Vehicle control device

Abstract

To effectively reduce fluctuations of steering torque due to control switching.SOLUTION: A vehicle control device is configured to execute a first control of outputting steering torque based on a predetermined first gain and a second control of outputting steering torque based on a predetermined second gain different from the first gain. During execution of the first control, a start prediction time that is a prediction time till conditions for starting the second control are satisfied is calculated, and when the start prediction time satisfies predetermined conditions, degradation control of bringing the output steering torque of the first control close to 0 is executed before starting the second control.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle control device. Place Regarding. [Background technology]

[0002] Patent Document 1 discloses a driving assistance device that predicts the driver's operation amount according to the external environment, calculates the deviation from the driver's actual operation amount, and changes the reaction force characteristics of the operating unit to reaction force characteristics according to the deviation amount, thereby optimizing the driver's operation amount. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-209844 Summary of the Invention

[0004] In a driving assistance device capable of executing multiple steering controls as driving assistance, the currently executing steering control may be switched to another steering control. Generally, the multiple steering controls have different purposes and therefore different steering angle tracking capabilities with respect to a target steering angle. Therefore, when the currently executing steering control is switched to another steering control with a different steering angle tracking capability, a sudden change in steering torque occurs due to the control switch, which can cause discomfort to vehicle occupants, including the driver.

[0005] One object of the present disclosure is to provide a technology that can effectively suppress fluctuations in steering torque that accompany control switching.

[0006] The present disclosure provides a vehicle control device and control method configured to be able to execute a first control that outputs steering torque based on a predetermined first gain, and a second control that outputs steering torque based on a predetermined second gain different from the first gain, wherein, while the first control is being executed, a start prediction time is calculated, which is a predicted time until the start condition of the second control is met, and if the start prediction time satisfies the predetermined condition, a degeneration control is executed to bring the output steering torque of the first control closer to 0 before starting the second control.

[0007] According to the above control device and control method, when the steering control is switched to the second control having a gain different from that of the first control while the first control is being executed, degeneration control is executed to bring the output steering torque of the first control closer to 0 before the second control is started. This makes it possible to effectively suppress fluctuations in steering torque accompanying the control switch, and also makes it possible to effectively prevent the vehicle occupants from feeling uncomfortable. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a schematic diagram showing a hardware configuration of a vehicle according to an embodiment of the present invention. [Figure 2] FIG. 2 is a schematic diagram showing a software configuration of the control device according to the present embodiment. [Figure 3] FIG. 2 is a schematic diagram illustrating driving lane information. [Figure 4] 4 is a timing chart illustrating switching control according to the present embodiment. [Figure 5] 4 is a flowchart illustrating a switching control routine according to the present embodiment. [Figure 6] 10 is a timing chart illustrating switching control in a comparative example. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, a vehicle control device and a control method according to this embodiment will be described with reference to the drawings.

[0010] [Hardware configuration] FIG. 1 is a schematic diagram showing the hardware configuration of a vehicle SV to which a control device according to this embodiment is applied.

[0011] The vehicle SV has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, and an interface device 14. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory that stores data and the like required for the CPU 11 to execute the various programs. The RAM 13 is a volatile memory that provides a working area into which the various programs are expanded when the CPU 11 executes them. The interface device 14 is a communication device for communicating with external devices.

[0012] The ECU 10 is a central device that provides driving assistance to assist the driver of the vehicle SV in driving operations. The ECU 10 can execute two driving assistance modes: a normal assistance mode in which the degree of steering intervention is relatively small, and an avoidance assistance mode in which the degree of steering intervention is relatively large, and can switch between the normal assistance mode and the avoidance assistance mode.

[0013] The normal assistance mode is a mode in which driver-centered driving assistance is performed. In this embodiment, reaction force control is performed to change the reaction force characteristics of the steering operation unit so that the amount of steering operation by the driver becomes an appropriate amount of operation. The avoidance assistance mode is a mode in which system-centered driving assistance is performed. In this embodiment, lane departure prevention control (Lane Departure Alert Control: hereinafter referred to as LDA control) is performed to prevent the vehicle SV from deviating from the driving lane. Details of the reaction force control and LTA control will be described later.

[0014] The ECU 10 is communicably connected to a drive device 20, a braking device 21, a steering device 22, an internal sensor device 30, an external sensor device 40, and the like.

[0015] The drive unit 20 generates a drive force to be transmitted to the drive wheels of the vehicle SV. Examples of the drive unit 20 include an electric motor and an engine. In this embodiment, the vehicle SV may be a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV), a fuel cell vehicle (FCEV), an electric vehicle (BEV), or an engine vehicle. The braking unit 21 applies a braking force to the wheels of the vehicle SV.

[0016] The steering device 22 applies a steering force to the wheels of the vehicle SV. The steering device 22 may be of either a rack-and-pinion type or a steering-by-wire type. The steering device 22 has a steering operation unit 23 that includes a steering wheel SW and the like. The steering device 22 also has a steering motor 25 that applies a steering torque to a steering shaft 24. The steering motor 25 generates a steering torque in response to a command from the ECU 10. This steering torque can steer the left and right steered wheels of the vehicle SV, and can also apply a reaction force to the steering wheel SW against the driver's operation. Note that the steering operation unit 23 is not limited to the steering wheel SW, and may be a shape other than a wheel, such as a steering stick.

[0017] The internal sensor device 30 is a group of sensors that detect the state of the vehicle SV. Specifically, the internal sensor device 30 includes a vehicle speed sensor 31, a steering angle sensor 32, a yaw rate sensor 33, an acceleration sensor 34, and the like.

[0018] The vehicle speed sensor 31 detects the traveling speed (vehicle speed V) of the vehicle SV. The steering angle sensor 32 detects the rotation angle of a steering wheel or steering shaft (not shown) of the vehicle SV, i.e., the steering angle. The yaw rate sensor 33 detects the yaw rate of the vehicle SV. The acceleration sensor 34 detects the acceleration of the vehicle SV. The internal sensor device 30 transmits the state of the vehicle SV detected by each of the sensors 31 to 34 to the ECU 10 at a predetermined interval.

[0019] The external sensor device 40 is a type of sensor that recognizes target information related to targets around the vehicle SV. Specifically, the external sensor device 40 includes a radar sensor 41, a camera sensor 42, etc. Examples of the target information include surrounding vehicles, lane markings such as white lines painted on the road surface, curbs, guardrails, walls, etc. The external sensor device 40 repeatedly transmits the acquired target information to the ECU 10 every time a predetermined time elapses.

[0020] The radar sensor 41 is provided, for example, at the front of the vehicle SV and detects targets present in the area ahead of the vehicle SV. The radar sensor 41 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits millimeter-wave radio waves (millimeter waves) and receives millimeter waves (reflected waves) reflected by targets present within the emission range. The millimeter-wave radar acquires the relative distance and relative speed between the vehicle SV and the target based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves. The lidar sequentially scans a pulsed laser beam with a wavelength shorter than that of millimeter waves in multiple directions and receives the reflected light reflected by the target to acquire the shape of the target detected ahead of the vehicle SV, the relative distance and relative speed between the vehicle SV and the target, etc.

[0021] The camera sensor 42 is, for example, a stereo camera or a monocular camera, and a digital camera having an imaging element such as a CMOS or CCD can be used. The camera sensor 42 is disposed, for example, above the front windshield glass of the vehicle SV. The camera sensor 42 captures an image of the area ahead of the vehicle SV and processes the captured image data to acquire target information ahead of the vehicle SV. The target information is information that indicates the type of target detected ahead of the vehicle SV, the relative distance between the vehicle SV and the target, the relative speed between the vehicle SV and the target, etc. The type of target may be recognized, for example, by machine learning such as pattern matching.

[0022] [Software configuration] FIG. 2 is a schematic diagram showing the software configuration of the ECU 10 according to this embodiment. As shown in FIG. 2, the ECU 10 includes functional elements such as a lane recognition unit 100, a reaction force control unit 110, an LDA control unit 120, and a switching control unit 130. These functional elements 100 to 130 are realized by the CPU 11 of the ECU 10 reading a program stored in the ROM 12 into the RAM 13 and executing the program. Note that in this embodiment, the functional elements 100 to 130 are described as being included in the ECU 10, which is an integrated piece of hardware; however, some of these functional elements may be provided in another ECU separate from the ECU 10. Furthermore, all or some of the functional elements 100 to 130 of the ECU 10 may be provided in an information processing device in a facility (e.g., a management center) capable of communicating with the vehicle SV.

[0023] The lane recognition unit 100 recognizes the driving lane in which the vehicle SV is traveling based on the detection results of the external sensor device 40. Here, the driving lane refers to a driving area defined not only by dividing lines such as white and yellow lines painted on the road surface, but also by structures such as curbs, guardrails, and walls. For convenience, the boundaries of the driving area defined by these dividing lines and structures will be referred to as "boundary lines" below.

[0024] As shown in FIG. 3, the lane recognition unit 100 recognizes a left boundary line LL and a right boundary line LR. The lane recognition unit 100 also calculates the curve radius R of a center line LC, which is located midway between the left and right boundary lines LL and LR, and the deviation angle θy (yaw angle θy) between the direction of the center line LC and the direction in which the vehicle SV is heading. Furthermore, the lane recognition unit 100 calculates the distance in the road width direction between the left front wheel of the vehicle SV and the left boundary line LL and between the right front wheel and the right boundary line LR (hereinafter referred to as lateral deviation Δx). FIG. 3 only shows the lateral deviation Δx between the left front wheel and the left boundary line LL. In this case, there are two lateral deviations Δx, one on the left and one on the right. However, for the LDA control described below, the lateral deviation Δx in the direction in which the vehicle SV is estimated to deviate from the driving lane, i.e., the lateral deviation Δx in the direction indicated by the yaw angle θy, may be used. Hereinafter, the lateral deviation Δx, yaw angle θy, and curve radius R calculated by the lane recognition unit 100 are collectively referred to as driving lane information.

[0025] When the driving assistance is in the normal assistance mode, reaction force control unit 110 executes reaction force control to change the reaction force characteristics of steering operation unit 23 so that the amount of operation of the steering wheel SW by the driver is appropriate while maintaining the driver's sense of ownership. The reaction force characteristics are the characteristics of the reaction force applied from steering motor 25 to steering shaft SW in accordance with the amount of operation of the steering wheel SW by the driver.

[0026] The reaction force control unit 110 predicts the appropriate operation amount of the driver based on the detection results of the internal sensor device 30 and the driving lane information acquired by the lane recognition unit 100. The appropriate operation amount is the operation amount of the steering wheel SW that the driver would normally perform in response to the situation around the vehicle SV. The reaction force control unit 110 compares the predicted appropriate operation amount with the actual operation amount (actual operation amount) of the driver. The driver's operation amount may be acquired based on the detection results of the steering angle sensor 32.

[0027] When the actual operation amount is the appropriate operation amount, the reaction force control unit 110 maintains the reaction force characteristics of the steering operation unit 22 at predetermined reference reaction force characteristics. On the other hand, when the actual operation amount is not the appropriate operation amount, the reaction force control unit 110 changes the reaction force characteristics of the steering operation unit 22 from the reference reaction force characteristics to a sense of agency maintaining reaction force characteristic. The sense of agency maintaining reaction force characteristic is a reaction force characteristic that makes it easier for the actual operation amount to remain at the appropriate operation amount while maintaining the driver's sense of agency, and can be set by making a small change from the reference reaction force characteristic. As an example, the sense of agency maintaining reaction force characteristic can be set by making the reaction force change amount when the actual operation amount is the appropriate operation amount larger than the reaction force change amount when the actual operation amount deviates or is about to deviate from the appropriate operation amount.

[0028] When the reaction force control unit 110 changes the reaction force characteristics to the main body sense maintaining reaction force characteristics, it calculates the target rudder angle for reaction force control (hereinafter referred to as the reaction force target rudder angle σA) based on the main body sense maintaining reaction force characteristics. Further, the reaction force control unit 110 multiplies the rudder angle difference Δσ between the reaction force target steering angle σA and the actual rudder angle σD acquired by the steering angle sensor 32 by a predetermined torque gain (hereinafter referred to as the reaction force torque gain τA) to calculate the reaction force assist torque τSA (= τA(σA - σD)). Further, the reaction force control unit 110 transmits a command signal including information representing the reaction force assist torque τSA to the steering device 22. Thereby, the reaction force assist torque τSA is transmitted from the steering motor 25 to the steering shaft SW, and a desired reaction force is applied to the steering wheel SW.

[0029] When the vehicle SV is likely to deviate from the travel lane, the LDA control unit 120 executes LDA control to suppress the deviation of the vehicle SV from the travel lane. The LDA control unit 120 calculates the target rudder angle for LDA control (hereinafter referred to as the LDA target rudder angle σB) based on the travel lane information (Δx, θY, R) acquired by the lane recognition unit 100. The LDA target rudder angle σB is a rudder angle set so that the vehicle SV does not deviate outside the boundary lines LL and LR.

[0030] The LDA control unit 120 determines whether the LDA start condition is satisfied. Examples of the LDA start condition include a case where the predicted arrival time TR until the vehicle SV reaches the boundary lines LL and LR becomes shorter than a predetermined threshold time Tv (TR < Tv). The predicted arrival time TR can be obtained based on the following mathematical formula (1) assuming that the vehicle SV moves in a straight line with a constant acceleration until it reaches the boundary lines LL and LR.

Equation

[0031] When the LDA start condition is met, the LDA control unit 120 calculates the LDA assist torque τSB (=τB(σB-σD)) by multiplying the steering angle difference Δσ between the LDA target steering angle σB and the actual steering angle σD acquired by the steering angle sensor 32 by a predetermined torque gain (hereinafter referred to as LDA torque gain τB). Furthermore, after calculating the LDA assist torque τSB, the LDA control unit 120 transmits a command signal including information representing the LDA assist torque τSB to the steering device 22. As a result, the LDA assist torque τSB is transmitted from the steering motor 25 to the steering shaft SW, and the steered wheels of the vehicle SV are steered, thereby suppressing departure of the vehicle SV from the driving lane.

[0032] Here, we consider a case where driving assistance switches from normal assistance mode to avoidance assistance mode, that is, a case where steering control transitions from reaction force control to LDA control. Reaction force control is driver-centric driving assistance with low steering angle tracking capability to a target steering angle, while LDA control is system-centric driving assistance with high steering angle tracking capability to a target steering angle. Generally, the smaller the torque gain, the lower the steering angle tracking capability to a target steering angle, and the larger the steering angle difference between the target steering angle and the actual steering angle. On the other hand, the larger the torque gain, the higher the steering angle tracking capability to a target steering angle, and the smaller the steering angle difference between the target steering angle and the actual steering angle. For this reason, when switching steering control from reaction force control, which has low steering angle tracking capability, to LDA control, which has high steering angle tracking capability, it is considered to gradually change the target steering angle to smoothly transition the steering angle.

[0033] FIG. 6 is a timing chart illustrating an example of smoothly changing the steering angle when switching steering control from reaction force control to LDA control. FIG. 6 is a comparative example of the present disclosure. Times t1 to t2 in FIG. 6 indicate a gradual change period during which the target steering angle (see σS) is gradually changed from the reaction force target steering angle σA to the LDA target steering angle σB in order to smoothly change the steering angle. Because LDA control has higher steering angle tracking ability than reaction force control, the LDA torque gain τB is greater than the reaction force torque gain τA (τA<τB). Therefore, even if a gradual change period is provided during which the target steering angle is gradually changed, a sudden change in torque occurs (see α in FIG. 6) due to a large change in the output steering torque from the reaction force assist torque τSA (=τA(σA-σD)) to the LDA assist torque τSB (=τB(σB-σD)) before and after switching control. A sudden change in torque can cause discomfort or a sense of incongruity to passengers, including the driver. Furthermore, during the gradual change period, the LDA target steering angle σB, shown by the dashed line in FIG. 6, deviates significantly from the actual steering angle σD, which causes a problem of deterioration in steering angle tracking capability of the LDA control (see β in FIG. 6).

[0034] Therefore, the switching control unit 130 of this embodiment executes pre-degeneration control to bring the reaction force assist torque τSA closer to 0 (zero) before switching the reaction force control to the LDA control, thereby suppressing a sudden change in torque that accompanies the control switch. Details of the pre-degeneration control will be described below with reference to the timing chart shown in FIG.

[0035] At time t0 in Fig. 4, it is assumed that the driving assistance is in the normal assistance mode and reaction force control is being executed. While the reaction force control is being executed, the switching control unit 130 repeatedly calculates the steering angle difference Δσ between the reaction force target steering angle σA and the actual steering angle σD at a predetermined cycle. The switching control unit 130 also repeatedly calculates at a predetermined cycle a predicted time from the current time until the start condition of the LDA control is satisfied (hereinafter referred to as a predicted start time TB). The predicted start time TB is the time from the current time until the predicted arrival time TR becomes shorter than the threshold time Tv.

[0036] The switching control unit 130 calculates a predicted time (hereinafter referred to as a degeneration predicted time Td) required for the current reaction force assist torque τSA to become substantially 0 (zero) based on a preset torque decrease gradient τgr. The torque decrease gradient τgr is a torque change rate (amount of change per unit time) that gradually decreases the reaction force assist torque τSA to 0 (zero), and is set based on a value that does not cause the driver to feel uncomfortable or that minimizes the feeling of discomfort. The torque decrease gradient τgr may be a fixed value, or may be a variable value that corresponds to the steering angle difference Δσ.

[0037] The switching control unit 130 calculates a predicted degeneration time TD (=Δσ / τgr) by dividing the steering angle difference Δσ by the torque decrease gradient τgr. The switching control unit 130 determines whether the predicted degeneration time TD is equal to or greater than the predicted start time TB. If the predicted degeneration time TD is equal to or greater than the predicted start time TB at time t1 (TD≧TB), the switching control unit 130 starts pre-degeneration control from time t1.

[0038] The switching control unit 130 determines whether the steering angle difference Δσ has become 0 (zero) by executing the preliminary degeneration control. When the steering angle difference Δσ becomes 0 (zero) at time t2 and the reaction force assist torque τSA also becomes approximately 0 (zero), the switching control unit 130 terminates the preliminary degeneration control and starts LDA control, that is, switches the steering control from the reaction force control to the LDA control. In this way, by starting the LDA control when the reaction force assist torque τSA is approximately 0 (zero), it is possible to effectively suppress the occurrence of torque fluctuations associated with switching even if the steering angle tracking capabilities (torque gains τA, τB) of the reaction force control and the LDA control are different. Furthermore, by starting the LDA control when the steering angle difference Δσ is 0 (zero), it is possible to effectively ensure the steering angle tracking capabilities of the LDA control. Furthermore, by continuing the reaction force control as long as there is time remaining until the reaction force assist torque τSA becomes approximately 0 (zero), it is possible to maximize the operating time of the reaction force control.

[0039] 5 is a flowchart illustrating a switching control routine executed by the CPU 11 of the ECU 10. This routine is started by the execution of reaction force control.

[0040] In step S100, the ECU 10 determines whether or not the reaction force control is being executed. If the reaction force control is being executed (Yes), the ECU 10 proceeds to the processing of step S110. On the other hand, if the reaction force control is not being executed (No), the ECU 10 returns from this routine.

[0041] In step S110, the ECU 10 calculates the steering angle difference Δσ between the reaction force target steering angle σA and the actual steering angle σD, and also calculates a predicted start time TB from the current time until the start condition for LDA control is met. Next, in step S120, the ECU 10 determines whether the predicted degeneration time TD (=Δσ / τgr), obtained by dividing the steering angle difference Δσ by the torque decrease gradient τgr, is equal to or greater than the predicted start time TB. If the predicted degeneration time TD is equal to or greater than the predicted start time TB (Yes), the ECU 10 proceeds to the processing of step S130. On the other hand, if the predicted degeneration time TD is shorter than the predicted start time TB (No), the ECU 10 returns to the determination processing of step S100.

[0042] In step S130, the ECU 10 executes pre-degeneration control to bring the reaction force assist torque τSA closer to approximately 0 (zero) based on the torque decrease gradient τgr. Next, in step S140, the ECU 10 determines whether or not the steering angle difference Δσ has become 0 (zero) as a result of executing the pre-degeneration control. If the steering angle difference Δσ has not become 0 (zero) (No), the ECU 10 returns to the processing of step S130 and continues the pre-degeneration control. On the other hand, if the steering angle difference Δσ has become 0 (zero) (Yes), the ECU 10 proceeds to the processing of step S150 and starts LDA control. Thereafter, the ECU 10 returns to this routine.

[0043] The vehicle control device and control method according to this embodiment have been described above, but the present disclosure is not limited to the above embodiment, and various modifications are possible as long as they do not deviate from the purpose of the present invention.

[0044] For example, in the above embodiment, the switching control unit 130 executes the pre-degeneration control when switching the driving assistance from the normal assistance mode to the avoidance assistance mode, i.e., when transitioning the steering control from the reaction force control to the LDA control, but it is also possible to execute the pre-degeneration control when switching the driving assistance from the avoidance assistance mode to the normal assistance mode, i.e., when transitioning the steering control from the LDA control to the reaction force control. In this case too, it is possible to suppress a sudden change (sudden decrease) in torque accompanying the control switch, and it is possible to effectively prevent the driver from feeling uncomfortable.

[0045] Furthermore, the avoidance assist mode is not limited to LDA control, but may be other steering control with a relatively large degree of steering intervention, such as lane keeping assist control (LTA control) or steering avoidance control (PCS control).

[0046] Furthermore, the application of the present disclosure is not limited to steering control, but can also be applied to switching between two or more controls with different gains for one actuator in the control of a general actuator such as a powertrain, etc. An example of such control is control for switching the regenerative braking force of an electric motor to a stronger braking force.

[0047] Furthermore, the vehicle SV may be a vehicle that can switch between automatic driving and manual driving. In this case, the control of the present disclosure may be executed during manual driving. [Explanation of symbols]

[0048] 10...ECU, 20...drive device, 21...braking device, 22...steering device, 30...internal sensor device, 40...external sensor device, 100...lane recognition unit, 110...reaction force control unit, 120...LDA control unit, 130...switching control unit

Claims

[Claim 1] a lane recognition unit that recognizes a left boundary line and a right boundary line of a driving lane in which the vehicle is traveling based on detection results from an external sensor device that acquires target object information related to targets around the vehicle, and calculates driving lane information including a lateral deviation of the vehicle, a yaw angle of the vehicle, and a curve radius of the driving lane based on the recognized left boundary line and right boundary line; a first control unit that predicts an appropriate operation amount, which is an operation amount of a steering operation unit that a driver of the vehicle will perform in response to a surrounding situation of the vehicle, based on a detection result of an internal sensor device that detects a traveling state of the vehicle and the traveling lane information calculated by the lane recognition unit, and when an actual operation amount, which is an actual operation amount of the steering operation unit by the driver, is not the appropriate operation amount, calculates a first target steering angle based on a sense of agency maintaining reaction force characteristic that makes it easier for the actual operation amount to remain at the appropriate operation amount while maintaining the sense of agency of the driver, and performs reaction force control that controls a steering device of the vehicle based on a first steering torque obtained by multiplying a steering angle difference between the first target steering angle and the actual steering angle by a predetermined first gain; a second control unit that sets a second target steering angle that suppresses deviation of the vehicle from the driving lane based on the driving lane information calculated by the lane recognition unit, and when a start condition is met in which a predicted arrival time until the vehicle reaches the left boundary line or the right boundary line is shorter than a predetermined threshold time, executes lane deviation suppression control that controls the steering device based on a second steering torque obtained by multiplying a steering angle difference between the second target steering angle and an actual steering angle by a predetermined second gain that is greater than the first gain, During execution of the reaction force control, a steering angle difference between the first target steering angle and the actual steering angle is divided by a predetermined torque gradual decrease gradient to calculate a predicted degeneration time, which is a predicted time required for the current first steering torque to become 0, and a predicted start time, which is a predicted time from the current time until the start condition is satisfied, and when the predicted degeneration time becomes equal to or exceeds the predicted start time, degeneration control is executed to gradually reduce the first steering torque, which is an output steering torque of the reaction force control, to approach 0 until the start condition is satisfied, before starting the lane departure prevention control. Vehicle control device.

Images