Lane keeping control device, lane keeping control method and program

Abstract

To provide a lane keeping control device that can reduce the possibility that a driver changes lanes and the driver feels discomfort of lane keeping control before entering the adjacent lane.SOLUTION: A lane keeping control device executes lane keeping control to control a lateral movement of an own vehicle so that the vehicle travels along a target route set within the lane in which the vehicle is traveling. Further, when detecting the driver's lane changing intention to change lanes, the lane keeping control device weakens the control strength of the lane keeping control as the vehicle moves away from the target route compared to when the lane changing intention is not detected.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a lane keeping control device that performs lane keeping control to control the lateral movement of a vehicle so that the vehicle travels within its own lane, a lane keeping control method in which a computer installed in a vehicle performs the lane keeping control, and a program that causes the computer to perform the lane keeping control. [Background technology]

[0002] Conventionally, lane keeping control devices that perform lane keeping control have been known. For example, the lane keeping control device described in Patent Document 1 (hereinafter referred to as the "conventional device") allows the driver to manually intervene and change lanes while continuing lane keeping control. Specifically, the conventional device resets the target route within the adjacent lane when the driver intervenes in steering and the vehicle enters the adjacent lane. Furthermore, the conventional device changes the target steering angle when resetting the target route using a gradual-change function. This gradually changes the target steering angle when resetting the target route, thereby reducing the sense of discomfort felt by the driver. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-150613 Summary of the Invention

[0004] Generally, in lane keeping control, the target steering angle increases as the lateral distance (lateral position deviation) between the vehicle and a target route set in the lane in which the vehicle is traveling increases. As the target steering angle increases, the control torque applied to the steering wheel is likely to increase as well. This control torque is applied in a direction that attempts to return the vehicle to the target route (i.e., the opposite direction to the lane change). When the driver changes lanes, a control torque is applied to the steering wheel in the opposite direction to the steering direction in which the driver is steering the steering wheel. The driver is likely to feel uncomfortable with this control torque.

[0005] When a vehicle enters an adjacent lane and the target path is reset, the control torque changes significantly. Therefore, conventional systems use a gradual-change function to change the target steering angle, thereby suppressing large changes in the control torque and reducing the likelihood of the driver feeling uncomfortable. However, conventional systems do not make any changes to the control torque before the vehicle enters the adjacent lane (i.e., while the vehicle is traveling in its own lane). Therefore, with conventional systems, there is a high possibility that the driver will feel uncomfortable with the lane-keeping control after changing lanes and before the vehicle enters the adjacent lane.

[0006] The present invention has been made to address the above-mentioned problems, and an object of the present invention is to provide a lane keeping control device that can reduce the possibility that the driver will feel uncomfortable with the lane keeping control when the driver changes lanes and before the vehicle enters the adjacent lane.

[0007] The vehicle control device of the present invention (hereinafter referred to as "the device of the present invention") comprises: In a lane keeping control device (10) that performs lane keeping control (steps 400 to 495) for controlling lateral movement of a vehicle (VA) so that the vehicle travels along a target route (PT1) set within a lane (LA1) in which the vehicle is traveling, When the lane keeping control device detects the driver's intention to change lanes (step 425 "No"), it is configured to weaken the control strength of the lane keeping control as the vehicle deviates from the target route (step 440, step 445, step 430) compared to when the lane changing intention is not detected (step 425 "Yes", step 430).

[0008] According to this aspect, when a lane change intention is detected, the control strength of the lane keeping control is weakened as the vehicle deviates from the target route compared to when a lane change intention is not detected. By the time the driver changes lanes and the vehicle enters the adjacent lane, the vehicle is sufficiently far from the target route. Therefore, the weakened control strength reduces the possibility that the driver will feel uncomfortable with the lane keeping control. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a schematic system configuration diagram of a lane keeping control device according to an embodiment of the present invention; [Figure 2] FIG. 2 is an explanatory diagram of lane keeping control when a vehicle changes lanes. [Figure 3] 2 is a flowchart of a lane change determination routine executed by a CPU of the ECU shown in FIG. 1. [Figure 4] 2 is a flowchart of a lane keeping control routine executed by a CPU of the ECU shown in FIG. 1. [Figure 5] 2 is a flowchart of a target steering angle acquisition subroutine executed by a CPU of the ECU shown in FIG. 1. DETAILED DESCRIPTION OF THE INVENTION

[0010] As shown in FIG. 1, a lane keeping control device 10 according to this embodiment (hereinafter referred to as "the device 10") is applied to a vehicle VA, and includes the components shown in FIG.

[0011] The ECU 20 executes lane keeping control, which is a type of automatic driving. In lane keeping control, the ECU 20 controls the lateral movement of the vehicle VA (i.e., the steering angle θ of the steered wheels of the vehicle VA) so that the vehicle VA travels along a target path PT1 set within the vehicle's own lane LA1 (see FIG. 2). Note that the "lane" may also be referred to as the "driving area."

[0012] In this specification, "ECU 20" refers to an electronic control device that includes a microcomputer as its main component. The ECU 20 is also referred to as a control unit, a controller, and a computer. The microcomputer includes a CPU (processor), a ROM, a RAM, an interface, and the like. The functions realized by the ECU 20 may be realized by multiple ECUs.

[0013] The camera 22 captures an image of the scenery ahead of the vehicle VA to obtain image data. The ECU 20 obtains the image data from the camera 22.

[0014] The turn signal lever 24 is disposed near the steering wheel SW. The driver operates the turn signal lever 24 to activate a turn signal (not shown) of the vehicle VA.

[0015] The yaw rate sensor 26 detects the yaw rate Yr of the vehicle VA. The vehicle speed sensor 28 detects the vehicle speed Vs that indicates the speed of the vehicle VA. The ECU 20 obtains the detection values ​​of these sensors.

[0016] The steering motor 30 is incorporated into a steering mechanism 32. The steering mechanism 32 is a mechanism for steering the steered wheels in response to the operation of the steering wheel SW. In response to a command from the ECU 20, the steering motor 30 causes the steering mechanism 32 to generate an assist torque for assisting the operation of the steering wheel SW, and causes the steering mechanism 42 to generate an automatic steering torque for changing the steering angle of the steered wheels.

[0017] The steering angle sensor 34 detects the steering angle θ of the steered wheels. The steering torque sensor 36 detects the steering torque Tr of the steering wheel SW. The ECU 20 obtains the detection values ​​of these sensors.

[0018] <Lane keeping control> The lane keeping control will be described below with reference to FIG. The ECU 20 recognizes a right boundary RBL on the right side of the vehicle VA and a left boundary LBL on the left side of the vehicle VA based on image data. Examples of the right boundary RBL and the left boundary LBL include white lines on the road, guardrails, curbs, and walls. The ECU 20 identifies the own lane LA1 defined by the boundary BL and sets a target route PT within the own lane LA1. The own lane LA1 is the lane in which the vehicle VA is traveling. As an example, the ECU 20 sets the target route PT at the lateral center position of the own lane LA1.

[0019] The ECU 20 obtains the curvature Cv of the target route PT based on the image data, and obtains a "first target steering angle θtgt1 for the vehicle VA to travel along the target route PT" based on the curvature Cv and the vehicle speed Vs.

[0020] Furthermore, the ECU 20 acquires a lateral position deviation Dc and an angular deviation θc based on the image data. The lateral position deviation Dc is the lateral distance between the vehicle VA and the target route PT, and the angular deviation θc is the angle between the front and rear axes of the vehicle VA and the target route RT. The ECU 20 acquires a "second target steering angle θtgt2 for returning the vehicle VA to the target route PT" based on the lateral position deviation Dc, the angular deviation θc, and the yaw rate Yr.

[0021] The ECU 20 obtains the target steering angle θtgt by adding the first target steering angle θtgt1 and the second target steering angle θtgt2. The first target steering angle θtgt1 may be referred to as a "feedforward term (FF term)," and the second target steering angle θtgt2 may be referred to as a "feedback term (FB term)."

[0022] The ECU 20 obtains the target control torque Trtgt based on the steering angle deviation between the target steering angle θtgt and the steering angle θ. The larger the steering angle deviation, the larger the target control torque Trtgt. The ECU 20 controls the steering motor 30 to apply the target control torque Trtgt to the steering wheel SW as a control torque.

[0023] (Overview of operation) In this embodiment, when the ECU 20 detects the driver's intention to change lanes, it applies the lateral position deviation Dc to the gain map MapG(Dc) (see FIG. 2) to obtain the gain G. The ECU 20 uses the value obtained by multiplying the target control torque Trtgt by the gain G as a new target control torque Trtgt.

[0024] When detecting a lane change intention, the ECU 20 generates a first gain map MapG1(Dc) and a second gain map MapG2(Dc). The first gain map MapG1(Dc) corresponds to the lane LA1 in which the vehicle VA is traveling when the lane change intention is detected, and the second gain map MapG2(Dc) corresponds to the adjacent lane LA2 on the lane change side (right side).

[0025] On the lane-change side (right side) of the target route PT1 in the first gain map MapG1(Dc), the gain G gradually decreases from 1.0 as the lateral position deviation Dc increases (i.e., as the vehicle VA moves away from the target route PT1), and on the opposite side (left side) of the target route PT1 from the lane-change side, the gain G is 1.0 regardless of the lateral position deviation Dc. On the side (left side) of the target route PT2 in the second gain map MapG2(Dc) where the vehicle VA enters (left side) as the lateral position deviation Dc increases (i.e., as the vehicle VA approaches the target route PT2), the gain G gradually increases from 0.2 as the lateral position deviation Dc increases (i.e., as the vehicle VA approaches the target route PT2), and when the lateral position deviation Dc becomes 0.0, the gain G becomes 1.0. On the right side of the target route PT2 in the second gain map MapG2(Dc) (i.e., when the vehicle VA has passed the target route PT2), the gain G is 1.0 regardless of the lateral position deviation Dc (i.e., the target control torque Trtgt is not adjusted). In the example shown in FIG. 2, the gain G is a value between 0.2 and 1.0, but the gain G may be any value as long as it is between 0.0 and 1.0.

[0026] In the example shown in Figure 2, when the driver starts to change lanes, the driver operates the turn signal lever 24 to activate the right turn signal. When the ECU 20 detects the operation of the turn signal lever 24, it detects the driver's intention to change lanes. Then, the driver steers the steering wheel SW to the right, and the lateral position of the vehicle VA begins to move away from the target route PT1 to the right.

[0027] In the lane keeping control, if the steering torque Tr becomes equal to or greater than the threshold torque Trth, the control torque is not generated. Immediately after the driver starts a steering operation to change lanes, the steering torque Tr tends to become equal to or greater than the threshold torque Trth, and the driver is unlikely to feel uncomfortable with the lane keeping control.

[0028] The driver tends to reduce the steering torque Tr as the vehicle VA approaches the right boundary line RBL. Just before the vehicle VA reaches the right boundary line RBL, the steering torque Tr is likely to become less than the threshold torque Trth, causing the lane keeping control to generate a control torque. In this case, since the lateral position deviation Dc is large, the target steering angle θtgt is also likely to become large, and the target control torque Trtgt is likely to become large. If such a target control torque Trtgt is generated at the steering wheel SW when the steering torque Tr becomes less than the threshold torque Trth, the driver will feel uncomfortable.

[0029] According to the first gain map MapG1(Dc) of this embodiment, the gain G decreases as the lateral position deviation Dc increases on the right side of the target route PT1 (i.e., the control strength of the lane keeping control weakens). Therefore, even if the steering torque Tr becomes less than the threshold torque Trth before the vehicle VA reaches the right boundary RBL, the control torque generated by the lane keeping control becomes smaller. This reduces the possibility that the driver will feel uncomfortable.

[0030] Furthermore, according to the second gain map MapG2(Dc) of this embodiment, as the lateral position deviation Dc approaches "0" on the left side of the target path PT2, the gain G increases and approaches "1." Therefore, even immediately after the vehicle VA crosses the right boundary RBL and enters the adjacent lane LA2, the control torque generated by the lane keeping control is reduced. This reduces the possibility that the driver will feel uncomfortable. Furthermore, according to the second gain map MapG2(Dc), the gain G is maintained at "1" on the right side of the target path PT2. Therefore, when the vehicle VA crosses the target path PT2 of the adjacent lane LA2 and heads toward the right boundary of the adjacent lane LA2, the lane keeping control can generate the same control torque as usual. This prevents the vehicle VA from deviating from the adjacent lane LA2 after making a lane change.

[0031] (Specific operation) The CPU of the ECU 20 executes the routine shown in the flowcharts of FIGS. 3 and 4 every time a predetermined time elapses.

[0032] <Lane change judgment routine> When an appropriate time arrives, the CPU starts the process from step 300 in Fig. 3, and the process proceeds to step 305. In step 305, the CPU determines whether the lane change flag Xlc is "0".

[0033] The lane change flag Xlc is set to "1" when the driver operates the turn signal lever 24, and is set to "0" when the driver operates the turn signal lever 24 again. The lane change flag Xlc is set to "0" in an initialization routine. The initialization routine is executed by the CPU when the ignition key switch (not shown) of the vehicle VA is changed from the OFF position to the ON position.

[0034] If the lane change flag Xlc is "0", the CPU determines "Yes" in step 305, and the process proceeds to step 310. In step 310, the CPU determines whether the turn signal lever 24 has been operated.

[0035] If the turn signal lever 24 has not been operated, the CPU determines "No" in step 310. Thereafter, the process proceeds to step 395, where the CPU temporarily ends this routine.

[0036] On the other hand, if the blinker lever 24 is operated, the CPU detects an intention to change lanes. In this case, the CPU determines "Yes" in step 310 and executes steps 315 to 325.

[0037] Step 315: The CPU sets the lane change flag Xlc to “1”. Step 320: The CPU identifies the own lane LA1 based on the image data, and identifies the lane width of the own lane LA1. Step 325: The CPU generates a first gain map MapG1(Dc) for the own lane LA1 and a second gain map MapG2(Dc) for the adjacent lane LA2 on the lane change side. At this stage, the lane width of the adjacent lane LA2 has not been identified, but under the assumption that the lane width of the adjacent lane LA2 is the same as the lane width of the current lane LA1, the CPU generates the second gain map MapG2(Dc).

[0038] Thereafter, the process proceeds to step 395, where the CPU temporarily ends this routine.

[0039] If the lane change flag Xlc is "1" when the process proceeds to step 305, the CPU determines "No" in step 305, and the process proceeds to step 330. In step 330, the CPU determines whether the turn signal lever 24 has been operated again.

[0040] If the turn signal lever 24 has not been operated again, the CPU determines "No" in step 330. Thereafter, the process proceeds to step 395, where the CPU temporarily ends this routine.

[0041] If the turn signal lever 24 is operated again, the CPU determines "Yes" in step 330, and the process proceeds to step 335. In step 335, the CPU sets the lane change flag Xlc and a specific flag Xspe (described later) to "0." Thereafter, the process proceeds to step 395, where the CPU temporarily ends this routine.

[0042] <Lane keeping control routine> When an appropriate time arrives, the CPU starts the process from step 400 in Fig. 4, and the process proceeds to step 405. In step 405, the CPU determines whether the steering torque Tr is equal to or greater than the threshold torque Trth.

[0043] If the steering torque Tr is less than the threshold torque Trth, the CPU determines "No" in step 405 and executes steps 410 to 425.

[0044] Step 410: The CPU executes a target steering angle acquisition subroutine to acquire the target steering angle θtgt. The target steering angle acquisition subroutine will be described in detail later. Step 415: The CPU acquires the actual steering angle θ of the steered wheels. Step 420: The CPU obtains a steering angle deviation based on the target steering angle θtgt and the steering angle θ, and obtains a target control torque Trtgt based on the steering angle deviation. Step 425: The CPU determines whether the lane change flag Xlc is “0” or not.

[0045] If the lane change flag Xlc is "0", the CPU determines "Yes" in step 425, and the process proceeds to step 430. In step 430, the CPU controls the steering motor 30 so as to apply the target control torque Trtgt as a control torque to the steering wheel SW. Thereafter, the process proceeds to step 495, where the CPU temporarily ends this routine.

[0046] On the other hand, if the lane change flag Xlc is "1", the CPU determines "No" in step 425, and the process proceeds to step 435. In step 435, the CPU determines whether the vehicle VA has entered the adjacent lane LA2.

[0047] If the vehicle VA has not entered the adjacent lane LA2, the CPU determines "No" in step 435 and executes steps 440 and 445. Step 440: The CPU obtains the gain G by applying the current lateral position deviation Dc to the first gain map MapG1(Dc). Step 445: The CPU sets a value (multiplied value) obtained by multiplying the target control torque Trtgt by the gain G as a new target control torque Trtgt. Thereafter, in step 430, the CPU controls the steering motor 30, and the process proceeds to step 495, where the CPU temporarily ends this routine.

[0048] If the vehicle VA has entered the adjacent lane LA2 when the process proceeds to step 435, the CPU determines "Yes" in step 435, and the process proceeds to step 450. In step 450, the CPU determines whether the specific flag Xspe is "0".

[0049] The specification flag Xspe is set to "1" when the lane width of the adjacent lane LA2 has been specified, and is set to "0" when the lane width of the adjacent lane LA2 has not yet been specified. Note that the specification flag Xspe is set to "0" in the initialization routine.

[0050] If the identification flag Xspe is "0", the CPU determines "Yes" in step 450, and the process proceeds to step 455. In step 455, the CPU determines whether or not the lane width of the adjacent lane LA2 has been identified based on the image data.

[0051] If the lane width of adjacent lane LA2 cannot be identified, the CPU determines "No" in step 455, and the process proceeds to step 460. In step 460, the CPU obtains the gain G by applying the current lateral position deviation Dc to the second gain map MapG2(Dc). Thereafter, the process proceeds to step 445.

[0052] On the other hand, if the lane width of the adjacent lane LA2 can be identified, the CPU determines "Yes" in step 455 and executes steps 465 to 475. Step 465: The CPU sets the specific flag Xspe to “1”. Step 470: The CPU modifies the second gain map MapG2(Dc) based on the lane width of the identified adjacent lane LA2. Step 475: The CPU applies the current lateral position deviation Dc to the modified second gain map MapG2(Dc) to obtain the gain G. Then, the process proceeds to step 445.

[0053] If the specific flag Xspe is “1” when the process proceeds to step 450 , the CPU determines “No” in step 450 and the process proceeds to step 475 .

[0054] If the steering torque Tr is equal to or greater than the threshold torque Trth when the process proceeds to step 405, the CPU determines "Yes" in step 405. In this case, the process proceeds to step 495, where the CPU temporarily ends this routine. Therefore, when the steering torque Tr is equal to or greater than the threshold torque Trth, lane keeping control is not actually performed. As a result, when the steering torque Tr is equal to or greater than the threshold torque Trth, no control torque is applied to the steering wheel SW.

[0055] <Subroutine for obtaining target steering angle> When the process proceeds to step 410 in FIG. 4, the CPU starts the process from step 500 in FIG.

[0056] Step 505 : The CPU acquires image data from the camera 22 . Step 510: The CPU identifies the own lane LA1 based on the image data, and sets the target route PT at the center of the own lane LA1. Step 515: The CPU determines the curvature Cv, the lateral position deviation Dc, and the angle deviation θc based on the image data. Step 520: The CPU obtains the first target steering angle θtgt1 (FF term) based on the curvature Cv and the vehicle speed Vs. Step 525: The CPU obtains the second target steering angle θtgt2 (FB term) based on the lateral position deviation Dc, the angle deviation θc, and the yaw rate Yr. Step 530: The CPU obtains the target steering angle θtgt by adding the first target steering angle θtgt1 and the second target steering angle θtgt2. Thereafter, the process proceeds to step 595, where the CPU temporarily ends this routine, and the process proceeds to step 410 in FIG.

[0057] As described above, according to this embodiment, in the first gain map MapG1(Dc), the gain G is defined so that the target control torque Trtgt decreases as the lateral position deviation Dc on the lane-changing side increases (i.e., as the vehicle VA moves away from the target path PT1). This reduces the possibility that a large control torque will be applied to the steering wheel SW near the boundary of the own lane LA1 on the lane-changing side when the driver changes lanes. This reduces the possibility that the driver will feel uncomfortable with the lane keeping control.

[0058] Furthermore, according to this embodiment, on the left side of the target route PT in the second gain map MapG2(Dc) (i.e., the side from which the vehicle VA is approaching), the gain G is defined such that the target control torque Trtgt approaches the original target control torque Trtgt as the lateral position deviation Dc decreases (as the vehicle VA approaches the target route PT2). This reduces the possibility that a large control torque will be applied to the steering wheel SW even when the driver changes lanes and the vehicle VA enters the adjacent lane LA2. This reduces the possibility that the driver will feel uncomfortable with the lane keeping control.

[0059] Furthermore, to the right of the target route PT in the second gain map MapG2(Dc) (i.e., when the vehicle VA has exceeded the target route PT2), a gain G is defined such that the target control torque Trtgt becomes the original target control torque Trtgt regardless of the lateral position deviation Dc. This increases the likelihood that the lane keeping control will return the vehicle VA to the target route PT of the adjacent lane LA2, even if the driver continues to steer the steering wheel in the direction of a lane change after the vehicle VA has entered the adjacent lane LA2.

[0060] (First Modification) In the above embodiment, the control strength of the lane keeping control is adjusted by setting a new target control torque Trtgt as a value obtained by multiplying the target control torque Trtgt by the gain G. However, the present invention is not limited to this. As an example, the control strength of the lane keeping control may be adjusted by changing either the target steering angle θtgt or the steering angle θ based on the gain G.

[0061] First, an example of changing the target steering angle θtgt will be described. After obtaining the target steering angle θtgt and the steering angle θ, the CPU obtains the gain G based on the first gain map MapG1(Dc) or the second gain map MapG2(Dc).The CPU then brings the target steering angle θtgt closer to the steering angle θ as the gain G becomes smaller.As a result, the steering angle deviation becomes smaller as the gain G becomes smaller, and the target control torque Trtgt can be reduced.

[0062] Next, an example of changing the steering angle θ will be described. The CPU brings the steering angle θ closer to the target steering angle θtgt as the gain G becomes smaller. As a result, the steering angle deviation becomes smaller as the gain G becomes smaller, and the target control torque Trtgt can be reduced.

[0063] The values ​​(target control torque Trtgt, steering angle θ, and target steering angle θtgt) that are changed based on the gain G may be referred to as "target values."

[0064] (Second Modification) In the above embodiment, the CPU obtains the gain G by applying the lateral position deviation Dc to either the first gain map MapG1(Dc) or the second gain map MapG2(Dc) generated to match the lane width, but this is not limited to this.

[0065] For example, when the lateral position deviation Dc is equal to or greater than a first threshold value Dcth1 (Dc≧Dcth1), the CPU sets the gain G to a first value (for example, 0.2). When the horizontal position deviation Dc is less than the first threshold value Dcth1 and is greater than or equal to the second threshold value Dcth2 (Dcth2 ≤ Dc < Dcth1) set to a value smaller than the first threshold value Dcth1, the CPU sets the gain G to a second value (for example, 0.5) greater than the first value. When the horizontal position deviation Dc is less than the second threshold value Dcth (Dc < Dcth2), the CPU sets the gain G to a third value (for example, 1.0) greater than the second value.

[0066] (Third modification example) In the above embodiment, the CPU detects the driver's intention to change lanes when the wiper lever 24 is operated. However, the method for detecting the intention to change lanes is not limited to this. For example, the CPU may detect the driver's intention to change lanes when a state where the steering torque Tr is greater than or equal to the intended torque Trin (or a state where the steering angle θ is greater than or equal to the intended steering angle θin) continues for a threshold time or more.

[0067] The present device 10 is applicable to vehicles such as engine vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles. Furthermore, the present device 10 is applicable to autonomous driving vehicles. The present invention can also be regarded as a non-temporary storage medium in which a program for realizing the functions of the present device 10 is stored and can be read by a computer.

Explanation of reference numerals

[0068] 10... Lane keeping control device, 20... ECU, 22... Camera, 24... Wiper lever, 30... Steering motor.

Claims

1. A lane keeping control device that performs lane keeping control to control lateral movement of a vehicle so that the vehicle travels along a target route set within a lane in which the vehicle is traveling, The lane keeping control device is configured to, when detecting a lane change intention of the driver, weaken the control strength of the lane keeping control as the vehicle departs from the target route compared to when the lane change intention is not detected. Lane keeping control device.

2. 2. The lane keeping control device according to claim 1, The lane keeping control device is configured to, when the lane change intention is detected and the vehicle enters an adjacent lane adjacent to the own lane, return the control strength to the control strength when the lane change intention is not detected as the vehicle approaches a target route set in the adjacent lane. Lane keeping control device.

3. 3. The lane keeping control device according to claim 2, The lane keeping control device includes: acquiring a target value for the vehicle to travel along the target route of the own lane and to suppress deviation of the vehicle from the target route, based on at least the shape of the own lane and the lateral distance between the vehicle and the target route of the own lane; controlling lateral movement of the vehicle based on the target value; When the lane change intention is detected, it is determined whether the vehicle has entered the adjacent lane; When the vehicle is not entering the adjacent lane, obtaining a gain such that the target value decreases as the vehicle moves away from the target route of the own lane; By setting the multiplied value of the gain and the target value as a new target value, the control strength is weakened as the vehicle deviates from the target route compared to when the lane change intention is not detected; When the vehicle enters the adjacent lane, acquiring a gain such that the target value approaches the target value when the lane change intention is not detected as the vehicle approaches the target route of the adjacent lane; By setting the multiplied value to a new target value, the control strength is returned to the control strength when the lane change intention is not detected as the vehicle approaches the target path of the adjacent lane; When the vehicle has deviated from the target route of the adjacent lane, the lane keeping control is performed with a control strength that is used when the lane change intention is not detected. Furthermore, when the driver performs an operation to activate a turn signal of the vehicle, the lane change intention is detected. The lane keeping control device is configured as follows.

4. A lane keeping control method in which a computer mounted on a vehicle performs lane keeping control to control lateral movement of the vehicle so that the vehicle travels along a target route set within the lane in which the vehicle is traveling, comprising: The lane keeping control method includes: the computer detecting a driver's lane change intent to perform a lane change; When the computer detects the lane change intention, the computer weakens the control strength of the lane keeping control as the vehicle deviates from the target route compared to when the computer does not detect the lane change intention; A lane keeping control method comprising:

5. A program for causing a computer mounted on a vehicle to execute lane keeping control for controlling lateral movement of the vehicle so that the vehicle travels along a target route set within the lane in which the vehicle is traveling, comprising: The program causes the computer to: detecting a driver's intention to change lanes; When the intention to change lanes is detected, the control strength of the lane keeping control is weakened as the vehicle deviates from the target route compared to when the intention to change lanes is not detected. A program that executes.

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