Vehicle control device

Abstract

To appropriately execute a lane change while executing lane keeping assist control.SOLUTION: A vehicle control device comprises: an imaging device 11 capable of imaging a division line extending in front of a vehicle to acquire division line information on the division line; and a control unit 10 capable of executing lane keeping assist control for assisting steering operation of a driver of the vehicle so as to maintain a travel position of the vehicle at a prescribed target position in a lane width direction of a lane on the basis of the division line information. The control unit 10 is configured to switch the target position from a prescribed first position in a first lane to a prescribed second position in a second lane when prescribed specific conditions including a prescribed first condition to be established when the driver's intention of changing a lane in a prescribed direction while executing the lane keeping assist control in the first lane is detected, and a prescribed second condition to be established when there is a high possibility that the second lane adjacent to the first lane in the prescribed direction exists.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device capable of executing lane changes through lane keeping assist control. [Background technology]

[0002] Conventionally, vehicle control devices (hereinafter also referred to as "conventional devices") capable of executing lane tracing assist control (LTA) have been known (see Patent Document 1). Lane tracing assist control is a control that assists the driver of a vehicle in steering so that the vehicle's traveling position is maintained at a predetermined target position (typically, the center position) in the lane width direction. Hereinafter, lane tracing assist control will also be referred to as "LTA." Conventional devices execute LTA when predetermined execution conditions are met. These execution conditions include the left and right dividing lines that define the lane being detected (recognized) by a camera sensor. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-233930 Summary of the Invention

[0004] Conventional devices are configured to temporarily stop LTA if a predetermined operation by the driver (for example, operation of the turn signal lever and / or steering operation) is detected while LTA is being performed, determining that the driver wishes to change lanes. This allows the driver to change lanes from the current lane to an adjacent lane by their own driving operation (hereinafter, lane changes by the driver's driving operation will also be referred to as "manual lane changes").

[0005] Conventional devices constantly determine whether the LTA execution conditions are met during a manual lane change and resume LTA once they determine that the conditions are met. However, the camera sensor's imaging range is primarily limited to the area ahead of the vehicle. Therefore, depending on the trajectory of the manual lane change, the camera sensor may not be able to quickly detect the left and right lane markings that define the adjacent lane. This delays the establishment of the LTA execution conditions, potentially resulting in LTA not resuming at the timing expected by the driver. Furthermore, if the vehicle enters the adjacent lane at a relatively large yaw angle during a manual lane change and the driver does not perform any particular driving operation in anticipation of the resumption of LTA, the camera sensor may not be able to detect the left and right lane markings, potentially resulting in the vehicle deviating from the adjacent lane (in other words, crossing the adjacent lane). In these cases, LTA is not resumed as expected by the driver, resulting in the problem of being unable to properly change lanes during LTA execution.

[0006] The present invention has been made to address the above-mentioned problems. That is, one of the objects of the present invention is to provide a vehicle control device that can appropriately execute lane changes while lane keeping assist control is being executed.

[0007] The vehicle control device according to the present invention (hereinafter referred to as "the device of the present invention") comprises: an imaging device capable of capturing an image of a lane marking extending ahead of a vehicle and acquiring lane marking information relating to the lane marking; and a control unit capable of executing lane keeping assist control that assists the driver of the vehicle in steering operations so that the vehicle's driving position is maintained at a predetermined target position in the lane width direction based on the lane marking information. The control unit The system is configured to switch the target position from a predetermined first position within the first lane to a predetermined second position within the second lane when predetermined specific conditions are met, including a predetermined first condition that is met when the driver's intention to change lanes in a predetermined direction is detected while the lane keeping assist control is being executed in the first lane, and a predetermined second condition that is met when there is a high possibility that a second lane exists adjacent to the first lane in the predetermined direction.

[0008] The device of the present invention switches the target position from a first position in the first lane to a second position in the second lane when specific conditions are met during lane keeping assist control in the first lane, including a first condition (a condition that is met when the driver's intention to change lanes in a predetermined direction is detected) and a second condition (a condition that is met when there is a high possibility that a second lane exists adjacent to the first lane in the predetermined direction). That is, when the specific conditions are met, the device of the present invention performs a lane change from the first lane to the second lane using lane keeping assist control instead of stopping the lane keeping assist control. With this configuration, the lane change is performed on a smooth trajectory, allowing the lane change to be performed in a manner that is more suited to the driver's sense. As a result, it is possible to appropriately perform a lane change while lane keeping assist control is being performed. In addition, even a vehicle control device that does not have a lane change assist control function can perform a lane change with a simple configuration using lane keeping assist control.

[0009] One aspect of the present invention is Further, a vehicle state information acquisition device capable of acquiring vehicle state information relating to the vehicle state of the vehicle is provided, The control unit while the lane keeping assist control is being executed in the first lane, sequentially calculating, based on the lane marking information and the vehicle state information, a length in the lane width direction of a portion where it is estimated that the vehicle will deviate from the first lane after a predetermined specific time has elapsed, as an estimated deviation length; When the estimated departure length is equal to or greater than a predetermined departure length threshold, the lane change intention is detected with the estimated departure direction of the vehicle being the predetermined direction.

[0010] According to this configuration, by setting the specific time and the deviation length threshold to appropriate values, it is possible to quickly and accurately detect whether the driver intends to change lanes.

[0011] In one aspect of the invention, The control unit If the specific condition is met while the lane keeping assist control is being executed in the first lane, the lane keeping assist control is continued by setting the second position to a position shifted in the predetermined direction along the lane width direction by the lane width of the first lane calculated based on the first demarcation line information, which is demarcation line information regarding the left and right demarcation lines that define the first lane, until second demarcation line information, which is demarcation line information regarding the left and right demarcation lines that define the second lane, is acquired, and after the second demarcation line information is acquired, the second position is set to a predetermined position within the second lane calculated based on the second demarcation line information.

[0012] Generally, the execution conditions for lane keeping assist control include the detection of left and right lane markings by an imaging device. This is because the target position is calculated based on these left and right lane markings. However, since the vehicle is located in the first lane when the specific condition is met, depending on the vehicle's position and orientation, the imaging range of the imaging device, and its positional relationship with other vehicles in the second lane, only one of the left and right lane markings defining the second lane may be detected, and the second position may not be calculated appropriately. Therefore, in one aspect of the present invention, when the specific condition is met, the second position is calculated based on the first position and the lane width of the first lane until second lane marking information is acquired. With this configuration, even if only one lane marking of the second lane is detected, the second position can be calculated appropriately, and lane changes can be performed appropriately using lane keeping assist control.

[0013] One aspect of the present invention is Further, a side target detection device capable of detecting a target present on the side of the vehicle is provided, The specific condition further includes a predetermined third condition that is met when the lateral target detection device does not detect an obstruction target on the second lane that is likely to obstruct the vehicle's lane change.

[0014] According to this configuration, lane changes can be made more safely while lane keeping assist control is being executed.

[0015] In the above description, in order to facilitate understanding of the invention, the symbols used in the embodiments are added in parentheses to the constituent elements of the invention corresponding to the embodiments, but each constituent element of the invention is not limited to the embodiments defined by the symbols. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a schematic configuration diagram of a vehicle control device (embodiment device) according to an embodiment of the present invention. [Figure 2] FIG. 10 is a diagram illustrating an example of a vehicle trajectory when a lane change is performed by an LTA while the LTA is being performed. [Figure 3] 4 is a flowchart showing a routine executed by a CPU of a vehicle control ECU. [Figure 4] 10 is a flowchart showing a routine executed by a CPU of a vehicle control ECU of a vehicle control device according to a modified example of the present invention. [Figure 5] FIG. 10 is a diagram illustrating an example of a vehicle trajectory when a manual lane change is performed while an LTA is being performed by a conventional device. [Figure 6] FIG. 10 is a diagram illustrating an example of a vehicle trajectory when a lane change is performed by LCA while an LTA is being performed by a conventional device. DETAILED DESCRIPTION OF THE INVENTION

[0017] A vehicle control device (hereinafter also referred to as "the present embodiment device") according to an embodiment of the present invention will be described below with reference to the drawings. The present embodiment device is mounted on a vehicle. As shown in FIG. 1, the present embodiment device includes a vehicle control ECU 10, and a camera sensor 11, a steering torque sensor 12, a vehicle speed sensor 13, an acceleration sensor 14, a yaw rate sensor 15, and a steering device 20 connected thereto. The vehicle control ECU 10 includes a microcomputer as a main component. The microcomputer includes a CPU, a ROM, a RAM, an interface (I / F), etc., and the CPU realizes various functions by executing instructions (programs, routines) stored in the ROM. Note that some of these functions may be executed by another ECU (not shown).

[0018] The vehicle control ECU 10 is configured to acquire signals output by the sensors 11 to 15 at predetermined intervals and control the steering device 20 based on the acquired signals. Hereinafter, the vehicle control ECU 10 will also be simply referred to as "ECU 10."

[0019] The camera sensor 11 (image capturing device) is installed on the rear surface of the vehicle's inner mirror. The camera sensor 11 captures an image of the scenery ahead of the vehicle and detects a three-dimensional object in front of the vehicle as a target based on the captured image data. The target includes stationary objects and moving objects. Stationary objects are, for example, structures such as guardrails, curbs, and median strips. Moving objects are, for example, other vehicles. When a target is detected, the camera sensor 11 calculates the relative relationship between the vehicle and the target (the relative position and relative speed of the target with respect to the vehicle). The camera sensor 11 outputs the calculation result to the ECU 10 as target information.

[0020] The camera sensor 11 also detects lane markings extending ahead of the vehicle based on the image data. The lane markings include solid and dashed lane markings. Solid lane markings are continuously marked on the road and include white and yellow lane markings. Dashed lane markings are intermittently marked on the road at predetermined intervals and include white lane markings. In this specification, a lane is defined as the area between two adjacent lane markings. The imaging range of the camera sensor 11 is large enough to include at least the left and right lane markings that define the current lane (the lane in which the vehicle is currently located). Upon detecting a lane marking, the camera sensor 11 calculates the type of lane marking, the distance between the two adjacent lane markings (i.e., the lane width), and the shape of the lane marking. Additionally, the camera sensor 11 calculates the position and orientation of the vehicle within the lane (i.e., the yaw angle). In this embodiment, the position of the vehicle is defined as the center position of the vehicle in a planar view, but this is not limited to this configuration and may be, for example, the center of gravity of the vehicle. The camera sensor 11 outputs these calculation results as lane marking information to the ECU 10. Hereinafter, the target information and lane marking information may be collectively referred to as "camera information."

[0021] The steering torque sensor 12 detects the steering torque according to the steering operation (operation of the steering wheel) by the driver, and outputs a detection signal to the ECU 10.

[0022] The vehicle speed sensor 13 detects the speed of the vehicle (vehicle speed). The acceleration sensor 14 detects the acceleration of the vehicle. The yaw rate sensor 15 detects the yaw rate of the vehicle. The turning direction of the vehicle corresponds to the sign of the yaw rate. Each of the sensors 13 to 15 outputs a detection signal to the ECU 10. The vehicle speed, acceleration, and yaw rate detected by the sensors 13 to 15 are information related to the vehicle state, and therefore, hereinafter, this information will be referred to as "vehicle state information." The sensors 13 to 15 correspond to an example of a "vehicle state information acquisition device."

[0023] The steering device 20 is a device for applying a steering torque to a steering mechanism (not shown) to steer the steered wheels of the vehicle. The ECU 10 controls the steering torque applied to the steering mechanism (and thus the steering angle of the steered wheels) by performing steering control that controls the operation of the steering device 20. The ECU 10 also applies a steering assist torque to the steering mechanism according to the value of the steering torque acquired from the steering torque sensor 12.

[0024] The ECU 10 is configured to be able to execute lane change by LTA in addition to the well-known Lane Keeping Assist Control (LTA). The operation of the ECU 10 will be described in detail below. In principle, the ECU 10 determines that the conditions for executing LTA are met when the following conditions a and b are met, and executes LTA. (Condition a) Adaptive Cruise Control (ACC) is running. (Condition b) The left and right lane markings that define the lane are detected based on the lane marking information.

[0025] Adaptive cruise control (hereinafter also referred to as "ACC") is a well-known control that controls the vehicle speed so that the distance (or time between) to the preceding vehicle matches a predetermined set distance (or set time between) when a preceding vehicle is detected based on camera information, and controls the vehicle speed so that the vehicle travels at a predetermined set speed when no preceding vehicle is detected. In this embodiment, it is assumed that condition a is always met.

[0026] If it is determined that the conditions for executing LTA are met, the ECU 10 calculates the center position of the lane in the lane width direction (hereinafter also referred to as the "lateral direction") as a target position based on the lane marking information (more specifically, the left and right lane markings). Then, the ECU 10 executes LTA by controlling the steering device 20 so that the vehicle's running position is maintained at the target position. Here, "maintaining the vehicle's running position at the target position" means "maintaining the vehicle positioned at the center of the lane in the lateral direction and maintaining the yaw angle at approximately zero." That is, during execution of LTA, the ECU 10 calculates a target steering angle such that the vehicle is positioned at the target position and the current yaw angle coincides with the target yaw angle, and controls the steering device 20 so that a steering torque is applied to the steering mechanism such that the steering angle of the steered wheels coincides with the target steering angle. Note that the target position is not limited to the center position and may be set to a position shifted laterally by a predetermined distance from the center position.

[0027] Here, problems with conventional devices will be described with reference to Figures 5 and 6. When a conventional device detects a predetermined operation by the driver (for example, operation of the turn signal lever WL and / or steering operation) while LTA is being performed, it determines that the driver wishes to change lanes and temporarily suspends LTA. This allows the driver to perform a lane change through their own driving operation (manual lane change). When the conditions for executing LTA are met again while a manual lane change is being performed, the conventional device resumes LTA. With this configuration, depending on the trajectory of the manual lane change, there is a possibility that the resumption of LTA may be delayed, or that LTA may not be resumed, causing the vehicle to deviate from the lane (the lane after the manual lane change).

[0028] 5 is a diagram illustrating a trajectory Tp1 of a vehicle Vp (a vehicle equipped with a conventional device) when LTA is not resumed. Positions p10 to p15 indicate the traveling positions of the vehicle Vp at corresponding times t10 to t15, respectively. Lane L11 is defined by dividing lines 130 and 131, and lane L12 is defined by dividing lines 131 and 132. Line C11 is an imaginary line formed by a set of positions P11 (not shown), which are the lateral center positions of lane L11. Line C12 is an imaginary line formed by a set of positions P12 (not shown), which are the lateral center positions of lane L12.

[0029] As shown in FIG. 5, the conventional device performs LTA at time t10 so that position p10 of vehicle Vp is maintained at position P11 of lane L11. In this example, the driver operates the turn signal lever WL (more specifically, an operation to flash the turn signal) at time t11. As a result, the conventional device determines that the driver intends to change lanes and temporarily suspends LTA at time t11. The driver initiates a manual lane change from lane L11 to lane L12 at time t11 and suspends driving operations at time t12, when vehicle Vp has crossed lane marking 131, in anticipation of resumption of LTA. In this example, vehicle Vp enters lane L12 at a relatively large yaw angle, so the camera sensor (not shown) can only detect lane marking 132, and LTA is not resumed. As a result, vehicle Vp continues traveling straight while maintaining the yaw angle and deviates from lane L12. In this example, at time t13, the driver notices that vehicle Vp has deviated from its lane and resumes driving. As a result, lane markings 131 and 132 are detected by the camera sensor at time t14 (i.e., the conditions for executing LTA are met), and as a result, LTA is resumed at time t14. At time t15, the conventional device executes LTA so that position p15 of vehicle Vp is maintained at position P12 of lane L12.

[0030] In this way, if the driver's intention to change lanes is detected while LTA is being performed and LTA is temporarily stopped, the vehicle Vp may deviate from lane L12, and LTA may not resume as expected by the driver, resulting in a problem of being unable to change lanes appropriately. A similar problem can also occur if the resumption of LTA is delayed.

[0031] Meanwhile, FIG. 6 is a diagram illustrating a trajectory Tp2 of a vehicle Vp when lane change assist control (LCA) is performed during LTA. Positions p20 to p23 indicate the traveling position of the vehicle Vp at corresponding times t20 to t23, respectively. Lane change assist control is a well-known control that assists the driver in steering the vehicle so that the vehicle moves from the current lane to an adjacent lane along a predetermined target trajectory within a predetermined target lane change time. Hereinafter, lane change assist control will also be referred to as "LCA." The conditions for performing LCA include the driver holding the turn signal lever WL in a predetermined position for a predetermined holding time (e.g., one second) (hereinafter, this operation will also be referred to as a "turn signal lever holding operation"). As shown in FIG. 6, the conventional device performs LTA at time t20 so that the position p20 of the vehicle Vp is maintained at position P11 of the lane L11. In this example, the driver starts holding the turn signal lever at time t21, and the holding time has elapsed at time t22, which establishes the conditions for executing LCA. The conventional system then calculates a target trajectory with position p22 as the start point and position p23 as the end point, and executes LCA over the target lane-change time. When the LCA ends at time t23, the conventional system resumes LTA so that position p23 of vehicle Vp is maintained at position P12 on lane L12.

[0032] The target lane-change time for LCA is set to a relatively long value to comply with international regulations. Furthermore, for the LCA execution conditions to be met, a time period at least equal to or longer than the above-mentioned hold time is required. Therefore, if the LCA execution conditions are met during LTA execution and a lane change is performed by LCA, the driver may feel annoyed because it takes a long time to change lanes and the time until the lane change is initiated is long.

[0033] As described above, with the configuration of the conventional device, it is difficult to say that lane changes performed during LTA are performed in a manner that matches the driver's sense, and there is room for improvement. Therefore, in this embodiment, when predetermined specific conditions (described later) are met during LTA, including the detection of the driver's intention to change lanes, ECU 10 is configured to perform a lane change using LTA instead of stopping LTA. Hereinafter, the lane on which LTA is currently being performed is referred to as lane L1 (first lane).

[0034] The specific conditions include the following condition 1 (first condition) and condition 2 (second condition): When condition 1 and condition 2 are satisfied, the ECU 10 determines that the specific conditions are satisfied. (Condition 1) The driver's intention to change lanes in a predetermined direction (left or right) is detected based on the lane marking information and vehicle state information. (Condition 2) There is a high possibility that a lane L2 (second lane) exists adjacent to the lane L1 in a predetermined direction.

[0035] First, condition 1 will be described. While LTA is being performed on lane L1, ECU 10 calculates the vehicle speed and acceleration in the lateral direction of lane L1 as the lateral speed and lateral acceleration, respectively, based on lane marking information and vehicle state information. Then, ECU 10 estimates the lateral movement amount (movement amount in the lateral direction) of the vehicle assuming that the vehicle travels for a predetermined specific time (one second in this embodiment) while maintaining the current lateral speed, lateral acceleration, and yaw rate. Next, ECU 10 calculates an estimated lateral position, which is the lateral position of the vehicle after the specific time has elapsed, by shifting the current lateral position (position in the lateral direction) of the vehicle laterally by the lateral movement amount. Next, ECU 10 calculates an estimated deviation length de of the vehicle from lane L1 (i.e., the lateral length of the portion where the vehicle is estimated to have deviated from lane L1) based on the estimated lateral position. The ECU 10 sequentially executes the series of processes described above, and when the estimated departure length de becomes equal to or greater than a predetermined departure length threshold deth, it determines that the driver intends to change lanes in the predetermined direction in the estimated departure direction of the vehicle (in other words, the driver's intention to change lanes is detected when the estimated departure length de is equal to or greater than the departure length threshold deth), and determines that Condition 1 is met. The departure length threshold deth correlates with the specific time, and in this embodiment is set to 0.7 m. However, the values ​​of the specific time and departure length threshold deth are not limited to these and can be set appropriately based on experiments or simulations.

[0036] Next, condition 2 will be described. Condition 2 is introduced to determine whether a lane (lane L2) into which a lane change is permitted exists. The ECU 10 determines whether lane L2 exists based on the type of the left and right demarcation lines defining lane L1 included in the demarcation line information, which are located in a predetermined direction. For example, if the type of demarcation line is a white dashed line or a white solid line (i.e., a demarcation line where lane changes are permitted), the ECU 10 determines that lane L2 is likely to exist and determines that condition 2 is met. At this time, the ECU 10 may additionally determine whether a structure exists behind the demarcation line based on the target object information. If a structure exists behind the demarcation line, the ECU 10 may determine that lane L2 is unlikely to exist even if the type of demarcation line is a "demarcation line where lane changes are permitted." Note that if the demarcation line information includes left and right demarcation lines defining lane L2, the ECU 10 may determine that condition 2 is met without performing the above determination.

[0037] FIG. 2 is a diagram illustrating an example of a trajectory T of vehicle V when LTA changes lanes to the left while the vehicle is performing LTA on lane L1. Positions p0 to p4 indicate the traveling positions of vehicle Vp at corresponding times t0 to t4, respectively. Lane L1 is defined by dividing lines 30 and 31, and lane L2 is defined by dividing lines 31 and 32. Line C1 is an imaginary line formed by a collection of positions P1 (not shown), which are the lateral center positions of lane L1. Line C2 is an imaginary line formed by a collection of positions P2b (not shown), which are the lateral center positions of lane L2.

[0038] As shown in FIG. 2, the ECU 10 performs LTA so that the position p0 of the vehicle V is maintained at position P1 of the lane L1 at time t0. The ECU 10 calculates position P1 based on lane marking information related to the two lane markings 30 and 31 of the lane L1. Hereinafter, this lane marking information will also be referred to as "first lane marking information." In this example, a specific condition is met at time t1. That is, the estimated departure length de at time t2 (a specific time after time t1) satisfies de≧deth, so that condition 1 is met at time t1. Furthermore, the type of lane marking 31 included in the lane marking information acquired at time t1 is a dashed white line, and the ECU 10 determines that "there is a high possibility that lane L2 exists." This results in condition 2 being met at time t1. When the specific condition is met in this way, the ECU 10 switches the LTA target position Ptgt from position P1 of lane L1 to position P2 of lane L2.

[0039] Specifically, position P2 includes positions P2a and P2b. Position P2a is a position shifted laterally to the left from position P1 by the lane width D1 of lane L1. Position P2b is the lateral center position of lane L2. At time t1 when the specific condition is met, vehicle V is located in lane L1. Therefore, depending on the position and orientation of vehicle V, the imaging range of camera sensor 11, and the positional relationship with other vehicles in lane L2, only one of lane L2's lane markings 31 may be detected, and the lateral center position of lane L2 may not be calculated appropriately. Therefore, in this embodiment, when the specific condition is met, position P2a is set as position P2 and LTA is continued until lane marking information regarding the two lane L2's lane marks 31 and 32 (hereinafter also referred to as "second lane marking information") is acquired. After the second lane marking information is acquired, position P2b is set as position P2. In other words, after the specific condition is satisfied, condition 2 among the conditions for executing LTA is not satisfied until the second lane marking information is acquired, but the ECU 10 is configured to exceptionally execute LTA. Note that when the lane width D1 of lane L1 and the lane width D2 of lane L2 are equal to each other, position P2a and position P2b coincide in the lateral direction.

[0040] In the example of FIG. 2, the second lane marking information is acquired at time t3, when the vehicle V has crossed the lane marking 31. Therefore, the ECU 10 sets the target position Ptgt to position P2a during the period from time t1 to time t3, and sets the target position Ptgt to position P2b after time t3. As a result, at time t4, the LTA is executed so that the position p4 of the vehicle V is maintained at position P2b of the lane L2. With this configuration, the position P2 can be appropriately calculated even if the second lane marking information cannot be acquired immediately after the specific condition is met.

[0041] When a specific condition is met, the target position Ptgt is switched from position P1 to position P2. However, if the distance from position P1 to position P2 is relatively large, the vehicle behavior due to the LTA may become unstable. Therefore, in this embodiment, when the distance from position P1 to position P2 is equal to or greater than a predetermined distance threshold, the ECU 10 sets n temporary positions Pt1 to Ptn (not shown) at equal intervals between positions P1 and P2. Position Ptk+1 is located farther from the vehicle V than position Ptk (k: 1 to n-1). The interval between position P1 and position Pt1 and the interval between position Ptk and position Ptk+1 are both, for example, 0.7 m. When a specific condition is met, the ECU 10 sequentially switches the target position from position P1 to position Pt1, position Pt2, ..., position Ptn-1, and position Ptn, and then to position P2 at appropriate timing. This allows the LTA to perform appropriate lane changes.

[0042] Next, the specific operation of the ECU 10 will be described. The CPU of the ECU 10 executes the routine shown in the flowchart of FIG. 3 while the ignition switch is on. At a predetermined timing, the CPU proceeds from step 300 to step 310, where it determines whether LTA for lane L1 is being performed. If LTA is being performed (S310: Yes), the CPU proceeds to step 320, where it determines whether the driver's intention to change lanes has been detected based on the lane marking information and vehicle state information. If the driver's intention to change lanes has been detected (S320: Yes), the CPU determines that condition 1 is met, and proceeds to step 330, where it determines whether there is a high possibility that lane L2 (a lane adjacent to lane L1) exists based on the lane marking information. If there is a high possibility that lane L2 exists (S330: Yes), the CPU determines that condition 2 is met (i.e., the specific condition is met) and proceeds to step 340, where the LTA target position Ptgt is switched from position P1 to position P2a and the LTA continues. Next, the CPU determines whether second lane marking information has been acquired. If second lane marking information has not been acquired (S350: No), the CPU returns to step 350. If second lane marking information has been acquired during this process (S350: Yes), the CPU proceeds to step 360, where the LTA target position Ptgt is switched from position P2a to position P2b and the LTA continues. Thereafter, the CPU proceeds to step 395 and temporarily ends this routine. On the other hand, if LTA for lane L1 is not being performed (S310: No), if the driver's intention to change lanes is not detected (S320: No), or if there is little possibility that lane L2 exists (S330: No), the CPU proceeds to step 395 and temporarily terminates this routine.

[0043] As described above, when a specific condition is met, the present embodiment of the vehicle control device performs a lane change using LTA instead of stopping LTA. This configuration allows for a smooth lane change. Furthermore, compared to a lane change using LCA, the time required for the lane change can be reduced and the lane change can be initiated quickly. This allows for a lane change that is more suited to the driver's senses, making it possible to appropriately execute a lane change while LTA is in progress. Furthermore, even in a vehicle control device that does not have an LCA function, a lane change can be performed using LTA with a simple configuration. The present invention is also applicable to a vehicle control device that has an LCA function. In this case, the driver can select either a lane change using LTA or a lane change using LCA based on their own preference or the surrounding environment.

[0044] Furthermore, when determining whether a specific condition is met, the device does not determine whether there are any obstructing objects (objects that are likely to obstruct the vehicle's lane change) in lane L2. This is because it is assumed that the driver is performing a driving operation that indicates an intention to change lanes after thoroughly checking that there are no obstructing objects ahead. This configuration allows for lane changes using LTA with a simpler configuration.

[0045] Although the vehicle control device according to the embodiment has been described above, the present invention is not limited to the above embodiment, and various modifications are possible without departing from the object of the present invention.

[0046] For example, the specific condition may further include a condition that the turn signal on the predetermined direction side is flashing due to the driver's operation of the turn signal lever WL.

[0047] Furthermore, the present embodiment of the device may be configured to not check whether the specific condition is met for a predetermined waiting time when the target position Ptgt is switched from position P1 to position P2 (P2a) due to the fulfillment of a specific condition, thereby preventing the occurrence of a situation in which the vehicle changes lanes from lane L1 to two lanes ahead at once.

[0048] Furthermore, as a modified example, the vehicle control device may further include a side radar (side target detection device) capable of detecting a three-dimensional object present on the side of the vehicle as a target. This will be specifically described with reference to FIG. 4. In the flowchart of FIG. 4, the same processes as those in the flowchart of FIG. 3 are assigned the same step numbers. When the side radar detects a target, it calculates the relative relationship between the vehicle and the target and outputs the calculation result to the ECU 10 as radar information. In this modified example, in addition to Condition 1 and Condition 2, the specific condition includes Condition 3, which is a condition that is met when no obstruction target exists in lane L2. The ECU 10 determines whether or not an obstruction target exists in lane L2 based on the radar information (see S400 in FIG. 4). If no obstruction target exists in lane L2 (S400: No), the ECU 10 determines that the specific condition is met because Condition 3 is met, and switches the target position Ptgt of the LTA from position P1 to position P2a (S340). On the other hand, if an obstruction target exists in lane L2 (S400: Yes), ECU 10 determines that the specific condition is not met because condition 3 is not met, and maintains the target position Ptgt of the LTA at position P1. In this case, a lane change by the LTA is not performed. This configuration allows for safer lane changes while the LTA is being performed. Note that a side target detection device other than a side radar (for example, a camera sensor) may be used.

[0049] Furthermore, as another modification, the specific conditions may be configured to further include at least one of the following conditions A to C. (Condition A) The accelerator pedal operation amount (typically, the accelerator pedal stroke amount and / or the accelerator pedal stroke speed) based on the driver's accelerator pedal operation is equal to or greater than a predetermined operation amount threshold value. (Condition B) A driver monitor camera installed inside the vehicle detects a scene in which the driver is looking at the lane change destination. (Condition C) The blinker on the predetermined direction side is flashing, or Condition 1 is met within a predetermined time from the point in time when the blinker on the predetermined direction side changed from on to off. Generally, once a turn signal starts flashing due to a driver's operation of the turn signal lever, it continues to flash until the turn signal lever WL automatically returns to the neutral position. However, some drivers may turn off the turn signal by operating the turn signal lever WL themselves before the turn signal lever WL automatically returns to the neutral position. In this case, the specific condition is not met even though the driver intends to change lanes. Therefore, the specific condition can be configured to include condition C (especially the condition subsequent to condition C). With this configuration, even if the driver turns off the turn signal by operating the turn signal lever themselves, the specific condition is met if condition 1 is met within a predetermined time from the time the turn signal was turned off, thereby accommodating a wide range of turn signal lever operations by the driver.

[0050] Furthermore, the present invention can be applied to an autonomous vehicle configured to allow the driver to select whether or not to execute autonomous driving control. Specifically, the present invention can be applied to a case where execution of autonomous driving control is not selected. [Explanation of symbols]

[0051] 10: Vehicle control ECU, 11: Camera sensor, 12: Steering torque sensor, 13: Vehicle speed sensor, 14: Acceleration sensor, 15: Yaw rate sensor, 20: Steering device

Claims

1. an imaging device capable of capturing an image of a lane marking extending ahead of a vehicle and acquiring lane marking information relating to the lane marking; a control unit capable of executing lane keeping assist control to assist a steering operation of a driver of the vehicle so that the traveling position of the vehicle is maintained at a predetermined target position in a lane width direction based on the lane marking information; and Equipped with The control unit and when predetermined specific conditions are met, the target position is switched from a predetermined first position in the first lane to a predetermined second position in the second lane, the predetermined specific conditions including a predetermined first condition that is met when an intention of the driver to change lanes in a predetermined direction is detected while the lane keeping assist control is being executed in a first lane, and a predetermined second condition that is met when there is a high possibility that a second lane exists adjacent to the first lane in the predetermined direction, When the specific condition is met, until second lane line information, which is lane line information regarding the left and right lane lines defining the second lane, is acquired, a position shifted from the first position in the predetermined direction along the lane width direction by the lane width of the first lane calculated based on first lane line information, which is lane line information regarding the left and right lane lines defining the first lane, is set as the second position, and the lane keeping assist control is continued, and after the second lane line information is acquired, a predetermined position within the second lane calculated based on the second lane line information is set as the second position. Vehicle control device.

2. The vehicle control device according to claim 1, Further, a vehicle state information acquisition device capable of acquiring vehicle state information relating to the vehicle state of the vehicle is provided, The control unit while the lane keeping assist control is being executed in the first lane, sequentially calculating, based on the first lane marking information and the vehicle state information, a length in the lane width direction of a portion where it is estimated that the vehicle will deviate from the first lane after a predetermined specific time has elapsed, as an estimated deviation length; and detecting the lane change intention with the estimated departure direction of the vehicle as the predetermined direction when the estimated departure length is equal to or greater than a predetermined departure length threshold. Vehicle control device.

3. 3. The vehicle control device according to claim 1 or 2, Further, a side target detection device capable of detecting a target present on the side of the vehicle is provided, the specific condition further includes a predetermined third condition that is satisfied when the lateral object detection device does not detect an obstruction object on the second lane that is likely to obstruct a lane change of the vehicle. Vehicle control device.

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