 (S24).

The rear steer ECU 26, after receiving the final rear wheel steer angle DR from the final rear wheel steer angle-calculating portion 40, performs such a steering control as to change the rear wheel steer angle amount to an increased amount and thus restrain the responsiveness in the turning and raise the responsiveness in the lateral shift (S25).

According to the embodiment, during the automatic control, the A4WS-ECU 18 sets the target steering amount so that the steering amount of the rear wheels becomes relatively large. Therefore, the amount of the turning is restrained and, on the other hand, the responsiveness in the lateral shift is further improved. Hence, the stabilization of the vehicle can be further improved, and the driver can be caused to feel secured and comfortable.

While embodiments of the invention have been described above, the invention is not limited to the foregoing embodiments, but may also be modified in various manners.

Claims

1. A vehicle steering control device capable of executing automatic steering and manual steering, comprising: an automatic control amount-setting device that sets a target automatic control amount based on information about behavior of a vehicle and about ambient environment;a steering control amount-setting device that sets a target steering amount based on a manual steering amount input by a driver and the target automatic control amount set by the automatic steering amount-setting device; anda steering device that steers based on the target steering amount set by the steering control amount-setting device,wherein when a contribution of the target automatic control amount is larger in setting of the target steering amount than the contribution of the manual steering amount, the steering control amount-setting device sets the target steering amount so as to better a responsiveness in a lateral shift of the vehicle relatively to the responsiveness in turning of the vehicle, in comparison with when the contribution of the target automatic control amount is equal to or smaller in setting of the target steering amount than the contribution of the manual steering amount.

2. The vehicle steering control device according to claim 1, wherein the automatic control amount-setting device sets the target automatic control amount so that a predetermined vehicle speed is maintained.

3. The vehicle steering control device according to claim 2, wherein, when the target automatic control amount is set so that the predetermined vehicle speed is maintained, the steering control amount-setting device determines that the contribution of the target automatic control amount is larger in setting of the target steering amount than the contribution of the manual steering amount.

4. The vehicle steering control device according to claim 1, wherein the automatic control amount-setting device sets the target automatic control amount so that an inter-vehicle distance to a preceding vehicle is kept at a predetermined value.

5. The vehicle steering control device according to claim 4, wherein, when the target automatic control amount is set so that the inter-vehicle distance to the preceding vehicle is kept at the predetermined value, the steering control amount-setting device determines that the contribution of the target automatic control amount is larger in setting of the target steering amount than the contribution of the manual steering amount.

6. The vehicle steering control device according to claim 1, wherein the automatic control amount-setting device sets the target automatic control amount so that the vehicle runs in a predetermined lane.

7. The vehicle steering control device according to claim 6, wherein, when the target automatic control amount is set so that the vehicle runs in a predetermined lane, the steering control amount-setting device determines that the contribution of the target automatic control amount is larger in setting of the target steering amount than the contribution of the manual steering amount.

8. The vehicle steering control device according to claim 1, wherein when the contribution of the target automatic control amount is larger in the setting of the target steering amount than the contribution of the manual steering amount, the steering control amount-setting device sets the target steering amount so that a phase delay of a lateral acceleration of the vehicle relative to the steering amount becomes small, in comparison with when the contribution of the target automatic control amount is equal to or smaller in the setting of the target steering amount than the contribution of the manual steering amount.

9. The vehicle steering control device according to claim 1, wherein the steering control amount-setting device betters the responsiveness in a lateral shift of the vehicle relatively to the responsiveness in turning of the vehicle by changing a control map at the time when the automatic steering is executed.

10. The vehicle steering control device according to claim 1, wherein the steering device steers a front wheel and a rear wheel individually based on the target steering amount, and when the contribution of the target automatic control amount is larger in the setting of the target steering amount than the contribution of the manual steering amount, the steering control amount-setting device sets the target steering amount so that the steering amount of the rear wheel becomes large, in comparison with when the contribution of the target automatic control amount is equal to or smaller in the setting of the target steering amount than the contribution of the manual steering amount.

11. The vehicle steering control device according to claim 1, wherein the responsiveness in a lateral shift of the vehicle relatively to the responsiveness in turning of the vehicle is bettered when automatic control is executed by the automatic control amount-setting device than when manual control is executed by the driver.

12. A vehicle steering control method capable of executing automatic steering and manual steering, comprising: setting a target automatic control amount based on information about behavior of a vehicle and about ambient environment;setting a target steering amount based on a manual steering amount input by a driver and the set target automatic control amount set; andsteering based on the set target steering amount,wherein when a contribution of the target automatic control amount is larger in setting of the target steering amount than the contribution of the manual steering amount, the target steering amount is set so as to better a responsiveness in a lateral shift of the vehicle relatively to the responsiveness in turning of the vehicle, in comparison with when the contribution of the target automatic control amount is equal to or smaller in the setting of the target steering amount than the contribution of the manual steering amount.

13. The vehicle steering control method according to claim 12, wherein the target automatic control amount is set so that a predetermined vehicle speed is maintained.

14. The vehicle steering control method according to claim 13, wherein, when the target automatic control amount is set so that the predetermined vehicle speed is maintained, it is determined that the contribution of the target automatic control amount is larger in setting of the target steering amount than the contribution of the manual steering amount.

15. The vehicle steering control method according to claim 12, wherein the target automatic control amount is set so that an inter-vehicle distance to a preceding vehicle is kept at a predetermined value.

16. The vehicle steering control method according to claim 15, wherein, when the target automatic control amount is set so that the inter-vehicle distance to the preceding vehicle is kept at the predetermined value, it is determined that the contribution of the target automatic control amount is larger in setting of the target steering amount than the contribution of the manual steering amount.

17. The vehicle steering control method according to claim 12, wherein the target automatic control amount is set so that the vehicle runs in a predetermined lane.

18. The vehicle steering control method according to claim 17, wherein, when the target automatic control amount is set so that the vehicle runs in a predetermined lane, it is determined that the contribution of the target automatic control amount is larger in setting of the target steering amount than the contribution of the manual steering amount.

19. The vehicle steering control method according to claim 12, wherein when the contribution of the target automatic control amount is larger in the setting of the target steering amount than the contribution of the manual steering amount, the target steering amount is set so that a phase delay of a lateral acceleration of the vehicle relative to the steering amount becomes small, in comparison with when the contribution of the target automatic control amount is equal to or smaller in the setting of the target steering amount than the contribution of the manual steering amount.

20. The vehicle steering control method according to claim 12, wherein the responsiveness in a lateral shift of the vehicle is bettered relatively to the responsiveness in turning of the vehicle by changing a control map at the time when the automatic steering is executed.

21. The vehicle steering control method according to claim 12, wherein a front wheel and a rear wheel are individually steered based on the target steering amount, and wherein when the contribution of the target automatic control amount is larger in the setting of the target steering amount than the contribution of the manual steering amount, the target steering amount is set so that the steering amount of the rear wheel becomes large, in comparison with when the contribution of the target automatic control amount is equal to or smaller in the setting of the target steering amount than the contribution of the manual steering amount.

22. The vehicle steering control method according to claim 12, wherein the responsiveness in a lateral shift of the vehicle relatively to the responsiveness in turning of the vehicle is bettered when automatic control is executed than when manual control is executed.