Vehicle control device

Abstract

Provided is a vehicle control device that achieves steer control characteristics preferred by the driver while keeping lane tracing during LK control. The vehicle control device comprises a lane shape detection unit (lane shape sensor 4) that detects a lane shape in a periphery of a vehicle, a steering torque detection unit (vehicle behavior sensor 6) that detects steering torque of a driver driving the vehicle, a lane keeping control unit (LK steering control ECU 10) that computes a steering command for maintaining a travel within a lane on the basis of the detected lane shape, and a steering control unit (steering control ECU 12) that controls the steering of the vehicle on the basis of the steering command from the lane keeping control unit (LK steering control ECU 10), wherein the lane keeping control unit (LK steering control ECU 10) has a plurality of control characteristics including at least a first control characteristic and a second control characteristic that can be selected according to the driver preference, and selects the first control characteristic or the second control characteristic on the basis of switching information inputted (from an HMI 8) in advance according to the driver preference.

Description

Technical Field

[0001] The present invention relates to a vehicle control device that executes driving assistance.

Background Art

[0002] Lane Keep (hereinafter referred to as LK) control is a convenience function that reduces the driver's driving load by maintaining the host vehicle at the center of the driving lane through steering control.

[0003] The driver's steering operation state during LK control has two modes: "a state where the driver intentionally operates the steering wheel" and "a state where the driver does not actively operate the steering wheel relying on the system function". Which mode it becomes depends on the driver's driving style. Therefore, for LK control, steering control without a sense of discomfort is required in each state.

[0004] In the override determination in autonomous driving during LK control, a vehicle control device that smoothly and appropriately switches the driving state is described in Patent Document 1. This Patent Document 1 describes that "the override determination unit 11 of the driving control device 10 determines which override condition of the two-stage driving mode, namely, the first driving mode for performing cooperative control of autonomous driving and manual driving and the second driving mode for suspending autonomous driving and allowing manual driving, is satisfied. Then, the driving mode switching unit 12 can smoothly and appropriately switch the driving state by switching the driving mode according to the stage of override."

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, in the vehicle control device described in Patent Document 1, (1) near the determination threshold of override, the control mode becomes discontinuous, which may lead to a sense of discomfort. Also, (2) although the purpose of cooperative control is to eliminate the sense of discomfort, there is a problem that the control amount preferred by the driver cannot be selected and the sense of discomfort in cooperative control cannot be eliminated.

[0007] The present invention has been made in view of the above problems, and an object thereof is to provide a vehicle control device that realizes the driver's preferred steering control characteristics while maintaining lane tracing during LK control.

Means for Solving the Problems

[0008] In order to solve the above problems, one of the typical vehicle control devices of the present invention includes a lane shape detection unit that detects the lane shape around the vehicle, a steering torque detection unit that detects the steering torque of the driver who drives the vehicle, a lane maintenance control unit that calculates a steering command for maintaining travel within the lane based on the detected lane shape, and a steering control unit that controls the steering of the vehicle based on the steering command from the lane maintenance control unit. The lane maintenance control unit has a plurality of control characteristics including at least a first control characteristic and a second control characteristic that can be selected according to the driver's preference, selects the first or second control characteristic based on the switching information input in advance according to the driver's preference, calculates the steering control amount necessary for maintaining travel within the lane, and corrects the calculated steering control amount based on the selected control characteristic to calculate the steering command, thereby achieving the object.

Effects of the Invention

[0009] According to the present invention, it is possible to provide a vehicle control device that realizes the driver's preferred steering control characteristics while maintaining lane tracing during LK control.

[0010] Problems, configurations, and effects other than those described above will be clarified by the description of the following embodiments.

Brief Description of the Drawings

[0011]

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Mode for Carrying Out the Invention

[0012] Hereinafter, embodiments of the vehicle control device of the present invention will be described with reference to the drawings.

[0013] [Embodiment 1] (Configuration of Vehicle Control Device) FIG. 1 is a block diagram showing the configuration of the vehicle control device according to Embodiment 1 of the present invention. The vehicle control device 1 is mounted on a vehicle (own vehicle). The vehicle control device 1 performs steer control during LK control, and in particular, performs control to realize the cooperation between the steer control by LK control and the steer operation by the driver.

[0014] The vehicle control device 1 includes an LK steer control ECU 10, a steering control ECU 12, a steering actuator 14, a lane shape sensor 4, a vehicle behavior sensor 6, and an HMI 8.

[0015] FIG. 2 is a diagram showing the configuration of the LK steer control ECU 10. An ECU is an abbreviation for an electronic control unit, and is an electronic control circuit having a microcomputer as a component. The LK steer control ECU 10 includes a CPU 22, a memory 24, a non-volatile memory 26, an interface 28, and the like.

[0016] The CPU 22 includes at least one processor and / or circuit. The memory 24 includes, for example, a RAM. The non-volatile memory 26 includes, for example, a flash memory and a ROM. The CPU 22 uses the memory 24 as a work memory and executes program codes (instructions) stored in the non-volatile memory 26. Thereby, the CPU 22 can execute the processes described hereinafter. Note that the steering control ECU 12 also has a similar configuration.

[0017] Note that the LK steer control ECU 10 and the steering control ECU 12 may be integrated into one ECU. Further, one or more ECUs may be added to execute the processes described hereinafter.

[0018] The lane shape sensor (lane shape detection unit) 4 detects and acquires lane shape information regarding the peripheral area of the host vehicle. The peripheral area of the vehicle includes the front area, the right area, and the left area of the vehicle.

[0019] The lane shape information includes lane line information regarding lane lines (for example, white lines) existing in the peripheral area of the host vehicle.

[0020] The lane line information includes the positions of a plurality of lane lines defining a lane (lane), and parameters related to the lane lines. Parameters related to the lane lines include the curvature of the lane lines, the lateral position of the vehicle with respect to the lane lines (position in the road width direction), and the yaw angle of the vehicle with respect to the lane lines.

[0021] The lane shape sensor 4 may be any type of sensor as long as it can acquire the above-mentioned lane marking information.

[0022] The vehicle behavior sensor (steering torque detection unit) 6 detects and acquires sensor information related to the vehicle behavior of the host vehicle, such as information related to the driver's steering and the traveling speed of the host vehicle. The information related to the driver's steering includes the steering angle and steering torque of the driver driving the host vehicle.

[0023] The switching information by the HMI 8 acquires the input information of the control characteristics (described later) selected by the driver. The HMI 8 is composed of a switch, a touch panel, etc. that can be operated by the driver driving the host vehicle.

[0024] The LK steer control ECU (lane keeping control unit) 10 reads the information acquired by the lane shape sensor 4, the vehicle behavior sensor 6, and the HMI 8, calculates a steering command for maintaining traveling within the lane (performing lane keeping travel) based on the acquired (detected) lane shape, and outputs it to the steering control ECU 12 (details will be described later).

[0025] The steering control ECU (steering control unit) 12 calculates an instruction (operation amount) for controlling the steering of the vehicle according to the steering command received from the LK steer control ECU 10, and outputs it to the steering actuator 14.

[0026] The steering actuator 14 is incorporated in the steering mechanism of the vehicle. For example, the steering actuator 14 includes a motor for steering the steering wheels (left front wheel and right front wheel) of the vehicle. The steering actuator 14 is configured to control the steering wheels of the vehicle according to the instruction (operation amount) of the steering control ECU 12.

[0027] (LK control by the LK steer control ECU 10) As described above, the handle operation state of the driver during LK control has two control modes: "the state where the driver operates the handle with intention" and "the state where the driver does not actively operate the handle relying on the system functions". Regarding the requirement for a steering control without discomfort in each of the two control modes for LK control, the following problems will be explained again.

[0028] In the former "state where the driver operates the handle", usually, it is helpful that the system tells the driver about operation delays and the like, but it is required that there is no discomfort in the cooperative control corresponding to the way of telling. However, since the driver has preferences for strong control and weak control (driving styles), problem (1) occurs, that is, a sense of discomfort is caused to the driver with a single control characteristic.

[0029] In the latter "state where the driver does not actively operate the handle", there is an advantage that the driving load is reduced by the vehicle maintaining its own lane and a sense of advancement like that of autonomous driving can be obtained, and it is required for LK control that the vehicle can travel without swaying in the center of the lane. However, when weak control is set according to the driver's preference, problem (2) occurs, that is, the steering torque for firmly maintaining the lane is insufficient, and the vehicle cannot travel in the center of the lane or sways.

[0030] Regarding the first problem, "the driver has different preferences for the way of being informed", the system is provided with a plurality of lane keep modes with different control characteristics, and the driver selects the preferred lane keep mode and switches the characteristics of the cooperative control (steering gain) to deal with it.

[0031] When strong control is selected in the lane keeping mode, by increasing the steering gain to increase the torque assist amount, the vehicle can maintain the lane with small driver operations. Therefore, the driver can obtain a steering feeling mainly controlled by the system. On the other hand, when weak control is selected in the lane keeping mode, by reducing the steering gain to decrease the torque assist amount, large driver operations are required to maintain the lane, and the driver can obtain a steering feeling mainly controlled by the driver. As described above, the system is provided with a lane keeping mode that can realize the desired steering feeling, and the driver can select the preference to solve this problem.

[0032] Regarding the second problem, "when the steering control is weakened, the lane keeping performance deteriorates", as the driver's steering operation becomes smaller, in any lane keeping mode, the set value of the steering gain is shifted to the default (for example, 1 times), and the control characteristics are shifted to the characteristics where the lane tracing performance is improved to cope with this. By this method, no matter which lane keeping mode the driver selects, when the driver operation amount is small as if the steering operation is entrusted to the system, a large torque assist amount suitable for lane keeping can be achieved, and stable lane tracing performance can be realized, so this problem can be solved.

[0033] In addition, in the region where the driver steering amount is small, by setting so that the difference in the steering gain in multiple lane keeping modes becomes small, the influence on the steering torque sensor error (steering torque sensor noise) during running can be suppressed, and the step of the control characteristics can be reduced.

[0034] By taking these two countermeasures, it is possible to achieve both lane trace maintenance during LK control and the driver-preferred steering control characteristics.

[0035] To execute the above countermeasures, as shown in FIG. 1, the LK steering control ECU 10 includes an LK steering control amount calculation unit 52, a lane keeping mode determination unit 54, a correction amount calculation unit 56, and a steering command calculation unit 58 as functional blocks.

[0036] Regarding the LK control by the above LK steering control ECU 10 and the operations of each functional block of the LK steering control ECU 10, a detailed description will be given with reference to the flowchart of FIG. 3.

[0037] This embodiment relates to the cooperation between the driver's steering operation and the steering control during driving by LK control, and is an example showing that the driver can select preferred steering control characteristics to eliminate discomfort.

[0038] FIG. 3 shows a flowchart of the LK steering control ECU 10. This embodiment is a process performed once every fixed time (for example, 50 ms), and its flow will be described below.

[0039] In step S101, the results of general lane shape detection used in LK control (such as the curvature of the white line, yaw angle, lateral position, etc.) are read from the lane shape sensor 4.

[0040] In step S102, the sensor information regarding the vehicle behavior used in LK control (such as vehicle speed, steering angle, steering torque, etc.) is read from the vehicle behavior sensor 6.

[0041] In step S103, it is the selection process of the lane keep mode of this embodiment, and the lane keep mode selected by the driver with a switch or a touch panel, etc. is read from the HMI 8. An image of selection with a switch from the display of the meter screen is shown in FIG. 4.

[0042] In step S104 (LK steering control amount calculation unit 52), based on the information read in steps S101 and S102, the LK steering control amount necessary for the vehicle to maintain lane keeping driving on the system is calculated.

[0043] In step S105 (lane keep mode determination unit 54), based on the information read in step S103, the lane keep mode selected according to the driver's preference is determined.

[0044] When the lane keeping mode is "weak control", the process proceeds to step S106, and when it is "strong control", the process proceeds to step S107, respectively.

[0045] In step S106 (correction amount calculation unit 56), in order to realize the weak control mode (driver - centered), a steering gain for weak control is calculated according to the preset first control characteristic. The first control characteristic is a steering gain map. Using the torque sensor value (absolute value) that detects the driver's steering operation amount from this steering gain map, the steering gain is calculated, and the process proceeds to step S108. An image diagram of the steering gain map is shown in FIG. 5.

[0046] In step S107 (correction amount calculation unit 56), in order to realize the strong control mode (system - centered), a steering gain for strong control is calculated according to the preset second control characteristic. The second control characteristic increases the set value of the steering gain compared to the first control characteristic to clarify the difference in control characteristics. Using the torque sensor value (absolute value) that detects the driver's steering operation amount from this steering gain map, the steering gain is calculated, and the process proceeds to step S108. An image diagram of the steering gain map is shown in FIG. 5.

[0047] Note that the steering gain map takes the torque sensor value (absolute value) that detects the driver's steering operation amount as an input, and outputs the steering gain as a correction amount for correcting the above - mentioned LK steering control amount and reflecting it in the steering command. It is a map that defines the relationship between the torque sensor value (absolute value) and the steering gain.

[0048] That is, the correction amount calculation unit 56 of the LK steering control ECU 10 has, as control characteristics of the steering gain map, a first control characteristic (weak control mode) and a second control characteristic (strong control mode) that can be selected according to the driver's preference, which are preset (see FIG. 5). The correction amount calculation unit 56 selects the first control characteristic (weak control mode) or the second control characteristic (strong control mode) based on the lane keep mode determined in step S105 (lane keep mode determination unit 54) (that is, the switching information input in advance from the HMI 8 according to the driver's preference). Then, the correction amount calculation unit 56 calculates the steering gain as the correction amount using the torque sensor value (in other words, corresponding to the torque sensor value) according to the selected control characteristic.

[0049] In the example shown in FIG. 5, the first and second control characteristics of the steering gain map are each set such that as the torque sensor value increases, the steering gain continuously decreases from the default (1 times). Also, when viewed at the same torque sensor value, the steering gain of the second control characteristic is greater than that of the first control characteristic (in other words, the steering gain of the first control characteristic is smaller than that of the second control characteristic). Further, as the torque sensor value increases, the difference in the steering gains of the first and second control characteristics (corresponding to the characteristic difference) is set to increase (change).

[0050] However, if the set value of the steering gain of the second control characteristic (strong control mode) is large with respect to the first control characteristic (weak control mode), and the first control characteristic is set mainly based on the driver's input, and the second control characteristic is set mainly based on the input of the system (the LK steering control ECU 10), the setting example of the steering gain map is not limited to the example shown in FIG. 5.

[0051] For example, the set value of the steering gain of the first control characteristic when the torque sensor value is 0 (when there is no steering intervention) may be less than the default (1 times).

[0052] Further, as shown in FIG. 6, regardless of the height of the torque sensor value, the difference in the steering gains between the first and second control characteristics (corresponding to the characteristic difference) may be constant.

[0053] Further, as shown in FIG. 7, regardless of the height of the torque sensor value, the steering gains of the first and second control characteristics may be constant (the steering gain g1 of the first control characteristic < the steering gain g2 of the second control characteristic). Although not shown, the steering gain of only one of the first and second control characteristics may be constant.

[0054] Also, as shown in FIGS. 5, 6, and 7, the steering gains of the first and second control characteristics are preferably continuous (having continuity) with respect to the torque sensor value (the input steering torque), but they do not have to be continuous.

[0055] In step S108 (steering command calculation unit 58), the result of multiplying the LK steering control amount obtained in step S104 by the steering gain corresponding to the lane keep mode obtained in step S106 or step S107 (in other words, the result of correcting the LK steering control amount based on the steering gain corresponding to the lane keep mode) is output as a steering command to the steering control ECU 12.

[0056] As described above, in the first embodiment, a plurality of lane keep modes with different control characteristics are provided, and the driver selects a preferred lane keep mode, and the steering gain is switched (with the first or second control characteristic) according to the selected lane keep mode, so that the steering control according to the driver's preference can be realized.

[0057] [Second Embodiment] In the second embodiment, the effects of other settings for the first and second control characteristics of the first embodiment will be described. FIG. 8 shows an image diagram of the steering gain map of the second embodiment.

[0058] As shown in FIG. 8, when the torque sensor value is lower than a predetermined value (t1), the first and second control characteristics are set to have equivalent characteristics by reducing the difference between the steering gains of both and transitioning the steering gain to the default (1-fold). Specifically, when the torque sensor value is lower than the predetermined value (t1), it is set to output equivalent steering gains. On the other hand, when the torque sensor value is higher than the predetermined value (t1), it is set to have different characteristics according to the height of the torque sensor value. Specifically, when the torque sensor value is higher than the predetermined value (t1), it is set to output different steering gains. That is, here, when the torque sensor value is higher than the predetermined value (t1), the first and second control characteristics are set such that the difference in the steering gains of the first and second control characteristics (corresponding to the characteristic difference) increases (changes) as the torque sensor value increases.

[0059] As described above, the first and second control characteristics are set based on the driver's steering intervention. The first control characteristic is mainly set based on the driver's input, and the second control characteristic is mainly set based on the input of the system (the LK steer control ECU 10). Therefore, when the torque sensor value is higher than the predetermined value (t1), the first control characteristic is set to output a lower steering gain than the second control characteristic.

[0060] Note that in the example shown in FIG. 8, the steering gains of the first and second control characteristics are set to be continuous (having continuity) with respect to the torque sensor value (the input steering torque), but they may not be continuous (for example, around the predetermined value (t1)).

[0061] In the second embodiment, the first and second control characteristics are such that as the driver's steering operation amount (= torque sensor value) decreases, the steering gain is shifted to the default (1 times), so that in the region where the driver's steering amount is small (the region lower than the predetermined value (t1)), the difference between the steering gains of both is reduced (for example, the steering gains of both are made to coincide) and the steering gain approaches the default (1 times), thereby suppressing the influence on the steering torque sensor noise during traveling, and enabling the control characteristics that emphasize lane traceability to be realized without a step. Even when three or more control characteristics of the lane keep mode are set, the same effect can be obtained by adding this means.

[0062] [Embodiment 3] This third embodiment explains the effects of other settings for the first and second control characteristics of the first embodiment. FIG. 9 shows an image diagram of the steering gain map of this third embodiment.

[0063] As shown in FIG. 9, the first and second control characteristics are set so that when the torque sensor value is lower than the predetermined value (t1), the difference between the steering gains of both is reduced and the steering gain is shifted to the default (1 times), so as to have equivalent characteristics (in other words, to be characterized equivalently). On the other hand, when the torque sensor value is higher than the predetermined value (t1), it is set to have different characteristics according to the height of the torque sensor value. That is, here, the first and second control characteristics are set such that when the torque sensor value is higher than the predetermined value (t1), as the torque sensor value increases, the difference between the steering gains of the first and second control characteristics (corresponding to the characteristic difference) increases (changes).

[0064] Also, the first control characteristic is set such that the characteristics of the steering gain output when the torque sensor value is lower than a predetermined value (t2: t2 > t1) are different from the characteristics of the steering gain output when the torque sensor value is higher than the predetermined value (t2). Here, the characteristics of the steering gain refer to the gradient or degree of change of the steering gain with respect to the torque sensor value (the value of the input steering torque). More specifically, the first control characteristic is set such that the gradient (decrease gradient) of the steering gain output when the torque sensor value is lower than the predetermined value (t2) is smaller than the gradient (decrease gradient) of the steering gain output when the torque sensor value is higher than the predetermined value (t2).

[0065] In this embodiment, an example is shown in which the characteristics of the steering gain output before and after the predetermined values (t1, t2) are changed in the first control characteristic. However, the characteristics of the steering gain output may be similarly changed in the second control characteristic as well.

[0066] Note that also in the example shown in FIG. 9, the steering gains of the first and second control characteristics are set to be continuous (having continuity) with respect to the torque sensor value (the input steering torque), but they do not have to be continuous (for example, before and after the predetermined values (t1, t2), etc.).

[0067] In the third embodiment, by setting the control characteristics (steering gain) with different slopes before and after the predetermined values (t1, t2), it is possible to make the lane trace performance equivalent while further expanding the range of the LK control characteristics. Also, even with a larger difference in steering gain, it is possible to make it difficult to feel the step. Further, by adding the above means to the first control characteristic mainly set by the driver's input, in the LK control mainly by the driver, in the region where the driver's steering amount is small (= the region where the steering gain is large) (that is, the region where the influence of the steering torque sensor noise is large), the change (gradient) of the steering gain with respect to the driver operation is made gentle, and in the region where the driver's steering amount is large (= the region where the steering gain is small) (that is, the region where the driver's steering intervention is large), the change (gradient) of the steering gain with respect to the driver operation is made large, so that an optimal steering feeling can be realized.

[0068] [Embodiment 4] In the fourth embodiment, the effects of other settings are described for the first and second control characteristics of the first embodiment. FIG. 10 shows an image diagram of the steering gain map of the fourth embodiment.

[0069] As shown in FIG. 10, for the first and second control characteristics, when the torque sensor value is higher than the reference value (t3: t3> t1, t2), the characteristics are set to be constant regardless of the height of the torque sensor value (specifically, a constant steering gain is output).

[0070] Note that, also in the example shown in FIG. 10, the steering gains of the first and second control characteristics are set to be continuous (having continuity) with respect to the torque sensor value (the input steering torque), but they do not have to be continuous (for example, around the reference value (t3)).

[0071] In the present Example 4, the first and second control characteristics are set such that the steering gain is constant in a large range of steering torque. Since the steering control amount of the system is determined by the steering gain × the deviation amount from the center of the lane, by making the steering gain constant, it becomes easier to grasp the deviation from the center of the lane based on the steering control amount, and thus it is possible to appropriately convey the driving situation to the driver.

[0072] [Actions and effects of Examples 1 to 4] As described above, the vehicle control device 1 of the present example includes a lane shape detection unit (lane shape sensor 4) that detects the lane shape around the vehicle, a steering torque detection unit (vehicle behavior sensor 6) that detects the steering torque (torque sensor value of the steering torque sensor) of the driver who drives the vehicle, a lane maintenance control unit (LK steering control ECU 10) that calculates a steering command for maintaining driving within the lane based on the detected lane shape, and a steering control unit (steering control ECU 12) that controls the steering of the vehicle based on the steering command from the lane maintenance control unit (LK steering control ECU 10). The lane maintenance control unit (LK steering control ECU 10) has a plurality of control characteristics including at least a first control characteristic and a second control characteristic that can be selected according to the driver's preference. Based on the switching information input in advance (from the HMI 8) according to the driver's preference, the first or second control characteristic is selected, the steering control amount required to maintain driving within the lane is calculated, and the calculated steering control amount is corrected based on the selected control characteristic (steering gain calculated thereby) to calculate the steering command.

[0073] Further, the first and second control characteristics are set based on the steering intervention from the driver detected by the steering torque detection unit (vehicle behavior sensor 6). The first control characteristic is set mainly based on the driver's input, and the second control characteristic is set mainly based on the input of the lane maintenance control unit (LK steering control ECU 10) (that is, the value output by the first control characteristic is lower than the value output by the second control characteristic).

[0074] According to this embodiment, it is possible to provide a vehicle control device 1 that realizes the driver's preferred steering control characteristics while maintaining lane tracing during LK control.

[0075] That is, by making the strength of the steering control in lane keeping selectable by the driver, a preferred steering feeling is realized, and regardless of which control characteristics are selected, the lane tracing performance is not affected, and a vehicle control device 1 that enables both the steering feeling and the lane keeping performance is provided.

[0076] Note that the present invention is not limited to the above-described embodiments, and various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described.

[0077] In addition, some or all of the above-described configurations, functions, processing units, processing means, etc. may be realized in hardware by designing them with, for example, an integrated circuit. Also, the above-described configurations, functions, etc. may be realized in software by a processor interpreting and executing a program for realizing each function. Information such as a program, table, file, etc. for realizing each function can be placed in a memory, a storage device such as a hard disk or SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD.

[0078] Also, the control lines and information lines show those considered necessary for explanation, and not necessarily all the control lines and information lines are shown on the product. In practice, it may be considered that almost all the configurations are interconnected.

Explanation of Reference Numerals

[0079] 1 Vehicle control device 4 Lane shape sensor (lane shape detection unit) 6 Vehicle behavior sensor (steering torque detection unit) 8 HMI 10 LK steering control ECU (lane keeping control unit) 12 Steering control ECU (steering control unit) 14 Steering actuator 52 LK steering control amount calculation unit 54 Lane keep mode determination unit 56 Correction amount calculation unit 58 Steering command calculation unit

Claims

1. A lane shape detection unit that detects the lane shape around the vehicle, A steering torque detection unit that detects the steering torque of the driver who drives the vehicle, A lane keeping control unit that calculates a steering command for maintaining travel within the lane based on the detected lane shape, A steering control unit that controls the steering of the vehicle based on the steering command from the lane keeping control unit, and The lane keeping control unit Has a plurality of control characteristics including at least a first control characteristic and a second control characteristic that can be selected according to the driver's preference, Based on the switching information input in advance according to the driver's preference, selects the first or second control characteristic, Calculates the steering control amount necessary to maintain travel within the lane, corrects the calculated steering control amount based on the selected control characteristic, and calculates the steering command. A vehicle control device characterized by the above.

2. The vehicle control device according to claim 1, The first and second control characteristics are set to have the same characteristics when the value of the input steering torque is lower than a predetermined value, and when the value of the input steering torque is higher than the predetermined value, They are set to have different characteristics according to the height of the value of the input steering torque. A vehicle control device characterized by the above.

3. The vehicle control device according to claim 2, The first and second control characteristics are set such that when the value of the input steering torque is higher than the predetermined value, the characteristic difference becomes larger as the value of the input steering torque increases. A vehicle control device characterized by the above.

4. The vehicle control device according to claim 2, Each of the first and second control characteristics has a constant characteristic regardless of the height of the value of the input steering torque when the value of the input steering torque is higher than a reference value that is larger than the predetermined value. A vehicle control device characterized by the above.

5. The vehicle control device according to claim 1, The first and second control characteristics are set based on the steering intervention from the driver detected by the steering torque detection unit, The first control characteristic is set mainly based on the driver's input, and the second control characteristic is set mainly based on the input of the lane keeping control unit. A vehicle control device characterized by the above.

6. The vehicle control device according to claim 5, The first and second control characteristics are set to be equivalent when the value of the input steering torque is lower than a predetermined value, and are set to have different characteristics according to the height of the value of the input steering torque when the value of the input steering torque is higher than the predetermined value. When the value of the input steering torque is higher than the predetermined value, the first control characteristic outputs a lower value than the second control characteristic. A vehicle control device characterized by this.

7. The vehicle control device according to claim 5, The first and second control characteristics are set to be equivalent when the value of the input steering torque is lower than a predetermined value, and are set to have different characteristics according to the height of the value of the input steering torque when the value of the input steering torque is higher than the predetermined value. The first control characteristic is characterized in that the characteristic of the steering gain output when the value of the input steering torque is lower than another predetermined value different from the predetermined value is different from the characteristic of the steering gain output when the value of the input steering torque is higher than the other predetermined value. A vehicle control device.

8. The vehicle control device according to claim 7, The first control characteristic is characterized in that the gradient of the steering gain output with respect to the steering torque when the value of the input steering torque is lower than the other predetermined value is smaller than the gradient of the steering gain output with respect to the steering torque when the value of the input steering torque is higher than the other predetermined value. A vehicle control device.

9. The vehicle control device according to claim 1, The first and second control characteristics each have continuity with respect to the input steering torque. A vehicle control device characterized by this.

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