Patent Publication Number: US-2023132470-A1

Title: Vehicle movement control apparatus

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is a continuation of U.S. patent application Ser. No. 16/713,628 filed Dec. 13, 2019 and claims priority to Japanese Patent Application No. 2018-235312 filed on Dec. 17, 2018, incorporated herein by reference in its entirety. 
    
    
     BACKGROUND 
     Field 
     The disclosure relates to a vehicle movement control apparatus. 
     Description of the Related Art 
     There is known a vehicle movement control apparatus configured to execute a lane change control to cause a vehicle to move to a next vehicle lane without an operation to operate a steering wheel of the vehicle by a driver of the vehicle. The next vehicle lane is a vehicle lane next to a vehicle lane in which the vehicle moves currently. Further, there is also known a vehicle movement control apparatus configured to execute a control to cause the vehicle to move to the next vehicle lane along a target path, using a vehicle behavior model (for example, see JP 2009-18623 A). Hereinafter, the vehicle movement control apparatus described in JP 2009-18623 A will be referred to as “the known control apparatus”. 
     The known control apparatus sets an update path as the target path when (i) the known control apparatus executes the lane change control, and (ii) updating of parameters in the vehicle behavior model is needed. The update path is the target path used for updating the parameters in the vehicle behavior model and is different from the target path normally set when the lane change control is not executed. 
     The vehicle behavior model represents a relationship between (i) control amounts input into vehicle actuators which control behavior of the vehicle and (ii) behavior characteristic of the vehicle derived from inputting the control amounts into the vehicle actuators, respectively. 
     Then, the known control apparatus causes the vehicle to move to the next vehicle lane along the update path. The known control apparatus updates the parameters in the vehicle behavior model, based on information on the behavior of the vehicle moving along the update path. 
     As described above, the known control apparatus causes the vehicle to move along the update path different from the normally-set target path in order for updating the parameters in the vehicle behavior model. Thereby, although the vehicle can move to the next vehicle lane along the normally-set target path, the vehicle moves along the update path different from the normally-set target path. Thus, occupants including the driver may feel uneasy. 
     SUMMARY 
     The embodiments herein have been made for solving a problem described above. An object of the present disclosure is to provide a vehicle movement control apparatus which can update vehicle behavior characteristics representing the relationship between (i) the control amounts input into the vehicle actuators and (ii) the behavior of the vehicle derived from inputting the control amounts into the vehicle actuators, respectively with preventing the occupants from feeling uneasy. 
     A vehicle movement control apparatus according to the disclosure comprises at least one sensor and an electronic control unit. 
     The at least one sensor detects a turning characteristic, an acceleration characteristic, and a deceleration characteristic of a vehicle. 
     The electronic control unit is configured to execute an automatic movement control to cause the vehicle to move from a current place to a destination along a target movement route without a driving operation for driving the vehicle by a driver of the vehicle. 
     The electronic control unit is further configured to memorize a relationship between control amounts input into vehicle actuators and vehicle behavior characteristics derived from inputting the control amounts into the vehicle actuators, respectively as vehicle behavior characteristic data. The vehicle behavior characteristics includes (i) the turning characteristic, (ii) the acceleration characteristic, and (iii) the deceleration characteristic of the vehicle. The control amounts are input to the vehicle actuators to activate the vehicle actuators, respectively. The vehicle actuators include (i) a turning actuator for turning the vehicle, (ii) an acceleration actuator for accelerating the vehicle, and (iii) a deceleration actuator for decelerating the vehicle. 
     The electronic control unit is further configured to set an update movement route as the target movement route when an update condition is satisfied. The update condition is a condition that an execution of the automatic movement control is requested. The update movement route is determined such that the vehicle is caused to move with turning, acceleration, and deceleration necessary to update the vehicle behavior characteristic data so as to represent the actual vehicle behavior characteristics. 
     The electronic control unit is further configured to execute the automatic movement control to (a) determining the control amounts to be input into the vehicle actuators as automatic control amounts so as to cause the vehicle to move along the target movement route, based on the vehicle behavior characteristic data and (b) input the determined automatic control amounts into the vehicle actuators, respectively when the execution of the automatic movement control is requested. 
     The electronic control unit is further configured to acquire the turning characteristic, the acceleration characteristic, and the deceleration characteristic of the vehicle from the at least one sensor while the electronic control unit executes the automatic movement control to cause the vehicle to move along the update movement route. 
     The electronic control unit is further configured to update the vehicle behavior characteristic data so as to represent the actual vehicle behavior characteristics, based on the acquired turning characteristics, the acquired acceleration characteristic, and the acquired deceleration characteristic. 
     The driver does not need to perform the driving operation for controlling the behavior of the vehicle when the automatic movement control is executed. In other words, all of processes to cause the vehicle to move including a process to set the target movement route are executed by the electronic control unit, not by the driver. Thus, the occupants is unlikely to feel uneasy even when the vehicle is caused to move along the update movement route which is not optimal in terms of (i) a distance of movement of the vehicle and (ii) time taken for the vehicle to move from the current place to the destination by the automatic movement control. The update movement route is set as the movement route capable of turning, accelerating, and decelerating the vehicle necessary to update the vehicle behavior characteristic data so as to represent the actual vehicle behavior characteristics. Thus, with the disclosure, the vehicle behavior characteristic data can be updated with preventing the occupants from feeling uneasy. 
     According to an aspect of the disclosure, the update condition may include a condition that updating of the vehicle behavior characteristic data is needed. 
     In some cases, the update movement route may not be optimal in terms of the distance of the movement of the vehicle and the time taken for the vehicle to arrive at the destination. With this aspect, the automatic movement control to cause the vehicle to move along such an update movement route is executed only when the updating of the vehicle behavior characteristic data is needed since the update condition is the condition that the execution of the automatic movement control is requested, and the updating of the vehicle behavior characteristic data is needed. Thereby, the automatic movement control to cause the vehicle to move along such an update movement route can be executed to the minimum extent. 
     According to another aspect of the disclosure, the update condition may include a condition that there is no occupant in the vehicle. 
     As described above, the update movement route may not be optimal in terms of the distance of the movement of the vehicle and the time taken for the vehicle to arrive at the destination. With this aspect, the automatic movement control to cause the vehicle to move along the update movement route is executed only when there is no occupant in the vehicle since the update condition is the condition that the execution of the automatic movement control is requested, and there is no occupant in the vehicle. Since the vehicle is caused to move with no occupant, the occupants do not feel uneasy even when the vehicle is caused to move along the update movement route which is not optimal in terms of the distance of the movement of the vehicle and the time taken for the vehicle to arrive at the destination. Thus, the vehicle behavior characteristic data can be updated with preventing the occupants from feeling uneasy. 
     According to further another aspect of the disclosure, the update condition may include a condition that (i) updating of the vehicle behavior characteristic data is needed, and (ii) there is no occupant in the vehicle. 
     As described above, the update movement route may not be optimal in terms of the distance of the movement of the vehicle and the time taken for the vehicle to arrive at the destination. With this aspect, the automatic movement control to cause the vehicle to move along the update movement route is executed only when the updating of the vehicle behavior characteristic data is needed, and there is no occupant in the vehicle since the update condition is the condition that the execution of the automatic movement control is requested, the updating of the vehicle behavior characteristic data is needed, and there is no occupant in the vehicle. Thus, the automatic movement control to cause the vehicle to move along the update movement route is executed to the minimum extent, and the vehicle behavior characteristic data can be updated with preventing the occupants from feeling uneasy. 
     According to further another aspect of the disclosure, the electronic control unit may be further configured to determine at least one of the automatic control amounts to a larger amount when the electronic control unit executes the automatic movement control to cause the vehicle to move along the update movement route with no occupant, compared with when the electronic control unit executes the automatic movement control to cause the vehicle to move along the same update movement route with the occupant. 
     When the vehicle is caused to move with no occupant by the automatic movement control, the movement of the vehicle with inputting the large control amount to at least one of the vehicle actuators does not render the occupants uneasy. In addition, when the large control amount is input into at least one of the vehicle actuators, a lot of data on the vehicle behavior characteristics can be acquired. Thereby, the vehicle behavior characteristic data can be updated to accurately represent the actual vehicle behavior characteristics. Thus, with this aspect, the vehicle behavior characteristic data can be updated to accurately represent the actual vehicle behavior characteristics with preventing the occupants from feeling uneasy. 
     According to further another aspect of the disclosure, the electronic control unit may be further configured to set an optimal movement route as the target movement route when the update condition is not satisfied. The optimal movement route is determined such that the vehicle is caused to move with reducing (i) a distance of movement of the vehicle from the current place to the destination and (ii) time taken for the vehicle to move from the current place to the destination to the minimum extent possible. 
     In addition, according to this aspect, the electronic control unit may be further configured determine at least one of the automatic control amounts to a larger amount when the electronic control unit executes the automatic movement control to cause the vehicle to move along the update movement route, compared with when the electronic control unit executes the automatic movement control to cause the vehicle to move along the optimal movement route. 
     When the vehicle is caused to move along the update movement route, the automatic movement control is executed. Thus, when the vehicle is caused to move along the update movement route, the movement of the vehicle with inputting the large control amount into at least one of the vehicle actuators may not render the occupants uneasy. In addition, when the large control amount is input into at least one of the vehicle actuators, a lot of the data on the vehicle behavior characteristics can be acquired. Thereby, the vehicle behavior characteristic data can be updated to accurately represent the actual vehicle behavior characteristics. Thus, with this aspect, the vehicle behavior characteristic data can be updated to accurately represent the actual vehicle behavior characteristics with preventing the occupants from feeling uneasy. 
     According to further another aspect of the disclosure, the turning actuator may include a motor driver for activating a steering motor for applying steering torque to a steering shaft. 
     According to further another aspect of the disclosure, the acceleration actuator may include a fuel injector actuator for activating a fuel injector for supplying fuel to a combustion chamber of an internal combustion engine. 
     According to further another aspect of the disclosure, the deceleration actuator may include a brake actuator for activating a brake mechanism for applying braking force to the vehicle. 
     According to further another aspect of the disclosure, the at least one sensor may include a yaw rate sensor for detecting a yaw rate of the vehicle. In addition, according to this aspect, the electronic control unit may be further configured to acquire the turning characteristic, based on the yaw rate detected by the yaw rate sensor. 
     According to further another aspect of the disclosure, the at least one sensor may include a lateral acceleration sensor for detecting a lateral acceleration of the vehicle. In addition, according to this aspect, the electronic control unit may be further configured to acquire the turning characteristic, based on the lateral acceleration detected by the lateral acceleration sensor. 
     According to further another aspect of the disclosure, the at least one sensor may include a yaw rate sensor for detecting a yaw rate of the vehicle and a lateral acceleration sensor for detecting a lateral acceleration of the vehicle. In addition, according to this aspect, the electronic control unit may be further configured to acquire the turning characteristic, based on the yaw rate detected by the yaw rate sensor and the lateral acceleration detected by the lateral acceleration sensor. 
     According to further another aspect of the disclosure, the at least one sensor may include a longitudinal acceleration sensor for detecting a longitudinal acceleration of the vehicle. In addition, according to this aspect, the electronic control unit may be further configured to acquire the acceleration characteristic, based on the longitudinal acceleration detected by the longitudinal acceleration sensor. 
     According to further another aspect of the disclosure, the at least one sensor may include a longitudinal acceleration sensor for detecting a longitudinal acceleration of the vehicle. In addition, according to this aspect, the electronic control unit may be further configured to acquire the deceleration characteristic, based on the longitudinal acceleration detected by the longitudinal acceleration sensor. 
     According to further another aspect of the disclosure, the at least one sensor may include a longitudinal acceleration sensor for detecting a longitudinal acceleration of the vehicle. In addition, according to this aspect, the electronic control unit may be further configured to acquire the acceleration characteristic and the deceleration characteristic, based on the longitudinal acceleration detected by the longitudinal acceleration sensor. 
     According to further another aspect of the disclosure, the electronic control unit may be further configured to execute a normal driving control to (i) determine the control amounts to be input into the vehicle actuators as normal control amounts, based on the driving operation by the driver and (ii) input the determined normal control amounts into the vehicle actuators when the execution of the automatic movement control is not requested. 
     The elements of the present disclosure are not limited to the elements of the embodiment defined by the reference symbols. The other objects, features and accompanied advantages of the present disclosure can be easily understood from the description of the embodiment of the present disclosure along with the drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a view for showing a vehicle control apparatus including a vehicle movement control apparatus according to an embodiment of the present disclosure and a vehicle to which the control apparatus is applied. 
         FIG.  2    is a view for showing a friction brake apparatus, etc. of the vehicle shown in  FIG.  1   . 
         FIG.  3    is a view used for describing a process to set a target movement route. 
         FIG.  4    is a view used for describing the process to set the target movement route. 
         FIG.  5    is a view for showing a flowchart of a routine executed by a CPU of an ECU shown in  FIG.  1   . 
         FIG.  6    is a view for showing a flowchart of a routine executed by the CPU. 
         FIG.  7    is a view for showing a flowchart of a routine executed by the CPU. 
         FIG.  8    is a view for showing a flowchart of a routine executed by the CPU. 
     
    
    
     DETAILED DESCRIPTION 
     Below, a vehicle control apparatus including a vehicle movement control apparatus according to an embodiment of the present disclosure will be described with reference to the drawings. The vehicle control apparatus according to the embodiment is applied to a vehicle  100  shown in  FIG.  1   . As shown in  FIG.  2   , the vehicle  100  includes four wheels  51  to  54 . In particular, the vehicle  100  includes a left front wheel  51 , a right front wheel  52 , a left rear wheel  53 , and a right rear wheel  54 . It should be noted that the vehicle control apparatus according to the disclosure may be applied to a vehicle including the wheels of less or more than four. Hereinafter, the vehicle control apparatus according to the embodiment will be referred to as “the embodiment control apparatus”. 
     The vehicle  100  includes an internal combustion engine  10  as a driving force source for supplying a driving force to the vehicle  100  for driving the vehicle  100 . The vehicle control apparatus including the vehicle movement control apparatus according to the disclosure may be applied to a hybrid vehicle (HV) or a plug-in hybrid vehicle (PHV) including the internal combustion engine and at least one electric motor as the driving force source. Further, the vehicle control apparatus including the vehicle movement control apparatus according to the disclosure may be applied to an electric vehicle (EV) including at least one electric motor as the driving force source without including the internal combustion engine. Furthermore, the vehicle control apparatus including the vehicle movement control apparatus according to the disclosure may be applied to a fuel cell vehicle (FCV) including at least one electric motor as the driving force source and using electric power generated by fuel cells to drive the electric motor. Further, the vehicle control apparatus including the vehicle movement control apparatus according to the disclosure may be applied to an in-wheel motor type of a vehicle including motors provided to the wheels, respectively as the driving force sources for rotating the wheels. 
     Further, the vehicle  100  moves with occupant/occupants including a driver or with no occupant. The vehicle control apparatus including the vehicle movement control apparatus according to the disclosure may be applied to a vehicle having no space for the occupants and always caused to move automatically. In other words, the vehicle control apparatus including the vehicle movement control apparatus according to the disclosure may be applied to an unmanned vehicle. 
     Further, the disclosure may be applied to a vehicle provided with the vehicle control apparatus configured to execute a control for assisting a driving operation performed by the driver to cause the vehicle to move safely when the driver performs the driving operation for causing the vehicle to move. In particular, the disclosure may be applied to a vehicle provided with the vehicle control apparatus configured to execute a driving assist control such as (i) a contact prevention control for preventing the vehicle from contacting an object outside of the vehicle by automatically braking the vehicle and (ii) a vehicle lane deviation prevention control for preventing the vehicle from deviating from a vehicle lane by automatically steering the vehicle. An automatic movement control described later may include such driving assist controls. 
     Hereinafter, any of the wheels  51  to  54  will be referred to as “the wheel  50 ”. 
     As shown in  FIG.  1   , the embodiment control apparatus includes an ECU  90 . The ECU stands for an electronic control unit. The ECU  90  includes a micro-computer as a main component. The micro-computer includes a CPU, a ROM, a RAM, a non-volatile memory, an interface, etc. The CPU is configured or programmed to realize various functions by executing instructions, programs, routines, etc. stored in the ROM. 
     As shown in  FIG.  1   , the vehicle  100  includes the internal combustion engine  10 , a brake apparatus  20 , a power steering apparatus  30 . 
     &lt;Internal Combustion Engine&gt; 
     The engine  10  is a known compression ignition type of multi cylinder internal combustion engine, in particular, a so-called diesel engine. In this regard, the engine  10  may be a known spark ignition type of multi cylinder internal combustion engine, in particular, a so-called gasoline engine. 
     The engine  10  includes combustion chambers (not shown), fuel injectors  11  for injecting fuel into the combustion chambers, respectively, fuel injector actuators  12  for controlling activations of the fuel injectors  11 , etc. 
     The fuel injector actuators  12  are electrically connected to the ECU  90 . The ECU  90  controls activations of the fuel injector actuators  12  to control an amount of the fuel injected from each fuel injector  11 . Thereby, the ECU  90  controls a torque generated by the engine  10 . The torque generated by the engine  10  increases as the amount of the fuel injected from each fuel injector  11  increases. The torque generated by the engine  10  is transmitted to the left and right front wheels  51  and  52  via a transmission (not shown) and a drive shaft  100   d  (see  FIG.  2   ). Hereinafter, the amount of the fuel injected from each fuel injector  11  will be referred to as “the fuel injection amount”. Further, the torque generated by the engine  10  will be referred to as “the engine torque”. 
     The ECU  90  activates the fuel injector actuators  12  by inputting control amounts into the fuel injector actuators  12 . Thus, the ECU  90  controls the activations of the fuel injector actuators  12  by controlling the control amounts input into the fuel injector actuators  12 . In this embodiment, as the control amounts input into the fuel injector actuators  12  increase, the fuel injection amount increases and as a result, the engine torque increases. Thus, as the control amounts input into the fuel injector actuators  12  increase, an acceleration of the vehicle  100  increases. 
     &lt;Brake Apparatus&gt; 
     The brake apparatus  20  is a known apparatus. As shown in  FIG.  2   , the brake apparatus  20  includes friction brake mechanisms  211  to  214 , brake actuators  221  to  224 , hydraulic oil passages  231  to  234 , etc. The friction brake mechanisms  211  to  214  are provided, corresponding to the wheels  51  to  54  of the vehicle  100 , respectively. The brake actuators  221  to  224  are provided, corresponding to the friction brake mechanisms  211  to  214 , respectively. The hydraulic oil passages  231  to  234  are provided, corresponding to the brake actuators  221  to  224 . 
     In the following description, any of the friction brake mechanisms  211  to  214  will be referred to as “the friction brake mechanism  21 ”. Further, any of the brake actuators  221  to  224  will be referred to as “the brake actuator  22 ”. 
     The friction brake mechanisms  211  to  214  include brake discs  211   a  to  214   a  and brake calipers  211   b  to  214   b,  respectively. The brake discs  211   a  to  214   a  are secured to the wheels  51  to  54 , respectively. The brake calipers  211   b  to  214   b  are secured to a body of the vehicle  100 . 
     The brake actuators  221  to  224  are fluidically connected to the brake calipers  211   b  to  214   b  of the friction brake mechanisms  211  to  214  through the hydraulic oil passages  231  to  234 , respectively. The brake actuators  221  to  224  supply hydraulic oil compressed by a master cylinder (not shown) to the friction brake mechanisms  211  to  214  through the hydraulic oil passages  231  to  234 , respectively. In particular, in this embodiment, the brake actuators  221  to  224  supply the hydraulic oil compressed by the master cylinder to the brake calipers  211   b  to  214   b  of the friction brake mechanisms  211  to  214  through the hydraulic oil passages  231  to  234 , respectively. 
     When the hydraulic oil is supplied to the friction brake mechanisms  21 , brake pads of the brake calipers  211   b  to  214   b  of the friction brake mechanisms  21  are pressed on the brake discs  211   a  to  214   a,  respectively. Thereby, braking force is applied to the wheels  50 . 
     The brake actuators  22  are electrically connected to the ECU  90 . The ECU  90  controls a pressure of the hydraulic oil supplied to the friction brake mechanisms  21  by controlling activations of the brake actuators  22 . As the pressure of the hydraulic oil supplied to the friction brake mechanisms  21  increases, the braking force applied to the wheels  50  increases. Hereinafter, the pressure of the hydraulic oil supplied to the friction brake mechanisms  21  will be referred to as “the brake hydraulic pressure”. 
     The ECU  90  activates the brake actuators  22  by inputting control amounts into the brake actuators  22 . Thus, the ECU  90  controls the activations of the brake actuators  22  by controlling the control amounts input into the brake actuators  22 . In this embodiment, as the control amount input into each brake actuator  22  increases, the brake pressure increases and as a result, the braking force applied to each wheel  50  increases. Thus, as the control amount input into each brake actuator  22  increases, a deceleration of the vehicle  100  increases. 
     &lt;Power Steering Apparatus&gt; 
     The power steering apparatus  30  is a known apparatus. As shown in  FIG.  1   , the power steering apparatus  30  includes a motor driver  32 , a steering motor  31 , etc. The motor driver  32  is electrically connected to the steering motor  31 . The steering motor  31  generates a torque when electric power is supplied to the steering motor  31  from the motor driver  32 . The steering motor  31  applies the generated torque to a steering shaft  44 . 
     The motor driver  32  is electrically connected to the ECU  90 . The ECU  90  controls an activation of the motor driver  32 . The ECU  90  controls the torque applied from the steering motor  31  to the steering shaft  44  by controlling the activation of the motor driver  32 . 
     The ECU  90  activates the motor driver  32  by inputting a control amount into the motor driver  32 . Thus, the ECU  90  controls the activation of the motor driver  32  by controlling the control amount input into the motor driver  32 . In this embodiment, as the control amount input into the motor driver  32  increases, the torque applied from the steering motor  31  to the steering shaft  44  increases and as a result, a degree that the vehicle  100  turns increases. Thus, as the control amount input into the motor driver  32  increases, the degree that the vehicle  100  turns increases. 
     &lt;Sensors, Etc.&gt; 
     The vehicle  100  is provided with an acceleration pedal operation amount sensor  71 , a brake pedal operation amount sensor  72 , a steering angle sensor  73 , a steering torque sensor  74 , wheel rotation speed sensors  751  to  754 , a yaw rate sensor  76 , a longitudinal acceleration sensor  77 , a lateral acceleration sensor  78 , radar sensors  79 , a camera apparatus  80 , an automatic movement request switch  81 , a weight sensor  82 , a GPS receiver  101 , a map database  102 , and a display  103 . 
     The acceleration pedal operation amount sensor  71  is electrically connected to the ECU  90 . The acceleration pedal operation amount sensor  71  detects an operation amount of an acceleration pedal  41  and sends a signal representing the detected operation amount to the ECU  90 . The ECU  90  acquires the operation amount of the acceleration pedal  41  as an acceleration pedal operation amount AP, based on the signal sent from the acceleration pedal operation amount sensor  71 . 
     The brake pedal operation amount sensor  72  is electrically connected to the ECU  90 . The brake pedal operation amount sensor  72  detects an operation amount of a brake pedal  42  and sends a signal representing the detected operation amount to the ECU  90 . The ECU  90  acquires the operation amount of the brake pedal  42  as a brake pedal operation amount BP, based on the signal sent from the brake pedal operation amount sensor  72 . 
     The steering angle sensor  73  is electrically connected to the ECU  90 . The steering angle sensor  73  detects a steering angle of any of the left and right front wheels  51  and  52  which are wheels-to-be-steered of the vehicle  100  and sends a signal representing the detected steering angle to the ECU  90 . The ECU  90  acquires the steering angle of any of the left and right front wheels  51  and  52  as a steering angle θst, based on the signal sent from the steering angle sensor  73 . 
     The steering torque sensor  74  is electrically connected to the ECU  90 . The steering torque sensor  74  detects a torque applied to the steering shaft  44  by the driver operating a steering wheel  43  and sends a signal representing the detected torque to the ECU  90 . The ECU  90  acquires the torque applied to the steering shaft  44  as a driver steering torque TQdriver, based on the signal sent from the steering torque sensor  74 . In this embodiment, the driver steering torque TQdriver is greater than zero when the driver operates the steering wheel  43  to turn the vehicle  100  left. On the other hand, when the driver operates the steering wheel  43  to turn the vehicle  100  right, the driver steering torque TQdriver is smaller than zero. 
     The wheel rotation speed sensors  751  to  754  are electrically connected to the ECU  90 . The wheel rotation speed sensors  751  to  754  detect rotation speeds of the wheels  50 , respectively and send signals representing the detected rotation speeds to the ECU  90 . The ECU  90  acquires the rotation speeds of the wheels  50  as wheel rotation speeds V 1  to V 4 , based on the signals sent from the wheel rotation speed sensors  751  to  754 . 
     The ECU  90  acquires an average Vave of the acquired wheel rotation speeds V 1  to V 4  (Vave=(V 1 +V 2 +V 3 +V 4 )/4) as a movement speed of the vehicle  100 . Hereinafter, the movement speed of the vehicle  100  will be referred to as “the vehicle movement speed SPD”. 
     The yaw rate sensor  76  is electrically connected to the ECU  90 . The yaw rate sensor  76  detects a yaw rate of the vehicle  100  and sends a signal representing the detected yaw rate to the ECU  90 . The ECU  90  acquires the yaw rate of the vehicle  100  as a yaw rate δ, based on the signal sent from the yaw rate sensor  76 . 
     The longitudinal acceleration sensor  77  is electrically connected to the ECU  90 . The longitudinal acceleration sensor  77  detects a longitudinal acceleration of the vehicle  100  and sends a signal representing the detected longitudinal acceleration to the ECU  90 . The ECU  90  acquires the longitudinal acceleration of the vehicle  100  as a longitudinal acceleration Gx, based on the signal sent from the longitudinal acceleration sensor  77 . 
     The lateral acceleration sensor  78  is electrically connected to the ECU  90 . The lateral acceleration sensor  78  detects a lateral acceleration of the vehicle  100 , i.e., an acceleration of the vehicle  100  in a widthwise direction of the vehicle  100  and sends a signal representing the detected lateral acceleration to the ECU  90 . The ECU  90  acquires the lateral acceleration of the vehicle  100  as a lateral acceleration Gy, based on the signal sent from the lateral acceleration sensor  78 . 
     The radar sensors  79  are electrically connected to the ECU  90 . Each radar sensor  79  emits radio waves of a millimeter wave band ahead of the vehicle  100 . Each radar sensor  79  receives the radio waves reflected by a vehicle  200  moving ahead of the vehicle  100 . Hereinafter, the radio wave emitted from each radar sensor  79  will be referred to as “the millimeter wave”. Further, the radio wave reflected by the vehicle  200  moving ahead of the vehicle  100  will be referred to as “the reflected wave”. Furthermore, the vehicle  200  moving ahead of the vehicle  100  will be referred to as “the preceding vehicle  200 ”. Each radar sensor  79  sends signals representing (i) a difference in phase between the emitted millimeter wave and the received reflected wave, (ii) an attenuation level of the received reflected wave, (iii) time elapsing from emitting the millimeter wave to receive the reflected wave, etc. to the ECU  90 . The ECU  90  acquires a distance between the preceding vehicle  200  and the vehicle  100  as an inter-vehicle distance D, based on the signals sent from the radar sensors  79 . 
     The camera apparatus  80  is electrically connected to the ECU  90 . The camera apparatus  80  includes at least one camera. The camera apparatus  80  takes a view ahead of the vehicle  100  by the at least one camera and acquires data on the taken view as image data. The camera apparatus  80  sends the image data to the ECU  90 . The ECU  90  recognizes objects such as the preceding vehicle  200  and walking persons and acquires a relationship between the vehicle  100  and the objects, based on the image data. In addition, the ECU  90  recognizes a left lane marking LL and a right lane marking LR which defines a vehicle lane in which the vehicle  100  moves. 
     The automatic movement request switch  81  is electrically connected to the ECU  90 . The automatic movement request switch  81  is operated by the driver of the vehicle  100 . The driver may request an execution of the automatic movement control described later by setting the automatic movement request switch  81  at an ON position. When the automatic movement request switch  81  is set at the ON position by the driver, the ECU  90  determines that the execution of the automatic movement control is requested. On the other hand, when the automatic movement request switch  81  is set at an OFF position by the driver, the ECU  90  determines that the execution of the automatic movement control is not requested. 
     The weight sensor  82  is electrically connected to the ECU  90 . The weight sensor  82  detects a weight of occupants including the driver in the vehicle  100  and sends a signal representing the detected weight. The ECU  90  determines whether there is the occupant in the vehicle  100 , based on the signal sent from the weight sensor  82 . 
     The GPS receiver  101 , the map database  102 , and the display  103  are electrically connected to the ECU  90 . 
     The GPS receiver  101  receives GPS signals used for detecting a current position of the vehicle  100 . The GPS receiver  101  sends the received GPS signals to the ECU  90 . The map database  102  stores map information, etc. The display  103  is a touch panel type of a display which is a human machine interface. 
     The ECU  90  acquires the current position of the vehicle  100 , based on the GPS signals sent from the GPS receiver  101 . Further, the ECU  90  executes various calculation processes, based on (i) the current position of the vehicle  100 , (ii) the map information stored in the map database  102 , etc. and performs a route guidance, using the display  103 . 
     &lt;Summary of Operation of Embodiment Control Apparatus&gt; 
     Next, a summary of an operation of the embodiment control apparatus will be described. The embodiment control apparatus is configured or programmed to execute the automatic movement control for automatically causing the vehicle  100  to move. The embodiment control apparatus sets a movement route from a current place to a previously-set destination as a target movement route Rtgt while executing the automatic movement control. Then, the embodiment control apparatus causes the vehicle  100  to move along the target movement route Rtgt by (i) automatically steering the vehicle  100  without an operation of steering the steering wheel  43  by the driver and (ii) automatically accelerating or decelerating the vehicle  100  without operations of operating the acceleration pedal  41  and the brake pedal  42  by the driver while executing the automatic movement control. 
     The driver, etc. can set the destination, for example, by operating icons indicated on the display  103 . 
     The embodiment control apparatus executes the automatic movement control when the execution of the automatic movement control is requested. On the other hand, when the execution of the automatic movement control is not requested, the embodiment control apparatus executes a normal driving control including (i) a normal steering control and (ii) a normal acceleration-and-deceleration control. Below, the normal steering control and the normal acceleration-and-deceleration control will be described first. Then, the automatic movement control will be described. 
     &lt;Normal Steering Control&gt; 
     When the execution of the automatic movement control is not requested, the embodiment control apparatus executes the normal steering control to control the activation of the steering motor  31  to apply the torque for assisting the driver&#39;s operation of operating the steering wheel  43  from the steering motor  31  to the steering shaft  44 . The embodiment control apparatus determines the torque applied from the steering motor  31  to the steering shaft  44 , based on the driver steering torque TQdriver. 
     &lt;Normal Acceleration-and-Deceleration Control&gt; 
     In addition, when the execution of the automatic movement control is not requested, the embodiment control apparatus executes the normal acceleration-and-deceleration control for accelerating and decelerating the vehicle  100 , based on the acceleration pedal operation amount AP and the brake pedal operation amount BP. 
     When the acceleration pedal operation amount AP is greater than zero in executing the normal acceleration-and-deceleration control, the embodiment control apparatus sets a target fuel injection amount Qtgt to an amount greater than zero. The target fuel injection amount Qtgt increases as the acceleration pedal operation amount AP increases. In addition, the target fuel injection amount Qtgt increases as the vehicle movement speed SPD increases. On the other hand, when the acceleration pedal operation amount AP is zero in executing the normal acceleration-and-deceleration control, the embodiment control apparatus sets the target fuel injection amount Qtgt to zero, independently of the vehicle movement speed SPD. Then, the embodiment control apparatus controls the activations of the fuel injector actuators  12  to inject the fuel of the target fuel injection amount Qtgt from the fuel injectors  11 . 
     When the brake pedal operation amount BP is greater than zero in executing the normal acceleration-and-deceleration control, the embodiment control apparatus sets a target brake hydraulic pressure Poil_tgt to a pressure greater than zero. The target brake hydraulic pressure Poil_tgt increases as the brake pedal operation amount BP increases. On the other hand, when the brake pedal operation amount BP is zero in executing the normal acceleration-and-deceleration control, the embodiment control apparatus sets the target brake hydraulic pressure Poil_tgt to zero. Then, the embodiment control apparatus controls the activations of the brake actuators  22  to apply the brake hydraulic pressures of the target brake hydraulic pressure Poil_tgt to the friction brake mechanisms  21 . 
     &lt;Automatic Movement Control&gt; 
     The embodiment control apparatus stores a vehicle turning model as one of vehicle behavior models. The vehicle turning model represents a turning characteristic of the vehicle  100  with the control amount being input into the motor driver  32 . The vehicle turning model corresponds to vehicle behavior characteristic data on a relationship between the control amount input into the motor driver  32  and the turning characteristic of the vehicle  100  derived from inputting the control amount into the motor driver  32 . The motor driver  32  is a turning actuator for turning the vehicle  100 . The turning characteristic is one of the behavior characteristics of the vehicle  100 . 
     In addition, the embodiment control apparatus stores a vehicle acceleration model as one of the vehicle behavior models. The vehicle acceleration model represents an acceleration characteristic of the vehicle  100  with the control amounts being input into the fuel injector actuators  12 . The vehicle acceleration model corresponds to the vehicle behavior characteristic data on a relationship between the control amounts input into the fuel injector actuators  12  and the acceleration characteristic of the vehicle  100  derived from inputting the control amounts into the fuel injector actuators  12 . The fuel injector actuators  12  are acceleration actuators for accelerating the vehicle  100 . The acceleration characteristic is one of the behavior characteristics of the vehicle  100 . 
     In addition, the embodiment control apparatus stores a vehicle deceleration model as one of the vehicle behavior models. The vehicle deceleration model represents a deceleration characteristic of the vehicle  100  with the control amounts being input into the brake actuators  22 . The vehicle deceleration model corresponds to the vehicle behavior characteristic data on a relationship between the control amounts input into the brake actuators  22  and the deceleration characteristic of the vehicle  100  derived from inputting the control amounts into the brake actuators  22 . The brake actuators  22  are deceleration actuators for decelerating the vehicle  100 . The deceleration characteristic is one of the behavior characteristics of the vehicle  100 . 
     The embodiment control apparatus uses (i) the vehicle turning model, (ii) the vehicle acceleration model, and (iii) the vehicle deceleration model in executing the automatic movement control to calculate the control amounts to be input into the motor driver  32 , the fuel injector actuators  12 , and the brake actuators  22  for causing the vehicle  100  to move along the target movement route Rtgt with observing traffic rules and preventing the vehicle  100  from contacting the objects such as the preceding vehicle  200  and the walking persons around the vehicle  100 . 
     In order to cause the vehicle  100  to move along the target movement route Rtgt with observing traffic rules and preventing the vehicle  100  from contacting the objects around the vehicle  100 , the vehicle behavior models including (i) the vehicle turning model, (ii) the vehicle acceleration model, and (iii) the vehicle deceleration model should represent the turning characteristic, the acceleration characteristic, and the deceleration characteristic of the vehicle  100  accurately. 
     In this regard, the vehicle behavior models may not represent the turning characteristic, the acceleration characteristic, and the deceleration characteristic of the vehicle  100  accurately due to (i) degradation over time of the motor driver  32 , the fuel injector actuators  12 , and the brake actuators  22 , (ii) a condition of a road on which the vehicle  100  moves, etc. 
     The embodiment control apparatus determines whether updating of parameters in the vehicle behavior models is needed. Hereinafter, the parameters in the vehicle behavior models will be referred to as “the model parameters”. 
     In other words, the embodiment control apparatus determines whether an update condition is satisfied. The update condition is satisfied when (i) the execution of the automatic control is requested, and (ii) the updating of the model parameters is needed. When the embodiment control apparatus determines that the update condition is not satisfied, the embodiment control apparatus acquires an optimal movement route Ropt. The optimal movement route Ropt is the movement route which shortens (i) a movement distance of the vehicle from the current place to the destination and (ii) time taken for the vehicle to move from the current place to the destination to a possible extent. The embodiment control apparatus sets the optimal movement route Ropt as the target movement route Rtgt. 
     For example, when the embodiment control apparatus causes the vehicle  100  to move from the current place Pnow to the destination Ptgt shown in  FIG.  3   , the movement route for causing the vehicle  100  to move straight from the current place Pnow to the destination Ptgt is the optimal movement route Ropt. In this case, the embodiment control apparatus sets such an optimal movement route Ropt as the target movement route Rtgt. The embodiment control apparatus causes the vehicle  100  to move along the target movement route Rtgt corresponding to the optimal movement route Ropt to the destination Ptgt. 
     When the embodiment control apparatus executes the automatic movement control, the embodiment control apparatus determines the control amounts to be input into the motor driver  32 , the fuel injector actuators  12 , and the brake actuators  22  for causing the vehicle  100  to move along the target movement route Rtgt with observing traffic rules and preventing the vehicle  100  from contacting the objects around the vehicle  100 , based on (i) the steering angle θst, (ii) the vehicle movement speed SPD, (iii) the inter-vehicle distance D, (iv) the information on the objects, (v) the relationship between the vehicle  100  and the objects, (vi) the left and right lane markings LL and LR which defines the vehicle lane in which the vehicle  100  moves, etc. 
     On the other hand, when the embodiment control apparatus determines that the update condition is satisfied, the embodiment control apparatus acquires an update movement route Rup. The update movement route Rup is the movement route which leads to the turning, the acceleration, and the deceleration of the vehicle  100  suitable for recognizing the vehicle behavior characteristics including (i) the turning characteristic of the vehicle  100 , (ii) the acceleration characteristic of the vehicle  100 , and (iii) the deceleration characteristic of the vehicle  100 . 
     In other words, the embodiment control apparatus acquires the update movement route Rup corresponding to the movement route which leads to (i) the turning of the vehicle  100  at a predetermined yaw rate δ for a predetermined time, (ii) the acceleration or the deceleration of the vehicle  100  with a predetermined longitudinal acceleration Gx for a predetermined time, and (iii) the turning of the vehicle  100  with a predetermined lateral acceleration Gy for a predetermined time. 
     The embodiment control apparatus sets the update movement route Rup as the target movement route Rtgt. The target movement route Rtgt corresponding to the update movement route Rup is not always the movement route which shortens (i) the movement distance of the vehicle from the current place to the destination and (ii) the time taken for the vehicle to move from the current place to the destination to the possible extent. 
     For example, when the vehicle  100  moves along the movement route corresponding to the optimal movement route Ropt shown in  FIG.  3   , the vehicle  100  does not turn. In this case, data on the turning characteristic of the vehicle  100 , in particular, data on the yaw rate δ and the lateral acceleration Gy of the vehicle  100  cannot be acquired. In addition, the vehicle  100  may not be accelerated or decelerated. In this case, data on the acceleration and deceleration characteristics of the vehicle  100 , in particular, the longitudinal acceleration Gx of the vehicle  100  cannot be acquired. 
     The embodiment control apparatus acquires the update movement route Rup corresponding to the movement route for causing the vehicle  100  to move straight and turn left and right from the current place Pnow to the destination Ptgt. The embodiment control apparatus sets the update movement route Rup as the target movement route Rtgt. The embodiment control apparatus causes the vehicle  100  to move along the target movement route Rtgt corresponding to the update movement route Rup to the destination Ptgt. 
     The embodiment control apparatus acquires the vehicle behavior characteristics, based on vehicle behavior parameters including (i) the yaw rate δ, (ii) the longitudinal acceleration Gx, and (iii) the lateral acceleration Gy acquired while executing the automatic movement control to cause the vehicle  100  to move along the target movement route Rtgt corresponding to the update movement route Rup. Then, the embodiment control apparatus updates the model parameters, based on the acquired vehicle behavior characteristics such that the vehicle behavior modes represents the actual vehicle behavior characteristics. 
     The driver does not need to operate the steering wheel  43 , the acceleration pedal  41 , and the brake pedal  42  when the automatic movement control is executed. In other words, all of processes for causing the vehicle  100  to move including a process for setting the target movement route are executed by the embodiment control apparatus, not by the driver. Thus, the occupants in the vehicle  100  are unlikely to feel uneasy even when the vehicle  100  moves along the update movement route Rup different from the optimal movement route Ropt. 
     Assuming that movement environments and movement conditions are the same, the control amounts input into vehicle actuators  12 ,  22 , and  32  which are the fuel injector actuators  12 , the brake actuators  22 , and the motor driver  32  in causing the vehicle  100  to move along the update movement route Rup, are the same as the control amounts input into the vehicle actuators  12 ,  22 , and  32  in causing the vehicle  100  to move along the optimal movement route Ropt. Thus, assuming that the movement environments and the movement conditions are the same, the turning, the acceleration, and the deceleration of the vehicle  100  in causing the vehicle  100  to move along the update movement route Rup, are the same as the turning, the acceleration, and the deceleration of the vehicle  100  in causing the vehicle  100  to move along the optimal movement route Ropt. In view of this point, the occupants in the vehicle  100  are unlikely to feel uneasy. 
     In addition, the update movement route Rup is the movement route suitable for causing the vehicle  100  to move with behaviors suitable for updating the model parameters. Thus, the model parameters can be updated appropriately. 
     Therefore, according to the embodiment control apparatus, the model parameters can be updated appropriately with preventing the occupants in the vehicle  100  from feeling uneasy. 
     Suitable data on the vehicle behavior parameters may not be acquired when the vehicle  100  moves on the uneven road, the aslope road, and the road crowded with vehicles. Thus, the movement environments including the uneven road, the aslope road, and the road crowded with the vehicles are not suitable for acquiring the suitable data on the vehicle behavior parameters. Accordingly, the embodiment control apparatus may be configured to acquire the update movement route Rup corresponding to the movement route which avoids the inappropriate movement environments. 
     Alternatively, the embodiment control apparatus may be configured to determine the control amounts leading to the appropriate data on the vehicle behavior parameters, depending on the movement environments as the control amounts input into the vehicle actuators  12 ,  22 , and  32  when the embodiment control apparatus acquires the update movement route Rup corresponding to the movement route which passes the inappropriate environments. 
     &lt;Concrete Operation of Embodiment Control Apparatus&gt; 
     Next, a concrete operation of the embodiment control apparatus will be described. The CPU of the ECU  90  of the embodiment control apparatus is configured or programmed to execute a routine shown by a flowchart in  FIG.  5    each time a predetermined time elapses. Therefore, at a predetermined timing, the CPU starts a process from a step  500  in  FIG.  5    and then, proceeds with the process to a step  510  to determine whether the execution of the automatic movement control is requested. 
     When the execution of the automatic movement control is requested, the CPU determines “Yes” at the step  510  and then, proceeds with the process to a step  520  to determine whether the updating of the model parameters is needed. 
     When the updating of the model parameters is needed, the CPU determines “Yes” at the step  520  and then, sequentially executes processes of steps  530  and  540  described below. Then, the CPU proceeds with the process to a step  595  to terminate this routine once. 
     Step  530 : The CPU acquires the update movement route Rup. 
     Step  540 : The CPU sets the update movement route Rup acquired at the step  530  as the target movement route Rtgt. 
     On the other hand, when the updating of the model parameters is not needed, the CPU determines “No” at the step  520  and then, sequentially executes processes of steps  550  and  560  described below. Then, the CPU proceeds with the process to the step  595  to terminate this routine once. 
     Step  550 : The CPU acquires the optimal movement route Ropt. 
     Step  560 : The CPU sets the optimal movement route Ropt acquired at the step  550  as the target movement route Rtgt. 
     When the execution of the automatic movement control is not requested at a time of executing a process of the step  510 , the CPU determines “No” at the step  510  and then, proceeds with the process to the step  595  to terminate this routine once. 
     Further, the CPU is configured or programmed to execute a routine shown by a flowchart in  FIG.  6    each time the predetermined time elapses. Therefore, at a predetermined timing, the CPU starts a process from a step  600  in  FIG.  6    and then, proceeds with the process to a step  610  to determine whether the automatic movement control is executed. 
     When the automatic movement control is executed, the CPU determines “Yes” at the step  610  and then, sequentially executes processes of steps  620  and  630  described below. Then, the CPU proceeds with the process to a step  695  to terminate this routine once. 
     Step  620 : The CPU determines or sets the control amounts to be input into the vehicle actuators  12 ,  22 , and  32  for causing the vehicle  100  to move along the target movement route Rtgt corresponding to the update movement route Rup with observing the traffic rules and preventing the vehicle  100  from contacting the objects around the vehicle  100 . 
     Step  630 : The CPU inputs the control amounts determined at the step  620  into the vehicle actuators  12 ,  22 , and  32 . 
     On the other hand, when the automatic movement control is not executed, the CPU determines “No” at the step  610  and then, proceeds with the process to the step  695  to terminate this routine once. 
     Further, the CPU is configured or programmed to execute a routine shown by a flowchart in  FIG.  7    each time the predetermined time elapses. Therefore, at a predetermined timing, the CPU starts a process from a step  700  in  FIG.  7    and then, proceeds with the process to a step  710  to determine whether the vehicle  100  is caused to move along the target movement route Rtgt corresponding to the update movement route Rup. 
     When the vehicle  100  is caused to move along the target movement route Rtgt corresponding to the update movement route Rup, the CPU determines “Yes” at the step  710  and then, sequentially executes processes of steps  720  and  730  described below. Then, the CPU proceeds with the process to a step  795  to terminate this routine once. 
     Step  720 : The CPU acquires data on the predetermined vehicle behavior parameters such as the yaw rate δ, the longitudinal acceleration Gx, and the lateral acceleration Gy. 
     Step  730 : The CPU updates the model parameters, based on the data acquired at the step  720 . 
     On the other hand, when the vehicle  100  is not caused to move along the target movement route Rtgt corresponding to the update movement route Rup, the CPU determines “No” at the step  710  and then, proceeds with the process to the step  795  to terminate this routine once. 
     The concrete operation of the embodiment control apparatus has been described. According to the embodiment control apparatus executing the routines shown in  FIG.  5    and  FIG.  7   , the model parameters can be updated with preventing the occupants in the vehicle  100  from feeling uneasy. 
     It should be noted that the present disclosure is not limited to the aforementioned embodiment and various modifications can be employed within the scope of the present disclosure. 
     For example, the embodiment control apparatus may be configured to set the larger control amounts to be input into the vehicle actuators  12 ,  22 , and  32  when the embodiment control apparatus executes the automatic movement control to cause the vehicle  100  to move along the update movement route Rup with no occupant, compared with when the embodiment control apparatus executes the automatic movement control to cause the vehicle  100  to move along the same update movement route Rup with the occupants. 
     The CPU of the ECU  90  of the vehicle movement control apparatus according to a modified example of the embodiment configured as such is configured or programmed to execute a routine shown by a flowchart in  FIG.  8    each time the predetermined time elapses in place of the routine shown in  FIG.  6   . Hereinafter, the vehicle movement control apparatus according to the modified example will be referred to as “the modified control apparatus”. 
     Therefore, at a predetermined timing, the CPU of the ECU  90  of the modified control apparatus starts a process from a step  800  in  FIG.  8    and then, proceeds with the process to a step  810  to determine whether the automatic movement control is executed. 
     When the automatic movement control is executed, the CPU determines “Yes” at the step  810  and then, proceeds with the process to a step  812  to determine whether the updating of the model parameters is needed. 
     When the updating of the model parameters is needed, the CPU determines “Yes” at the step  812  and then, proceeds with the process to a step  815  to determine whether the vehicle  100  is caused to move with no occupant. 
     When the vehicle  100  is caused to move with no occupant, the CPU determines “Yes” at the step  815  and then, sequentially executes processes of steps  820  and  830  described below. Then, the CPU proceeds with the process to a step  895  to terminate this routine once. 
     Step  820 : The CPU determines or sets the control amounts to be input into the vehicle actuators  12 ,  22 , and  32  for causing the vehicle  100  to move along the target movement route Rtgt corresponding to the update movement route Rup with observing the traffic rules and preventing the vehicle  100  from contacting the objects around the vehicle  100 . 
     Step  830 : The CPU inputs the control amounts determined at the step  820  into the vehicle actuators  12 ,  22 , and  32 , respectively 
     On the other hand, when the vehicle  100  is caused to move with the occupants, the CPU determines “No” at the step  815  and then, sequentially executes processes of steps  840  and  850  described below. Then, the CPU proceeds with the process to the step  895  to terminate this routine once. 
     Step  840 : The CPU determines or sets the control amounts to be input into the vehicle actuators  12 ,  22 , and  32  for causing the vehicle  100  to move along the target movement route Rtgt corresponding to the update movement route Rup with observing the traffic rules and preventing the vehicle  100  from contacting the objects around the vehicle  100 . The control amounts determined at the step  840  are smaller than the control amounts determined at the step  820  in causing the vehicle  100  to move along the target movement route Rtgt corresponding to the same update movement route Rup. 
     Step  850 : The CPU inputs the control amounts determined at the step  840  into the vehicle actuators  12 ,  22 , and  32 . 
     When the updating of the model parameters is not needed at a time of executing a process of the step  812 , the CPU determines “No” at the step  812  and then, sequentially executes the processes of the steps  840  and  850  described above. Then, the CPU proceeds with the process to the step  895  to terminate this routine once. 
     When the automatic movement control is not executed at a time of executing a process of the step  810 , the CPU determines “No” at the step  810  and then, proceeds with the process to the step  895  to terminate this routine once. 
     There is no occupant in the vehicle  100  when the vehicle  100  with no occupant moves along the update movement route Rup different from the optimal movement route Ropt. Thus, according to the modified control apparatus, the model parameters can be updated appropriately with preventing the occupants from feeling uneasy. 
     Further, there is no occupant in the vehicle  100  in causing the vehicle  100  with no occupant to move along the update movement route Rup with inputting the large control amounts into the vehicle actuators  12 ,  22 , and  32 . When the large control amounts are input into the vehicle actuators  12 ,  22 , and  32 , a lot of the data on the turning, acceleration, and deceleration characteristics of the vehicle  100  can be acquired. In this case, the vehicle behavior models can be updated so as to represent the actual behavior of the vehicle  100  accurately. Thus, the vehicle behavior models can be updated so as to represent the actual behavior of the vehicle  100  accurately with preventing the occupants from feeling uneasy. 
     In order to acquire the appropriate data on the vehicle behavior parameters by causing the vehicle  100  to move along the update movement route Rup, the sensors for detecting the vehicle behavior parameters, in particular, in this embodiment, the yaw rate sensor  76 , the longitudinal acceleration sensor  77 , and the lateral acceleration sensor  78  should detect the vehicle behavior parameters accurately. 
     Accordingly, the modified control apparatus may be configured to determine whether vehicle behavior sensors  70  which are the sensors for detecting the vehicle behavior parameters, detect the vehicle behavior parameters accurately when executing the automatic movement control to cause the vehicle  100  to move with no occupant. 
     In this case, for example, the modified control apparatus estimates a gradient of the road on which the vehicle  100  moves, based on the signal output from the longitudinal acceleration sensor  77  for determining whether the longitudinal acceleration sensor  77  detects the longitudinal acceleration Gx accurately when the vehicle  100  moves on the road having a known gradient. Then, the modified control apparatus determines that the longitudinal acceleration sensor  77  detects the longitudinal acceleration Gx accurately when the estimated gradient corresponds to the known gradient or when a difference between the estimated gradient and the known gradient is equal to or smaller than a predetermined value. 
     On the other hand, when the estimated gradient does not correspond to the known gradient or when the difference between the estimated gradient and the known gradient is greater than the predetermined value, the modified control apparatus determines that the longitudinal acceleration sensor  77  does not detect the longitudinal acceleration Gx accurately. 
     The predetermined value may be set to a value capable of determining appropriately whether the vehicle behavior sensors  70  detect the vehicle behavior parameters accurately, based on a vehicle movement environment information such as map information which can be acquired by wireless communication. 
     The modified control apparatus may be configured to correct the acquired vehicle behavior parameters so as to represent the actual vehicle behavior parameters, based on the signals output from the vehicle behavior sensors  70  when the vehicle behavior sensors  70  do not detect the vehicle behavior parameters accurately. 
     Further, the embodiment control apparatus sets the update movement route Rup as the target movement route Rtgt in executing the automatic movement control when the update condition is satisfied, i.e., when (i) the execution of the automatic movement control is requested, and (ii) the updating of the model parameters is needed. In this regard, the update condition may be satisfied when (i) the execution of the automatic movement control is requested, (ii) the updating of the model parameters is needed, and (iii) there is no occupant in the vehicle  100 . In this case, the embodiment control apparatus sets the optimal movement route Ropt as the target movement route Rtgt when (i) the execution of the automatic movement control is requested, (ii) the updating of the model parameters is needed, and (iii) there is no occupant in the vehicle  100 . 
     Further, the update condition may be satisfied when (i) the execution of the automatic movement control is requested, and (ii) there is no occupant in the vehicle  100 , independently of whether the updating of the model parameters is needed. In this case, the embodiment control apparatus sets the optimal movement route Ropt as the target movement route Rtgt when (i) the execution of the automatic control is requested, and (ii) there is the occupant in the vehicle  100 . 
     The update condition may be satisfied when the execution of the automatic movement control is requested, independently of whether the updating of the model parameters is needed, and there is no occupant in the vehicle  100 . In this case, the embodiment control apparatus may be configured to set the larger control amounts to be input into the vehicle actuators  12 ,  22 , and  32  when the vehicle  100  is caused to move along the update movement route Rup with no occupant in executing the automatic movement control, compared with when the vehicle  100  is caused to move along the same update movement route Rup with the occupants. 
     Further, the embodiment control apparatus and the modified control apparatus do not acquire the data on the vehicle behavior parameters and as a result, do not update the model parameters in executing the normal driving control including (i) the normal steering control and (ii) the normal acceleration-and-deceleration control. In this regards, the embodiment control apparatus may be configured to acquire the data on the vehicle behavior parameters and update the model parameters when the vehicle  100  moves with executing the normal driving control. In this case, the embodiment control apparatus may be configured to set the larger control amounts to be input into the vehicle actuators  12 ,  22 , and  32  when the vehicle  100  is caused to move along the update movement route Rup in executing the automatic movement control, compared with when the vehicle  100  moves along the same movement route as the update movement route Rup in executing the normal driving control. 
     Further, the automatic movement control is executed when the vehicle  100  moves along the update movement route Rup. Thus, the occupants are unlikely to feel uneasy in causing the vehicle  100  to move along the update movement route Rup even when the large control amounts are input into the vehicle actuators  12 ,  22 , and  32 . When the large control amounts are input into the vehicle actuators  12 ,  22 , and  32 , a lot of the data on the vehicle behavior characteristics. In this case, the vehicle behavior models may be updated so as to represent the actual vehicle behavior models accurately. Therefore, the vehicle behavior models can be updated so as to represent the actual vehicle behavior models accurately with preventing the occupants from feeling uneasy.