Vehicle control device

Abstract

A vehicle control device configured so as to be able to execute vehicle speed control and lane keeping assist control, the vehicle control device being provided with a driving assist for adjusting the vehicle speed by means of vehicle speed control when the vehicle approaches a roundabout during execution of the vehicle speed control and the lane keeping assist control, and for adjusting the vehicle speed by means of the driving assist when the vehicle approaches the roundabout during execution of the vehicle speed control and the lane keeping assist control. When the vehicle speed is adjusted by the vehicle speed control, it is determined that the lane keeping assist control is stopped while the vehicle travels at the roundabout.

Description

Technical Field

[0001] This invention relates to a vehicle control device. Background Technology

[0002] Japanese Patent Application Publication No. 2024-73742 discloses a vehicle speed control system, which includes: a first control procedure to bring the vehicle speed close to a second speed when entering a roundabout; and a second control procedure to bring the vehicle speed close to a first speed after entering the roundabout. The second speed is a speed lower than the first speed. According to the vehicle speed control system in Japanese Patent Application Publication No. 2024-73742, the vehicle speed is automatically adjusted (decelerated) when the vehicle enters a roundabout, so the driver may sometimes not need to perform braking operations. Summary of the Invention

[0003] Conventional lane-keeping assist control is known to keep a vehicle within a target driving line set in the lane it is traveling in. This lane-keeping assist control is canceled (terminated) when driver-operated vehicle actions (manual operation) are performed during its execution. Therefore, in a structure that combines lane-keeping assist control with speed control disclosed in Japanese Patent Application Publication No. 2024-73742, if no driver-operated vehicle action is performed when the vehicle enters a roundabout, lane-keeping assist control continues even after entering the roundabout. Driver-operated vehicle actions include, for example, braking. Within a roundabout, smooth lane-keeping assist control can sometimes be difficult to execute, potentially causing occupants to feel uneasy about the vehicle's behavior.

[0004] The present invention was made in view of the above-mentioned problems, and the problem is to provide a vehicle control device that, by appropriately switching the execution and stopping of lane keeping assist control, enables the driver not to feel uneasy about the vehicle's behavior during driving at a roundabout.

[0005] One aspect of the present invention relates to a vehicle control device capable of performing speed control to enable the vehicle to travel at a predetermined speed and lane keeping assist control to enable the vehicle to travel along a target travel route set in the bicycle lane in which the vehicle is traveling. The vehicle control device includes a processing unit that determines that, when the vehicle approaches a roundabout and adjusts its speed through the speed control during the execution of the speed control and the lane keeping assist control, the vehicle stops the lane keeping assist control while traveling at the roundabout.

[0006] The vehicle control device of this invention stops lane keeping assist control when the vehicle decelerates by speed control (i.e., without driver intervention) as it approaches a roundabout. Therefore, lane keeping assist control is not performed while the vehicle is traveling within a roundabout, thus preventing the driver from feeling uneasy about the vehicle's behavior while traveling through a roundabout.

[0007] In another aspect of the vehicle control device according to the invention,

[0008] After determining to stop the lane keeping assist control, the processing device stops the lane keeping assist control if the distance from the vehicle to the roundabout becomes less than a first distance.

[0009] Therefore, lane keeping assist control stops before the vehicle reaches the roundabout, thus enabling a smooth transition from automatic steering based on lane keeping assist control to driver-based manual steering.

[0010] In another aspect of the vehicle control device according to the invention,

[0011] If the processing device determines to stop the lane keeping assist control, it performs notification control to inform the occupants of the vehicle that the lane keeping assist control has been stopped.

[0012] Therefore, the driver of the vehicle can recognize when the lane keeping assist control stops.

[0013] In another aspect of the vehicle control device according to the invention,

[0014] The processing device executes the notification control at the moment when the vehicle speed adjustment by the vehicle speed control begins or at the moment when the distance from the vehicle to the roundabout becomes greater than the first distance and less than the second distance.

[0015] Therefore, the driver of the vehicle can recognize in advance that the lane keeping assist control has stopped before it actually stops. Attached Figure Description

[0016] Hereinafter, with reference to the accompanying drawings, the features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described, in which the same reference numerals denote the same elements, and wherein:

[0017] Figure 1 This is a schematic diagram showing a vehicle control device and a vehicle to which the vehicle control device is applicable.

[0018] Figure 2 This is a schematic diagram illustrating the movement of a vehicle.

[0019] Figure 3 This is a flowchart representing the first process executed by the driver assistance ECU.

[0020] Figure 4 This is a flowchart representing the second process executed by the driver assistance ECU. Detailed Implementation

[0021] The embodiments of the present invention will now be described. The vehicle control device 10 according to the embodiments of the present invention is configured to perform driving assistance for the vehicle 20. The driving assistance includes vehicle speed control, lane keeping assist (LTA) control, and control for switching their execution (ON) and deactivation (OFF). Vehicle speed control is a control that sets a target vehicle speed based on the driving environment of the vehicle 20 and adjusts the vehicle speed so that the actual vehicle speed becomes the target vehicle speed. Vehicle speed control includes speed maintenance control that maintains the vehicle speed at the target vehicle speed. In this embodiment, an example of vehicle speed control as adaptive cruise control (ACC) is shown, but it could also be cruise control (CC). Lane keeping assist control is a control that causes the vehicle 20 to travel along a target driving line set in the lane in which the vehicle 20 is traveling. Furthermore, conventionally known controls can be applied to both vehicle speed control and lane keeping assist control.

[0022] Figure 1 This diagram shows the vehicle control unit 10. The vehicle control unit 10 is mounted on the vehicle 20. Figure 1 As shown, the vehicle control unit 10 includes a driver assistance ECU 11, a surrounding information monitor 12, a vehicle behavior measurement device 13, a human-machine interface (HMI) 14, and specified actuators 16. Furthermore, the vehicle 20 has a map database 17.

[0023] The driver assistance ECU (Electronic Control Unit) 11 is an example of the processing device of the present invention. The driver assistance ECU (Electronic Control Unit) 11 is a device equipped with a computer including a CPU, ROM, RAM, and I / F (interface). A computer program for performing driver assistance is pre-stored in the ROM of the computer of the driver assistance ECU 11. The driver assistance ECU 11 is connected to the peripheral information monitor 12, the vehicle behavior measurement device 13, the HMI 14, and the actuator 16 via the I / F. The CPU of the computer of the driver assistance ECU 11 reads the computer program stored in the ROM and uses the RAM as a working area to execute the computer program. Thus, the driver assistance described later is realized. Furthermore, the driver assistance ECU 11 can be a single ECU or composed of multiple ECUs.

[0024] The surrounding information monitor 12 includes a surrounding monitoring sensor 121, an infrastructure information receiving device 122, and a map information receiving device 123. The surrounding monitoring sensor 121 is a sensor that detects the conditions around the vehicle 20 (e.g., obstacles, other vehicles, pedestrians, structures, road shape, etc.). The surrounding monitoring sensor 121 includes a front camera. The front camera is a camera device that captures images of the external conditions in front of the vehicle 20. The front camera is, for example, mounted behind the windshield of the vehicle 20 to capture images of the front of the vehicle 20. The front camera sends the image of the front of the vehicle 20 to the driver assistance ECU 11. Alternatively, the front camera can be a monocular camera or a stereo camera. Furthermore, the surrounding monitoring sensor 121 may include radar sensors and sensors such as Light Detection and Ranging (Light Imaging Detection and Ranging, Laser Imaging Detection and Ranging: LiDER) to detect objects present around the vehicle 20.

[0025] Infrastructure information receiving device 122 is a device that receives infrastructure information from infrastructure equipment installed on roads, etc., via the cloud. The infrastructure information includes map information, congestion information, traffic control-related information, and weather information.

[0026] The map information receiving device 123 receives (acquires) map information from the map database 17.

[0027] The vehicle behavior measurement device 13 is a device for detecting the driving state of the vehicle 20. The vehicle behavior measurement device 13 includes a vehicle speed sensor 131, a vehicle body acceleration sensor 132, and a yaw rate measurement sensor 133. The vehicle speed sensor 131 is a detector for detecting the speed of the vehicle 20. For example, the vehicle speed sensor 131 may be a wheel speed sensor that is installed on the wheel of the vehicle 20 or a drive shaft that rotates integrally with the wheel and detects the rotational speed of the wheel. The vehicle speed sensor 131 sends the detected vehicle speed information (wheel speed information) to the driver assistance ECU 11. The vehicle body acceleration sensor 132 is a detector for detecting the acceleration of the vehicle 20. The vehicle body acceleration sensor 132 includes, for example, a front-rear acceleration sensor that detects the longitudinal acceleration of the vehicle 20 and a lateral acceleration sensor that detects the lateral acceleration of the vehicle 20. Furthermore, the vehicle body acceleration sensor 132 sends the acceleration information of the vehicle 20 to the driver assistance ECU 11. The yaw rate measurement sensor 133 is a detector that detects the yaw rate (rotational angular velocity) of the vehicle 20's center of gravity about its vertical axis. For example, a gyroscope sensor can be used as the yaw rate measurement sensor 133. The yaw rate measurement sensor 133 sends the detected yaw rate information of the vehicle 20 to the driver assistance ECU 11. The driver assistance ECU 11 continuously acquires measurement results from the vehicle behavior measurement device 13 and uses the acquired measurement results for vehicle speed control and lane keeping assist control (driver assistance).

[0028] HMI14 includes a display device 141, a sound generating device 142, a CC switch 143, and an LTA switch 144. The display device 141 and the sound generating device 142 are notification devices for informing the occupants (including the driver) of the vehicle 20 of various information. The display device 141 is configured to display various images (still images and moving images). Furthermore, the images that can be displayed on the display device 141 may include icons indicating the execution of lane keeping assist control and icons indicating the execution of vehicle speed control. The sound generating device 142 is configured to emit sound. The CC switch 143 is an operating component for the driver of the vehicle 20 to set the execution (on) and stop (off) of vehicle speed control. The LTA switch 144 is an operating component for the driver of the vehicle 20 to set the execution (on) and stop (off) of lane keeping assist control. If an on operation of the CC switch 143 is detected, the driver assistance ECU 11 initiates vehicle speed control; if an off operation of the CC switch 143 is detected or a predetermined stop condition is met, vehicle speed control is stopped. Furthermore, if an on operation of the LTA switch 144 is detected, the driver assistance ECU 11 initiates lane keeping assist control; if an off operation of the LTA switch 144 is detected or a predetermined stop condition is met, lane keeping assist control is stopped.

[0029] The position detection device 124 detects the position of the vehicle 20. A GNSS device, for example, is used in the position detection device 124. The GNSS device is configured to determine the position of the vehicle 20 (e.g., the latitude and longitude of the vehicle 20) by receiving signals from positioning satellites. The position detection device 124 sends the determined position information of the vehicle 20 to the driver assistance ECU 11.

[0030] Accelerator pedal sensor 151 detects the amount of accelerator pedal operation. Brake pedal sensor 152 detects the amount of brake pedal operation. Steering sensor 153 detects the steering torque generated as a result of the driver steering via the steering wheel. The driver assistance ECU 11 acquires the detection results from these sensors.

[0031] Map database 17 is a database for storing map information. Map database 17 may be formed, for example, within a storage device such as an HDD mounted on the navigation system of vehicle 20. Alternatively, map database 17 may be formed on an external data server of vehicle 20. In this case, the infrastructure information receiving device 122 can receive map database 17 via the cloud. The map information includes location information for roads and intersections. The map information may include at least one of the following: road type (road classification), road width, and lane width. Road types may be defined by law, and lane widths corresponding to different types may be predetermined. That is, even if lane width information is not included in the map information, the lane width can be calculated based on the road type. Furthermore, the map information may include curvature information for roundabouts.

[0032] Actuator 16 is a device for controlling vehicle 20. Actuator 16 includes a drive actuator, a steering actuator, and a brake actuator. The drive actuator controls the air supply to the engine (throttle opening) according to the control signal from the driver assistance ECU 11, thereby controlling the driving force of vehicle 20. In the case of vehicle 20 being a hybrid electric vehicle (HEV), in addition to the air supply to the engine, the control signal from driver assistance ECU 11 is also input to the motor, which serves as the power source, thereby controlling the driving force. In the case of vehicle 20 being a battery electric vehicle (BEV), the control signal from driver assistance ECU 11 is input to the motor, which serves as the power source, thereby controlling the driving force. In these cases, the motor serving as the power source constitutes actuator 16.

[0033] The steering actuator adjusts the steering wheel angle of the vehicle 20 according to the control signal from the driver assistance ECU 11, thereby controlling the direction of travel of the vehicle 20. The steering actuator is, for example, a motor for rotating the steering shaft of the vehicle 20. In this case, by driving the motor according to the control signal from the driver assistance ECU 11, the steering wheel angle of the vehicle 20 is adjusted, thereby controlling the direction of travel of the vehicle 20. The brake actuator controls the braking system according to the control signal from the driver assistance ECU 11, thereby controlling the braking force applied to the wheels of the vehicle 20. For example, a hydraulic braking system can be used as the braking system. The brake actuator is, for example, a hydraulic circuit provided in a hydraulic braking system. In this case, by adjusting the hydraulic pressure in the hydraulic circuit according to the control signal from the driver assistance ECU 11, the braking force applied to the wheels of the vehicle 20 is controlled.

[0034] Next, the driving assistance functions performed by the vehicle control unit 10 will be described. If an activation operation of the CC switch 143 is detected, the driving assistance ECU 11 performs (starts) vehicle speed control. During vehicle speed control, the driving assistance ECU 11 controls the vehicle 20 (actuator 16) to bring the vehicle speed close to the target speed (typically, the vehicle speed is the same as the target speed). Furthermore, if an activation operation of the LTA switch 144 is detected, the driving assistance ECU 11 performs (starts) lane keeping assist control. During lane keeping assist control, the driving assistance ECU 11 sets a target driving line in the lane in which the vehicle 20 is traveling and controls the actuator 16 to make the vehicle 20 travel along the target driving line.

[0035] Upon detecting an open operation of the CC switch 143 or the fulfillment of a predetermined stop condition, the driver assistance ECU 11 ceases vehicle speed control. Furthermore, upon detecting an open operation of the LTA switch 144 or the fulfillment of a predetermined stop condition, the driver assistance ECU 11 ceases lane keeping assist control. The predetermined stop condition includes operation of the brake pedal (reduction of vehicle speed) by the driver.

[0036] Figure 2 This is a schematic diagram illustrating the actions of the driver assistance ECU 11 when the vehicle 20 approaches a roundabout and subsequently during the execution of vehicle speed control and lane keeping assist control. Here, as shown... Figure 2 As shown, this illustrates an example where vehicle 20 approaches a roundabout from the left side of the diagram, travels counterclockwise within the roundabout, and then exits from the right side of the roundabout.

[0037] The driver assistance ECU 11 continuously performs the process of searching for roundabouts that exist in front of the vehicle 20. In other words, the driver assistance ECU 11 continuously determines whether a roundabout exists in front of the vehicle 20. For example, the driver assistance ECU 11 searches for roundabouts in front of the vehicle 20 based on images captured by a forward-facing camera. More specifically, the driver assistance ECU 11 searches for roundabouts, for example, by using pattern matching of image patterns associated with roundabouts. Furthermore, the driver assistance ECU 11 can search for roundabouts in front of the vehicle 20 based on the position information of the vehicle 20 determined by the GNSS receiver and the map information in the map database 17. The position information of the vehicle 20 is not limited to the determination results of the GNSS receiver, but can also be obtained through Simultaneous Localization and Mapping (SLAM) or dead reckoning.

[0038] Time t1 is the moment when the driver assistance ECU 11 detects a roundabout ahead of vehicle 20. Upon detecting a roundabout ahead of vehicle 20, as part of speed control, the driver assistance ECU 11 decelerates vehicle 20 by bringing the vehicle speed close to a first target speed (typically, the vehicle speed is the same as the first target speed). "Detecting a roundabout ahead of vehicle 20" can also mean "vehicle 20 approaching a roundabout" or "predicting that vehicle 20 will soon be traveling through a roundabout." The first target speed is a speed suitable for vehicle 20 to enter the roundabout. Furthermore, the specific value of the first target speed is not limited. The first target speed is pre-stored (registered) in the ROM of the driver assistance ECU 11's computer. Time t2 indicates the moment when deceleration of vehicle 20 begins. Based on the detection of a roundabout ahead of vehicle 20, the driver assistance ECU 11, while decelerating vehicle 20 through speed control, determines that "lane keeping assist control will be stopped while vehicle 20 is traveling through the roundabout."

[0039] Furthermore, upon detecting a roundabout ahead of vehicle 20, the driver assistance ECU 11 calculates the distance from vehicle 20 to the detected roundabout. Then, after determining to stop lane keeping assist control, the driver assistance ECU 11 stops lane keeping assist control at time t4 when the distance from vehicle 20 to the roundabout becomes a first distance D1. The first distance D1 is pre-stored in the ROM of the driver assistance ECU 11's computer. The specific value of this first distance D1 is not limited (where is a distance greater than 0), but can be appropriately set.

[0040] Furthermore, the driver assistance ECU 11 performs notification control at or near the moment t2 when the vehicle 20 begins to decelerate via speed control (e.g., a moment after t2). Alternatively, the driver assistance ECU 11 performs notification control at a moment t3 when the distance from the vehicle 20 to the roundabout becomes greater than a first distance D1 and less than a second distance D2. The notification control informs (or may be called a warning) the driver that lane keeping assist control has been stopped, that manual steering is required after lane keeping assist control has been stopped, and that speed control will continue. For example, the driver assistance ECU 11 displays messages (characters) or icons on the display device 141 indicating "lane keeping assist control stopped," "manual steering is required," and "speed control continues." Furthermore, as described above, the image that can be displayed on the display device 141 may include icons indicating the execution of lane keeping assist control and icons indicating the execution of speed control. In this case, the driver assistance ECU 11 stops displaying the icon indicating the execution of lane keeping assist control and continues displaying the icon indicating the execution of speed control. Furthermore, the driver assistance ECU 11 can change the display method of the icon indicating the execution of lane keeping assist control. For example, the driver assistance ECU 11 can display the icon in a flashing manner. The driver assistance ECU 11 also causes the sound generating device 142 to emit the message. Additionally, the driver assistance ECU 11 can perform both displaying the message via the display device 141 and emitting the message via the sound generating device 142. Thus, the driver can recognize situations where lane keeping assist control stops, where the driver needs to steer the vehicle 20 into a roundabout, and where the driver needs to steer the vehicle 20 while it is traveling in a roundabout. Furthermore, the driver can recognize that even if lane keeping assist control stops, speed control will continue. In other words, the driver can recognize that the vehicle 20 is entering a roundabout, and that steering is required while the vehicle 20 is traveling in the roundabout, but speed adjustment (accelerator pedal or brake pedal operation) is not required.

[0041] Furthermore, the vehicle 20 or the vehicle control unit 10 may be equipped with a device capable of transmitting tactile information to the driver. Such a device could be a vibration device that vibrates the steering wheel. In this case, the driver assistance ECU 11 activates the device as a notification control. Thus, the driver assistance ECU 11 can use tactile feedback to inform the driver of "stop lane keeping assist control," "manual steering operation by the driver is required," and "continue speed control."

[0042] Additionally, when the driver assistance ECU 11 detects a roundabout ahead of the vehicle 20 during the execution of speed control and lane keeping assist control, it may subsequently detect a speed control operation by the driver (typically, brake pedal operation). In this case, the driver assistance ECU 11 stops speed control and lane keeping assist control the moment it detects the speed control operation by the driver. Then, the driver assistance ECU 11 brings the vehicle speed close to (typically, makes it consistent with) the speed corresponding to the driver's operation. In this case, since lane keeping assist control is stopped, the driver assistance ECU 11 is uncertain whether to "stop lane keeping assist control while the vehicle 20 is traveling through the roundabout".

[0043] Time t5 is the moment when vehicle 20 arrives at the roundabout. When vehicle 20 enters the roundabout after arriving, as part of speed control, the driver assistance ECU 11 adjusts the vehicle speed to approach a second target speed. The second target speed is a speed suitable for driving in a roundabout. Therefore, vehicle 20 travels in the roundabout at a speed close to the second target speed.

[0044] Time t6 is the moment when vehicle 20 leaves the roundabout. If an activation operation of LTA switch 144 is detected after vehicle 20 has left the roundabout (after time t6), the driver assistance ECU 11 restarts lane keeping assist control. Wherein, if... Figure 2 As shown, the driver assistance ECU 11 can automatically restart lane keeping assist control at the moment t6 when the vehicle 20 leaves the roundabout, even without the driver turning on the LTA switch 144.

[0045] According to the vehicle control device 10 of this embodiment, when the vehicle 20 approaches a roundabout and decelerates without relying on driver input through speed control, the driver assistance ECU 11 determines not to perform lane keeping assist control within the roundabout. Therefore, driver anxiety can be reduced. Specifically, sometimes the accuracy of lane recognition based on the surrounding monitoring sensor 121 decreases (or lane recognition fails) because the road shape within the roundabout is circular or lanes are hidden among other vehicles 20 present within the roundabout. Furthermore, sometimes lane information for the vehicle 20's driving lane cannot be read from map information. In such cases, if lane keeping assist control continues while driving within the roundabout, the lane keeping assist control of the vehicle 20 may become unstable, sometimes resulting in driver anxiety. In contrast, according to this embodiment, as described above, lane keeping assist control is stopped when deceleration is achieved through speed control.

[0046] Furthermore, after determining that lane keeping assist control should not be performed, the driver assistance ECU 11 stops lane keeping assist control when the distance from vehicle 20 to the roundabout becomes a first distance D1 or less. Thus, lane keeping assist control stops just before vehicle 20 reaches (or enters) the roundabout, thereby enabling a smooth transition from automatic steering based on lane keeping assist control to driver-based manual steering.

[0047] Furthermore, when the driver assistance ECU 11 determines that lane keeping assist control has stopped, it performs notification control to inform the vehicle occupants that lane keeping assist control has stopped. Thus, the driver can recognize that lane keeping assist control has stopped.

[0048] Furthermore, since the notification control is performed before vehicle 20 arrives at (or enters) the roundabout (before time t5), the driver can anticipate that "lane keeping assist control has stopped and manual steering is required." Therefore, a smooth transition from automatic steering based on lane keeping assist control to driver-based manual steering is possible.

[0049] Furthermore, by informing the driver to "continue speed control," the driver can recognize that "only steering is required without adjusting the speed."

[0050] Next, an example of the processing performed by the driver assistance ECU 11 will be explained. Figure 3 This is a flowchart illustrating the first process executed by the computer of the driving assistance ECU 11. The computer program for executing the first process shown in this flowchart is pre-stored in the ROM of the computer of the driving assistance ECU 11. The CPU of the computer of the driving assistance ECU 11 reads the computer program, expands it into RAM, and executes it. Furthermore, the CPU of the computer of the driving assistance ECU 11 continuously executes this process at predetermined short cycles. Thus, the aforementioned driving assistance is achieved.

[0051] In step S101, the driver assistance ECU 11 determines whether vehicle speed control is being performed. If vehicle speed control is being performed, the driver assistance ECU 11 initiates the process in step S102. If vehicle speed control is not being performed, the driver assistance ECU 11 temporarily terminates this series of processes.

[0052] In S102, the driver assistance ECU 11 determines whether lane keeping assist control is being performed. If lane keeping assist control is being performed, the driver assistance ECU 11 proceeds to S103. If lane keeping assist control is not being performed, the driver assistance ECU 11 temporarily terminates this series of processes.

[0053] In S103, the driver assistance ECU 11 determines whether a roundabout exists in front of the vehicle 20. In other words, the driver assistance ECU 11 determines whether the vehicle 20 is approaching a roundabout. Then, if the driver assistance ECU 11 detects a roundabout in front of the vehicle 20, that is, if it determines that the vehicle 20 is approaching a roundabout, the process proceeds to S104. On the other hand, if the driver assistance ECU 11 determines that the vehicle 20 is not approaching a roundabout, the process temporarily ends.

[0054] In S104, the driver assistance ECU 11, as part of vehicle speed control, decelerates the vehicle 20 in a manner that brings the vehicle speed close to the first target speed (typically, the vehicle speed is the same as the first target speed). Then, the driver assistance ECU 11 initiates processing in S105.

[0055] In S105, the driver assistance ECU 11 determines "stop lane keeping assist control". Thus, as part of vehicle speed control, when the vehicle 20 is decelerated, the driver assistance ECU 11 determines "stop lane keeping assist control". Then, the driver assistance ECU 11 proceeds to S106.

[0056] In S106, the driver assistance ECU 11 performs notification control. Then, the driver assistance ECU 11 initiates processing in S107.

[0057] In S107, the driver assistance ECU 11 determines whether the distance from vehicle 20 to the roundabout is less than or equal to a first distance D1. If the distance from vehicle 20 to the roundabout exceeds the first distance D1, the driver assistance ECU 11 returns the processing to S106. In this case, control continues to be communicated. On the other hand, if the distance from vehicle 20 to the roundabout is less than or equal to the first distance D1, the driver assistance ECU 11 initiates the processing to S108.

[0058] In S108, the driver assistance ECU 11 stops lane keeping assist control. Then, the driver assistance ECU 11 temporarily terminates this series of processes. Additionally, the driver assistance ECU 11 can stop lane keeping assist control and also stop notification control.

[0059] Next, the second process will be explained. Figure 4 This is a flowchart representing the second process. The timing of the notification control execution differs between the second and first processes.

[0060] Each step from S201 to S205 is the same as each step from S101 to S105 in the first process.

[0061] In S206, the driver assistance ECU 11 determines whether the distance from vehicle 20 to the roundabout is less than or equal to a second distance D2. Furthermore, this second distance D2 is a distance greater than the first distance D1. If the distance from vehicle 20 to the roundabout is less than or equal to the second distance D2, the driver assistance ECU 11 proceeds to S207. If the distance from vehicle 20 to the roundabout exceeds the second distance D2, the driver assistance ECU 11 repeats S206.

[0062] In S207, the driver assistance ECU 11 performs notification control. Then, the driver assistance ECU 11 initiates processing in S208.

[0063] Each step in S208 and S209 is the same as each step in S107 and S108 of the first process.

[0064] The driving assistance control involved in this embodiment is achieved through the first or second processing described above.

[0065] Additionally, the driver assistance ECU11 can stop lane keeping assist control in S107 or S209, and then restart lane keeping assist control when the vehicle 20 leaves the roundabout.

[0066] This invention is not limited to the embodiments described above, and appropriate modifications can be made without departing from the spirit or concept of the invention as read from the claims and description. Furthermore, these modifications are also included within the technical scope of this invention.

Claims

1. A vehicle control device capable of performing speed control to enable a vehicle to travel at a predetermined speed and lane-keeping assist control to enable the vehicle to travel along a target travel route set in a bicycle lane in which the vehicle is traveling, the vehicle control device being characterized by comprising: The processing device determines that, when a vehicle approaches a roundabout and adjusts its speed through the speed control during the execution of the speed control and lane keeping assist control, the vehicle stops the lane keeping assist control while traveling through the roundabout.

2. The vehicle control device according to claim 1, characterized in that, After determining to stop the lane keeping assist control, the processing device stops the lane keeping assist control if the distance from the vehicle to the roundabout becomes less than a first distance.

3. The vehicle control device according to claim 2, characterized in that, If the processing device determines to stop the lane keeping assist control, it performs notification control to inform the occupants of the vehicle that the lane keeping assist control has been stopped.

4. The vehicle control device according to claim 3, characterized in that, The processing device executes the notification control at the moment when the vehicle speed adjustment by the vehicle speed control begins or at the moment when the distance from the vehicle to the roundabout becomes greater than the first distance and less than the second distance.

Images