Vehicle control device, vehicle control method, and program

Abstract

To improve continuity of lane keeping control for a vehicle.SOLUTION: A vehicle control device comprises: a recognition unit for recognizing a surrounding situation of a vehicle; and a control unit for generating a target route of the vehicle on the basis of the recognized surrounding situation and performing steering control of the vehicle along the target route. The control unit stops the steering control when it is determined that a deviation between a travel position of the vehicle and the target route is equal to or greater than a threshold value, and that a time taken until the vehicle deviates from a travel lane of the vehicle is equal to or less than a prescribed time.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] Conventionally, lane keeping control is known, which controls a vehicle so that it stays within the driving lane. For example, Patent Document 1 discloses a technology for stopping lane keeping control when a steering amount by a driver to a steering wheel that is equal to or exceeds a cancellation determination threshold is detected. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2009-214680 A Summary of the Invention [Problem to be solved by the invention]

[0004] In this way, the conventional technology stops lane keeping control based only on the steering torque of the driver without considering the driving environment of the vehicle. As a result, for example, when the vehicle is traveling on a wide lane, the lane keeping control may be stopped even if the driver does not intend to deviate from the lane, and the continuity of the lane keeping control may be lost.

[0005] The present invention has been made in consideration of the above circumstances, and an object of the present invention is to provide a vehicle control device, a vehicle control method, and a program that can improve the continuity of lane keeping control for a vehicle, thereby contributing to the development of a sustainable transportation system. [Means for solving the problem]

[0006] A vehicle control device, a vehicle control method, and a program according to the present invention employ the following configuration. (1): A vehicle control device according to one embodiment of the present invention includes a recognition unit that recognizes the surrounding conditions of a vehicle, and a control unit that generates a target route for the vehicle based on the recognized surrounding conditions and performs steering control of the vehicle along the target route, wherein the control unit stops the steering control when it is determined that a deviation between the vehicle's traveling position and the target route is equal to or greater than a threshold value and that the time until the vehicle deviates from the vehicle's traveling lane is equal to or less than a predetermined time.

[0007] (2): In the above aspect (1), the control unit activates an alarm device when it determines that the time until the vehicle deviates from the vehicle's lane is equal to or less than an alarm generation time, and the specified time is longer than the alarm generation time.

[0008] (3) In the above aspect (2), the predetermined time is longer than the warning generation time during the steering control.

[0009] (4) In the above aspect (2) or (3), the predetermined time is shorter than the warning generation time during which the steering control is stopped.

[0010] (5): In the above aspect (4), the alarm issuance time during the stoppage of the steering control is set to either a first time or a second time that is longer than the first time, and the specified time is set as a time between the first time and the second time.

[0011] (6): In the above aspect (1), when the control unit determines that the time is equal to or less than the predetermined time and steering by the vehicle occupant is detected, the control unit continues to determine that the time is equal to or less than the predetermined time while steering by the occupant is detected, even if the vehicle's driving position changes to a position where the time is greater than the predetermined time.

[0012] (7) In the above aspect (1), the steering control is a control that applies a reaction force to a steering torque applied by an occupant of the vehicle so as to make the vehicle travel along the travel lane.

[0013] (8): A vehicle control method according to another aspect of the present invention includes a computer that recognizes a surrounding situation of a vehicle, generates a target route for the vehicle based on the recognized surrounding situation, performs steering control of the vehicle along the target route, and stops the steering control when it is determined that a deviation between the vehicle's driving position and the target route is equal to or greater than a threshold and that the time until the vehicle deviates from the vehicle's driving lane is equal to or less than a predetermined time.

[0014] (9): A program according to another aspect of the present invention causes a computer to recognize a surrounding situation of a vehicle, generate a target route for the vehicle based on the recognized surrounding situation, and perform steering control of the vehicle along the target route. When it is determined that a deviation between the vehicle's traveling position and the target route is equal to or greater than a threshold and that a time until the vehicle deviates from its traveling lane is equal to or less than a predetermined time, the program stops the steering control. Effect of the Invention

[0015] According to aspects (1) to (9), the continuity of lane keeping control for a vehicle can be improved. [Brief description of the drawings]

[0016] [Figure 1] 1 is a configuration diagram mainly showing a vehicle control device 100 according to an embodiment. [Diagram 2] FIG. 2 is a configuration diagram of a steering device 220. [Diagram 3] 2 is a diagram for explaining a target route TR of the vehicle M generated by the control unit 120 and the operation of the LKAS. FIG. [Figure 4] FIG. 4 is a diagram showing the time relationship between the stop timing of the LKAS and the issuance timing of a lane departure warning. [Diagram 5]2 is a diagram for explaining an example of control by a control unit 120 in accordance with the surrounding conditions of a vehicle M. FIG. [Figure 6] 13 is a diagram for explaining another example of control by the control unit 120 in accordance with the surrounding conditions of the vehicle M. FIG. [Figure 7] 13 is a diagram for explaining another example of control by the control unit 120 in accordance with the surrounding conditions of the vehicle M. FIG. [Figure 8] 13 is a flowchart showing an example of the flow of processing executed by a control unit 120. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] Hereinafter, an embodiment of a vehicle control device, a vehicle control method, and a program of the present invention will be described with reference to the drawings. The vehicle control device according to this embodiment continues lane keeping assist control when there is sufficient time before the host vehicle M deviates from the lane, even if the deviation between the lane on which the vehicle is traveling and the target route is large. This makes it possible to improve the continuity of lane keeping assist control even when the vehicle is traveling on a lane with a wide lane width. Hereinafter, the vehicle control device according to this embodiment will be described in detail.

[0018] [Overall configuration] FIG. 1 is a configuration diagram mainly showing a vehicle control device 100 according to an embodiment. The vehicle control device 100 is mounted on a vehicle. In addition to the vehicle control device 100, this vehicle (hereinafter referred to as vehicle M) is mounted with components such as an object detection device 10, a vehicle sensor 20, an HMI 30, a braking device 200, and a steering device 220. Note that the configuration shown in FIG. 1 is merely an example, and some of the components may be omitted, or other components may be added. The vehicle M is equipped with driving force output devices such as an engine and a driving motor, but illustration and description of these are omitted.

[0019] The object detection device 10 includes, for example, a part or all of a camera, a radar device, a LIDAR (Light Detection and Ranging), a sensor fusion device, and the like. The object detection device 10 is a device for detecting an object within a detection range at least in the traveling direction of the vehicle M. The camera is, for example, a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera is attached to an arbitrary location of the vehicle M. When capturing an image of the front, the camera is attached to the top of the front windshield or the back of the rearview mirror. The camera, for example, periodically and repeatedly captures images of the periphery of the vehicle M. The camera may be a stereo camera or a distance measuring sensor. The radar device emits radio waves such as millimeter waves around the vehicle M and detects radio waves (reflected waves) reflected by the object to detect at least the position (distance and direction) of the object. The radar device may detect the position and speed of the object by a Frequency Modulated Continuous Wave (FM-CW) method. The LIDAR irradiates light (or electromagnetic waves with a wavelength close to that of light) around the vehicle M and measures the scattered light. The LIDAR detects the distance to the target based on the time between emitting and receiving the light. The irradiated light is, for example, a pulsed laser light. The sensor fusion device performs sensor fusion processing on the detection results from some or all of the camera, radar device, and LIDAR to recognize the position, type, speed, etc. of the object. The object detection device 10 may include an image analysis device that exclusively analyzes the image of the camera instead of the sensor fusion device. This image analysis device may be a function of the vehicle control device 100. The object detection device 10 outputs the recognition result to the vehicle control device 100.

[0020] The vehicle sensor 20 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around a vertical axis, a direction sensor that detects the direction of the vehicle M, and the like.

[0021] The HMI 30 is an alarm device that presents various information to the occupants of the vehicle M1. The HMI 30 also accepts input operations by the occupants. The HMI 30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc. The HMI 30 operates to issue an alarm according to the control of the control unit 120, which will be described later. The HMI 30 is an example of an "alarm device."

[0022] Prior to describing the vehicle control device 100, the braking device 200 and the steering device 220 will be described.

[0023] The braking device 200 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the vehicle control device 100 or information input from a driving operator (not shown), so that a brake torque corresponding to a braking operation is output to each wheel. The braking device 200 may include a backup mechanism that transmits hydraulic pressure generated by operation of a brake pedal to the cylinder via a master cylinder. Note that the braking device 200 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that transmits hydraulic pressure from a master cylinder to the cylinder.

[0024] 2 is a configuration diagram of the steering device 220. The steering device 220 includes, for example, a steering operator 222, a torque sensor 224, an actuator 226, a steering angle sensor 228, and a steering wheel 230. These components are mechanically connected by a connecting unit 232 including a steering shaft, a gear mechanism, and the like. The connecting unit 232 may include a function for temporarily releasing the connection, and the like. The steering device 220 also includes a steering ECU (Electronic Control Unit) 240. The steering device 220 may be a so-called steer-by-wire steering device in which there is no mechanical connection between the steering operator 222 and the steering wheel 230.

[0025] The steering operator 222 is, for example, a steering wheel. Alternatively, the steering operator 222 may be a special steering wheel, a joystick, a lever, a cross key, or other steering operator. In the following description, the steering operator 222 is assumed to be a steering wheel. The steering operator 222 transmits a rotational force (hereinafter referred to as torque. When the steering operation is not a rotational operation, the "force" in the present invention is not limited to torque) to the connecting part 232 by being rotated. At least a part of the connecting part 232 operates as a rotating shaft. The torque sensor 224 detects the torque applied to the steering operator 222 and outputs it to the steering ECU 240. The actuator 226 is, for example, a motor, the stator of which is connected to the vehicle body, and the rotor is adapted to rotate together with the connecting part 232. The actuator 226 outputs a force to the connecting part in response to an instruction from the steering ECU 240, thereby realizing a so-called power steering function. When the actuator 226 outputs torque to the connecting portion 232, the torque is also transmitted to the steering operator 222. When the actuator 226 outputs a small torque, a vibration is transmitted to the hand of the driver of the vehicle M, which can give some kind of awareness. The actuator 226 also applies a reaction force to the torque applied to the steering operator 222, and operates to suppress the steering operation. This realizes driving assistance such as LKAS (Lane Keeping Assist System). The actuator for realizing the power steering function and the actuator for outputting the reaction force may be provided separately, but are expressed here as one. The steering angle sensor 228 detects the rotation angle (steering angle) of the steering wheels 230 and outputs it to the steering ECU 240. The steering ECU 240 operates the actuator 226 based on information input from the torque sensor 224 and the steering angle sensor 228, or in response to an instruction from the vehicle control device 100.

[0026] Returning to FIG. 1, the vehicle control device 100 includes, for example, a recognition unit 110 and a control unit 120. These components are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). In addition, some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by cooperation between software and hardware. The program may be stored in a storage device (storage device having a non-transient storage medium) such as an HDD or flash memory of the vehicle control device 100 in advance, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the vehicle control device 100 by mounting the storage medium (non-transient storage medium) in a drive device.

[0027] The recognition unit 110 recognizes the surrounding situation of the vehicle M based on the information input from the object detection device 10. The recognition unit 110 recognizes, for example, the type, position, speed, acceleration, etc. of an object in the vicinity of the vehicle M. The position of the object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive shaft) as the origin, and is used for control. The position of the object may be represented by a representative point such as the center of gravity or a corner of the object, or may be represented by a represented area. The "state" of the object may include the acceleration or jerk of the object, or the "action state" (for example, whether or not the object is changing lanes or is about to change lanes). In this way, the recognition unit 110 recognizes an object that exists at least in the traveling direction of the vehicle M and that the vehicle M should avoid contacting.

[0028] Furthermore, the recognition unit 110 recognizes, for example, the lane in which the vehicle M is traveling (the driving lane). For example, the recognition unit 110 recognizes the position and attitude of the vehicle M with respect to the driving lane. For example, the recognition unit 110 may recognize the deviation of the reference point of the vehicle M from the center of the lane and the angle with respect to a line connecting the centers of the lanes in the traveling direction of the vehicle M as the relative position and attitude of the vehicle M with respect to the driving lane. Alternatively, the recognition unit 110 may recognize the position of the reference point of the vehicle M with respect to either side end of the driving lane (a road division line or a road boundary) as the relative position of the vehicle M with respect to the driving lane.

[0029] The control unit 120 generates a target route TR for the vehicle M based on the surrounding conditions recognized by the recognition unit 110, and performs steering control of the vehicle M along the generated target route TR. In this embodiment, the steering control refers to an LKAS that applies a reaction force to a torque applied to the steering operator 222 in a direction deviating from the target route TR when the vehicle M travels in a direction deviating from the target route TR, thereby suppressing the steering operation in the direction deviating.

[0030] FIG. 3 is a diagram for explaining the target route TR of the vehicle M generated by the control unit 120 and the operation of the LKAS. FIG. 3 shows a situation in which the vehicle M is traveling along the lane L1. The control unit 120 generates the target route TR as a median line between the left road dividing line LL and the right road dividing line RL present in front of the vehicle M recognized by the recognition unit 110, for example. When the road dividing line recognized by the recognition unit 110 is only on one side, the control unit 120 generates a line shifted by a predetermined width based on the recognized road dividing line on one side as the target route TR. Alternatively, the control unit 120 may generate the target route TR based on the left and right road dividing line information (or one of them) most recently recognized and stored as the relative position of the vehicle M.

[0031] Furthermore, the control unit 120 calculates a deviation (distance) d between the generated target route TR and the vehicle M. For example, the control unit 120 calculates the distance between the generated target route TR and the center of gravity of the vehicle M as the deviation d. Furthermore, the control unit 120 detects whether the steering torque detected by the torque sensor 224 is in a direction deviating from the target route TR. Furthermore, the control unit 120 calculates a time TTLC (time to line crossing) until the vehicle M crosses either the left road dividing line LL or the right road dividing line RL based on the current speed and acceleration of the vehicle M detected by the vehicle sensor 20. More specifically, for example, the control unit 120 calculates the time until the distance ΔY between the center of the front end of the vehicle M and the road dividing line becomes zero in the y-axis direction in the figure as the TTLC. The TTLC can also be expressed as the time until the vehicle M deviates from the driving lane. As shown in the graph on the right side of Figure 3, LKAS is a control that increases the reaction force applied to a steering operation in a positive direction (i.e., to the right) as the distance ΔY increases in that direction, and conversely, increases the reaction force applied to a steering operation in that direction as the distance ΔY increases in a negative direction (i.e., to the left).

[0032] The control unit 120 judges whether the calculated deviation d is equal to or greater than the threshold Th, the detected steering torque is in a direction deviating from the target route TR, and the TTLC is equal to or less than a predetermined time, and stops the LKAS when it is judged that the calculated deviation d is equal to or greater than the threshold Th, the detected steering torque is in a direction deviating from the target route TR, and the TTLC is equal to or less than a predetermined time. Here, "the deviation d is equal to or greater than the threshold Th" means, more strictly, that "the period during which the deviation d is equal to or greater than the threshold Th continues for a specified value (e.g., 0.5 seconds) or more." That is, the control unit 120 according to this embodiment controls whether to continue the LKAS by taking into consideration the surrounding conditions of the vehicle M more than the conventional technology that stops the LKAS when the deviation d is equal to or greater than the threshold Th. This makes it possible to improve the continuity of the LKAS, particularly when the vehicle M is traveling on a lane with a wide lane width.

[0033] Generally, while the vehicle M is traveling, a lane departure warning is issued to the occupants of the vehicle M when the LKAS is running, or when the LKAS is stopped. Here, the lane departure warning means a warning issued by the HMI 30 to warn the occupants of lane departure when the TTLC becomes equal to or less than a predetermined value. Hereinafter, the time relationship between the timing of stopping the LKAS and the timing of issuing these lane departure warnings will be described with reference to FIG. 3.

[0034] FIG. 4 is a diagram showing the time relationship between the timing of stopping the LKAS and the timing of issuing the lane departure warning. The lane departure warning according to this embodiment includes a lane departure warning issued when the LKAS is running (hereinafter, "LKAS execution departure warning") and a lane departure warning issued when the LKAS is stopped (hereinafter, "LKAS stop departure warning"). As shown in FIG. 4, the LKAS execution departure warning is set to be issued when the TTLC becomes the first time, while the LKAS stop departure warning is set to be issued when the TTLC becomes the first time or the second time (here, the first time < the second time). That is, if the timing of issuing the LKAS stop departure warning is set to the second time, the lane departure warning is issued when the vehicle M is located closer to the lane center than the road dividing line (i.e., earlier) when the LKAS is stopped, compared to when the LKAS is running.

[0035] Based on the above-mentioned timing of lane departure warning, in this embodiment, the LKAS is stopped when the TTLC reaches the third time (not less than the first time and not more than the second time). That is, the LKAS is stopped when the vehicle M is located closer to the center of the lane than the road dividing line (i.e., earlier) compared to the LKAS execution departure warning. In this case, the LKAS is stopped before the LKAS execution departure warning is issued and the driving operation is handed over to the occupant of the vehicle M, thereby improving operability for the occupant. The third time is an example of a "predetermined time."

[0036] Furthermore, with the above configuration, the LKAS is stopped at a timing when the vehicle M is located closer to the lane boundary than the center of the lane (i.e., later timing) compared to the LKAS stop departure warning. In general, the timing of the LKAS stop departure warning is set to allow a large margin of time before the vehicle departs from the lane. Therefore, by setting the stop of the LKAS to be later than the timing, operability for the occupants can be improved.

[0037] Next, control by the control unit 120 according to the surrounding conditions of the vehicle M will be described with reference to Fig. 5 to Fig. 7. Fig. 5 is a diagram for explaining an example of control by the control unit 120 according to the surrounding conditions of the vehicle M. The left part of Fig. 5 shows a situation in which the vehicle M is traveling on a lane with a wide lane width, and the right part of Fig. 5 shows control by the control unit 120 according to the situation.

[0038] First, at time t1, the control unit 120 detects that the steering torque detected by the torque sensor 224 is in a direction deviating from the target route TR, and continues to detect that the steering torque is in a direction deviating from the target route TR during the period from time t1 to time t4. Next, at time t2, the control unit 120 detects that the deviation d is equal to or greater than the threshold value Th, and then detects that the period during which the deviation d is equal to or greater than the threshold value Th has continued for a specified value or more (0.5 seconds in FIG. 5).

[0039] Next, at time t3, the control unit 120 detects that the TTLC is equal to or shorter than the predetermined time. That is, at time t3, the control unit 120 determines that the detected steering torque is in a direction that deviates from the target route TR, the calculated deviation d is equal to or greater than the threshold value Th, and the TTLC is equal to or shorter than the predetermined time, and therefore stops the LKAS. After that, at time t4, the control unit 120 detects that the detected steering torque is not in a direction that deviates from the target route TR, and restores the LKAS.

[0040] 5, even after detecting that the TTLC is not equal to or less than the predetermined time at time t3', the control unit 120 continues to determine that the TTLC is equal to or less than the predetermined time while detecting the steering torque in the departure direction by the occupant of the vehicle M. This is to prevent a situation in which the condition related to the TTLC is always not satisfied and the LKAS is not stopped if the vehicle M departs from the lane before the deviation d becomes equal to or greater than the threshold value Th while the vehicle M is traveling on a narrow lane.

[0041] Fig. 6 is a diagram for explaining another example of control by the control unit 120 according to the surrounding situation of the vehicle M. The left part of Fig. 6 shows a situation in which the vehicle M is traveling on a narrow lane, and the right part of Fig. 6 shows control by the control unit 120 according to the situation.

[0042] First, at time t1, the control unit 120 detects that the steering torque detected by the torque sensor 224 is in a direction deviating from the target route TR, and continues to detect that the steering torque is in a direction deviating from the target route TR during the period from time t1 to time t4. Next, at time t2, the control unit 120 detects that the TTLC has become equal to or smaller than a predetermined time. This is due to the fact that the vehicle M is traveling on a narrow lane, unlike the situation shown in FIG. 5.

[0043] Next, at time t3, the control unit 120 detects that the deviation d is equal to or greater than the threshold Th, and then detects that the period during which the deviation d is equal to or greater than the threshold Th continues for a specified value (0.5 seconds in FIG. 6) or more. At this time, for example, the condition regarding the TTLC is not satisfied due to lane departure by the vehicle M, but as described above, the control unit 120 continues to determine that the TTLC is equal to or less than the specified time while the steering torque is being detected. As a result, at a timing when the specified time has elapsed from time t3, the control unit 120 determines that the detected steering torque is in a direction that deviates from the target route TR, the calculated deviation d is equal to or greater than the threshold Th, and the TTLC is equal to or less than the specified time, and therefore stops the LKAS. After that, at time t4, the control unit 120 detects that the detected steering torque is not in a direction that deviates from the target route TR, and restores the LKAS.

[0044] Thus, according to this embodiment, even if the condition regarding TTLC becomes unsatisfied before the deviation d becomes equal to or greater than the threshold value Th because the vehicle M is traveling on a narrow lane, the determination that the TTLC is equal to or less than a predetermined time can be continued for a certain period of time, thereby making it possible to appropriately execute the LKAS stop determination.

[0045] Fig. 7 is a diagram for explaining another example of control by the control unit 120 in accordance with the surrounding conditions of the vehicle M. The left part of Fig. 7 shows a situation in which the vehicle M is traveling in a lane in which the right-hand road dividing line RL does not exist (or its recognition has failed), and the right part of Fig. 7 shows control by the control unit 120 in accordance with this situation.

[0046] 7, when the control unit 120 does not recognize a lane dividing line in a direction in which the vehicle M deviates from the target route TR, the control unit 120 considers that the condition related to the TTLC is always satisfied (ON). In other words, the control unit 120 executes the stop determination of the LKAS based only on the steering torque and the deviation d.

[0047] First, at time t1, the control unit 120 detects that the steering torque detected by the torque sensor 224 is in a direction deviating from the target route TR, and continuously detects that the steering torque is in a direction deviating from the target route TR during the period from time t1 to time t3. Next, at a timing when a specified time has elapsed since time t2, the control unit 120 determines that the detected steering torque is in a direction deviating from the target route TR and that the calculated deviation d is equal to or greater than the threshold value Th, and stops the LKAS. After that, at time t3, the control unit 120 detects that the detected steering torque is not in a direction deviating from the target route TR, and returns the LKAS to normal. Thus, according to this embodiment, even if a lane dividing line is not recognized in a direction deviating from the target route TR, it is possible to appropriately execute a stop determination of the LKAS based on the steering torque and the deviation d.

[0048] Next, a flow of processing executed by the control unit 120 will be described with reference to Fig. 8. Fig. 8 is a flowchart showing an example of the flow of processing executed by the control unit 120. The processing according to the flowchart in Fig. 8 is repeatedly executed while the vehicle M is traveling.

[0049] First, the control unit 120 determines whether or not the LKAS is being executed (step S100). If it is determined that the LKAS is not being executed, the control unit 120 returns the process to step S100 again. If it is determined that the LKAS is being executed, the control unit 120 next determines whether or not the steering torque detected by the torque sensor 224 is in a direction that deviates from the target route TR (step S102). If it is determined that the steering torque detected by the torque sensor 224 is not in a direction that deviates from the target route TR, the control unit 120 maintains the LKAS (step S104).

[0050] On the other hand, if it is determined that the steering torque detected by the torque sensor 224 is in a direction deviating from the target route TR, the control unit 120 next determines whether the period during which the deviation d is equal to or greater than the threshold Th is equal to or greater than a specified value (step S106). If it is determined that the period during which the deviation d is equal to or greater than the threshold Th is not equal to or greater than the specified value, the control unit 120 maintains the LKAS (step S104). On the other hand, if it is determined that the period during which the deviation d is equal to or greater than the threshold Th is equal to or greater than the specified value, the control unit 120 determines whether the vehicle M has recognized a lane dividing line in a direction deviating from the target route TR (step S108).

[0051] When it is determined that the vehicle M has recognized a lane dividing line in a direction deviating from the target route TR, the control unit 120 determines whether the TTLC to the recognized lane dividing line is within a predetermined time (step S110). When it is determined that the TTLC to the recognized lane dividing line is not within the predetermined time, the control unit 120 maintains the LKAS (step S104). On the other hand, when it is determined that the TTLC to the recognized lane dividing line is within the predetermined time, the control unit 120 stops the LKAS (step S112). This ends the processing of this flowchart.

[0052] In the above flowchart, the order of the process of step S102 regarding the steering torque, the process of step S106 regarding the deviation d, and the processes of steps S108 and S110 regarding the TTLC may be interchanged.

[0053] According to the present embodiment described above, when it is determined that the deviation between the vehicle's traveling position and the target route is equal to or greater than a threshold value and the time until the vehicle deviates from the lane the vehicle is traveling in is equal to or less than a predetermined time, the LKAS is stopped. That is, according to the present embodiment, the LKAS is stopped in consideration of the lane width of the lane in which the vehicle is traveling, thereby improving the continuity of lane keeping control for the vehicle.

[0054] The above-described embodiment can be expressed as follows. a storage medium for storing computer-readable instructions; a processor coupled to the storage medium; The processor executes the computer-readable instructions to: Recognize the vehicle's surroundings, generating a target route for the vehicle based on the recognized surrounding conditions, and performing steering control of the vehicle along the target route; stopping the steering control when it is determined that the deviation between the traveling position of the vehicle and the target route is equal to or greater than a threshold value and the time until the vehicle deviates from the traveling lane of the vehicle is equal to or less than a predetermined time; The vehicle control device is configured as follows.

[0055] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment, and various modifications and substitutions can be made within the scope that does not deviate from the gist of the present invention. [Explanation of symbols]

[0056] 10 Object detection device 20 Vehicle Sensors 30 Human Machine Interfaces 100 Vehicle control device 110 Recognition part 120 Control section 200 Brake equipment 220 Steering Gear 222 Steering control 224 Torque Sensor 226 Actuator 228 Steering Angle Sensor 230 Steering wheel 240 Steering ECU

Claims

1. A recognition unit that recognizes a surrounding situation of the vehicle; a control unit that generates a target route for the vehicle based on the recognized surrounding conditions and performs driving assistance for the vehicle along the target route; the control unit stops the driving assistance when it is determined that a steering torque applied by an occupant of the vehicle is in a direction in which the vehicle deviates from a driving lane, a deviation between a driving position of the vehicle and the target route is equal to or greater than a threshold, and a time until the vehicle deviates from the driving lane is equal to or less than a predetermined time, The driving assistance is a control that applies a reaction force to a steering torque in a direction of deviation applied by an occupant of the vehicle when the vehicle travels in a direction of deviation from the driving lane. Vehicle control device.

2. The control unit, when it is determined that a time until the vehicle deviates from the driving lane of the vehicle is equal to or shorter than a warning issuing time during execution of the driving assistance, activates an alarm device that issues an alarm to warn of the deviation of the vehicle, The predetermined time is longer than the warning transmission time. The vehicle control device according to claim 1.

3. When the time becomes equal to or less than the predetermined time and it is determined that steering in the departure direction by an occupant of the vehicle has been detected, the control unit continues to determine that the time is equal to or less than the predetermined time while the steering by the occupant is detected, even if the vehicle deviates from the driving lane. The vehicle control device according to claim 1.

4. The computer Recognize the vehicle's surroundings, generating a target route for the vehicle based on the recognized surrounding conditions, and providing driving assistance for the vehicle along the target route; When it is determined that a steering torque applied by an occupant of the vehicle is in a direction in which the vehicle deviates from a driving lane, a deviation between a driving position of the vehicle and the target route is equal to or greater than a threshold, and a time until the vehicle deviates from the driving lane is equal to or less than a predetermined time, the driving assistance is stopped; The driving assistance is a control that applies a reaction force to a steering torque in a direction of deviation applied by an occupant of the vehicle when the vehicle travels in a direction of deviation from the driving lane. A vehicle control method.

5. On the computer, Recognize the vehicle's surroundings, a steering torque applied by an occupant of the vehicle is in a direction in which the vehicle deviates from a driving lane, a target route for the vehicle is generated based on the recognized surrounding conditions, and driving assistance for the vehicle is performed along the target route; When it is determined that a deviation between the traveling position of the vehicle and the target route is equal to or greater than a threshold value and a time until the vehicle deviates from the traveling lane is equal to or less than a predetermined time, the driving assistance is stopped; The driving assistance is a control that applies a reaction force to a steering torque in a direction of deviation applied by an occupant of the vehicle when the vehicle travels in a direction of deviation from the driving lane. program.

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