Vehicle control device

Abstract

A vehicle control device, when performing steering reaction force control, sets the steering reaction force provided by a steering operation in a direction in which the host vehicle is to change lanes to a reaction force smaller than a reaction force that is a reference when the host vehicle is changing lanes. In addition, the vehicle control device, when the host vehicle is changing lanes, does not set the steering reaction force provided by a steering operation in a direction in which the host vehicle is to change lanes to a reaction force smaller than a reaction force that is a reference in a case where another vehicle that is traveling on a lane on the side in which the host vehicle is changing lanes approaches the host vehicle from behind.

Description

TECHNICAL FIELD

[0001] The present application relates to a vehicle control device. BACKGROUND

[0002] In order for a vehicle to travel along a curve appropriately, there is a range of appropriate steering wheel operation amounts (appropriate range) that is required of the driver. Then, a vehicle control device is known that, in a case where the steering wheel operation amount of the driver increases to enter the appropriate range while the vehicle is traveling along a curve, increases the reaction force (steering reaction force) given to the steering wheel operation of the driver, thereby making it easy for the steering wheel operation amount to remain within the appropriate range (see Japanese Patent Application Publication No. 2019-209844). SUMMARY

[0003] Not only in a scenario in which the host vehicle is traveling along a curve, but also in a scenario in which the host vehicle is making a lane change, it is desirable for the driver to easily perform a steering wheel operation for causing the host vehicle to make a lane change. However, when another vehicle that is traveling on an adjacent lane in which the host vehicle is making a lane change approaches the host vehicle from behind, if the steering wheel operation for causing the host vehicle to make a lane change is easily performed, the likelihood of the host vehicle contacting the other vehicle increases, which is undesirable.

[0004] An object of the present application is to provide a vehicle control device that enables a lane change of a host vehicle to be easily performed while suppressing contact of the host vehicle with another vehicle.

[0005] A vehicle control device according to the present application includes a reaction force device that provides a steering reaction force to a steering operation for a host vehicle performed by a driver, and a control device that performs steering reaction force control that controls a value of the steering reaction force. The control device is configured to, when the steering reaction force control is performed, provide, as the steering reaction force, a reaction force that is a value serving as a reference when a lane change of the host vehicle is not performed, and set, as the steering reaction force, a reaction force that is a value smaller than the reaction force that is the value serving as the reference when the lane change of the host vehicle is performed.

[0006] Further, in the vehicle control device according to the present application, the control device is configured to, when the steering reaction force control is performed, in a case where a vehicle approaching condition in which another vehicle that is traveling on a lane on the side in which the host vehicle is making a lane change approaches the host vehicle from behind is established when the lane change of the host vehicle is performed, not set the steering reaction force that is a value smaller than the reaction force that is the value serving as the reference to the steering operation in the direction in which the host vehicle is making a lane change.

[0007] Thus, when other vehicles approach the own vehicle from behind, the steering reaction force provided to the steering operation in the direction in which the own vehicle is to be changed in lane is not reduced. Therefore, the steering operation in the direction in which the own vehicle is to be changed in lane is not easily performed. Thus, contact of the own vehicle with other vehicles due to the change in lane of the own vehicle can be suppressed. On the other hand, when no other vehicles approach the own vehicle from behind, the steering reaction force provided to the steering operation in the direction in which the own vehicle is to be changed in lane is reduced. Therefore, the steering operation in the direction in which the own vehicle is to be changed in lane is easily performed. Thus, according to the present application, the change in lane of the own vehicle can be easily performed while suppressing contact of the own vehicle with other vehicles.

[0008] Further, in the vehicle control device according to the present application, the control device can be configured to set, when the steering reaction force control is performed, the steering reaction force provided to the steering operation in the direction in which the own vehicle is to be changed in lane to a reaction force having a value greater than that of the reference value in a case where the vehicle approach condition is established at the time point at which the change in lane of the own vehicle is started or in a case where the vehicle approach condition is established during a period from when the change in lane of the own vehicle is started to when the own vehicle starts to enter the adjacent lane, and set the steering reaction force provided to the steering operation in the direction opposite to the direction in which the own vehicle is to be changed in lane to a reaction force having a value smaller than that of the reference value.

[0009] Thus, when other vehicles approach the own vehicle from behind, the steering reaction force provided to the steering operation in the direction in which the own vehicle is to be changed in lane is increased, and the steering reaction force provided to the steering operation in the opposite direction is reduced. Therefore, the steering operation in the direction in which the own vehicle is to be changed in lane is difficult to perform, and the steering operation in the opposite direction is easy to perform. Thus, the own vehicle is easily left in the original lane, or the own vehicle is easily returned to the original lane. Contact of the own vehicle with other vehicles due to the change in lane of the own vehicle can be suppressed.

[0010] Further, in the vehicle control device according to the present application, the control device can be configured to, when the steering reaction force control is executed, in a case where the vehicle approach condition is established during a period from when the own vehicle starts to enter the adjacent lane after the start of the lane change of the own vehicle until the completion of the entry of the own vehicle into the adjacent lane, set the steering reaction force provided to the steering operation in the direction opposite to the direction in which the own vehicle is to change lanes to a reaction force having a value smaller than a value that is to be the reference, and set the steering reaction force provided to the steering operation in the direction opposite to the direction in which the own vehicle is to change lanes to a reaction force having a value smaller than a value that is to be the reference.

[0011] In a case where, after the start of the entry of the own vehicle into the adjacent lane, another vehicle approaches the own vehicle from the rear, it is desirable to entrust the judgment of whether to continue the lane change of the own vehicle as is or to return the own vehicle to the original lane by suspending the lane change of the own vehicle to the driver of the own vehicle. According to the present application, when another vehicle approaches the own vehicle from the rear after the start of the entry of the own vehicle into the adjacent lane, the steering reaction force provided to the steering operation in the direction in which the own vehicle is to change lanes and the steering reaction force provided to the steering operation in the direction opposite thereto are both reduced. Therefore, it is easy to perform the steering operation when the lane change of the own vehicle is continued as is and when the lane change of the own vehicle is suspended to return the own vehicle to the original lane, by the judgment of the driver of the own vehicle.

[0012] Further, in the vehicle control device according to the present application, the control device can be configured to, when the steering reaction force control is executed, when the entry of the own vehicle into the adjacent lane is completed after the start of the lane change of the own vehicle, increase the steering reaction force provided to the steering operation in the direction in which the own vehicle is to change lanes at a rate larger than a rate at which the steering reaction force is to be increased until the completion of the entry of the own vehicle into the adjacent lane.

[0013] Thus, when the entry of the own vehicle into the adjacent lane is completed, it is difficult to increase the steering operation in the direction in which the own vehicle is to change lanes. Therefore, it is easy to perform the steering operation for causing the own vehicle to travel along the adjacent lane.

[0014] Further, in the vehicle control device according to the present application, the control device can be configured to, when the steering reaction force control is executed, increase the steering reaction force provided to the steering operation in the direction opposite to the direction in which the host vehicle is changed in the lane, at a rate larger than a rate of increase of the steering reaction force provided to the steering operation in the direction opposite to the direction in which the host vehicle is changed in the lane, until the host vehicle enters the original lane.

[0015] Thus, when the host vehicle enters the original lane, it is difficult to increase the steering operation in the direction opposite to the direction in which the host vehicle is changed in the lane. Therefore, it is easy to perform the steering operation for causing the host vehicle to travel along the original lane.

[0016] Further, in the vehicle control device according to the present application, the control device can be configured to, when the steering reaction force control is executed, increase the steering reaction force provided to the steering operation in the direction opposite to the direction in which the host vehicle is changed in the lane, at a rate larger than a rate of increase of the steering reaction force provided to the steering operation in the direction opposite to the direction in which the host vehicle is changed in the lane, until the host vehicle enters the original lane.

[0017] Even if the other vehicle approaches the host vehicle from behind and passes the host vehicle, and the other vehicle becomes absent, the vehicle approach condition becomes established, and the host vehicle can be safely changed in the lane. According to the present application, even if the vehicle approach condition is temporarily established and then becomes not established, the steering reaction force provided to the steering operation in the direction in which the host vehicle is changed in the lane is reduced. Therefore, when a condition in which the host vehicle can be safely changed in the lane is generated, it is easy to perform the steering operation for causing the host vehicle to be changed in the lane.

[0018] The constituent elements of the present application are not limited to the embodiments of the present application described below with reference to the drawings. Other objects, other features, and other advantages of the present application will be readily understood from the description of the embodiments of the present application given for the purpose of descriptions. BRIEF DESCRIPTION OF DRAWINGS

[0019] The features, advantages, and technical and industrial significance of exemplary embodiments of the application will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:

[0020] Figure 1FIG. 1 is a diagram showing a vehicle control device according to an embodiment of the present application and a vehicle (ego vehicle) to which the vehicle control device is mounted.

[0021] Figure 2A FIG. 2 is a diagram showing a map used in normal steering reaction force control.

[0022] Figure 2B FIG. 3 is a diagram showing a map used in aggressive steering reaction force control when the ego vehicle is straight ahead.

[0023] Figure 2C FIG. 4 is a diagram showing a map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a right adjacent lane.

[0024] Figure 2D FIG. 5 is a diagram showing a map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a left adjacent lane.

[0025] Figure 2E FIG. 6 is a diagram showing another map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a right adjacent lane.

[0026] Figure 2F FIG. 7 is a diagram showing another map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a left adjacent lane.

[0027] Figure 3A FIG. 8 is a diagram showing still another map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a right adjacent lane.

[0028] Figure 3B FIG. 9 is a diagram showing still another map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a left adjacent lane.

[0029] Figure 3C FIG. 10 is a diagram showing yet another map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a right adjacent lane.

[0030] Figure 3D FIG. 11 is a diagram showing yet another map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a left adjacent lane.

[0031] Figure 3E FIG. 12 is a diagram showing still yet another map used in aggressive steering reaction force control when the ego vehicle is making a lane change to a right adjacent lane.

[0032] Figure 3Fis a map indicating another one of the maps used in the active steering reaction force control when a lane change of the own vehicle to the left adjacent lane is made.

[0033] Figure 4 is a map indicating another one of the maps used in the active steering reaction force control when a lane change of the own vehicle to the right adjacent lane or the left adjacent lane is made.

[0034] Figure 5A is a map indicating a scenario in which the own vehicle is straight ahead when the normal steering reaction force control is executed.

[0035] Figure 5B is a map indicating a scenario in which the own vehicle is straight ahead during execution of the active steering reaction force control.

[0036] Figure 6A is a map indicating a scenario in which the own vehicle is straight ahead during execution of the active steering reaction force control.

[0037] Figure 6B is a map indicating a scenario in which the own vehicle is straight ahead during execution of the active steering reaction force control. Figure 6A is a map indicating a scenario in which the own vehicle has started a lane change.

[0038] Figure 6C is a map indicating a scenario in which the own vehicle is straight ahead during execution of the active steering reaction force control. Figure 6B is a map indicating a scenario in which the own vehicle has further advanced and its right front wheel has reached a position just before the white line.

[0039] Figure 6D is a map indicating a scenario in which the own vehicle is straight ahead during execution of the active steering reaction force control. Figure 6C is a map indicating a scenario in which the own vehicle has further advanced and is traveling across the white line.

[0040] Figure 7A1 is a map indicating a scenario in which the own vehicle is straight ahead during execution of the active steering reaction force control. Figure 6D is a map indicating a scenario in which the own vehicle has further advanced and its entirety has entered the right adjacent lane.

[0041] Figure 7A2 is a map indicating a scenario in which the own vehicle is straight ahead during execution of the active steering reaction force control. Figure 7A1 is a map indicating a scenario in which the own vehicle has further advanced and has completed its lane change.

[0042] Figure 7B1 is a map indicating a scenario in which the own vehicle has returned to the own lane during execution of the active steering reaction force control.

[0043] Figure 7B2 is a map indicating a scenario in which the own vehicle has returned to the own lane during execution of the active steering reaction force control. Figure 7B1 the self vehicle shown further advances and becomes a scene in which the self vehicle is straight traveling.

[0044] Figure 8A is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, the other vehicle that is traveling on the right adjacent lane approaches the self vehicle from behind.

[0045] Figure 8B is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, Figure 8A the self vehicle shown starts a lane change.

[0046] Figure 8C is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, Figure 8B the self vehicle shown newly advances and the right front wheel thereof reaches a position just before the white line.

[0047] Figure 8D is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, Figure 8C the self vehicle shown further advances and travels across the white line.

[0048] Figure 9A1 is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, Figure 8D the self vehicle shown further advances and the entire self vehicle enters the right adjacent lane.

[0049] Figure 9A2 is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, Figure 9A1 the self vehicle shown further advances and completes the lane change.

[0050] Figure 9B1 is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, Figure 8D the self vehicle shown returns to the self lane.

[0051] Figure 9B2 is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, Figure 9B1 the self vehicle shown further advances and becomes a scene in which the self vehicle is straight traveling.

[0052] Figure 10A is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, the self vehicle is straight traveling.

[0053] Figure 10B is a diagram representing a scene in which, during the period in which the active steering reaction force control is executed, Figure 10A the self vehicle shown starts a lane change.

[0054] Figure 10C is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 10B

[0055] Figure 10D is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 10C

[0056] Figure 11 is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 10D

[0057] Figure 12A1 is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 11

[0058] Figure 12A2 is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 12A1

[0059] Figure 12B1 is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 11

[0060] Figure 12B2 is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 12B1

[0061] Figure 13A is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control

[0062] Figure 13B is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 13A

[0063] Figure 13C is a graph showing a scenario in which the host vehicle further advances while the right front wheel thereof reaches a position just before the white line during execution of the active steering reaction force control Figure 13B

[0064] ​​​​​​​​​ Figure 13D is a view showing a scenario in which the own vehicle further advances while the active steering reaction force control is being executed Figure 13C is a view showing a scenario in which the own vehicle further advances while crossing the white line.

[0065] Figure 14A1 is a view showing a scenario in which the own vehicle further advances while the active steering reaction force control is being executed Figure 13D is a view showing a scenario in which the own vehicle further advances while its entirety enters the right adjacent lane.

[0066] Figure 14A2 is a view showing a scenario in which the own vehicle further advances while the active steering reaction force control is being executed Figure 14A1 is a view showing a scenario in which the own vehicle further advances while completing its lane change.

[0067] Figure 14B1 is a view showing a scenario in which the own vehicle returns to the own lane while the active steering reaction force control is being executed Figure 13D

[0068] Figure 14B2 is a view showing a scenario in which the own vehicle further advances while straightening out while the active steering reaction force control is being executed Figure 14B1

[0069] Figure 15 is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates.

[0070] Figure 16 is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates.

[0071] Figure 17 is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates.

[0072] Figure 18 is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates.

[0073] Figure 19 is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates.

[0074] Figure 20 is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates.

[0075] Figure 21 is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates.

[0076] Figure 22 ​​is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates.

[0077] Figure 23 is a flowchart showing a routine executed by the vehicle control device to which the embodiment of the present application relates. DETAILED DESCRIPTION

[0078] Hereinafter, a vehicle control device to which the embodiment of the present application relates will be described with reference to the drawings. As shown in FIG. 1, the vehicle control device 10 to which the embodiment of the present application relates is mounted on a host vehicle 100. In the following description, the driver of the host vehicle 100 will be simply referred to as "driver". Figure 1

[0079] ECU

[0080] The vehicle control device 10 is provided with an ECU 90. ECU is an abbreviation of Electronic Control Unit. The ECU 90 is provided with a microcomputer as a main part. The microcomputer includes a CPU, a ROM, a RAM, a nonvolatile memory, and an interface, and the like. The CPU realizes various functions by executing instructions or programs or routines stored in the ROM.

[0081] Traveling device

[0082] In addition, the host vehicle 100 is mounted with a traveling device 20. The traveling device 20 includes a drive device 21, a brake device 22, and a steering device 23.

[0083] Drive device

[0084] The drive device 21 is a device that outputs a drive torque (driving force) applied to the host vehicle 100 in order to make the host vehicle 100 travel, and is, for example, an internal combustion engine, a motor, or the like. The drive device 21 is electrically connected to the ECU 90. The ECU 90 is able to control the drive torque output from the drive device 21 by controlling the operation of the drive device 21.

[0085] Brake device

[0086] The brake device 22 is a device that outputs a brake torque (braking force) applied to the host vehicle 100 in order to brake the host vehicle 100, and is, for example, a brake device. The brake device 22 is electrically connected to the ECU 90. The ECU 90 is able to control the brake torque output from the brake device 22 by controlling the operation of the brake device 22.

[0087] Steering device

[0088] ​The steering device 23 is a device that outputs a steering torque (steering force) applied to the host vehicle 100 in order to steer the host vehicle 100, and is, for example, a power steering device. The steering device 23 is electrically connected to the ECU 90. The ECU 90 is able to control the steering torque output from the steering device 23 and the steering reaction force described later by controlling the operation of the steering device 23.

[0089] Sensors and the like

[0090] Further, the host vehicle 100 is equipped with an accelerator pedal 31, an accelerator pedal operation amount sensor 32, a brake pedal 33, a brake pedal operation amount sensor 34, a steering wheel 35, a steering shaft 36, a steering angle sensor 37, a steering torque sensor 38, a vehicle speed detection device 41, a turn signal lever 42, an active steering reaction force assist switch 43, a turn signal lamp 50, a notification device 60, a surrounding information detection device 70, and a road information detection device 80.

[0091] Accelerator pedal operation amount sensor

[0092] The accelerator pedal operation amount sensor 32 is a sensor that detects the operation amount of the accelerator pedal 31 and is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 32 transmits information on the detected operation amount of the accelerator pedal 31 to the ECU 90. The ECU 90 acquires the operation amount of the accelerator pedal 31 as an accelerator pedal operation amount AP on the basis of the information. The ECU 90 acquires a required drive torque (required driving force) on the basis of the accelerator pedal operation amount AP and the running speed of the host vehicle 100 and controls the operation of the drive device 21 so that a drive torque corresponding to the required drive torque is supplied from the drive device 21 to the host vehicle 100 (particularly, to the drive wheels of the host vehicle 100).

[0093] Brake pedal operation amount sensor

[0094] The brake pedal operation amount sensor 34 is a sensor that detects the operation amount of the brake pedal 33 and is electrically connected to the ECU 90. The brake pedal operation amount sensor 34 transmits information on the detected operation amount of the brake pedal 33 to the ECU 90. The ECU 90 acquires the operation amount of the brake pedal 33 as a brake pedal operation amount BP on the basis of the information. The ECU 90 acquires a required brake torque (required braking force) on the basis of the brake pedal operation amount BP and controls the operation of the brake device 22 so that a brake torque corresponding to the required brake torque is supplied from the brake device 22 to the host vehicle 100 (particularly, to the wheels of the host vehicle 100).

[0095] Steering angle sensor

[0096] The steering angle sensor 37 is a sensor that detects the rotation angle of the steering shaft 36 with respect to the neutral position, and is electrically connected to the ECU 90. The steering angle sensor 37 transmits information on the detected rotation angle of the steering shaft 36 to the ECU 90. The ECU 90 acquires the rotation angle of the steering shaft 36 as the steering angle θ on the basis of the information.

[0097] Steering torque sensor

[0098] The steering torque sensor 38 is a sensor that detects the torque input to the steering shaft 36 by the driver via the steering wheel 35, and is electrically connected to the ECU 90. The steering torque sensor 38 transmits information on the detected torque to the ECU 90. The ECU 90 acquires the torque input to the steering shaft 36 by the driver via the steering wheel 35 as the driver input torque on the basis of the information.

[0099] The ECU 90 acquires a required steering torque on the basis of the steering angle θ, the driver input torque, and the running speed of the host vehicle 100, and controls the operation of the steering device 23 so that the steering torque corresponding to the required steering torque is supplied from the steering device 23 to the host vehicle 100 (particularly, to the steered wheels of the host vehicle 100), and a reaction force corresponding to the target steering reaction force RFtgt set as described later is supplied to the steering wheel 35 (the steering operation by the driver). Thus, in this example, the steering device 23 includes a reaction force device that supplies a steering reaction force to the steering operation (steering operation) by the driver on the host vehicle 100.

[0100] Vehicle speed detection device

[0101] The vehicle speed detection device 41 is a device that detects the running speed of the host vehicle 100, such as a wheel speed sensor. The vehicle speed detection device 41 is electrically connected to the ECU 90. The vehicle speed detection device 41 transmits information on the detected running speed of the host vehicle 100 to the ECU 90. The ECU 90 acquires the running speed of the host vehicle 100 as the host vehicle speed V100 on the basis of the information.

[0102] Steering signal lamp operation lever

[0103] The steering signal lamp operation lever 42 is a lever that is operated by the driver in order to operate the steering signal lamps 50, and is electrically connected to the ECU 90. The ECU 90 causes the steering signal lamps 50 provided at the corner portions on the right front and the right rear of the host vehicle 100 to operate (flash) when the steering signal lamp operation lever 42 is operated from the neutral position to the right turn position. On the other hand, the ECU 90 causes the steering signal lamps 50 provided at the corner portions on the left front and the left rear of the host vehicle 100 to operate (flash) when the steering signal lamp operation lever 42 is operated from the neutral position to the left turn position.

[0104] Active steering reaction force assistance switch

[0105] The active steering reaction force assistance switch 43 is a switch operated by the driver in order to request execution of the active steering reaction force control described later, and is electrically connected to the ECU 90. The ECU 90 determines that the active steering reaction force control is requested to be executed when the active steering reaction force assistance switch 43 is operated to be set to the ON position.

[0106] Notification device

[0107] The notification device 60 is a device that performs various notifications to the driver, and in this example, is provided with a display device 61 and a sound device 62. The display device 61 is, for example, a display that displays various images. In addition, the sound device 62 is, for example, a speaker that outputs various sounds.

[0108] Display device

[0109] The display device 61 is electrically connected to the ECU 90. The ECU 90 can cause the display device 61 to display various images.

[0110] Sound device

[0111] The sound device 62 is electrically connected to the ECU 90. The ECU 90 can cause the sound device 62 to output various sounds.

[0112] Surrounding information detection device

[0113] The surrounding information detection device 70 is a device that detects information around the own vehicle 100, and in this example, is provided with a radio wave sensor 71 and an image sensor 72. The radio wave sensor 71 is, for example, a radar sensor (millimeter wave radar or the like). In addition, the image sensor 72 is, for example, a camera. Furthermore, the surrounding information detection device 70 can be provided with a sound wave sensor such as an ultrasonic sensor (clearance sonar), a light sensor such as a laser radar (LiDAR).

[0114] Radio wave sensor

[0115] The electric wave sensor 71 is electrically connected to the ECU 90. The electric wave sensor 71 emits electric waves, and receives electric waves (reflected waves) reflected by an object. The electric wave sensor 71 transmits information (detection result) concerning the emitted electric waves and the received electric waves (reflected waves) to the ECU 90. In other words, the electric wave sensor 71 detects an object existing in the periphery of the host vehicle 100, and transmits information (detection result) concerning the detected object to the ECU 90. The ECU 90 acquires information concerning an object existing in the periphery of the host vehicle 100 as the periphery detection information IS on the basis of the information (electric wave information). In this example, the object is a vehicle, an automatic two-wheeled vehicle, a bicycle, a person, or the like.

[0116] Image sensor

[0117] The image sensor 72 is also electrically connected to the ECU 90. The image sensor 72 captures an image of the periphery of the host vehicle 100, and transmits information concerning the captured image to the ECU 90. The ECU 90 acquires information concerning the periphery of the host vehicle 100 as the periphery detection information IS on the basis of the information (camera image information).

[0118] Road information detection device

[0119] The road information detection device 80 includes a GPS device 81 and a map information database 82.

[0120] GPS device

[0121] The GPS device 81 is a device that receives so-called GPS signals, and is electrically connected to the ECU 90. The ECU 90 acquires GPS signals via the GPS device 81. The ECU 90 can acquire the current position P100 of the host vehicle 100 on the basis of the acquired GPS signals.

[0122] Map information database

[0123] The map information database 82 is a database that stores map information including information concerning a road, and is electrically connected to the ECU 90. The ECU 90 acquires information concerning a road on which the host vehicle 100 is currently traveling and the like from the current position P100 of the host vehicle 100 as the road information IR.

[0124] Summary of operation of vehicle control device

[0125] Next, a summary of the operation of the vehicle control device 10 will be described. The vehicle control device 10 executes a steering reaction force control that controls a reaction force (steering reaction force) of the steering wheel 35 or the operation thereof (steering wheel operation, steering operation) provided to the driver.

[0126] The steering reaction force is the force applied to the steering wheel 35 as a force to rotate the steering wheel 35 counterclockwise (leftward) when the driver applies a force to the steering wheel 35 to rotate the steering wheel 35 clockwise (rightward), and is the force applied to the steering wheel 35 as a force to rotate the steering wheel 35 clockwise (rightward) when the driver applies a force to the steering wheel 35 to rotate the steering wheel 35 counterclockwise (leftward).

[0127] The vehicle control device 10 executes the normal steering reaction force control as the steering reaction force control in a case where execution of the active steering reaction force control is not required, and executes the active steering reaction force control as the steering reaction force control in a case where execution of the active steering reaction force control is required.

[0128] Mapping

[0129] The vehicle control device 10 stores Figures 2A to 2F and Figures 3A to 3F various mappings or lookup tables illustrated in the drawings as mappings or lookup tables to be used in order to acquire (set) a target value of the steering reaction force (target steering reaction force RFtgt) with the steering angle θ as an argument when the steering reaction force control is executed.

[0130] Figure 2A

[0131] Figure 2A The mapping (normal assist mapping) illustrated in the drawing is a mapping to be used when the normal steering reaction force control is executed, and according to the normal assist mapping, the target steering reaction force RFtgt corresponding to the steering angle θ is acquired in accordance with the characteristic defined by the line LR1 or the line LL1.

[0132] In the mappings illustrated in Figure 2A and other drawings, the horizontal axis represents the steering angle θ, and the vertical axis represents the target steering reaction force RFtgt. In a case where the steering angle θ is a value on the right side of the vertical axis, the steering angle θ is a steering angle when the steering wheel 35 is rotated rightward (clockwise) from the neutral position. In a case where the steering angle θ is a value on the left side of the vertical axis, the steering angle θ is a steering angle when the steering wheel 35 is rotated leftward (counterclockwise) from the neutral position. In addition, in a case where the steering angle θ is a value at the intersection of the vertical axis and the horizontal axis, the steering angle θ is a steering angle θ when the steering wheel 35 is in the neutral position, which is zero in this example.

[0133] In addition, in the mappings illustrated in Figure 2A and other drawings, the line on the right side of the vertical axis represents the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel 35 is rotated rightward, and the line on the left side of the vertical axis represents the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel 35 is rotated leftward.

[0134] Therefore, in Figure 2A In the map shown, the line LR1 is a line that prescribes the relationship between the steering angle θ and the target steering reaction force RFtgt when right-rotation steering wheel operation is performed (a normal steering reaction force line), and the greater the steering angle θ, the greater the target steering reaction force RFtgt taken from this normal steering reaction force line LR1.

[0135] In addition, in Figure 2A In the map shown, the line LL1 is a line that prescribes the relationship between the steering angle θ and the target steering reaction force RFtgt when left-rotation steering wheel operation is performed (a normal steering reaction force line), and the greater the steering angle θ, the greater the target steering reaction force RFtgt taken from this normal steering reaction force line LL1.

[0136] Furthermore, in the present example, the normal steering reaction force line LR1 and the normal steering reaction force line LL1 are in a line-symmetric relationship with respect to the longitudinal axis, but can not be in such a relationship.

[0137] Figure 2B

[0138] Figure 2B The map shown is a map used when active steering reaction force control is performed, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is taken in accordance with the characteristics prescribed by the line LR2 and the line LL2.

[0139] In Figure 2B In the map shown, the line LR2 is a line that prescribes the relationship between the steering angle θ and the target steering reaction force RFtgt when right-rotation steering wheel operation is performed, and the greater the steering angle θ, the greater the target steering reaction force RFtgt taken from this line LR2, but when the steering reaction forces taken for the same steering angle θ are compared with each other, the target steering reaction force RFtgt taken from this line LR2 is greater than the target steering reaction force RFtgt taken from the normal steering reaction force line LR1.

[0140] In addition, in Figure 2B In the map shown, the line LL2 is a line that prescribes the relationship between the steering angle θ and the target steering reaction force RFtgt when left-rotation steering wheel operation is performed, and the greater the steering angle θ, the greater the target steering reaction force RFtgt taken from this line LL2, but when the steering reaction forces taken for the same steering angle θ are compared with each other, the target steering reaction force RFtgt taken from this line LL2 is greater than the target steering reaction force RFtgt taken from the normal steering reaction force line LL1.

[0141] Further, in the present example, the line LR2 and the line LL2 are in a line-symmetrical relationship with respect to the longitudinal axis, but can not be in such a relationship.

[0142] Figure 2C

[0143] Figure 2C The map shown is also a map used when the active steering reaction force control is executed, according to which a target steering reaction force RFtgt corresponding to the steering angle θ is acquired in accordance with the characteristic defined by the line LR3 and the line LL2.

[0144] In the map shown in Fig. 6, the line LL2 is a line defining the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel operation of the right rotation is performed, and the target steering reaction force RFtgt acquired from this line LL2 is smaller than the target steering reaction force RFtgt acquired from the normal steering reaction force line LLl when the steering angles θ are compared with each other. Figure 2C In the map shown in Fig. 6, the line LL2 is a line defining the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel operation of the right rotation is performed, and the target steering reaction force RFtgt acquired from this line LL2 is smaller than the target steering reaction force RFtgt acquired from the normal steering reaction force line LLl when the steering angles θ are compared with each other.

[0145] Further, in the map shown in Fig. 6, the line LR2 is the same as the line LR2 shown in Fig. 5. Figure 2C In the map shown in Fig. 6, the line LL2 is a line defining the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel operation of the right rotation is performed, and the target steering reaction force RFtgt acquired from this line LL2 is smaller than the target steering reaction force RFtgt acquired from the normal steering reaction force line LLl when the steering angles θ are compared with each other. Figure 2B

[0146] Figure 2D

[0147] Figure 2D The map shown is also a map used when the active steering reaction force control is executed, according to which a target steering reaction force RFtgt corresponding to the steering angle θ is acquired in accordance with the characteristic defined by the line LR3 and the line LL2.

[0148] In the map shown in Fig. 6, the line LL2 is a line defining the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel operation of the right rotation is performed, and the target steering reaction force RFtgt acquired from this line LL2 is smaller than the target steering reaction force RFtgt acquired from the normal steering reaction force line LLl when the steering angles θ are compared with each other. Figure 2D Further, in the map shown in Fig. 6, the line LR2 is the same as the line LR2 shown in Fig. 5.

[0149] In the map shown in Fig. 6, the line LL2 is a line defining the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel operation of the right rotation is performed, and the target steering reaction force RFtgt acquired from this line LL2 is smaller than the target steering reaction force RFtgt acquired from the normal steering reaction force line LLl when the steering angles θ are compared with each other. Figure 2D Figure 2B Further, in the map shown in Fig. 6, the line LR2 is the same as the line LR2 shown in Fig. 5.

[0150] Further, in the present example, the line LR3 shown in Fig. 6 and the line LR3 shown in Fig. 5 are different from each other. Figure 2C Figure 2D ​​​The line LL3 shown is symmetrical about the vertical axis, but it may not be so.

[0151] Figure 2E

[0152] Figure 2E The mapping shown is also used when performing active steering reaction force control. According to this mapping, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained according to the characteristics specified by line LR4 and line LL2.

[0153] exist Figure 2E In the mapping shown, line LR4 defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned to the right. The greater the steering angle θ, the greater the target steering reaction force RFtgt obtained from line LR4. However, when comparing the steering reaction forces obtained at the same steering angle θ, in the range of steering angle θ from zero to a certain value, the target steering reaction force RFtgt obtained from line LR4 is smaller than the target steering reaction force RFtgt obtained from the normal steering reaction force line LR1. In the range of steering angle θ above a certain value, the target steering reaction force RFtgt obtained from line LR4 is larger than the target steering reaction force RFtgt obtained from the normal steering reaction force line LR1. In addition, the rate of increase of the target steering reaction force RFtgt relative to the increase of steering angle θ is greater when the steering angle θ is above a certain value than when the steering angle θ is below a certain value.

[0154] In addition, Figure 2E In the mapping shown, line LL2 and Figure 2B The line shown is the same as LL2.

[0155] Figure 2F

[0156] Figure 2F The mapping shown is also used when performing active steering reaction force control, according to which the target steering reaction force RFtgt corresponding to the steering angle θ is obtained according to the characteristics specified by lines LR2 and LL4.

[0157] exist Figure 2FIn the mapping shown, line LL4 defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned to the left. The greater the steering angle θ, the greater the target steering reaction force RFtgt obtained from line LL4. However, when comparing the steering reaction forces obtained at the same steering angle θ, in the range of steering angle θ from zero to a certain value, the target steering reaction force RFtgt obtained from line LL4 is smaller than the target steering reaction force RFtgt obtained from the normal steering reaction force line LL1. In the range of steering angle θ above a certain value, the target steering reaction force RFtgt obtained from line LL4 is larger than the target steering reaction force RFtgt obtained from the normal steering reaction force line LL1. In addition, the rate of increase of the target steering reaction force RFtgt relative to the increase of steering angle θ is greater when the steering angle θ is above a certain value than when the steering angle θ is below a certain value.

[0158] In addition, Figure 2F In the mapping shown, line LR2 and Figure 2B The line shown is the same as LR2.

[0159] Furthermore, in this example, Figure 2E The lines shown are LR4 and Figure 2F The line LL4 shown is symmetrical about the vertical axis, but it may not be so.

[0160] Figure 3A

[0161] Figure 3A The mapping shown is also used when performing active steering reaction force control. According to this mapping, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained according to the characteristics specified by line LR5 and line LL2.

[0162] exist Figure 3A In the mapping shown, line LR5 defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned to the right. The greater the steering angle θ, the greater the target steering reaction force RFtgt obtained from line LR5. However, when comparing the steering reaction forces obtained at the same steering angle θ, the target steering reaction force RFtgt obtained from line LR5 is greater than the target steering reaction force RFtgt obtained from the usual steering reaction force line LR1. In addition, the rate of increase of the target steering reaction force RFtgt relative to the increase of the steering angle θ is greater when the steering angle θ is above a certain value than when the steering angle θ is below a certain value.

[0163] Further, the target steering reaction force RFtgt taken from the line LR5 is larger than the target steering reaction force RFtgt taken from the line LR2 at least when the steering angle θ is a certain value or more, and has a larger increase rate with respect to an increase in the steering angle θ than the increase rate of the target steering reaction force RFtgt taken from the line LR2.

[0164] Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5. Figure 3A Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5. Figure 2B Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5.

[0165] Figure 3B

[0166] Figure 3B Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5.

[0167] Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5. Figure 3B Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5.

[0168] Further, the target steering reaction force RFtgt taken from the line LR5 is larger than the target steering reaction force RFtgt taken from the line LR2 at least when the steering angle θ is a certain value or more, and has a larger increase rate with respect to an increase in the steering angle θ than the increase rate of the target steering reaction force RFtgt taken from the line LR2.

[0169] Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5. Figure 3B Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5. Figure 2B

[0170] Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5. Figure 3A Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5. Figure 3B Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5.

[0171] Figure 3C

[0172] Further, in the map shown in FIG. 6, the line LL2 is the same as the line LR2 shown in FIG. 5. Figure 3C The mapping shown is also a mapping used when the active steering reaction force control is executed, according to which a target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristic prescribed by the line LR4 and the line LL3. The line LR4 is the same as the line LR4 shown in FIG. 7, and the line LL3 is the same as the line LL3 shown in FIG. 6. Figure 2E The line LL3 is the same as the line LL3 shown in FIG. 6, and the line LR4 is the same as the line LR4 shown in FIG. 7. Figure 2D The line LR3 is the same as the line LR3 shown in FIG. 7, and the line LL5 is the same as the line LL5 shown in FIG. 8.

[0173] Figure 3D

[0174] Figure 3D The mapping shown is also a mapping used when the active steering reaction force control is executed, according to which a target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristic prescribed by the line LR3 and the line LL4. The line LL4 is the same as the line LL4 shown in FIG. 9, and the line LR3 is the same as the line LR3 shown in FIG. 7. Figure 2F The line LL4 is the same as the line LL4 shown in FIG. 9, and the line LR3 is the same as the line LR3 shown in FIG. 7. Figure 2C The line LR3 is the same as the line LR3 shown in FIG. 7, and the line LL5 is the same as the line LL5 shown in FIG. 8.

[0175] Figure 3E

[0176] Figure 3E The mapping shown is also a mapping used when the active steering reaction force control is executed, according to which a target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristic prescribed by the line LR5 and the line LL3. In the mapping shown, the line LR5 is the same as the line LR5 shown in FIG. 6, and the line LL3 is the same as the line LL3 shown in FIG. 7. Figure 3E The line LL3 is the same as the line LL3 shown in FIG. 7, and the line LR5 is the same as the line LR5 shown in FIG. 6. Figure 3A The line LL3 is the same as the line LL3 shown in FIG. 7, and the line LR5 is the same as the line LR5 shown in FIG. 6. Figure 2D The line LR3 is the same as the line LR3 shown in FIG. 7, and the line LL5 is the same as the line LL5 shown in FIG. 8.

[0177] Figure 3F

[0178] Figure 3F The mapping shown is also a mapping used when the active steering reaction force control is executed, according to which a target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristic prescribed by the line LR3 and the line LL5. In the mapping shown, the line LL5 is the same as the line LL5 shown in FIG. 8, and the line LR3 is the same as the line LR3 shown in FIG. 7. Figure 3F The line LL5 is the same as the line LL5 shown in FIG. 8, and the line LR3 is the same as the line LR3 shown in FIG. 7. Figure 3B The line LL5 is the same as the line LL5 shown in FIG. 8, and the line LR3 is the same as the line LR3 shown in FIG. 7. Figure 2C The line LR3 is the same as the line LR3 shown in FIG. 7, and the line LL5 is the same as the line LL5 shown in FIG. 8.

[0179] Figure 4

[0180] Figure 4 The mapping shown is also a mapping used when the active steering reaction force control is executed, according to which a target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristic prescribed by the line LR3 and the line LL3. In the mapping shown, the line LR3 is the same as the line LR3 shown in FIG. 6, and the line LL3 is the same as the line LL3 shown in FIG. 7. Figure 4 The line LL3 is the same as the line LL3 shown in FIG. 7, and the line LR3 is the same as the line LR3 shown in FIG. 6. Figure 2CThe line LR3 shown is the same, and the line LL3 is the same. Figure 2D The line shown is the same as LL3.

[0181] Normal steering reaction force control

[0182] As described above, the vehicle control unit 10 performs normal steering reaction force control as steering reaction force control when no active steering reaction force control is required.

[0183] Typically, steering reaction force control is based on setting a target steering reaction force RFtgt based on the steering angle θ (steering input), and providing a steering reaction force (normal steering reaction force) equivalent to that target steering reaction force RFtgt to the steering wheel 35 (steering wheel operation). In this example, it uses... Figure 2A The commonly used auxiliary mapping shown is used to set the target steering reaction force RFtgt and to provide the steering wheel 35 with a steering reaction force (normal steering reaction force) equivalent to the target steering reaction force RFtgt.

[0184] Figure 5A

[0185] Therefore, when the vehicle control device 10 performs normal steering reaction force control, such as Figure 5A As shown, for Figure 2A The typical auxiliary mapping application shown uses the steering angle θ to obtain (set) the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that the steering device 23 provides a steering reaction force (typical steering reaction force) to the steering wheel 35 that is equivalent to the target steering reaction force RFtgt.

[0186] Therefore, the larger the steering angle θ, the greater the steering reaction force (normal steering reaction force) is provided to the steering wheel 35.

[0187] Furthermore, the vehicle control device 10 can also be configured to: replace the use of Figure 2A Instead of obtaining (setting) the target steering reaction force RFtgt through mappings as shown in other figures, the target steering reaction force RFtgt is obtained (set) by using a calculation formula that defines the relationship between the steering angle θ and the target steering reaction force RFtgt. In this case, the vehicle control device 10 applies the steering angle θ to the calculation formula and obtains (set) the target steering reaction force RFtgt through calculation.

[0188] Active steering reaction force control

[0189] On the other hand, when the active steering reaction force control is executed, the vehicle control device 10 executes the active steering reaction force control as the steering reaction force control. At this time, the vehicle control device 10 executes the active straight traveling steering reaction force control as the active steering reaction force control when the lane change start condition is not established, and executes the active lane change steering reaction force control as the active steering reaction force control when the lane change start condition is established.

[0190] The lane change start condition is established when the driver starts a steering wheel operation for causing the host vehicle 100 to make a lane change (a lane change steering wheel operation), and becomes unestablished when the lane change of the host vehicle 100 has been completed after the lane change start condition is established or when the lane change of the host vehicle 100 has been canceled.

[0191] The vehicle control device 10 can also be configured to determine that the driver has started the lane change steering wheel operation, that is, determine that the lane change start condition has been established, when the turn signal lamp 50 is operated and there is an adjacent parallel lane in the turning direction of the host vehicle 100 indicated by the turn signal lamp 50, and determine that the lane change start condition has not been established when this is not the case, but in the present example, the vehicle control device 10 determines that the driver has started the lane change steering wheel operation, that is, determines that the lane change start condition has been established, when the turn signal lamp 50 is operated, there is an adjacent parallel lane in the turning direction of the host vehicle 100 indicated by the turn signal lamp 50, and the steering wheel 35 is rotated in the turning direction of the host vehicle 100 indicated by the turn signal lamp 50, and determines that the lane change start condition has not been established when this is not the case.

[0192] Here, in the present example, the adjacent parallel lane is a lane adjacent to the host lane (the lane in which the host vehicle 100 is traveling) and is a lane in which the traveling direction of a vehicle on the lane is the same as the traveling direction of the host vehicle 100 on the host lane, but also includes a traveling lane adjacent to an uphill lane (the host lane) in a scenario in which the host vehicle 100 is traveling on the uphill lane, a right-turn exclusive lane and a left-turn exclusive lane branching from the host lane, a branch road toward an exit of an expressway from a main line (the host lane) in a scenario in which the host vehicle 100 is traveling on the main line of the expressway, and the main line of the expressway toward which the host vehicle 100 is traveling on a merging road (the host lane) in a scenario in which the host vehicle 100 is traveling on the merging road toward the main line of the expressway.

[0193] In addition, in the following description, the right adjacent parallel lane is an adjacent parallel lane provided on the right side of the host lane, and the left adjacent parallel lane is an adjacent parallel lane provided on the left side of the host lane.

[0194] In addition, the determination of whether there are adjacent parallel lanes in the turning direction of the vehicle 100 indicated by the turn signal 50 is based on the surrounding detection information IS and / or road information IR.

[0195] On the other hand, after the lane change start condition is met, and after the vehicle 100 has entered the adjacent parallel lane, the steering angle θ decreases to a value within a relatively small predetermined range, and this state continues for a predetermined period, the vehicle control device 10 determines that the lane change of its own vehicle 100 has been completed.

[0196] Furthermore, if, after the lane change initiation condition has been met, the vehicle control device 10 determines that the lane change of its own vehicle 100 has been aborted after a predetermined time has elapsed, and the vehicle 100 is driving in its own lane with the steering angle θ being within a relatively small predetermined range for a predetermined period of time, the lane change of its own vehicle 100 has been aborted.

[0197] Active straight-line steering reaction force control

[0198] Active straight-line steering reaction force control is based on setting a target steering reaction force RFtgt based on the steering angle θ, and providing a steering reaction force (normal steering reaction force) equivalent to the target steering reaction force RFtgt to the steering wheel 35. However, in this example, it uses... Figure 2B The mapping shown is used to set the target steering reaction force RFtgt and to provide the steering wheel 35 with a steering reaction force (normal steering reaction force) equivalent to the target steering reaction force RFtgt.

[0199] Figure 5B

[0200] Therefore, when the vehicle control device 10 performs active straight-line steering reaction force control, such as Figure 5B As shown, when vehicle 100 is traveling straight, regarding... Figure 2B The mapping shown uses the steering angle θ to obtain (set) the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that the steering device 23 provides a steering reaction force (positive straight-line steering reaction force) to the steering wheel 35 that is equivalent to the target steering reaction force RFtgt.

[0201] Therefore, the larger the steering angle θ, the greater the steering reaction force (active straight-line steering reaction force) provided to the steering wheel 35. However, when comparing the steering reaction forces at the same steering angle θ, the steering reaction force provided by active straight-line steering reaction force control (active straight-line steering reaction force) is greater than the steering reaction force provided by normal steering reaction force control (normal steering reaction force, the reaction force that becomes the reference value).

[0202] That is, the vehicle control device 10 is configured to increase the steering reaction force as compared with the case where the active steering reaction force control is not being executed (i.e., the case where the normal steering reaction force control is being executed) in the case where the active steering reaction force control is being executed and the lane change start condition is not established.

[0203] Thus, as compared with the case where the normal steering reaction force control is being executed, it is difficult for the driver to increase the steering wheel operation amount, and thus it is easy to maintain the steering wheel operation amount around zero and to perform the holding of the rotational position of the steering wheel 35 for straight running of the own vehicle 100.

[0204] Active lane change steering reaction force control

[0205] The active lane change steering reaction force control is a control that sets a target value (target steering reaction force RFtgt) of the steering reaction force based on the steering angle θ and provides the steering wheel 35 with a steering reaction force (active lane change steering reaction force) equivalent to the target steering reaction force RFtgt, and in the present example, is a control that provides the steering wheel 35 with a steering reaction force (active lane change steering reaction force) equivalent to the target steering reaction force RFtgt set as follows, depending on whether the vehicle approach condition is established.

[0206] The vehicle approach condition is established when other vehicles traveling on the adjacent parallel lane on which the own vehicle 100 is to make a lane change approach the own vehicle 100 from behind and the distance between the other vehicles and the own vehicle 100 is a distance within a predetermined distance, and becomes unestablished in the case other than that.

[0207] Alternatively, the vehicle approach condition is established when other vehicles traveling on the right adjacent parallel lane or the left adjacent parallel lane on which the own vehicle 100 is to make a lane change approach the own vehicle 100 from behind and the distance between the other vehicles and the own vehicle 100 is a distance within a predetermined distance, in the case where the road on which the own vehicle 100 is traveling is a road provided with three lanes (so-called three-lane road), and becomes unestablished in the case other than that.

[0208] Further, the vehicle approach condition is established when other vehicles traveling on the adjacent parallel lane on which the driver is about to make a lane change of the own vehicle 100 and traveling in front of the own vehicle 100 decelerate or the like, the relative speed of the other vehicles and the own vehicle 100 becomes a speed of a predetermined speed or more, and the distance between the other vehicles and the own vehicle 100 becomes a distance within a predetermined distance, and becomes unestablished in the case other than that.

[0209] Further, whether the vehicle approach condition is satisfied is determined based on the surrounding detection information IS.

[0210] Further, as a scenario in which the driver makes the own vehicle 100 change lanes, in addition to the scenarios described below, there are scenarios in which the own vehicle 100 is made to enter the main line of an expressway from a gentle curve connected to the main line of the expressway, and scenarios in which the own vehicle 100 is made to enter a right-turn exclusive lane from the own lane, and the vehicle control device 10 can be applied to such scenarios as well.

[0211] Scenario 1

[0212] First, the operation of the vehicle control device 10 in a scenario in which the vehicle approach condition is not satisfied during the period in which the own vehicle 100 is changing lanes to the parallel adjacent lane will be described.

[0213] Figure 6A

[0214] The vehicle control device 10, when executing the active steering reaction force control, as shown in FIG. 6, in a case in which the own vehicle 100 is straight traveling and the lane change start condition is not satisfied, sets the target steering reaction force RFtgt using the map shown in FIG. 7 as before, and controls the operation of the steering device 23 so as to provide the steering wheel 35 with a steering reaction force equivalent to the target steering reaction force RFtgt. Figure 6A Figure 2B

[0215] Figure 6B Then, as shown in FIG. 8, in a case in which the own vehicle 100 is changing lanes to the right adjacent parallel lane and the vehicle approach condition is not satisfied at the time when the lane change start condition has been satisfied, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in FIG. 7 to the map shown in FIG. 9, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so as to provide the steering wheel 35 with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0216] Figure 6B Figure 2B Figure 2C

[0217] Thus, a steering reaction force defined by the line LR3 is provided to a steering wheel operation that rotates to the right, which is smaller than the normal steering reaction force when the steering reaction forces at the same steering angle θ are compared with each other, and on the other hand, a steering reaction force defined by the line LL2 is provided to a steering wheel operation that rotates to the left, which is larger than the normal steering reaction force when the steering reaction forces at the same steering angle θ are compared with each other. ​​​​​

[0218] Further, in a case where the lane change of the own vehicle 100 to the left adjacent parallel lane is started, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 2B to the map shown in Figure 2D , sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that the steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0219] Thus, the steering reaction force provided to the steering wheel operation to the left rotation is prescribed by the line LL3, which is smaller than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other, and on the other hand, the steering reaction force provided to the steering wheel operation to the right rotation is prescribed by the line LR2, which is larger than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other.

[0220] Thus, the vehicle control device 10 is configured to, in the execution of the active steering reaction force control, in a case where the lane change start condition has been established, reduce the steering reaction force provided to the steering wheel operation to the direction in which the lane change of the own vehicle 100 is performed, and increase the steering reaction force provided to the steering wheel operation to the opposite direction.

[0221] Thus, the driver easily performs the lane change steering wheel operation.

[0222] Further, in the present example, in a case where the map used in the setting of the target steering reaction force RFtgt is switched from a certain map (1st map) to another map (2nd map), the target steering reaction force RFtgt set for the same steering angle θ is not switched in steps from the target steering reaction force RFtgt set in accordance with the 1st map to the target steering reaction force RFtgt set in accordance with the 2nd map, but is changed continuously.

[0223] Figure 6C 、 Figure 6D 、 Figure 7A1

[0224] Then, as shown in Figure 6C , the front wheels of the own vehicle 100 reach a position (a position which is a predetermined distance from the white line to the own vehicle 100 side) before the white line (a white line which separates the own lane and the right adjacent parallel lane), and then, as shown in Figure 6D , the own vehicle 100 travels across the white line. Then, as shown in Figure 7A1As shown, the entire self vehicle 100 enters the right adjacent lane. Thus, after the lane change start condition has been established, during the period until the entire self vehicle 100 enters the right adjacent lane, the vehicle control device 10 uses the map shown in Figure 2C to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0225] Further, in a case where a lane change of the self vehicle 100 to the left adjacent lane is being performed, after the lane change start condition has been established, during the period until the entire self vehicle 100 enters the left adjacent lane, the vehicle control device 10 uses the map shown in Figure 2D to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0226] Further, the white line that separates the self lane and the right adjacent lane and the white line that separates the self lane and the left adjacent lane are detected on the basis of the surrounding detection information IS.

[0227] Further, as shown in Figure 7A1 when the entire self vehicle 100 enters the right adjacent lane, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 2C to the map shown in Figure 2E to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0228] Thus, a steering reaction force defined by the line LR4 is provided to a steering wheel operation that rotates to the right, and in a case where the steering angle θ is a certain value or more, the rate of increase of the steering reaction force with respect to an increase in the steering angle θ is greater than the rate of increase in a case where the steering angle θ is less than the certain value.

[0229] Further, when a situation equivalent to the situation shown in Figure 7A1 occurs in a case where a lane change of the self vehicle 100 to the left adjacent lane is being performed, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 2D to the map shown in Figure 2FThe mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0230] Therefore, a steering reaction force specified by line LL4 is provided for leftward steering wheel operation. When the steering angle θ is above a certain value, the rate of increase of this steering reaction force relative to the increase of the steering angle θ is greater than the rate of increase when the steering angle θ is below a certain value.

[0231] Thus, the vehicle control device 10 is configured such that, after the lane change initiation condition is met, when the vehicle 100 as a whole enters the adjacent parallel lane that causes the vehicle 100 to change lanes, for the steering wheel operation in the direction that causes the vehicle 100 to change lanes, a target steering reaction force RFtgt is set to provide steering reaction force, so that when the steering angle θ is above a certain value, the rate of increase relative to the increase of the steering angle θ is greater than the rate of increase when the steering angle θ is below a certain value.

[0232] Therefore, it is easy for the driver to perform steering wheel operations that reduce the steering angle θ (even when the steering wheel 35 is returned to the neutral position).

[0233] Figure 7A2

[0234] Then, as Figure 7A2 As shown, when vehicle 100 completes a lane change to the adjacent parallel lane to the right, vehicle control device 10 will use the mapping from the target steering reaction force RFtgt setting to... Figure 2E The mapping shown is switched to Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0235] Furthermore, while vehicle 100 is changing lanes to the adjacent lane to the left, when the lane change is complete, the vehicle control unit 10 will adjust the mapping used in the target steering reaction force RFtgt setting from... Figure 2F The mapping shown is switched to Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 (steering wheel operation) is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0236] Figure 7B1

[0237] On the other hand, in a case where the lane change of the host vehicle 100 to the right adjacent parallel lane is started, the steering operation is switched, and the host vehicle 100 returns to the original lane (the host lane) as shown in FIG. 6, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to the map shown in FIG. 7 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so as to provide the steering reaction force corresponding to the target steering reaction force RFtgt to the steering wheel 35. Figure 7B1 Figure 2F Thus, the steering reaction force defined by the line LL4 is provided to the steering wheel operation of the left rotation, and in a case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in a case where the steering angle θ is smaller than the certain value.

[0238] Thus, the steering reaction force defined by the line LL4 is provided to the steering wheel operation of the left rotation, and in a case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in a case where the steering angle θ is smaller than the certain value.

[0239] Further, in a case where the lane change of the host vehicle 100 to the left adjacent parallel lane is being performed, when a situation equivalent to the situation shown in FIG. 5 occurs, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to the map shown in FIG. 6 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so as to provide the steering reaction force corresponding to the target steering reaction force RFtgt to the steering wheel 35. Figure 7B1 Figure 2E Thus, the steering reaction force defined by the line LR4 is provided to the steering wheel operation of the right rotation, and in a case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in a case where the steering angle θ is smaller than the certain value.

[0240] Thus, the steering reaction force defined by the line LL4 is provided to the steering wheel operation of the left rotation, and in a case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in a case where the steering angle θ is smaller than the certain value.

[0241] Thus, the steering reaction force defined by the line LL4 is provided to the steering wheel operation of the left rotation, and in a case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in a case where the steering angle θ is smaller than the certain value.

[0242] Thus, the steering reaction force defined by the line LL4 is provided to the steering wheel operation of the left rotation, and in a case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in a case where the steering angle θ is smaller than the certain value.

[0243] Figure 7B2 Thus, the steering reaction force defined by the line LL4 is provided to the steering wheel operation of the left rotation, and in a case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in a case where the steering angle θ is smaller than the certain value.​

[0244] Then, as shown in Figure 7B2 the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 2F to the map shown in Figure 2B to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0245] Further, when the vehicle control device 10 determines that the own vehicle 100 has returned to the own lane and the lane change of the own vehicle 100 to the left adjacent parallel lane has been discontinued in a case where the lane change of the own vehicle 100 to the left adjacent parallel lane was being performed, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 2E to the map shown in Figure 2B to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0246] The above is the operation of the vehicle control device 10 in a case where the vehicle approach condition does not hold during the lane change of the own vehicle 100 to the adjacent parallel lane is being performed.

[0247] Scenario 2

[0248] Next, the operation of the vehicle control device 10 in a case where the vehicle approach condition holds at the time point at which the lane change start condition has been established will be described.

[0249] Figure 8A

[0250] The vehicle control device 10, when performing the active steering reaction force control, in a case where the own vehicle 100 is straight traveling and the lane change start condition does not hold, as shown in Figure 8A sets the target steering reaction force RFtgt using the map shown in Figure 2B and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35, as described earlier.

[0251] Further, in the example shown in Figure 8A the other vehicle 200 traveling on the right adjacent parallel lane approaches from behind the own vehicle 100.

[0252] Figure 8B

[0253] Then, as Figure 8B As shown, when the vehicle 100 begins a lane change to the adjacent parallel lane to the right, and the vehicle approach condition is met when the lane change start condition is met, the vehicle control device 10 continues to use... Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0254] Therefore, a steering reaction force specified by line LR2 is provided for right-hand steering wheel operation, which is greater than the usual steering reaction force when the steering reaction forces with the same steering angle θ are compared with each other.

[0255] Furthermore, when the vehicle approach condition is met when the vehicle 100 begins a lane change to the adjacent parallel lane to the left, the vehicle control device 10 continues to operate. Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0256] Therefore, a steering reaction force specified by line LL2 is provided for steering wheel operation to the left. When the steering reaction forces for the same steering angle θ are compared with each other, this steering reaction force is greater than the usual steering reaction force.

[0257] Thus, the vehicle control device 10 is configured such that, when performing active steering reaction force control, if the lane change initiation condition is met and the vehicle approach condition is met at that time, compared to the case where the vehicle approach condition is not met, it increases the steering reaction force provided by the steering wheel operation in the direction that causes the vehicle 100 to change lanes.

[0258] Therefore, it is difficult for the driver to operate the steering wheel 35 in the direction that would cause the vehicle 100 to change lanes, thus suppressing contact between the vehicle 100 and other vehicles 200.

[0259] Figure 8C

[0260] Then continue to perform lane-changing steering wheel operations, such as... Figure 8C As shown, when the front wheels of vehicle 100 reach a position just before the white line (a predetermined distance from the white line towards vehicle 100), and while maintaining the condition that the vehicle approach has been established, the vehicle control device 10 will use the mapping from the target steering reaction force RFtgt setting... Figure 2B The mapping shown is switched to Figure 3A The target steering reaction force RFtgt is set using the map shown in FIG. 9, and the operation of the steering device 23 is controlled so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0261] Thus, a steering reaction force defined by the line LR5 is provided to a steering wheel operation to rotate to the right, which is greater than a steering reaction force provided in accordance with the line LR2 in the case where the steering angle θ is a certain value or more, and the rate of increase with respect to an increase in the steering angle θ is greater than the rate of increase of the steering reaction force provided in accordance with the line LR2.

[0262] Further, in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed, when a situation equivalent to the situation shown in FIG. 8 occurs, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in FIG. 9 to the map shown in FIG. 10. Figure 8C The target steering reaction force RFtgt is set using the map shown in FIG. 10, and the operation of the steering device 23 is controlled so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 2B The target steering reaction force RFtgt is set using the map shown in FIG. 10, and the operation of the steering device 23 is controlled so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 3B The target steering reaction force RFtgt is set using the map shown in FIG. 10, and the operation of the steering device 23 is controlled so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0263] Thus, a steering reaction force defined by the line LL5 is provided to a steering wheel operation to rotate to the left, which is greater than a steering reaction force provided in accordance with the line LL2 in the case where the steering angle θ is a certain value or more, and the rate of increase with respect to an increase in the steering angle θ is greater than the rate of increase of the steering reaction force provided in accordance with the line LL2.

[0264] Thus, the vehicle control device 10 is configured to further increase the steering reaction force provided to a steering wheel operation to rotate in the direction in which the lane change of the own vehicle 100 is performed in the state where the vehicle approach condition is established in the case where the front wheels of the own vehicle 100 reach a position just before the white line (a position that is a predetermined distance from the white line to the own vehicle 100 side) by the lane change steering wheel operation when the active steering reaction force control is executed.

[0265] Thus, the driver is more difficult to operate the steering wheel 35 in the direction in which the lane change of the own vehicle 100 is performed, and thus, it is possible to suppress the contact of the own vehicle 100 with the other vehicle 200.

[0266] Figure 8D

[0267] Then, the lane change steering wheel operation is also continuously performed, as in the case shown in FIG. 8, and thus, the steering reaction force provided to the steering wheel operation to rotate to the left is further increased. Figure 8DIn the case where it is indicated that the vehicle 100 is traveling across the white line while maintaining the state where the vehicle approach condition has been established, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in FIG. 9 to the map shown in FIG. 10. Figure 3A The target steering reaction force RFtgt is set using the map shown in FIG. 10, and the operation of the steering device 23 is controlled so that a steering reaction force corresponding to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 4 The target steering reaction force RFtgt is set using the map shown in FIG. 10, and the operation of the steering device 23 is controlled so that a steering reaction force corresponding to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0268] Thus, a steering reaction force defined by the line LR3 is provided to the steering wheel operation to rotate to the right, and on the other hand, a steering reaction force defined by the line LL3 is provided to the steering wheel operation to rotate to the left, and when the steering reaction forces at the same steering angle θ are compared with each other, those steering reaction forces are smaller than the normal steering reaction force.

[0269] Further, in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed, when a situation equivalent to the situation shown in FIG. 8 occurs, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in FIG. 9 to the map shown in FIG. 10. Figure 8D The target steering reaction force RFtgt is set using the map shown in FIG. 10, and the operation of the steering device 23 is controlled so that a steering reaction force corresponding to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 3B The target steering reaction force RFtgt is set using the map shown in FIG. 10, and the operation of the steering device 23 is controlled so that a steering reaction force corresponding to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 4 The target steering reaction force RFtgt is set using the map shown in FIG. 10, and the operation of the steering device 23 is controlled so that a steering reaction force corresponding to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0270] Thus, a steering reaction force defined by the line LR3 is provided to the steering wheel operation to rotate to the right, and on the other hand, a steering reaction force defined by the line LL3 is provided to the steering wheel operation to rotate to the left, and when the steering reaction forces at the same steering angle θ are compared with each other, those steering reaction forces are smaller than the normal steering reaction force.

[0271] Thus, a steering reaction force defined by the line LR3 is provided to the steering wheel operation to rotate to the right, and on the other hand, a steering reaction force defined by the line LL3 is provided to the steering wheel operation to rotate to the left, and when the steering reaction forces at the same steering angle θ are compared with each other, those steering reaction forces are smaller than the normal steering reaction force.

[0272] Thus, a steering reaction force defined by the line LR3 is provided to the steering wheel operation to rotate to the right, and on the other hand, a steering reaction force defined by the line LL3 is provided to the steering wheel operation to rotate to the left, and when the steering reaction forces at the same steering angle θ are compared with each other, those steering reaction forces are smaller than the normal steering reaction force.

[0273] Figure 9A1

[0274] Then, also continuously, the lane change steering operation is performed, as Figure 9A1 is shown, when the own vehicle 100 as a whole enters the right adjacent parallel lane, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 4 to the map shown in Figure 3C to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so as to provide the steering reaction force corresponding to the target steering reaction force RFtgt to the steering wheel 35.

[0275] Thus, the steering reaction force defined by the line LR4 is provided to the steering wheel operation of the right rotation, and in the case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in the case where the steering angle θ is less than the certain value.

[0276] Further, in the case where the lane change of the own vehicle 100 to the left adjacent parallel lane is being performed, when a situation equivalent to the situation shown in Figure 9A1 is generated, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 4 to the map shown in Figure 3D to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so as to provide the steering reaction force corresponding to the target steering reaction force RFtgt to the steering wheel 35.

[0277] Thus, the steering reaction force defined by the line LL4 is provided to the steering wheel operation of the left rotation, and in the case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in the case where the steering angle θ is less than the certain value.

[0278] Thus, the vehicle control device 10 is configured to, in the scenario where the vehicle approach condition has been established when the aggressive steering reaction force control is executed and the lane change of the own vehicle 100 to the adjacent parallel lane is started, when the lane change steering operation is continuously performed and the own vehicle 100 as a whole enters the adjacent parallel lane, set the target steering reaction force RFtgt to provide the steering reaction force to the lane change steering operation so that, in the case where the steering angle θ is a certain value or more, the increase rate of the increase of the steering reaction force with respect to the increase of the steering angle θ is larger than the increase rate in the case where the steering angle θ is less than the certain value.

[0279] Thus, the driver easily performs the steering wheel operation to reduce the steering angle θ (even the operation to return the steering wheel 35 to the neutral position).

[0280] Figure 9A2

[0281] Then, as Figure 9A2 As shown, when vehicle 100 completes a lane change to the adjacent parallel lane to the right, vehicle control device 10 will use the mapping from the target steering reaction force RFtgt setting to... Figure 3C The mapping shown is switched to Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0282] Furthermore, while performing a lane change from its own vehicle 100 to the adjacent parallel lane to the left, when a lane change with... Figure 9B2 When the situation is similar to that shown, the vehicle control unit 10 will use the mapping from the setting of the target steering reaction force RFtgt. Figure 3D The mapping shown is switched to Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0283] Figure 9B1

[0284] On the other hand, when it is produced Figure 8D After the situation shown, the steering wheel operation is switched, as follows: Figure 9B1 As shown, when vehicle 100 returns to its original lane (its own lane), vehicle control device 10 will use the mapping from the target steering reaction force RFtgt setting. Figure 4 The mapping shown is switched to Figure 3D The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0285] Therefore, a steering reaction force specified by line LL4 is provided for leftward steering wheel operation. When the steering angle θ is above a certain value, the rate of increase of this steering reaction force relative to the increase of the steering angle θ is greater than the rate of increase when the steering angle θ is below a certain value.

[0286] Furthermore, while changing lanes from its own vehicle 100 to the adjacent parallel lane to the left, a collision occurred with... Figure 9B1 When the situation is similar to that shown, the vehicle control unit 10 will use the mapping from the setting of the target steering reaction force RFtgt. Figure 4The mapping shown is switched to Figure 3C The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0287] Therefore, a steering reaction force specified by line LR4 is provided for right-hand steering wheel operation. When the steering angle θ is above a certain value, the rate of increase of this steering reaction force relative to the increase of the steering angle θ is greater than the rate of increase when the steering angle θ is below a certain value.

[0288] Thus, the vehicle control device 10 is configured such that, when performing active steering reaction force control, after the vehicle 100 crosses the white line and moves forward under the condition that the vehicle approach condition is met, when the steering wheel operation is switched and the vehicle 100 returns to its original lane (its own lane), a target steering reaction force RFtgt is set for the steering wheel operation in the opposite direction to the direction that caused the vehicle 100 to change lanes (the steering wheel operation in the direction that caused the vehicle 100 to return to its original lane) to provide steering reaction force, so that when the steering angle θ is above a certain value, the rate of increase relative to the increase of the steering angle θ is greater than the rate of increase when the steering angle θ is below a certain value.

[0289] Therefore, it is easy for the driver to perform steering wheel operations that reduce the steering angle θ (even when the steering wheel 35 is returned to the neutral position).

[0290] Figure 9B2

[0291] Then, as Figure 9B2 As shown, when vehicle 100 returns to its own lane and vehicle control device 10 determines that the lane change of vehicle 100 to the adjacent right-hand lane has been stopped, vehicle control device 10 will adjust the mapping used in the setting of target steering reaction force RFtgt from... Figure 3D The mapping shown is switched to Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0292] Furthermore, while changing lanes from its own vehicle 100 to the adjacent parallel lane to the left, a collision occurred with... Figure 9B2 When the situation is similar to that shown, the vehicle control unit 10 will use the mapping from the setting of the target steering reaction force RFtgt. Figure 3C The mapping shown is switched to Figure 2BThe map shown in FIG. 9 is switched to a map obtained by combining the line LR5 in the map shown in FIG. 8 and the line LL4 in the map shown in FIG. 10 to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0293] In addition, when the vehicle approaching condition that has been established after the start of the lane change of the host vehicle 100 by the lane change start condition becomes not established due to the overtaking of the host vehicle 100 by the other vehicle 200 or the like, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to a map shown in FIG. 10 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 8C In addition, when the vehicle approaching condition that has been established after the start of the lane change of the host vehicle 100 by the lane change start condition becomes not established due to the overtaking of the host vehicle 100 by the other vehicle 200 or the like, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to a map shown in FIG. 10 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 3A In addition, when the vehicle approaching condition that has been established after the start of the lane change of the host vehicle 100 by the lane change start condition becomes not established due to the overtaking of the host vehicle 100 by the other vehicle 200 or the like, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to a map shown in FIG. 10 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 3D In addition, when the vehicle approaching condition that has been established after the start of the lane change of the host vehicle 100 by the lane change start condition becomes not established due to the overtaking of the host vehicle 100 by the other vehicle 200 or the like, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to a map shown in FIG. 10 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0294] Thus, the steering reaction force provided to the steering wheel operation of the left turn is the steering reaction force defined by the line LL4, and the rate of increase of the increase of the steering reaction force with respect to the steering angle θ is greater in the case where the steering angle θ is a certain value or more than in the case where the steering angle θ is less than the certain value.

[0295] The above is the operation of the vehicle control device 10 in the scenario in which the vehicle approaching condition is established at the time point at which the lane change start condition has been established.

[0296] In addition, when the vehicle approaching condition that has been established after the start of the lane change of the host vehicle 100 by the lane change start condition becomes not established due to the overtaking of the host vehicle 100 by the other vehicle 200 or the like, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to a map shown in FIG. 10 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 2C In addition, when the vehicle approaching condition that has been established after the start of the lane change of the host vehicle 100 by the lane change start condition becomes not established due to the overtaking of the host vehicle 100 by the other vehicle 200 or the like, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to a map shown in FIG. 10 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0297] In addition, when the vehicle approaching condition that has been established after the start of the lane change of the host vehicle 100 by the lane change start condition becomes not established due to the overtaking of the host vehicle 100 by the other vehicle 200 or the like, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to a map shown in FIG. 10 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 2D In addition, when the vehicle approaching condition that has been established after the start of the lane change of the host vehicle 100 by the lane change start condition becomes not established due to the overtaking of the host vehicle 100 by the other vehicle 200 or the like, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt to a map shown in FIG. 10 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0298] Scenario 3

[0299] Next, the operation of the vehicle control device 10 will be explained in a scenario where the vehicle approach condition is not met at the time when the lane change start condition has been met, but the vehicle approach condition is met before the front wheel of the vehicle 100 reaches the position just before the white line (a position at a predetermined distance from the white line to the side of the vehicle 100).

[0300] Figure 10A

[0301] When the vehicle control device 10 performs active steering reaction force control, such as Figure 8A As shown, when vehicle 100 is traveling straight and the lane change initiation condition has not been met, as described previously, use... Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0302] Figure 10B

[0303] Then, as Figure 10B As shown, when a vehicle 100 begins a lane change to the adjacent parallel lane to the right, and the vehicle approach condition is not met when the lane change initiation condition has been met, the vehicle control device 10 will use the mapping in the setting of the target steering reaction force RFtgt from... Figure 2B The mapping shown is switched to Figure 2C The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0304] Furthermore, when initiating a lane change from its own vehicle 100 to the adjacent parallel lane to the left, the vehicle control unit 10 will use the mapping from the target steering reaction force RFtgt setting to... Figure 2B The mapping shown is switched to Figure 2D The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0305] Figure 10C

[0306] Then, as Figure 10C As shown, when the vehicle approach condition is met before the front wheels of its own vehicle 100 reach a position just before the white line (a predetermined distance from the white line towards the side of its own vehicle 100), the vehicle control device 10 will use the mapping from the target steering reaction force RFtgt setting. Figure 2C The mapping shown in FIG. 6 is switched to the mapping shown in FIG. 7. Figure 2D The target steering reaction force RFtgt is set using the mapping shown in FIG. 7, and the operation of the steering device 23 is controlled so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0307] Thus, a steering reaction force defined by the line LR2 is provided to a steering wheel operation to rotate to the right, which is greater than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other, and on the other hand, a steering reaction force defined by the line LL3 is provided to a steering wheel operation to rotate to the left, which is smaller than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other.

[0308] Further, in a case where the lane change of the own vehicle 100 to the left adjacent lane is being performed, when a situation equivalent to the situation shown in FIG. 5 occurs, the vehicle control device 10 switches the mapping used in the setting of the target steering reaction force RFtgt from the mapping shown in FIG. 6 to the mapping shown in FIG. 7. Figure 10C Figure 2D The mapping shown in FIG. 6 is switched to the mapping shown in FIG. 7. Figure 2C The target steering reaction force RFtgt is set using the mapping shown in FIG. 7, and the operation of the steering device 23 is controlled so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35.

[0309] Thus, a steering reaction force defined by the line LR2 is provided to a steering wheel operation to rotate to the right, which is greater than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other, and on the other hand, a steering reaction force defined by the line LL3 is provided to a steering wheel operation to rotate to the left, which is smaller than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other.

[0310] Thus, the vehicle control device 10 is configured to, when the active steering reaction force control is executed, in a case where the vehicle approach condition has been established before the front wheels of the own vehicle 100 reach a position just before the white line (a position at a predetermined distance from the white line to the own vehicle 100 side) when the lane change of the own vehicle 100 to the adjacent lane is being performed, increase the steering reaction force provided to the lane change steering wheel operation, and decrease the steering reaction force provided to the steering wheel operation for returning the own vehicle 100 to the original lane (the own lane).

[0311] Thus, the driver easily performs the steering wheel operation for returning the own vehicle 100 to the original lane (the own lane).

[0312] Figure 10D Thus, the driver easily performs the steering wheel operation for returning the own vehicle 100 to the original lane (the own lane). Figure 10D

[0313] Then, also continuously, the lane change steering operation is performed, as shown in FIG. 9, in a case where the front wheel of the own vehicle 100 reaches a position just before the white line (a position that is a predetermined distance from the white line to the own vehicle 100 side), and at this time, the state in which the vehicle approach condition has been established is not changed, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in FIG. 8 to the map shown in FIG. 9 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 10D Figure 2D Figure 3E

[0314] Thus, a steering reaction force defined by the line LR5 is provided to the steering wheel operation of the right rotation, and in a case where the steering angle θ is a certain value or more, the steering reaction force is larger than the steering reaction force provided in accordance with the line LR2, and the increase rate with respect to the increase of the steering angle θ is larger than the increase rate of the steering reaction force provided in accordance with the line LR2.

[0315] Further, in a case where the lane change of the own vehicle 100 to the left adjacent parallel lane is being performed, when a situation equivalent to the situation shown in FIG. 6 occurs, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in FIG. 5 to the map shown in FIG. 6 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is provided to the steering wheel 35. Figure 10D Figure 2C Figure 3F

[0316] Thus, a steering reaction force defined by the line LL5 is provided to the steering wheel operation of the left rotation, and in a case where the steering angle θ is a certain value or more, the steering reaction force is larger than the steering reaction force provided in accordance with the line LL2, and the increase rate with respect to the increase of the steering angle θ is larger than the increase rate of the steering reaction force provided in accordance with the line LL2.

[0317] Thus, the vehicle control device 10 is configured to further increase the steering reaction force provided to the steering wheel operation of the direction in which the own vehicle 100 is lane changed in a case where the vehicle approach condition is established, and then the front wheel of the own vehicle 100 reaches a position just before the white line (a position that is a predetermined distance from the white line to the own vehicle 100 side) by the lane change steering operation when the active steering reaction force control is executed.

[0318] ​​​​​​Thus, the driver is more difficult to perform the lane change steering operation, and therefore, it is possible to suppress the contact of the own vehicle 100 with the other vehicle 200.

[0319] Figure 11

[0320] Then, the lane change steering operation is also continuously performed, and as Figure 11 shown, in a case where the own vehicle 100 becomes to travel across the white line and the state where the vehicle approach condition has been established is maintained at that time, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 3E to the map shown in Figure 4 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so as to provide the steering reaction force corresponding to the target steering reaction force RFtgt to the steering wheel 35.

[0321] Thus, the steering reaction force prescribed by the line LR3 is provided to the steering wheel operation of the right rotation, and on the other hand, the steering reaction force prescribed by the line LL3 is provided to the steering wheel operation of the left rotation, and when the steering reaction forces at the same steering angle θ are compared with each other, those steering reaction forces are smaller than the normal steering reaction force.

[0322] Further, in a case where the lane change of the own vehicle 100 to the left adjacent lane is being performed, when a situation equivalent to the situation shown in Figure 11 is generated, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 3F to the map shown in Figure 4 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so as to provide the steering reaction force corresponding to the target steering reaction force RFtgt to the steering wheel 35.

[0323] Thus, the steering reaction force prescribed by the line LR3 is provided to the steering wheel operation of the right rotation, and on the other hand, the steering reaction force prescribed by the line LL3 is provided to the steering wheel operation of the left rotation, and when the steering reaction forces at the same steering angle θ are compared with each other, those steering reaction forces are smaller than the normal steering reaction force.

[0324] Thus, the vehicle control device 10 is configured to, in the execution of the active steering reaction force control, in a case where the vehicle approach condition is established and then the lane change steering operation is performed so that the own vehicle 100 travels across the white line, reduce the steering reaction force provided to the steering wheel operation in the direction in which the own vehicle 100 is lane changed and in the opposite direction thereto.

[0325] Therefore, it is easy for the driver to perform steering wheel operations when maintaining the same state based on their own judgment, continuously changing the lane of their own vehicle 100, or switching the steering wheel operation to return their own vehicle 100 to the original lane (their own lane) in order to avoid contact between their own vehicle 100 and other vehicles 200.

[0326] Figure 12A1

[0327] Then continue to perform lane-changing steering wheel operations, such as... Figure 12A1 As shown, when the vehicle 100 enters the adjacent parallel lane on the right, the vehicle control device 10 generates the previously described... Figure 9A1 In the same manner, the operation of the steering device 23 is controlled when the situation is shown.

[0328] Furthermore, while performing a lane change from its own vehicle 100 to the adjacent parallel lane to the left, when a lane change with... Figure 12A1 When the situation is similar to that described above, the vehicle control unit 10 generates the same result as previously described. Figure 9A1 The operation of the steering device 23 is controlled in the same way as the situation shown.

[0329] Thus, the vehicle control device 10 is configured such that, in a scenario where, during active steering reaction force control, the vehicle 100 begins to change lanes into an adjacent parallel lane, and the vehicle approach condition is met before the front wheels of the vehicle 100 reach a position just before the white line (a predetermined distance from the white line towards the vehicle 100), while continuously performing lane change steering wheel operations and the vehicle 100 as a whole enters the adjacent parallel lane, a target steering reaction force RFtgt is set for the lane change steering wheel operation to provide steering reaction force, such that when the steering angle θ is above a certain value, the rate of increase relative to the increase in steering angle θ is greater than the rate of increase when the steering angle θ is below a certain value.

[0330] Therefore, it is easy for the driver to perform steering wheel operations that reduce the steering angle θ (even when the steering wheel 35 is returned to the neutral position).

[0331] Figure 12A2

[0332] Then, as Figure 12A2 As shown, when the vehicle 100 completes its lane change to the adjacent parallel lane to the right, the vehicle control device 10 generates the previously described... Figure 9A2 In the same manner, the operation of the steering device 23 is controlled when the situation is shown.

[0333] Furthermore, while performing a lane change from its own vehicle 100 to the adjacent parallel lane to the left, when a lane change with... Figure 12A2 When the situation is similar to that described above, the vehicle control unit 10 generates the same result as previously described. Figure 9A2 The operation of the steering device 23 is controlled in the same way as the situation shown.

[0334] Figure 12B1

[0335] On the other hand, when it is produced Figure 11 After the situation shown, the steering wheel operation is switched, as follows: Figure 12B1 As shown, when vehicle 100 returns to its original lane (its own lane), vehicle control device 10 generates the previously described... Figure 9B1 In the same manner, the operation of the steering device 23 is controlled when the situation is shown.

[0336] Furthermore, while performing a lane change from its own vehicle 100 to the adjacent parallel lane to the left, when a lane change with... Figure 12B1 When the situation is similar to that described above, the vehicle control unit 10 generates the same result as previously described. Figure 9B1 The operation of the steering device 23 is controlled in the same way as the situation shown.

[0337] Thus, the vehicle control device 10 is configured such that, when performing active steering reaction force control, after the vehicle 100 crosses the white line and moves forward under the condition that the vehicle approach condition is met, when the steering wheel operation is switched and the vehicle 100 returns to its original lane (its own lane), a target steering reaction force RFtgt is set for the steering wheel operation in the opposite direction to the direction that caused the vehicle 100 to change lanes (the steering wheel operation in the direction that caused the vehicle 100 to return to its original lane) to provide steering reaction force, so that when the steering angle θ is above a certain value, the rate of increase relative to the increase of the steering angle θ is greater than the rate of increase when the steering angle θ is below a certain value.

[0338] Figure 12B2

[0339] Then, as Figure 12B2 As shown, when vehicle 100 returns to its own lane and vehicle control device 10 determines that lane changing of vehicle 100 to the adjacent right-hand lane has been stopped, vehicle control device 10 generates the previously described... Figure 9B2 In the same manner, the operation of the steering device 23 is controlled when the situation is shown.

[0340] Furthermore, while performing a lane change from its own vehicle 100 to the adjacent parallel lane to the left, when a lane change with... Figure 12B2When the situation is similar to that shown, it produces a result similar to that described previously. Figure 9B2 The operation of the steering device 23 is controlled in the same way as the situation shown.

[0341] The above describes the operation of the vehicle control device 10 in the following scenario: at the time when the lane change start condition is met, the vehicle approach condition is not met, but before the front wheel of the vehicle 100 reaches the position just before the white line (a predetermined distance from the white line to the side of the vehicle 100), the vehicle approach condition is met.

[0342] Scene 4

[0343] Next, the operation of the vehicle control device 10 will be explained in a scenario where the vehicle approach condition is not met at the time when the lane change start condition has been met, but the vehicle approach condition is met when the vehicle 100 crosses the white line and moves forward.

[0344] Figure 13A

[0345] When the vehicle control device 10 performs active steering reaction force control, such as Figure 13A As shown, when vehicle 100 is traveling straight and the lane change initiation condition has not been met, as described previously, use... Figure 2B The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0346] Figure 13B

[0347] Then, as Figure 13B As shown, when a lane change from its own vehicle 100 to the adjacent parallel lane to the right begins, and the vehicle approach condition is not met when the lane change initiation condition has been met, the vehicle control device 10 will use the mapping in the setting of the target steering reaction force RFtgt from... Figure 2B The mapping shown is switched to Figure 2C The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0348] Thus, a steering reaction force defined by the line LR3 is provided to a steering wheel operation in a right-rotating direction, which is smaller than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other, and on the other hand, a steering reaction force defined by the line LL2 is provided to a steering wheel operation in a left-rotating direction, which is larger than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other.

[0349] Further, in a case where the lane change of the own vehicle 100 to the left adjacent lane has been started, the vehicle control device 10 switches the map used in the setting of the target steering reaction force RFtgt from the map shown in Figure 2B to the map shown in Figure 2D to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so as to provide a steering reaction force equivalent to the target steering reaction force RFtgt to the steering wheel 35.

[0350] Thus, a steering reaction force defined by the line LR3 is provided to a steering wheel operation in a right-rotating direction, which is smaller than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other, and on the other hand, a steering reaction force defined by the line LL2 is provided to a steering wheel operation in a left-rotating direction, which is larger than the normal steering reaction force when the steering reaction forces for the same steering angle θ are compared with each other.

[0351] Thus, the vehicle control device 10 is configured to, in the execution of the active steering reaction force control, in a case where the lane change start condition has been established, reduce the steering reaction force provided to a steering wheel operation in a direction in which the lane change of the own vehicle 100 is performed, and increase the steering reaction force provided to a steering wheel operation in a direction opposite thereto, as compared with a case where the lane change start condition has not been established.

[0352] Thus, the driver easily performs the lane change steering wheel operation.

[0353] Figure 13C 、 Figure 13D

[0354] Then, as shown in Figure 13C , the front wheels of the own vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line to the own vehicle 100 side), and then, as shown in Figure 13D , the own vehicle 100 travels across the white line. Thus, after the lane change start condition has been established, during a period until the own vehicle 100 travels across the white line, as long as the vehicle approach condition is not established, the vehicle control device 10 uses Figure 2CThe mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0355] Furthermore, when a lane change is being performed by vehicle 100 to the adjacent lane to the left, after the lane change initiation condition has been met, during the period from when vehicle 100 crosses the white line to proceed, vehicle control device 10 uses... Figure 2D The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0356] Figure 13D

[0357] Then, as Figure 13D As shown, when vehicle 100 crosses the white line and moves forward, and the vehicle approach condition is met, the vehicle control unit 10 will use the mapping from the target steering reaction force RFtgt setting. Figure 2C The mapping shown is switched to Figure 4 The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0358] Thus, steering reaction force specified by line LR3 is provided for steering wheel operation to the right, and steering reaction force specified by line LL3 is provided for steering wheel operation to the left. When the steering reaction forces for the same steering angle θ are compared with each other, those steering reaction forces are smaller than the usual steering reaction forces.

[0359] Furthermore, while performing a lane change from its own vehicle 100 to the adjacent parallel lane to the left, when a lane change with... Figure 13D When the situation is similar to that shown, the vehicle control unit 10 will use the mapping from the setting of the target steering reaction force RFtgt. Figure 2D The mapping shown is switched to Figure 4 The mapping shown is used to set the target steering reaction force RFtgt, and the operation of the steering device 23 is controlled so that the steering wheel 35 is provided with a steering reaction force equivalent to the target steering reaction force RFtgt.

[0360] Thus, the steering reaction force prescribed by the line LR3 is provided to the steering wheel operation in the direction of right rotation, and on the other hand, the steering reaction force prescribed by the line LL3 is provided to the steering wheel operation in the direction of left rotation, and when the steering reaction forces at the same steering angle θ are compared with each other, those steering reaction forces are greater than the usual steering reaction force.

[0361] Thus, the vehicle control device 10 is configured to, when the active steering reaction force control is executed, in a case where the lane change of the own vehicle 100 to the adjacent parallel lane is started and the vehicle approach condition has been established when the own vehicle 100 crosses the white line and travels, reduce the steering reaction force provided to the steering wheel operation in the direction of making the own vehicle 100 change lanes and in the direction opposite thereto.

[0362] Thus, the steering reaction force prescribed by the line LR3 is provided to the steering wheel operation in the direction of right rotation, and on the other hand, the steering reaction force prescribed by the line LL3 is provided to the steering wheel operation in the direction of left rotation, and when the steering reaction forces at the same steering angle θ are compared with each other, those steering reaction forces are greater than the usual steering reaction force.

[0363] Figure 14A1

[0364] Then also the lane change steering wheel operation is continued, and as shown in Figure 14A1 When the own vehicle 100 as a whole enters the right adjacent parallel lane, the vehicle control device 10 controls the operation of the steering device 23 similarly to when the condition described earlier in Figure 9A1 is generated.

[0365] Further, in a case where the lane change of the own vehicle 100 to the left adjacent parallel lane is being performed, when a condition equivalent to that shown in Figure 14A1 is generated, the vehicle control device 10 controls the operation of the steering device 23 similarly to when a condition equivalent to that shown in Figure 9A1 is generated.

[0366] Thus, the vehicle control device 10 is configured to, when the active steering reaction force control is executed, in a case where the lane change of the own vehicle 100 to the adjacent parallel lane is started and the vehicle approach condition has been established when the own vehicle 100 crosses the white line and travels, reduce the steering reaction force provided to the steering wheel operation in the direction of making the own vehicle 100 change lanes and in the direction opposite thereto.

[0367] Thus, the driver easily performs the steering wheel operation to reduce the steering angle θ (even the operation to return the steering wheel 35 to the neutral position).

[0368] Figure 14A2

[0369] Then, as shown in FIG. 9, when the lane change of the own vehicle 100 to the right adjacent parallel lane is completed, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in FIG. 8 occurs. Figure 14A2 Figure 9A2

[0370] Further, in the case where the lane change of the own vehicle 100 to the left adjacent parallel lane is being performed, when a situation equivalent to the situation shown in FIG. 10 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation equivalent to the situation shown in FIG. 9 occurs. Figure 14A2 Figure 9A2

[0371] Figure 14B1 On the other hand, when the steering wheel operation is switched after the situation shown in FIG. 11 occurs, and the own vehicle 100 returns to the original lane (the own lane) as shown in FIG. 12, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in FIG. 10 occurs.

[0372] Figure 10D Figure 14B1 Figure 9B1

[0373] Further, in the case where the lane change of the own vehicle 100 to the left adjacent parallel lane is being performed, when a situation equivalent to the situation shown in FIG. 10 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation equivalent to the situation shown in FIG. 9 occurs. Figure 14B1 Figure 9B1

[0374] Thus, the vehicle control device 10 is configured to, when the steering wheel operation is switched, and the own vehicle 100 returns to the original lane (the own lane) after the lane change of the own vehicle 100 to the adjacent parallel lane is started, and then the vehicle approach condition is established while the own vehicle 100 is traveling across the white line, set the target steering reaction force RFtgt to provide the steering reaction force for the steering wheel operation in the direction opposite to the direction in which the own vehicle 100 is performing the lane change (the steering wheel operation in the direction in which the own vehicle 100 returns to the original lane) so that the increase rate with respect to the increase in the steering angle θ is greater in the case where the steering angle θ is a certain value or more than in the case where the steering angle θ is less than the certain value.​​​​​​​​​

[0375] Figure 14B2

[0376] Then, as Figure 14B2 As shown, when vehicle 100 returns to its own lane, and vehicle control device 10 determines that lane changing to the adjacent right-hand lane by vehicle 100 has been stopped, vehicle control device 10 generates the previously described... Figure 9B2 In the same manner, the operation of the steering device 23 is controlled when the situation is shown.

[0377] Furthermore, in the previous situation where the vehicle was changing lanes from 100 to the adjacent parallel lane to the left, when a lane change with... Figure 14B2 When the situation is similar to that shown, it produces a result similar to that described previously. Figure 9B2 The operation of the steering device 23 is controlled in the same way as the situation shown.

[0378] The above describes the operation of the vehicle control device 10 in a scenario where the vehicle approach condition is not met when the lane change start condition has been met, but the vehicle approach condition is met when the vehicle 100 crosses the white line and moves forward.

[0379] Furthermore, the vehicle control device 10 can also be configured to display an image via the display device 61, which is used to notify the driver that other vehicles 200 are approaching the vehicle 100 from behind when the vehicle approach conditions have been met. Alternatively, the vehicle control device 10 can also be configured to output sound from the audio device 62, which is used to notify the driver that other vehicles 200 are approaching the vehicle 100 from behind when the vehicle approach conditions have been met.

[0380] The specific operation of vehicle control devices

[0381] Next, the specific operation of the vehicle control unit 10 will be explained. The CPU of the ECU 90 of the vehicle control unit 10 executes calculations in predetermined cycles. Figure 15 The example shown. Therefore, when the scheduled time is reached, the CPU starts from... Figure 15 The routine shown begins processing at step 1500, which leads to step 1505, where it is determined whether active steering reaction force control is required.

[0382] If the CPU determines "no" in step 1505, the process proceeds to step 1510 and executes. Figure 16 The example shown. Therefore, when the CPU causes processing to proceed to step 1510, from Figure 16 The example shown begins processing at step 1600, causing it to proceed to step 1605, using... Figure 2AThe CPU sets the target steering reaction force RFtgt based on the map shown in FIG. 17. Next, the CPU causes the process to proceed to step 1610, and controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1605. Next, the CPU causes the process to proceed to step 1695 via step 1690, and ends the process of the routine shown in FIG. 16. Figure 15 The CPU causes the process to proceed to step 1710 via step 1705, and determines whether the values of the 1st stage flag Xl, the 2nd stage flag X2, the 3rd stage flag X3, and the 4th stage flag X4 are all "0" or not. The value of the 1st stage flag Xl is set to "1" when the vehicle approach condition has been established in the 1st stage described later, and is set to "0" when the vehicle approach condition becomes non-established or when the lane change of the own vehicle 100 is aborted. The value of the 2nd stage flag X2 is set to "1" when the vehicle approach condition has been established in the 2nd stage described later, and is set to "0" when the vehicle approach condition becomes non-established or when the lane change of the own vehicle 100 is aborted. The value of the 3rd stage flag X3 is set to "1" when the vehicle approach condition has been established in the 3rd stage described later, and is set to "0" when the vehicle approach condition becomes non-established or when the lane change of the own vehicle 100 is aborted. The value of the 4th stage flag X4 is set to "1" when the vehicle approach condition has been established in the 4th stage described later, and is set to "0" when the vehicle approach condition becomes non-established or when the lane change of the own vehicle 100 is aborted.

[0383] On the other hand, the CPU determines that the answer is "Yes" in step 1505 of the routine shown in FIG. 15, and causes the process to proceed to step 1515, and executes the routine shown in FIG. 16. Figure 15 The CPU determines that the answer is "Yes" in step 1505 of the routine shown in FIG. 15, and causes the process to proceed to step 1515, and executes the routine shown in FIG. 16. Figure 17 The CPU determines that the answer is "Yes" in step 1505 of the routine shown in FIG. 15, and causes the process to proceed to step 1515, and executes the routine shown in FIG. 16. Figure 17 The CPU starts the process from step 1700 of the routine shown in FIG. 17, and causes the process to proceed to step 1705, and determines whether the value of the lane change execution flag XLC is "1" or not. The value of the lane change execution flag XLC is set to "1" when the lane change of the own vehicle 100 is started, and is set to "0" when the lane change of the own vehicle 100 is completed or when the lane change of the own vehicle 100 is aborted.

[0384] The CPU determines that the answer is "Yes" in step 1705, and causes the process to proceed to step 1710, and determines whether the values of the 1st stage flag Xl, the 2nd stage flag X2, the 3rd stage flag X3, and the 4th stage flag X4 are all "0" or not. The value of the 1st stage flag Xl is set to "1" when the vehicle approach condition has been established in the 1st stage described later, and is set to "0" when the vehicle approach condition becomes non-established or when the lane change of the own vehicle 100 is aborted. The value of the 2nd stage flag X2 is set to "1" when the vehicle approach condition has been established in the 2nd stage described later, and is set to "0" when the vehicle approach condition becomes non-established or when the lane change of the own vehicle 100 is aborted. The value of the 3rd stage flag X3 is set to "1" when the vehicle approach condition has been established in the 3rd stage described later, and is set to "0" when the vehicle approach condition becomes non-established or when the lane change of the own vehicle 100 is aborted. The value of the 4th stage flag X4 is set to "1" when the vehicle approach condition has been established in the 4th stage described later, and is set to "0" when the vehicle approach condition becomes non-established or when the lane change of the own vehicle 100 is aborted.

[0385] The CPU determines that the answer is "Yes" in step 1710, and causes the process to proceed to step 1715, and determines whether the current time point is the 1st stage or not. The 1st stage is the time point when the lane change of the own vehicle 100 is started (i.e., the time point when the lane change start condition has been established).

[0386] When the CPU determines "Yes" in step 1715, it causes the processing to proceed to step 1720, where it determines whether a vehicle approach condition is established. When the CPU determines "No" in step 1720, it causes the processing to proceed to step 1725, where it sets the target steering reaction force RFtgt using the map shown in FIG. 17A in the case where the lane change of the host vehicle 100 to the right adjacent lane is being performed, and sets the target steering reaction force RFtgt using the map shown in FIG. 17B in the case where the lane change of the host vehicle 100 to the left adjacent lane is being performed. Subsequently, the CPU causes the processing to proceed to step 1730, where it controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1725. Subsequently, the CPU causes the processing to proceed to step 1795 via step 1790, and temporarily ends the processing of the routine. Figure 2C Figure 2D Figure 15 Subsequently, the CPU causes the processing to proceed to step 1730, where it controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1725. Subsequently, the CPU causes the processing to proceed to step 1795 via step 1790, and temporarily ends the processing of the routine.

[0387] On the other hand, when the CPU determines "Yes" in step 1720, it causes the processing to proceed to step 1735, where it sets the value of the 1st stage flag Xl to "1". Thereby, it becomes the case where the determination in step 1710 is "No", and the determination in step 2005 of the routine shown in FIG. 20 is "Yes". Subsequently, the CPU causes the processing to proceed to step 1795 via step 1790, and temporarily ends the processing of the routine. Figure 20 Figure 15 Subsequently, the CPU causes the processing to proceed to step 1730, where it controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1725. Subsequently, the CPU causes the processing to proceed to step 1795 via step 1790, and temporarily ends the processing of the routine.

[0388] Further, when the CPU determines "No" in step 1715, it causes the processing to proceed to step 1745, where it determines whether the current time point is the 2nd stage. The 2nd stage is a period from after the start of the lane change of the host vehicle 100 to the point at which the front wheels of the host vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the host vehicle 100 side).

[0389] When the CPU determines "Yes" in step 1745, it causes the processing to proceed to step 1750, where it determines whether a vehicle approach condition is established. When the CPU determines "No" in step 1750, it causes the processing to proceed to step 1755, where it sets the target steering reaction force RFtgt using the map shown in FIG. 17A in the case where the lane change of the host vehicle 100 to the right adjacent lane is being performed, and sets the target steering reaction force RFtgt using the map shown in FIG. 17B in the case where the lane change of the host vehicle 100 to the left adjacent lane is being performed. Figure 2C Figure 2D ​​​​The CPU sets the target steering reaction force RFtgt using the map shown in FIG. 17. Next, the CPU makes the process proceed to step 1760, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1755 is output. Next, the CPU makes the process proceed to step 1795 via step 1790, and temporarily ends the process of the present routine. Figure 15 The process of the present routine is temporarily ended in step 1595 of the routine shown in FIG. 16.

[0390] On the other hand, in the case where the CPU determines "Yes" in step 1750, the CPU makes the process proceed to step 1765, and sets the value of the 2nd stage flag X2 to "1". Thereby, it becomes that the determination in step 1710 is "No", and the process proceeds to step 1720 in the case where the lane change of the own vehicle 100 is being performed to the right adjacent lane. In this case, the CPU sets the target steering reaction force RFtgt using the map shown in FIG. 17. Figure 21 The determination in step 2105 of the routine shown in FIG. 21 is "Yes". Next, the CPU makes the process proceed to step 2210 via step 2195, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2205 is output. Next, the CPU makes the process proceed to step 2295 via step 2290, and temporarily ends the process of the present routine. Figure 15 The process of the present routine is temporarily ended in step 1595 of the routine shown in FIG. 16.

[0391] On the other hand, in the case where the CPU determines "No" in step 1745, the CPU makes the process proceed to step 1750, and determines whether the current time point is the 2nd stage. The 2nd stage is a period from a position where the front wheel of the own vehicle 100 reaches a position just before the white line (a position of a predetermined distance from the white line to the own vehicle 100 side) after the start of the lane change of the own vehicle 100 to the position where the front wheel of the own vehicle 100 presses the white line (until the own vehicle 100 starts to travel across the white line). Figure 18 In the case where the CPU determines "Yes" in step 1805, the CPU makes the process proceed to step 1810, and determines whether the vehicle approach condition is established. In the case where the CPU determines "No" in step 1810, the CPU makes the process proceed to step 1815, and uses the map shown in FIG. 17 to set the target steering reaction force RFtgt in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed. In the case where the CPU determines "Yes" in step 1810, the CPU makes the process proceed to step 1820, and uses the map shown in FIG. 18 to set the target steering reaction force RFtgt in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed.

[0392] The CPU sets the target steering reaction force RFtgt using the map shown in FIG. 17, in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed. In the case where the CPU determines "Yes" in step 1810, the CPU makes the process proceed to step 1820, and uses the map shown in FIG. 18 to set the target steering reaction force RFtgt in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Figure 2C The CPU sets the target steering reaction force RFtgt using the map shown in FIG. 17, in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed. In the case where the CPU determines "Yes" in step 1810, the CPU makes the process proceed to step 1820, and uses the map shown in FIG. 18 to set the target steering reaction force RFtgt in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Figure 2D Next, the CPU makes the process proceed to step 1820, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1815 is output. Next, the CPU makes the process proceed to step 1895, and temporarily ends the process of the present routine.

[0393] On the other hand, in the case where the CPU determines "Yes" in step 1810, the CPU makes the process proceed to step 1825, and sets the value of the 3rd stage flag X3 to "1". Thereby, it becomes that the determination in step 1710 is "No", and the process proceeds to step 1720 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed. In this case, the CPU sets the target steering reaction force RFtgt using the map shown in FIG. 17.Figure 22 The routine shown in step 2205 is determined to be "Yes". Then, the CPU causes the processing to proceed to step 1895, and temporarily ends the processing of the present routine.

[0394] In addition, in the case where the CPU determines "No" in step 1805, the processing is caused to proceed to step 1830, and it is determined whether the current time point is the 4th stage. The 4th stage is a period from when the lane change of the own vehicle 100 is started until the front wheel of the own vehicle 100 presses against the white line, and the own vehicle 100 travels across the white line.

[0395] In the case where the CPU determines "Yes" in step 1830, the processing is caused to proceed to step 1835, and it is determined whether the vehicle approach condition is established. In the case where the CPU determines "No" in step 1835, the processing is caused to proceed to step 1840, and in the case where the lane change of the own vehicle 100 to the right adjacent parallel lane is being performed, the target steering reaction force RFTgt is set using the map shown in Figure 2C In the case where the CPU determines "No" in step 1835, the processing is caused to proceed to step 1840, and in the case where the lane change of the own vehicle 100 to the right adjacent parallel lane is being performed, the target steering reaction force RFTgt is set using the map shown in Figure 2D In the case where the CPU determines "No" in step 1835, the processing is caused to proceed to step 1840, and in the case where the lane change of the own vehicle 100 to the right adjacent parallel lane is being performed, the target steering reaction force RFTgt is set using the map shown in

[0396] On the other hand, in the case where the CPU determines "Yes" in step 1835, the processing is caused to proceed to step 1850, and the value of the 4th stage flag X4 is set to "1". Thereby, it becomes "No" in step 1710, and in the case where the lane change of the own vehicle 100 to the right adjacent parallel lane is being performed, the target steering reaction force RFTgt is set using the map shown in Figure 23 The routine shown in step 2305 is determined to be "Yes". Then, the CPU causes the processing to proceed to step 1895, and temporarily ends the processing of the present routine.

[0397] In addition, in the case where the CPU determines "No" in step 1830, the processing is caused to proceed to step 1905 of Figure 19 The 5th stage is a period from when the own vehicle 100 as a whole enters the adjacent parallel lane until the completion of the lane change of the own vehicle 100, after the start of the lane change of the own vehicle 100.

[0398] In the case where the CPU determines "Yes" in step 1905, the processing is caused to proceed to step 1910, and in the case where the lane change of the own vehicle 100 to the right adjacent parallel lane is being performed, the target steering reaction force RFTgt is set using the map shown in Figure 2Ethe map shown in FIG. 26 to set the target steering reaction force RFtgt. Next, the CPU causes the processing to proceed to step 1910, and controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1905. Next, the CPU causes the processing to proceed to step 1995, and temporarily ends the processing of the routine. Figure 2F the map shown in FIG. 26 to set the target steering reaction force RFtgt. Next, the CPU causes the processing to proceed to step 1910, and controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1905. Next, the CPU causes the processing to proceed to step 1995, and temporarily ends the processing of the routine.

[0399] On the other hand, in the case where the CPU determines "NO" in step 1905, the CPU causes the processing to proceed to step 1920, and determines whether or not the current time point is the 6th stage. The 6th stage is a period from when the lane change of the host vehicle 100 is started until when it is determined that the lane change of the host vehicle 100 has been discontinued, after the host vehicle 100 returns to the original lane (the host lane).

[0400] In the case where the CPU determines "YES" in step 1920, the CPU causes the processing to proceed to step 1925, and uses the map shown in FIG. 26 to set the target steering reaction force RFtgt in the case where the lane change of the host vehicle 100 to the right adjacent lane has been temporarily started. Figure 2F the map shown in FIG. 26 to set the target steering reaction force RFtgt in the case where the lane change of the host vehicle 100 to the left adjacent lane has been temporarily started. Figure 2E the map shown in FIG. 26 to set the target steering reaction force RFtgt in the case where the lane change of the host vehicle 100 to the left adjacent lane has been temporarily started. Next, the CPU causes the processing to proceed to step 1930, and controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1925. Next, the CPU causes the processing to proceed to step 1995, and temporarily ends the processing of the routine.

[0401] On the other hand, in the case where the CPU determines "NO" in step 1920, the CPU causes the processing to proceed directly to step 1995, and temporarily ends the processing of the routine.

[0402] Further, in the case where the CPU determines "NO" in step 1705, the CPU causes the processing to proceed to step 1770, and uses the map shown in FIG. 26 to set the target steering reaction force RFtgt in the case where the lane change of the host vehicle 100 to the right adjacent lane has been temporarily started. Figure 17 the map shown in FIG. 26 to set the target steering reaction force RFtgt in the case where the lane change of the host vehicle 100 to the left adjacent lane has been temporarily started. Figure 15 the map shown in FIG. 26 to set the target steering reaction force RFtgt in the case where the lane change of the host vehicle 100 to the left adjacent lane has been temporarily started. Next, the CPU causes the processing to proceed to step 1930, and controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1925. Next, the CPU causes the processing to proceed to step 1995, and temporarily ends the processing of the routine.

[0403] Further, in the case where the CPU determines "NO" in step 1705, the CPU causes the processing to proceed to step 1770, and uses the map shown in FIG. 26 to set the target steering reaction force RFtgt in the case where the lane change of the host vehicle 100 to the right adjacent lane has been temporarily started. Figure 2BThe mapping shown is used to set the target steering reaction force RFtgt. Next, the CPU proceeds to step 1775 to control the operation of the steering device 23 so that the output steering reaction force is equivalent to the target steering reaction force RFtgt set in step 1770. Then, the CPU proceeds to step 1795, temporarily terminating the processing of this routine.

[0404] Furthermore, the CPU executes in predetermined computation cycles. Figure 20 The example shown. Therefore, when the scheduled time is reached, the CPU starts from... Figure 20 The routine shown begins processing at step 2000, which leads to step 2005, where it determines whether the value of the first-stage flag X1 is "1".

[0405] If the CPU determines "yes" in step 2005, the process proceeds to step 2010 to determine whether the current time point is in stage 1. If the CPU determines "yes" in step 2010, the process proceeds to step 2015, using the following methods: (1) When changing lanes from one vehicle 100 to the adjacent lane to the right, and (2) When changing lanes from one vehicle 100 to the adjacent lane to the left, the process proceeds to step 2015. Figure 2B The mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2020. On the other hand, if the CPU determines "no" in step 2010, it causes the process to proceed directly to step 2020.

[0406] When the CPU initiates processing to step 2020, it determines whether the current time point is in stage 2. If the CPU determines "yes" in step 2020, it initiates processing to step 2025, using the same method whether the vehicle 100 is changing lanes to the right adjacent parallel lane or changing lanes to the left adjacent parallel lane. Figure 2B The mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2030. On the other hand, if the CPU determines "no" in step 2020, it causes the process to proceed directly to step 2030.

[0407] When the CPU initiates processing to step 2030, it determines whether the current time point is stage 3. If the CPU determines "yes" in step 2030, it initiates processing to step 2035. While the vehicle 100 is changing lanes to the adjacent right-hand lane, it uses... Figure 3A The mapping shown is used to set the target steering reaction force RFtgt, when the vehicle is changing lanes from its own lane 100 to the adjacent lane to the left. Figure 3BThe CPU sets the target steering reaction force RFtgt using the map shown in FIG. 18. Then, the CPU makes the process proceed to step 2040. On the other hand, in the case where the CPU determines "NO" in step 2030, the CPU makes the process directly proceed to step 2040.

[0408] The CPU, when making the process proceed to step 2040, determines whether or not the current time point is the 4th stage. In the case where the CPU determines "YES" in step 2040, the CPU makes the process proceed to step 2045, using the map shown in FIG. 19 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed and using the map shown in FIG. 20 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Figure 4 The CPU sets the target steering reaction force RFtgt using the map shown in FIG. 18. Then, the CPU makes the process proceed to step 2040. On the other hand, in the case where the CPU determines "NO" in step 2030, the CPU makes the process directly proceed to step 2040.

[0409] The CPU, when making the process proceed to step 2050, determines whether or not the current time point is the 5th stage. In the case where the CPU determines "YES" in step 2050, the CPU makes the process proceed to step 2055, using the map shown in FIG. 21 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed. Figure 3C The CPU sets the target steering reaction force RFtgt using the map shown in FIG. 21 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed, and using the map shown in FIG. 22 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Figure 3D The CPU sets the target steering reaction force RFtgt using the map shown in FIG. 18. Then, the CPU makes the process proceed to step 2040. On the other hand, in the case where the CPU determines "NO" in step 2030, the CPU makes the process directly proceed to step 2040.

[0410] The CPU, when making the process proceed to step 2060, determines whether or not the current time point is the 6th stage. In the case where the CPU determines "YES" in step 2060, the CPU makes the process proceed to step 2065, using the map shown in FIG. 23 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed. Figure 3D The CPU sets the target steering reaction force RFtgt using the map shown in FIG. 23 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed, and using the map shown in FIG. 24 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Figure 3C The CPU sets the target steering reaction force RFtgt using the map shown in FIG. 18. Then, the CPU makes the process proceed to step 2040. On the other hand, in the case where the CPU determines "NO" in step 2030, the CPU makes the process directly proceed to step 2040.

[0411] When the CPU initiates the process to step 2070, it controls the operation of the steering device 23 to output a steering reaction force equivalent to the target steering reaction force RFtgt set in steps 2015, 2025, 2035, 2045, 2055, or 2065. Then, the CPU initiates the process to step 2095, temporarily terminating the processing of this routine.

[0412] Alternatively, if the CPU determines "no" in step 2005, the process will proceed directly to step 2095, temporarily ending the processing of this routine.

[0413] Furthermore, the CPU executes in predetermined computation cycles. Figure 21 The example shown. Therefore, when the scheduled time is reached, the CPU starts from... Figure 21 The routine shown begins processing at step 2100, which leads to step 2105, where it determines whether the value of the second-stage flag X2 is "1".

[0414] If the CPU determines "yes" in step 2105, the process proceeds to step 2110 to determine if the current time point is in stage 2. If the CPU determines "yes" in step 2110, the process proceeds to step 2115, where, while the vehicle 100 is changing lanes to the adjacent right-hand lane, it uses... Figure 2D The mapping shown is used to set the target steering reaction force RFtgt, when the vehicle is changing lanes from its own lane 100 to the adjacent lane to the left. Figure 2C The mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2120. On the other hand, if the CPU determines "no" in step 2110, it causes the process to proceed directly to step 2120.

[0415] When the CPU initiates processing to step 2120, it determines whether the current time point is stage 3. If the CPU determines "yes" in step 2120, it initiates processing to step 2125. While the vehicle 100 is changing lanes to the adjacent right-hand lane, it uses... Figure 3E The mapping shown is used to set the target steering reaction force RFtgt, when the vehicle is changing lanes from its own lane 100 to the adjacent lane to the left. Figure 3F The mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2130. On the other hand, if the CPU determines "no" in step 2120, it causes the process to proceed directly to step 2130.

[0416] When the CPU advances the processing to step 2130, it determines whether the current time point is the 4th stage. In the case where the CPU determines "Yes" in step 2130, it advances the processing to step 2135, and sets the target steering reaction force RFtgt using the map shown in FIG. 27 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed and in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Then, the CPU advances the processing to step 2140. On the other hand, in the case where the CPU determines "No" in step 2130, it advances the processing directly to step 2140. Figure 4 When the CPU advances the processing to step 2140, it determines whether the current time point is the 5th stage. In the case where the CPU determines "Yes" in step 2140, it advances the processing to step 2145, and sets the target steering reaction force RFtgt using the map shown in FIG. 28 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed and using the map shown in FIG. 29 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Then, the CPU advances the processing to step 2150. On the other hand, in the case where the CPU determines "No" in step 2140, it advances the processing directly to step 2150.

[0417] When the CPU advances the processing to step 2150, it determines whether the current time point is the 6th stage. In the case where the CPU determines "Yes" in step 2150, it advances the processing to step 2155, and sets the target steering reaction force RFtgt using the map shown in FIG. 30 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed and using the map shown in FIG. 31 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Then, the CPU advances the processing to step 2160. On the other hand, in the case where the CPU determines "No" in step 2150, it advances the processing directly to step 2160. Figure 3C Figure 3D When the CPU advances the processing to step 2160, it controls the operation of the steering device 23 so as to output the steering reaction force equivalent to the target steering reaction force RFtgt set in step 2115, step 2125, step 2135, step 2145, or step 2155. Then, the CPU advances the processing to step 2195, and temporarily ends the processing of the present routine.

[0418] When the CPU advances the processing to step 2150, it determines whether the current time point is the 6th stage. In the case where the CPU determines "Yes" in step 2150, it advances the processing to step 2155, and sets the target steering reaction force RFtgt using the map shown in FIG. 30 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed and using the map shown in FIG. 31 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Then, the CPU advances the processing to step 2160. On the other hand, in the case where the CPU determines "No" in step 2150, it advances the processing directly to step 2160. Figure 3D Figure 3C When the CPU advances the processing to step 2160, it controls the operation of the steering device 23 so as to output the steering reaction force equivalent to the target steering reaction force RFtgt set in step 2115, step 2125, step 2135, step 2145, or step 2155. Then, the CPU advances the processing to step 2195, and temporarily ends the processing of the present routine.

[0419] When the CPU advances the processing to step 2160, it controls the operation of the steering device 23 so as to output the steering reaction force equivalent to the target steering reaction force RFtgt set in step 2115, step 2125, step 2135, step 2145, or step 2155. Then, the CPU advances the processing to step 2195, and temporarily ends the processing of the present routine.

[0420] ​​Alternatively, if the CPU determines "no" in step 2105, the process will proceed directly to step 2195, temporarily ending the processing of this routine.

[0421] Furthermore, the CPU executes in predetermined computation cycles. Figure 22 The example shown. Therefore, when the scheduled time is reached, the CPU starts from... Figure 22 The routine shown begins processing at step 2200, which leads to step 2205, where it determines whether the value of the third stage flag X3 is "1".

[0422] If the CPU determines "yes" in step 2205, the process proceeds to step 2210 to determine if the current time point is stage 3. If the CPU determines "yes" in step 2210, the process proceeds to step 2215, where, while the vehicle 100 is changing lanes to the adjacent right-hand lane, it uses... Figure 2D The mapping shown is used to set the target steering reaction force RFtgt, when the vehicle is changing lanes from its own lane 100 to the adjacent lane to the left. Figure 2C The mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2220. On the other hand, if the CPU determines "no" in step 2210, it causes the process to proceed directly to step 2220.

[0423] When the CPU initiates processing to step 2220, it determines whether the current time point is stage 4. If the CPU determines "yes" in step 2220, it initiates processing to step 2225, using the following methods: (1) When changing lanes from its own vehicle 100 to the adjacent lane to the right, and (2) When changing lanes from its own vehicle 100 to the adjacent lane to the left, it uses the following methods: Figure 4 The mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2230. On the other hand, if the CPU determines "no" in step 2220, it causes the process to proceed directly to step 2230.

[0424] When the CPU initiates processing to step 2230, it determines whether the current time point is stage 5. If the CPU determines "yes" in step 2230, it initiates processing to step 2235. While the vehicle 100 is changing lanes to the adjacent right-hand lane, it uses... Figure 3C The mapping shown is used to set the target steering reaction force RFtgt, when the vehicle is changing lanes from its own lane 100 to the adjacent lane to the left. Figure 3DThe mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2240. On the other hand, if the CPU determines "no" in step 2230, it causes the process to proceed directly to step 2240.

[0425] When the CPU initiates processing to step 2240, it determines whether the current time point is stage 6. If the CPU determines "yes" in step 2240, it initiates processing to step 2245. While the vehicle 100 is changing lanes to the adjacent right-hand lane, it uses... Figure 3D The mapping shown is used to set the target steering reaction force RFtgt, when the vehicle is changing lanes from its own lane 100 to the adjacent lane to the left. Figure 3C The mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2250. On the other hand, if the CPU determines "no" in step 2240, it causes the process to proceed directly to step 2250.

[0426] When the CPU initiates the process to step 2250, it controls the operation of the steering device 23 to output a steering reaction force equivalent to the target steering reaction force RFtgt set in steps 2215, 2225, 2235, or 2245. Then, the CPU initiates the process to step 2295, temporarily terminating the processing of this routine.

[0427] Alternatively, if the CPU determines "no" in step 2205, the process will proceed directly to step 2295, temporarily ending the processing of this routine.

[0428] Furthermore, the CPU executes in predetermined computation cycles. Figure 23 The example shown. Therefore, when the scheduled time is reached, the CPU starts from... Figure 23 The routine shown begins processing at step 2300, which leads to step 2305, where it determines whether the value of the fourth stage flag X4 is "1".

[0429] If the CPU determines "yes" in step 2305, the process proceeds to step 2310 to determine whether the current time point is stage 4. If the CPU determines "yes" in step 2310, the process proceeds to step 2315, using the following method: (This applies to both lane changes involving vehicle 100 to the right adjacent parallel lane and lane changes involving vehicle 100 to the left adjacent parallel lane.) Figure 4 The mapping shown is used to set the target steering reaction force RFtgt. Then, the CPU causes the process to proceed to step 2320. On the other hand, if the CPU determines "no" in step 2310, it causes the process to proceed directly to step 2320.

[0430] When the CPU advances the processing to step 2320, it determines whether the current time point is the 5th stage. When the CPU determines "Yes" in step 2320, it advances the processing to step 2325, and sets the target steering reaction force RFtgt using the map shown in FIG. 27 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed, and sets the target steering reaction force RFtgt using the map shown in FIG. 28 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Then, the CPU advances the processing to step 2330. On the other hand, when the CPU determines "No" in step 2320, it advances the processing directly to step 2330. Figure 3C Figure 3D When the CPU advances the processing to step 2330, it determines whether the current time point is the 6th stage. When the CPU determines "Yes" in step 2330, it advances the processing to step 2335, and sets the target steering reaction force RFtgt using the map shown in FIG. 27 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed, and sets the target steering reaction force RFtgt using the map shown in FIG. 28 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Then, the CPU advances the processing to step 2340. On the other hand, when the CPU determines "No" in step 2330, it advances the processing directly to step 2340.

[0431] When the CPU advances the processing to step 2340, it controls the operation of the steering device 23 so as to output the steering reaction force equivalent to the target steering reaction force RFtgt set in step 2315, step 2325, or step 2335. Then, the CPU advances the processing to step 2395, and temporarily ends the processing of the present routine. Figure 3D Figure 3C When the CPU advances the processing to step 2330, it determines whether the current time point is the 6th stage. When the CPU determines "Yes" in step 2330, it advances the processing to step 2335, and sets the target steering reaction force RFtgt using the map shown in FIG. 27 in the case where the lane change of the own vehicle 100 to the right adjacent lane is being performed, and sets the target steering reaction force RFtgt using the map shown in FIG. 28 in the case where the lane change of the own vehicle 100 to the left adjacent lane is being performed. Then, the CPU advances the processing to step 2340. On the other hand, when the CPU determines "No" in step 2330, it advances the processing directly to step 2340.

[0432] When the CPU advances the processing to step 2340, it controls the operation of the steering device 23 so as to output the steering reaction force equivalent to the target steering reaction force RFtgt set in step 2315, step 2325, or step 2335. Then, the CPU advances the processing to step 2395, and temporarily ends the processing of the present routine.

[0433] On the other hand, when the CPU determines "No" in step 2305, it advances the processing directly to step 2395, and temporarily ends the processing of the present routine.

[0434] The above is the specific operation of the vehicle control device 10.

[0435] Furthermore, the present application is not limited to the above-described embodiments, and various modifications can be made within the scope of the present application.​​

Claims

1. A vehicle control device, The system includes a reaction force device and a control device. The reaction force device provides a steering reaction force to steering operations performed by the driver on the vehicle itself. The control device performs steering reaction force control, controlling the value of the steering reaction force. The control device is configured such that, when performing steering reaction force control, if the vehicle is not changing lanes, it provides a reference value of reaction force to the steering operation; and if the vehicle is changing lanes, it sets the steering reaction force provided to the steering operation in the direction causing the lane change to a value smaller than the reference value of reaction force. In the vehicle control unit The control device is configured as follows: When performing the steering reaction force control, if, during a lane change of the vehicle, another vehicle traveling in the lane on the side where the vehicle is changing lanes approaches from behind, and this approach condition is met, the steering reaction force provided by the steering operation in the direction of the lane change is not set to a value smaller than the reference value. When performing the steering reaction force control, if the vehicle approach condition is met during the period from the start of the lane change of the vehicle and the start of the vehicle entering the adjacent lane until the vehicle's entry into the adjacent lane is completed, the steering reaction force provided by the steering operation in the direction that causes the vehicle to change lanes is set to a reaction force smaller than the reference value, and the steering reaction force provided by the steering operation in the direction opposite to the direction that causes the vehicle to change lanes is also set to a reaction force smaller than the reference value.

2. The vehicle control device according to claim 1, The control device is configured such that, when performing the steering reaction force control, if the vehicle approach condition is met at the time when the lane change of the vehicle begins or during the period from when the vehicle begins to enter the adjacent lane, the steering reaction force provided by the steering operation in the direction that causes the vehicle to change lanes is set to a reaction force greater than the reference value, and the steering reaction force provided by the steering operation in the direction opposite to the direction that causes the vehicle to change lanes is set to a reaction force smaller than the reference value.

3. The vehicle control device according to claim 1, The control device is configured such that, when performing the steering reaction force control, when the lane change of the vehicle begins and the vehicle's entry into the adjacent lane is completed, the rate of increase of the steering reaction force provided by the steering operation in the direction that caused the vehicle to change lanes, relative to the amount of the steering operation, is greater than the rate of increase until the vehicle's entry into the adjacent lane is completed.

4. The vehicle control device according to claim 1, The control device is configured such that, when executing the steering reaction force control, after initiating a lane change of the vehicle, during the lane change of the vehicle, a steering operation is performed in the direction opposite to the direction that caused the lane change, and the vehicle's entry into the original lane is completed, the rate of increase of the steering reaction force provided by the steering operation in the direction opposite to the direction that caused the lane change of the vehicle, relative to the amount of the steering operation, is greater than the rate of increase until the vehicle's entry into the original lane is completed.

5. The vehicle control device according to claim 1, The control device is configured such that, when performing the steering reaction force control, when changing lanes of its own vehicle, if the vehicle approach condition that was temporarily established becomes invalid, the steering reaction force provided by the steering operation in the direction that causes the own vehicle to change lanes is set to a reaction force smaller than the reaction force that has become the reference value.

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