Vehicle control device

Abstract

To provide a vehicle control device capable of facilitating a lane change of an own vehicle while suppressing an approach of the own vehicle to an approach restricted area.SOLUTION: A vehicle control device 10, when a lane change of an own vehicle 100 is not executed during execution of steering reaction control, gives a steering operation a reaction of a value serving as a reference of a steering reaction, and when the lane change of the own vehicle is executed, the steering reaction given to a steering operation to a direction of changing the lane of the own vehicle is made a reaction of a smaller value than the reaction of the value serving as the reference. The vehicle control device, when an approach restricted area approach condition that an approach restricted area 200 in which approach of the own vehicle is restricted exists in a parallel traveling lane forward the own vehicle in a parallel traveling lane in which the own vehicle is traveling is satisfied during execution of steering reaction control, is constituted so that a steering reaction given to the steering operation to such a direction as to direct the own vehicle to the parallel traveling lane is not a reaction of a smaller value than the value serving as the reference.SELECTED DRAWING: Figure 22

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] There is a range of appropriate steering wheel operation amounts (appropriate range) required by the driver to properly drive the vehicle along a curved road. Therefore, a vehicle control device is known that, when the steering wheel operation amount by the driver increases while the vehicle is traveling along a curved road and enters the appropriate range, increases the reaction force (steering reaction force) applied to the steering wheel operation by the driver, thereby making it easier for the steering wheel operation amount to remain within the appropriate range (see Patent Document 1). [Prior art documents] [Patent documents]

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

[0004] Incidentally, it is desirable to make it easier for the driver to operate the steering wheel to change lanes, not only when the vehicle is traveling along a curved road, but also when the vehicle is changing lanes. However, if the steering wheel is made easier to operate to change lanes when there is an area (restricted entry area) where vehicle entry is restricted, such as a construction area, in the adjacent lane where the vehicle is to change lanes, it would be easier for the vehicle to enter the restricted entry area, which is not desirable.

[0005] An object of the present invention is to provide a vehicle control device that can facilitate lane changes of a vehicle while preventing the vehicle from entering an access-restricted area.

[0006] A vehicle control device according to the present invention includes a reaction force device that applies a steering reaction force in response to a steering operation of a host vehicle performed by a driver, and a control device that executes steering reaction force control to control the value of the steering reaction force. The control device is configured, during execution of the steering reaction force control, to apply a reaction force of a reference value as the steering reaction force to the steering operation when the host vehicle is not changing lanes, and to apply a steering reaction force of a value smaller than the reference value in response to the steering operation in a direction that causes the host vehicle to change lanes when the host vehicle is changing lanes.

[0007] In the vehicle control device of the present invention configured as described above, when the steering reaction force control is executed, if an approach condition for a restricted entry area, in which entry of the host vehicle is restricted, is met for a parallel lane adjacent to the lane in which the host vehicle is traveling, and the restricted entry area exists in the parallel lane ahead of the host vehicle, the control device is configured not to set the steering reaction force applied to the steering operation in a direction that steers the host vehicle toward the parallel lane to a reaction force with a value smaller than the reference value.

[0008] According to this, when there is an entry restricted area in a parallel lane adjacent to the lane in which the host vehicle is traveling (the host lane), the steering reaction force applied in response to a steering operation in a direction that steers the host vehicle toward the parallel lane is not reduced. As a result, it is not easy to steer the host vehicle toward the parallel lane. Therefore, it is possible to prevent the host vehicle from entering the entry restricted area by changing lanes into the parallel lane. On the other hand, when there is no entry restricted area in the parallel lane, the steering reaction force applied in response to a steering operation in a direction that steers the host vehicle toward the parallel lane is reduced. As a result, it is easy to steer the host vehicle toward the parallel lane. Therefore, according to the present invention, it is possible to prevent the host vehicle from entering the entry restricted area while making it easier to change lanes.

[0011] And, it is configured as described above.In the vehicle control device of the present invention, the control device may be configured, when executing the steering reaction force control, to set the steering reaction force applied in response to a steering operation in a direction that causes the host vehicle to change lanes to a reaction force greater than the reference value, and to set the steering reaction force applied in response to a steering operation in the opposite direction to the direction that causes the host vehicle to change lanes to a reaction force smaller than the reference value, if the entry restricted area approach condition is met for the parallel running lane on the side where the host vehicle is changing lanes at the time the host vehicle starts to change lanes, or if the entry restricted area approach condition is met for the parallel running lane after the host vehicle starts to change lanes and before the host vehicle starts to enter the parallel running lane.

[0012] According to this, when there is an entry-restricted zone in the parallel lane on the side where the host vehicle is changing lanes, the steering reaction force applied to a steering operation in a direction to change lanes is increased, and the steering reaction force applied to a steering operation in the opposite direction is decreased. This makes it difficult to steer the host vehicle in a direction to change lanes, and makes it easier to steer the host vehicle in the opposite direction. This makes it easier to keep the host vehicle in the original lane or to return the host vehicle to the original lane. This makes it possible to prevent the host vehicle from entering the entry-restricted zone by changing lanes.

[0013] Alternatively, the device may be configured as described above. In the vehicle control device of the present invention, the control device may be configured, when the steering reaction force control is being executed, to set the steering reaction force applied in response to a steering operation in a direction that causes the host vehicle to change lanes to a reaction force with a value smaller than the reference value if the entry restricted area approach condition for the parallel lane is met for the host vehicle after the host vehicle has started to change lanes and begun to enter the parallel lane, and before the host vehicle has completed entering the parallel lane, to set the steering reaction force applied in response to a steering operation in a direction opposite to the direction that causes the host vehicle to change lanes to a reaction force with a value smaller than the reference value.

[0014] When the host vehicle approaches an entry-restricted area after starting to enter a parallel lane, it is preferable to leave the decision of whether to continue the lane change of the host vehicle or to cancel the lane change and return the host vehicle to the original lane to the driver of the host vehicle. According to the present invention, when the host vehicle approaches an entry-restricted area after starting to enter a parallel lane, both the steering reaction force applied to a steering operation in a direction to cause the host vehicle to change lanes and the steering reaction force applied to a steering operation in the opposite direction are reduced. This makes it easier for the driver to perform steering operations whether to continue the lane change of the host vehicle or to cancel the lane change of the host vehicle and return the vehicle to the original lane.

[0015] Alternatively, the device may be configured as described above. In the vehicle control device of the present invention, when the steering reaction force control is executed, after the lane change of the host vehicle has started, when the steering operation is performed in the opposite direction to the direction in which the host vehicle is changing lanes during the lane change of the host vehicle and the host vehicle has completed entering the original lane, the control device may be configured to increase the rate of increase of the steering reaction force applied in response to the steering operation in the opposite direction to the direction in which the host vehicle is changing lanes relative to the amount of the steering operation greater than the rate of increase until the host vehicle has completed entering the original lane.

[0016] According to this, once the host vehicle has completed entering the original lane, it becomes difficult to make a large steering operation in the direction opposite to the direction in which the host vehicle is changing lanes, which makes it easier to perform a steering operation to keep the host vehicle traveling along the original lane.

[0017] In addition, in the vehicle control device of the present invention, the control device may be configured so that, when the steering reaction force control is executed and the entry restricted area approach condition is met for the parallel lane, the steering reaction force applied to the steering operation in a direction that steers the vehicle toward the parallel lane is a reaction force with a value greater than the reference value. According to the present invention, when the entry restricted area approach condition is met for a parallel lane, the steering reaction force applied to the steering operation in a direction that would move the host vehicle toward the parallel lane is increased, making it difficult to steer the host vehicle toward the parallel lane. Furthermore, in the vehicle control device of the present invention, when the steering reaction force control is being executed and the host vehicle is changing lanes, if the entry restricted area approach condition that was once met for the parallel lane on the side where the host vehicle is changing lanes no longer meets, the control device may be configured to set the steering reaction force applied to the steering operation in the direction of changing lanes to a reaction force of a value smaller than the reference reaction force value.

[0018] If the host vehicle continues traveling in the host lane and passes through the entry restricted area, the entry restricted area approach condition is no longer satisfied, and the host vehicle will not enter the entry restricted area even if the host vehicle changes lanes. According to the present invention, even if the entry restricted area approach condition is once satisfied, if it is subsequently no longer satisfied, the steering reaction force applied to the steering operation in the direction of changing lanes of the host vehicle is reduced. Therefore, when a situation arises in which the host vehicle will not enter the entry restricted area even if the host vehicle changes lanes, it is possible to make it easier to perform a steering operation to change lanes of the host vehicle.

[0019] The components of the present invention are not limited to the embodiments of the present invention described below with reference to the drawings. Other objects, features, and attendant advantages of the present invention will be easily understood from the description of the embodiments of the present invention. [Brief explanation of the drawings]

[0020] [Figure 1] FIG. 1 is a diagram showing a vehicle control device according to an embodiment of the present invention and a vehicle (host vehicle) on which the vehicle control device is installed. [Figure 2](A) of Figure 2 is a diagram showing a map used in normal steering reaction force control, (B) of Figure 2 is a diagram showing a map used in active steering reaction force control when the vehicle is traveling straight, (C) of Figure 2 is a diagram showing a map used in active steering reaction force control when the vehicle is changing lanes to the adjacent parallel lane to the right, (D) of Figure 2 is a diagram showing a map used in active steering reaction force control when the vehicle is changing lanes to the adjacent parallel lane to the left, (E) of Figure 2 is a diagram showing another map used in active steering reaction force control when the vehicle is changing lanes to the adjacent parallel lane to the right, and (F) of Figure 2 is a diagram showing another map used in active steering reaction force control when the vehicle is changing lanes to the adjacent parallel lane to the left. [Figure 3] (A) of Figure 3 is a diagram showing another map used in positive steering reaction force control when the host vehicle is traveling straight, (B) of Figure 3 is a diagram showing yet another map used in positive steering reaction force control when the host vehicle is traveling straight, (C) of Figure 3 is a diagram showing yet another map used in positive steering reaction force control when the host vehicle is changing lanes to the right adjacent parallel lane, (D) of Figure 3 is a diagram showing yet another map used in positive steering reaction force control when the host vehicle is changing lanes to the left adjacent parallel lane, (E) of Figure 3 is a diagram showing yet another map used in positive steering reaction force control when the host vehicle is changing lanes to the right adjacent parallel lane, and (F) of Figure 3 is a diagram showing yet another map used in positive steering reaction force control when the host vehicle is changing lanes to the left adjacent parallel lane. [Figure 4] (A) of Figure 4 is a diagram showing yet another map used in active steering reaction force control when the host vehicle changes lanes to the adjacent parallel lane to the right, (B) of Figure 4 is a diagram showing yet another map used in active steering reaction force control when the host vehicle changes lanes to the adjacent parallel lane to the left, and (C) of Figure 4 is a diagram showing yet another map used in active steering reaction force control when the host vehicle changes lanes to the adjacent parallel lane to the right or the adjacent parallel lane to the left. [Figure 5] FIG. 5A shows a situation in which the vehicle is traveling straight when normal steering reaction force control is being executed, and FIG. 5B shows a situation in which the vehicle is traveling straight when positive steering reaction force control is being executed. [Figure 6] (A) of Figure 6 is a diagram showing a situation in which the host vehicle is traveling straight while positive steering reaction force control is being executed, (B) of Figure 6 is a diagram showing a situation in which the host vehicle shown in (A) of Figure 6 has begun to change lanes while positive steering reaction force control is being executed, (C) of Figure 6 is a diagram showing a situation in which the host vehicle shown in (B) of Figure 6 has moved further forward while positive steering reaction force control is being executed and its right front wheel has reached a position just before the white line, and (D) of Figure 6 is a diagram showing a situation in which the host vehicle shown in (C) of Figure 6 has moved further forward while positive steering reaction force control is being executed and has crossed the white line. [Figure 7] (A1) of Figure 7 is a diagram showing a situation in which the host vehicle shown in (D) of Figure 6 moves further forward while positive steering reaction force control is being executed, and the entire vehicle enters the adjacent parallel lane to the right; (A2) of Figure 7 is a diagram showing a situation in which the host vehicle shown in (A1) of Figure 7 moves further forward while positive steering reaction force control is being executed, and the lane change is completed; (B1) of Figure 7 is a diagram showing a situation in which the host vehicle returns to its own lane while positive steering reaction force control is being executed; and (B2) of Figure 7 is a diagram showing a situation in which the host vehicle shown in (B1) of Figure 7 moves further forward while positive steering reaction force control is being executed, and begins to travel straight ahead. [Figure 8] FIG. 8(A) is a diagram showing a situation in which the host vehicle is traveling straight while positive steering reaction force control is being executed and there is an entry restricted area in the adjacent parallel lane ahead of the host vehicle to the right, and FIG. 8(B) is a diagram showing a situation in which the host vehicle shown in FIG. 8(A) continues traveling in its own lane while positive steering reaction force control is being executed and approaches the entry restricted area. [Figure 9]Figure 9(A) is a diagram showing a scene in which the host vehicle shown in Figure 8(B) starts to change lanes while positive steering reaction force control is being executed, Figure 9(B) is a diagram showing a scene in which the host vehicle shown in Figure 9(A) moves further forward while positive steering reaction force control is being executed and its right front wheel reaches a position just before the white line, and Figure 9(C) is a diagram showing a scene in which the host vehicle shown in Figure 9(B) moves further forward while positive steering reaction force control is being executed and crosses the white line. [Figure 10] (A1) of Figure 10 is a diagram showing a situation in which the host vehicle shown in (C) of Figure 9 moves further forward while positive steering reaction force control is being executed and enters the entirety of the vehicle in the parallel lane to the right; (A2) of Figure 10 is a diagram showing a situation in which the host vehicle shown in (A1) of Figure 10 moves further forward while positive steering reaction force control is being executed and completes the lane change; (B1) of Figure 10 is a diagram showing a situation in which the host vehicle shown in (C) of Figure 9 moves back into the host lane while positive steering reaction force control is being executed; and (B2) of Figure 10 is a diagram showing a situation in which the host vehicle shown in (B1) of Figure 10 moves further forward while positive steering reaction force control is being executed and begins to travel straight. [Figure 11] (A) of Figure 11 is a diagram showing a scene in which the vehicle is traveling straight while positive steering reaction force control is being executed, (B) of Figure 11 is a diagram showing a scene in which the vehicle shown in (A) of Figure 11 has begun to change lanes while positive steering reaction force control is being executed, (C) of Figure 11 is a diagram showing a scene in which the vehicle shown in (B) of Figure 11 has moved further forward while positive steering reaction force control is being executed and its right front wheel has just reached a position just before the white line, and (D) of Figure 11 is a diagram showing a scene in which the vehicle shown in (C) of Figure 11 has moved further forward while positive steering reaction force control is being executed and its right front wheel has just reached a position just before the white line. [Figure 12] FIG. 12 is a diagram showing a scene in which the host vehicle shown in FIG. 11(D) moves further forward and crosses a white line while the positive steering reaction force control is being executed. [Figure 13](A1) of Figure 13 is a diagram showing a situation in which the host vehicle shown in Figure 12 moves further forward while positive steering reaction force control is being executed and enters the entirety of the vehicle in the parallel lane to the right; (A2) of Figure 13 is a diagram showing a situation in which the host vehicle shown in Figure 13 (A1) moves further forward while positive steering reaction force control is being executed and completes the lane change; (B1) of Figure 13 is a diagram showing a situation in which the host vehicle shown in Figure 12 moves back into its own lane while positive steering reaction force control is being executed; and (B2) of Figure 13 is a diagram showing a situation in which the host vehicle shown in Figure 13 (B1) moves further forward while positive steering reaction force control is being executed and begins to move straight ahead. [Figure 14] (A) of Figure 14 is a diagram showing a situation in which the host vehicle is traveling straight while positive steering reaction force control is being executed, (B) of Figure 14 is a diagram showing a situation in which the host vehicle shown in (A) of Figure 14 has begun to change lanes while positive steering reaction force control is being executed, (C) of Figure 14 is a diagram showing a situation in which the host vehicle shown in (B) of Figure 14 has moved further forward while positive steering reaction force control is being executed and its right front wheel has reached a position just before the white line, and (D) of Figure 14 is a diagram showing a situation in which the host vehicle shown in (C) of Figure 14 has moved further forward while positive steering reaction force control is being executed and has crossed the white line. [Figure 15] (A1) of Figure 15 is a diagram showing a situation in which the host vehicle shown in (D) of Figure 14 moves further forward while positive steering reaction force control is being executed and enters the entirety of the vehicle in the parallel lane to the right; (A2) of Figure 15 is a diagram showing a situation in which the host vehicle shown in (A1) of Figure 15 moves further forward while positive steering reaction force control is being executed and completes the lane change; (B1) of Figure 15 is a diagram showing a situation in which the host vehicle shown in (D) of Figure 14 moves back into the host lane while positive steering reaction force control is being executed; and (B2) of Figure 15 is a diagram showing a situation in which the host vehicle shown in (B1) of Figure 15 moves further forward while positive steering reaction force control is being executed and begins to travel straight. [Figure 16] FIG. 16 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 17] FIG. 17 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 18]FIG. 18 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 19] FIG. 19 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 20] FIG. 20 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 21] FIG. 21 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 22] FIG. 22 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 23] FIG. 23 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 24] FIG. 24 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. [Figure 25] FIG. 25 is a flowchart showing a routine executed by the vehicle control device according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0021] A vehicle control device according to an embodiment of the present invention will be described below with reference to the drawings. As shown in Fig. 1, a vehicle control device 10 according to an embodiment of the present invention is mounted on a host vehicle 100. In the following description, the driver of the host vehicle 100 will be simply referred to as the "driver."

[0022] <ecu> The vehicle control device 10 includes an ECU 90. ECU is an abbreviation for Electronic Control Unit. The ECU 90 includes a microcomputer as its main component. The microcomputer includes a CPU, ROM, RAM, non-volatile memory, an interface, and the like. The CPU executes instructions, programs, or routines stored in the ROM to realize various functions.

[0023] <Traveling device> The host vehicle 100 is also equipped with a traveling device 20. The traveling device 20 includes a driving device 21, a braking device 22, and a steering device 23.

[0024] <Drive unit> The drive device 21 is a device that outputs a drive torque (drive force) that is applied to the host vehicle 100 to make the host vehicle 100 travel, and is, for example, an internal combustion engine or a motor. The drive device 21 is electrically connected to the ECU 90. The ECU 90 can control the drive torque output from the drive device 21 by controlling the operation of the drive device 21.

[0025] <Brake device> The braking device 22 is a device, such as a brake device, that outputs a braking torque (braking force) that is applied to the host vehicle 100 in order to brake the host vehicle 100. The braking device 22 is electrically connected to the ECU 90. The ECU 90 can control the braking torque output from the braking device 22 by controlling the operation of the braking device 22.

[0026] <Steering device> The steering device 23 is a device that outputs a steering torque (steering force) that is applied to the host vehicle 100 in order to steer the host vehicle 100, and is, for example, a power steering device. The steering device 23 is electrically connected to the ECU 90. The ECU 90 controls the operation of the steering device 23, thereby controlling the steering torque output from the steering device 23 and a steering reaction force, which will be described later.

[0027] <Sensors, etc.> Furthermore, the vehicle 100 is equipped with an accelerator pedal 31, an accelerator pedal operation amount sensor 32, a brake pedal 33, a brake pedal operation amount sensor 34, a steering wheel 35, a steering shaft 36, a steering angle sensor 37, a steering torque sensor 38, a vehicle speed detection device 41, a turn signal lever 42, an active steering reaction force support switch 43, a turn signal 50, a notification device 60, a surrounding information detection device 70, and a road information detection device 80.

[0028] <Accelerator pedal operation amount sensor> The accelerator pedal operation amount sensor 32 is a sensor that detects the operation amount of the accelerator pedal 31, and is electrically connected to the ECU 90. The accelerator pedal operation amount sensor 32 transmits information about the detected operation amount of the accelerator pedal 31 to the ECU 90. Based on that information, the ECU 90 obtains the operation amount of the accelerator pedal 31 as an accelerator pedal operation amount AP. The ECU 90 obtains a required drive torque (required drive force) based on the accelerator pedal operation amount AP and the traveling speed of the host vehicle 100, and controls the operation of the drive device 21 so that a drive torque equivalent to the required drive torque is applied from the drive device 21 to the host vehicle 100 (in particular, to the drive wheels of the host vehicle 100).

[0029] <Brake pedal operation amount sensor> The brake pedal operation amount sensor 34 is a sensor that detects the operation amount of the brake pedal 33, and is electrically connected to the ECU 90. The brake pedal operation amount sensor 34 transmits information about the detected operation amount of the brake pedal 33 to the ECU 90. The ECU 90 obtains the operation amount of the brake pedal 33 as a brake pedal operation amount BP based on that information. The ECU 90 obtains a required braking torque (required braking force) based on the brake pedal operation amount BP, and controls the operation of the braking device 22 so that a braking torque corresponding to the required braking torque is applied from the braking device 22 to the host vehicle 100 (particularly, to the wheels of the host vehicle 100).

[0030] <Steering angle sensor> The steering angle sensor 37 is a sensor that detects the rotation angle of the steering shaft 36 relative to the neutral position, and is electrically connected to the ECU 90. The steering angle sensor 37 transmits information about the detected rotation angle of the steering shaft 36 to the ECU 90. Based on that information, the ECU 90 obtains the rotation angle of the steering shaft 36 as the steering angle θ.

[0031] <Steering torque sensor> The steering torque sensor 38 is a sensor that detects the torque input by the driver to the steering shaft 36 via the steering wheel 35, and is electrically connected to the ECU 90. The steering torque sensor 38 transmits information about the detected torque to the ECU 90. Based on that information, the ECU 90 obtains the torque input by the driver to the steering shaft 36 via the steering wheel 35 as a driver input torque.

[0032] The ECU 90 obtains a required steering torque based on the steering angle θ, the driver input torque, and the traveling speed of the host vehicle 100, and controls the operation of the steering device 23 so that a steering torque equivalent to the required steering torque is applied from the steering device 23 to the host vehicle 100 (particularly the steered wheels of the host vehicle 100), and a reaction force equivalent to a target steering reaction force RFtgt set as described below is applied to the steering wheel 35 (steering operation by the driver). Therefore, in this example, the steering device 23 includes a reaction force device that applies a steering reaction force to the steering operation (steering operation) of the host vehicle 100 performed by the driver.

[0033] <Vehicle speed detection device> The vehicle speed detection device 41 is a device that detects the traveling speed of the host vehicle 100, and is, for example, a wheel speed sensor. The vehicle speed detection device 41 is electrically connected to the ECU 90. The vehicle speed detection device 41 transmits information on the detected traveling speed of the host vehicle 100 to the ECU 90. The ECU 90 acquires the traveling speed of the host vehicle 100 as the host vehicle speed V100 based on the information.

[0034] <Turn signal lever> The turn signal lever 42 is a lever operated by the driver to activate the turn signals 50, and is electrically connected to the ECU 90. When the turn signal lever 42 is operated from the neutral position to a right turn position, the ECU 90 activates (flashes) the turn signals 50 provided at the right front corner and the right rear corner of the vehicle 100. On the other hand, when the turn signal lever 42 is operated from the neutral position to a left turn position, the ECU 90 activates (flashes) the turn signals 50 provided at the left front corner and the left rear corner of the vehicle 100.

[0035] <Positive steering reaction force support switch> The positive steering reaction force support switch 43 is a switch that is operated by the driver to request the execution of positive steering reaction force control, which will be described later, and is electrically connected to the ECU 90. When the positive steering reaction force support switch 43 is operated and set to the ON position, the ECU 90 determines that the execution of positive steering reaction force control has been requested.

[0036] <Notification device> The notification device 60 is a device that provides various notifications to the driver, and in this example, it includes a display device 61 and an audio device 62. The display device 61 is, for example, a display that displays various images, and the audio device 62 is, for example, a speaker that outputs various sounds.

[0037] <Display device> The display device 61 is electrically connected to the ECU 90. The ECU 90 can cause the display device 61 to display various images.

[0038] <Sound equipment> The sound device 62 is electrically connected to the ECU 90. The ECU 90 can cause the sound device 62 to output various sounds.

[0039] <Peripheral information detection device> The peripheral information detection device 70 is a device that detects information on the periphery of the host vehicle 100. In this example, it includes a radio wave sensor 71 and an image sensor 72. The radio wave sensor 71 is, for example, a radar sensor (such as a millimeter wave radar). Also, the image sensor 72 is, for example, a camera. Note that the peripheral information detection device 70 may also include a sound wave sensor such as an ultrasonic sensor (clearance sonar) or an optical sensor such as a lidar (LiDAR).

[0040] <Radio wave sensor> The radio wave sensor 71 is electrically connected to the ECU 90. The radio wave sensor 71 transmits radio waves and receives radio waves (reflected waves) reflected by an object. The radio wave sensor 71 transmits information (detection result) related to the transmitted radio wave and the received radio wave (reflected wave) to the ECU 90. In other words, the radio wave sensor 71 detects an object existing around the host vehicle 100 and transmits information (detection result) related to the detected object to the ECU 90. The ECU 90 acquires information related to an object existing around the host vehicle 100 as peripheral detection information IS based on that information (radio wave information). Note that in this example, the object is a vehicle, a motorcycle, a bicycle, a person, etc.

[0041] <Image sensor> The image sensor 72 is also electrically connected to the ECU 90. The image sensor 72 captures an image of the periphery of the host vehicle 100 and transmits information related to the captured image to the ECU 90. The ECU 90 acquires information related to the periphery of the host vehicle 100 as peripheral detection information IS based on that information (camera image information).

[0042] <Road information detection device> The road information detection device 80 includes a GPS device 81 and a map information database 82.

[0043] <GPS device> The GPS device 81 is a device that receives so-called GPS signals, and is electrically connected to the ECU 90. The ECU 90 acquires the GPS signals via the GPS device 81. The ECU 90 can acquire the current position P100 of the host vehicle 100 based on the acquired GPS signals.

[0044] <Map information database> The map information database 82 is a database that stores map information including information about roads, and is electrically connected to the ECU 90. The ECU 90 acquires, as road information IR, information about the road on which the vehicle 100 is currently traveling, from the current position P100 of the vehicle 100.

[0045] <Overview of vehicle control device operation> Next, we will explain the outline of the operation of the vehicle control device 10. The vehicle control device 10 is configured to perform steering reaction force control, which controls the reaction force (steering reaction force) applied to the steering wheel 35 or its operation (steering operation, steering operation) by the driver.

[0046] The steering reaction force is a force that is applied to the steering wheel 35 to rotate the steering wheel 35 counterclockwise (left) when the driver applies a force to the steering wheel 35 to rotate the steering wheel 35 clockwise (right), and is a force that is applied to the steering wheel 35 to rotate the steering wheel 35 clockwise (right) when the driver applies a force to the steering wheel 35 to rotate the steering wheel 35 counterclockwise (left).

[0047] When the execution of positive steering reaction force control is not requested, the vehicle control device 10 executes normal steering reaction force control as steering reaction force control, and when the execution of positive steering reaction force control is requested, the vehicle control device 10 executes positive steering reaction force control as steering reaction force control.

[0048] <Map> The vehicle control device 10 stores various maps or lookup tables shown in Figures 2 to 4 as maps or lookup tables used to obtain (set) the target value of the steering reaction force (target steering reaction force RFtgt) using the steering angle θ as an argument when executing steering reaction force control.

[0049] <Figure 2 (A)> The map (normal support map) shown in FIG. 2(A) is a map used when normal steering reaction force control is executed, and according to this normal support map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR1 or line LL1.

[0050] 2A and other maps, the horizontal axis represents the steering angle θ, and the vertical axis represents the target steering reaction force RFtgt. When the steering angle θ is a value on the right side of the vertical axis, the steering angle θ is the steering angle when the steering wheel 35 is rotated right (clockwise) from the neutral position. When the steering angle θ is a value on the left side of the vertical axis, the steering angle θ is the steering angle when the steering wheel 35 is rotated left (counterclockwise) from the neutral position. When the steering angle θ is the value at the intersection of the vertical axis and the horizontal axis, the steering angle θ is the steering angle θ when the steering wheel 35 is in the neutral position, which is zero in this example.

[0051] In addition, in the maps shown in Figure 2 (A) and other figures, the line on the right side of the vertical axis shows the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel 35 is rotated clockwise, and the line on the left side of the vertical axis shows the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel 35 is rotated counterclockwise.

[0052] Therefore, in the map shown in Figure 2(A), line LR1 is a line (normal steering reaction force line) that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned clockwise, and the target steering reaction force RFtgt obtained from the normal steering reaction force line LR1 becomes larger as the steering angle θ increases.

[0053] In addition, in the map shown in Figure 2 (A), line LL1 is a line (normal steering reaction force line) that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned left, and the target steering reaction force RFtgt obtained from the normal steering reaction force line LL1 becomes larger as the steering angle θ increases.

[0054] In this example, the normal steering reaction force line LR1 and the normal steering reaction force line LL1 are in a line-symmetric relationship with respect to the vertical axis, but they do not have to be in such a relationship.

[0055] <Figure 2 (B)> The map shown in (B) of Figure 2 is a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR2 and line LL2.

[0056] In the map shown in Figure 2 (B), line LR2 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned clockwise, and the target steering reaction force RFtgt obtained from line LR2 becomes larger as the steering angle θ increases, but when comparing steering reactions obtained when the steering angle θ is the same, it is larger than the target steering reaction force RFtgt obtained from the normal steering reaction force line LR1.

[0057] Furthermore, in the map shown in Figure 2 (B), line LL2 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned left, and the target steering reaction force RFtgt obtained from line LL2 becomes larger as the steering angle θ increases, but when comparing steering reactions obtained when the steering angle θ is the same, it is larger than the target steering reaction force RFtgt obtained from the normal steering reaction force line LL1.

[0058] In this example, the line LR2 and the line LL2 are in a line-symmetric relationship with respect to the vertical axis, but they do not have to be in such a relationship.

[0059] <Figure 2 (C)> The map shown in FIG. 2(C) is also a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR3 and line LL2.

[0060] In the map shown in Figure 2 (C), line LR3 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned clockwise, and the target steering reaction force RFtgt obtained from line LR3 becomes larger as the steering angle θ increases, but when comparing steering reactions obtained when the steering angle θ is the same, it is smaller than the target steering reaction force RFtgt obtained from the normal steering reaction force line LR1.

[0061] In addition, in the map shown in FIG. 2(C), the line LL2 is the same as the line LL2 shown in FIG. 2(B).

[0062] <Figure 2 (D)> The map shown in FIG. 2(D) is also a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR2 and line LL3.

[0063] In the map shown in Figure 2 (D), line LL3 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned left, and the target steering reaction force RFtgt obtained from line LL3 becomes larger as the steering angle θ increases, but when compared with steering reactions obtained when the steering angle θ is the same, it is smaller than the target steering reaction force RFtgt obtained from the normal steering reaction force line LL1.

[0064] In addition, in the map shown in FIG. 2(D), the line LR2 is the same as the line LR2 shown in FIG. 2(B).

[0065] In this example, the line LR3 shown in FIG. 2C and the line LL3 shown in FIG. 2D are symmetrical with respect to the vertical axis, but they do not have to be in such a relationship.

[0066] <Figure 2 (E)> The map shown in FIG. 2(E) is also a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR4 and line LL2.

[0067] In the map shown in Figure 2 (E), line LR4 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned clockwise. The target steering reaction force RFtgt obtained from this line LR4 becomes larger as the steering angle θ increases, but when comparing steering reactions obtained when the steering angle θ is the same, in the range of steering angle θ from zero to a certain value, the target steering reaction force RFtgt is smaller than the target steering reaction force RFtgt obtained from the normal steering reaction force line LR1, and in the range of steering angle θ equal to or greater than a certain value, the target steering reaction force RFtgt is larger than the target steering reaction force RFtgt obtained from the normal steering reaction force line LR1. Furthermore, the rate of increase of the target steering reaction force RFtgt with respect to an increase in the steering angle θ is larger when the steering angle θ is equal to or greater than a certain value than when the steering angle θ is smaller than a certain value.

[0068] In addition, in the map shown in FIG. 2(E), the line LL2 is the same as the line LL2 shown in FIG. 2(B).

[0069] <Figure 2 (F)> The map shown in (F) of FIG. 2 is also a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR2 and line LL4.

[0070] In the map shown in Figure 2 (F), line LL4 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned left. The target steering reaction force RFtgt obtained from line LL4 becomes larger as the steering angle θ increases, but when comparing steering reactions obtained when the steering angle θ is the same, in the range of steering angle θ from zero to a certain value, the target steering reaction force RFtgt is smaller than the target steering reaction force RFtgt obtained from normal steering reaction force line LL1, and in the range of steering angle θ equal to or greater than a certain value, the target steering reaction force RFtgt is larger than the target steering reaction force RFtgt obtained from normal steering reaction force line LL1. Furthermore, the rate of increase of the target steering reaction force RFtgt with respect to an increase in the steering angle θ is larger when the steering angle θ is equal to or greater than a certain value than when the steering angle θ is smaller than a certain value.

[0071] In addition, in the map shown in FIG. 2(F), the line LR2 is the same as the line LR2 shown in FIG. 2(B).

[0072] In this example, the line LR4 shown in FIG. 2(E) and the line LL4 shown in FIG. 2(F) are in a line-symmetric relationship with respect to the vertical axis, but they do not have to be in such a relationship.

[0073] <Figure 3(A)> The map shown in FIG. 3A is a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR5 and line LL5.

[0074] In the map shown in Figure 3(A), line LR5 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned clockwise, and the target steering reaction force RFtgt obtained from line LR5 becomes larger as the steering angle θ increases, but when comparing steering reactions obtained when the steering angle θ is the same, the target steering reaction force RFtgt is larger than the target steering reaction force RFtgt obtained from the normal steering reaction force line LR1 and is also larger than the target steering reaction force RFtgt obtained from line LR2.

[0075] Furthermore, in the map shown in Figure 3 (A), line LL5 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned left, and the target steering reaction force RFtgt obtained from line LL5 becomes larger as the steering angle θ increases, but when comparing steering reactions obtained when the steering angle θ is the same, it is larger than the target steering reaction force RFtgt obtained from the normal steering reaction force line LL1 and also larger than the target steering reaction force RFtgt obtained from line LL2.

[0076] <Figure 3(B)> The map shown in FIG. 3(B) is also a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR6 and line LL6.

[0077] In the map shown in Figure 3 (B), line LR6 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned clockwise. The target steering reaction force RFtgt obtained from line LR6 becomes larger as the steering angle θ increases, but when comparing steering reactions obtained when the steering angle θ is the same, it is larger than the target steering reaction force RFtgt obtained from line LR5.

[0078] Furthermore, in the map shown in Figure 3 (B), line LL6 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned left, and the target steering reaction force RFtgt obtained from line LL6 becomes larger as the steering angle θ increases, but when comparing steering reaction forces obtained when the steering angle θ is the same, it is larger than the target steering reaction force RFtgt obtained from line LL5.

[0079] <Figure 3(C)> The map shown in FIG. 3(C) is also a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR7 and line LL6.

[0080] In the map shown in Figure 3 (C), line LR7 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned clockwise. The target steering reaction force RFtgt obtained from line LR7 becomes larger as the steering angle θ increases, but when comparing steering reaction forces obtained when the steering angle θ is the same, it is larger than the target steering reaction force RFtgt obtained from line LR5. Furthermore, the rate of increase in the target steering reaction force RFtgt with respect to an increase in the steering angle θ is larger when the steering angle θ is equal to or greater than a certain value than when the steering angle θ is smaller than a certain value.

[0081] Furthermore, the target steering reaction force RFtgt obtained from line LR7 is greater than the target steering reaction force RFtgt obtained from line LR6, and has a greater rate of increase with increasing steering angle θ, at least when the steering angle θ is equal to or greater than a certain value.

[0082] In addition, in the map shown in FIG. 3(C), the line LL6 is the same as the line LL6 shown in FIG. 3(B).

[0083] <Figure 3 (D)> The map shown in FIG. 3(D) is also a map used when performing active steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR6 and line LL7.

[0084] In the map shown in Figure 3 (D), line LL7 is a line that defines the relationship between the steering angle θ and the target steering reaction force RFtgt when the steering wheel is turned left. The target steering reaction force RFtgt obtained from line LL7 becomes larger as the steering angle θ increases, but when comparing steering reaction forces obtained when the steering angle θ is the same, it is larger than the target steering reaction force RFtgt obtained from line LL5. Furthermore, the rate of increase in the target steering reaction force RFtgt with respect to an increase in the steering angle θ is larger when the steering angle θ is equal to or greater than a certain value than when the steering angle θ is smaller than a certain value.

[0085] Furthermore, the target steering reaction force RFtgt obtained from line LL7 is greater than the target steering reaction force RFtgt obtained from line LL6, and has a greater rate of increase with increasing steering angle θ, at least when the steering angle θ is equal to or greater than a certain value.

[0086] In addition, in the map shown in FIG. 3(D), the line LR6 is the same as the line LR6 shown in FIG. 3(B).

[0087] In this example, the line LR7 shown in FIG. 3C and the line LL7 shown in FIG. 3D are in a line-symmetric relationship with respect to the vertical axis, but they do not have to be in such a relationship.

[0088] <Figure 3 (E)> The map shown in Fig. 3(E) is also a map used when executing the positive steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR4 and line LL3. Line LR4 is the same as line LR4 shown in Fig. 2(E), and line LL3 is the same as line LL3 shown in Fig. 2(D).

[0089] <Fig. 3 (F)> The map shown in Fig. 3(F) is also a map used when executing the positive steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by lines LR3 and LL4. Line LL4 is the same as line LL4 shown in Fig. 2(F), and line LR3 is the same as line LL3 shown in Fig. 2(C).

[0090] <Figure 4 (A)> The map shown in Fig. 4A is also a map used when executing positive steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by line LR7 and line LL3. In the map shown in Fig. 4A, line LR7 is the same as line LR7 shown in Fig. 3C, and line LL3 is the same as line LL3 shown in Fig. 2D.

[0091] <Figure 4(B)> The map shown in Fig. 4(B) is also a map used when executing positive steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by lines LR3 and LL7. In the map shown in Fig. 4(B), line LL7 is the same as line LL7 shown in Fig. 3(D), and line LR3 is the same as line LR3 shown in Fig. 2(C).

[0092] <Figure 4(C)> The map shown in Fig. 4(C) is also a map used when executing the positive steering reaction force control, and according to this map, the target steering reaction force RFtgt corresponding to the steering angle θ is obtained in accordance with the characteristics defined by the line LR3 and the line LL3. In the map shown in Fig. 4(C), the line LR3 is the same as the line LR3 shown in Fig. 2(C), and the line LL3 is the same as the line LL3 shown in Fig. 2(D).

[0093] <Normal steering reaction force control> As described above, when there is no request to perform positive steering reaction force control, the vehicle control device 10 performs normal steering reaction force control as steering reaction force control.

[0094] The normal steering reaction force control is a control in which a target steering reaction force RFtgt is set based on the steering angle θ (amount of steering operation), and a steering reaction force (normal steering reaction force) equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35 (steering operation).In this example, the normal assistance map shown in Figure 2(A) is used to set the target steering reaction force RFtgt, and a steering reaction force (normal steering reaction force) equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0095] <Figure 5(A)> Therefore, when performing normal steering reaction force control, the vehicle control device 10 applies the steering angle θ to the normal assistance map shown in Figure 2(A) to obtain (set) the target steering reaction force RFtgt, as shown in Figure 5(A), and controls the operation of the steering device 23 so that a steering reaction force (normal steering reaction force) equivalent to the target steering reaction force RFtgt is applied from the steering device 23 to the steering wheel 35.

[0096] According to this, the larger the steering angle θ, the larger the steering reaction force (normal steering reaction force) applied to the steering wheel 35.

[0097] 2A and other figures, the vehicle control device 10 may be configured to acquire (set) the target steering reaction force RFtgt through a calculation using an arithmetic expression that defines the relationship between the steering angle θ and the target steering reaction force RFtgt. In this case, the vehicle control device 10 applies the steering angle θ to the arithmetic expression to acquire (set) the target steering reaction force RFtgt through a calculation.

[0098] <Active steering reaction force control> On the other hand, when the positive steering reaction force control is executed, the vehicle control device 10 executes the positive steering reaction force control as the steering reaction force control. At this time, if neither the entry restricted area detection condition nor the entry restricted area approach condition is satisfied, the vehicle control device 10 executes the first positive steering reaction force control as the positive steering reaction force control, and if the entry restricted area detection condition or the entry restricted area approach condition is satisfied, the vehicle control device 10 executes the second positive steering reaction force control as the positive steering reaction force control.

[0099] The entry restricted area detection condition is met when the host vehicle 100 is traveling in the host vehicle lane, and an entry restricted area 200 into which the host vehicle 100 is restricted is present in an adjacent parallel lane ahead of the host vehicle 100, and the distance between the entry restricted area 200 and the host vehicle 100 is longer than the first distance and within the second distance (i.e., the detected entry restricted area 200 is relatively far from the host vehicle 100), and is not met otherwise.

[0100] Furthermore, the restricted entry area approach condition is met when the restricted entry area 200 into which entry of the vehicle 100 is restricted is present in the adjacent parallel lane ahead of the vehicle 100 and the distance between the restricted entry area 200 and the vehicle 100 is within the first distance (i.e., the detected restricted entry area 200 is relatively close to the vehicle 100), and is not met otherwise.

[0101] As described above, the entry restricted area 200 is an area where entry of the vehicle 100 is restricted, such as an area with a reserved lane or a priority lane, an area where traffic is restricted due to construction or an accident, or an area beyond the point where an overtaking lane or a climbing lane ends. Alternatively, when a so-called car navigation system provides route guidance to a destination, a lane or the like different from the lanes specified by the route may be set as the entry restricted area 200.

[0102] <First positive steering reaction force control> The first positive steering reaction force control is a control that sets a target steering reaction force RFtgt based on the steering angle θ and applies a steering reaction force (normal steering reaction force) equivalent to the target steering reaction force RFtgt to the steering wheel 35. In this example, the target steering reaction force RFtgt is set using the map shown in (B) of Figure 2 and applies a steering reaction force (normal steering reaction force) equivalent to the target steering reaction force RFtgt to the steering wheel 35.

[0103] <Figure 5(B)> Therefore, when the first positive steering reaction force control is executed, if the host vehicle 100 is traveling straight, as shown in (B) of Figure 5, the vehicle control device 10 applies the steering angle θ to the map shown in (B) of Figure 2 to obtain (set) the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied from the steering device 23 to the steering wheel 35.

[0104] According to this, the larger the steering angle θ, the larger the steering reaction force applied to the steering wheel 35, but when comparing steering reaction forces when the steering angle θ is the same, this steering reaction force is larger than the steering reaction force applied by normal steering reaction force control (normal steering reaction force, reaction force of a reference value).

[0105] That is, when positive steering reaction force control is being executed and the lane change start condition is not met, the vehicle control device 10 is configured to increase the steering reaction force compared to when positive steering reaction force control is not being executed (i.e., when normal steering reaction force control is being executed).

[0106] This makes it more difficult for the driver to increase the amount of steering wheel operation compared to when normal steering reaction force control is being executed, making it easier to maintain the amount of steering wheel operation near zero and to maintain the rotational position of the steering wheel 35 to keep the vehicle 100 going straight.

[0107] The lane change start condition is met when the driver starts a steering operation (lane change steering operation) to change lanes for the vehicle 100, and is not met after the lane change start condition is met when the lane change of the vehicle 100 is completed or when the lane change of the vehicle 100 is canceled.

[0108] In this example, when the turn signal 50 is activated and there is an adjacent parallel lane in the turning direction of the vehicle 100 indicated by the turn signal 50 and the steering wheel 35 is turned in the turning direction of the vehicle 100 indicated by the turn signal 50, the vehicle control device 10 determines that the driver has started a lane change steering operation, i.e., determines that the lane change start condition is met; otherwise, the vehicle control device 10 determines that the lane change start condition is not met.

[0109] Here, the adjacent parallel running lane is a lane adjacent to the own lane (the lane in which the own vehicle 100 is traveling) in which the traveling direction of the vehicle in the lane is the same as the traveling direction of the own vehicle 100 in the own lane. In the following explanation, the right adjacent parallel running lane is an adjacent parallel running lane located to the right of the own lane, and the left adjacent parallel running lane is an adjacent parallel running lane located to the left of the own lane.

[0110] Whether or not there is an adjacent parallel running lane in the turning direction of the host vehicle 100 indicated by the blinker 50 is determined based on the surroundings detection information IS and / or road information IR.

[0111] On the other hand, after the lane change start condition is met, if the entire vehicle 100 enters the adjacent parallel lane, the steering angle θ decreases to a value within a relatively small predetermined range, and this state continues for a predetermined period of time, the vehicle control device 10 determines that the lane change of the vehicle 100 has been completed.

[0112] Furthermore, when a predetermined time has elapsed after the lane change start condition is met, if the lane change of the vehicle 100 has not been completed, the vehicle 100 is traveling within its own lane, and the steering angle θ is within a relatively small predetermined range for a predetermined period of time, the vehicle control device 10 determines that the lane change of the vehicle 100 has been stopped.

[0113] In addition to the situations described below, situations in which the driver changes lanes of the vehicle 100 include when the driver enters the main lane of the expressway from a gently curved road that connects to the main lane of the expressway, and when the driver enters the vehicle 100 from the current lane into a right-turn-only lane, and the vehicle control device 10 can also be applied to such situations.

[0114] <Second positive steering reaction force control> The second positive steering reaction force control is a control that sets a target value of the steering reaction force (target steering reaction force RFtgt) based on the steering angle θ and applies a steering reaction force equivalent to the target steering reaction force RFtgt to the steering wheel 35.In this example, the control applies a steering reaction force equivalent to the target steering reaction force RFtgt, which is set as follows, to the steering wheel 35 depending on whether the entry restricted area detection condition is met and whether the entry restricted area approach condition is met.

[0115] Whether the entry-restricted area detection condition is met and whether the entry-restricted area approach condition is met are determined based on the surroundings detection information IS.

[0116] <Scene 1> First, we will explain the operation of the vehicle control device 10 in a situation where neither the entry restricted area detection condition nor the entry restricted area approach condition is met while the vehicle 100 is traveling straight, and also where the entry restricted area approach condition is not met while the vehicle 100 is changing lanes to an adjacent parallel lane.

[0117] <Figure 6 (A)> When the vehicle control device 10 executes the active steering reaction force control, as shown in (A) of Figure 6, if the vehicle 100 is traveling straight and the lane change start condition is not met, and if neither the entry restricted area detection condition nor the entry restricted area approach condition is met, the vehicle control device 10 sets the target steering reaction force RFtgt using the map shown in (B) of Figure 2, as described above, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0118] <Figure 6(B)> Thereafter, as shown in (B) of Figure 6, when the host vehicle 100 starts to change lanes to the adjacent parallel lane on the right, and the lane change start condition is met but the entry restricted area approach condition is not met, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (B) of Figure 2 to the map shown in (C) of Figure 2, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0119] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR3 is applied, which is smaller than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same, while when the steering wheel is turned counterclockwise, a steering reaction force defined by line LL2 is applied, which is larger than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same.

[0120] Furthermore, when the host vehicle 100 starts to change lanes into the adjacent parallel lane on the left, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (B) of Figure 2 to the map shown in (D) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0121] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL3 is applied, which is smaller than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same, while when the steering wheel is turned right, a steering reaction force defined by line LR2 is applied, which is larger than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same.

[0122] In this way, when the vehicle control device 10 is executing the active steering reaction force control, if the lane change start condition is met, the vehicle control device 10 is configured to reduce the steering reaction force applied in response to steering operation in a direction that causes the vehicle 100 to change lanes, and to increase the steering reaction force applied in response to steering operation in the opposite direction, compared to when the lane change start condition is not met.

[0123] This makes it easier for the driver to perform lane change steering.

[0124] <Fig. 6(C), Fig. 6(D), Fig. 7(A1)> Thereafter, as shown in FIG. 6C, the front wheels of the host vehicle 100 reach a position (a position a predetermined distance from the white line toward the host vehicle 100) just before the white line (the white line separating the host vehicle's lane from the adjacent parallel lane to the right), and then, as shown in FIG. 6D, the host vehicle 100 straddles the white line and continues on. Thereafter, as shown in FIG. 7A1, the entire host vehicle 100 enters the adjacent parallel lane to the right. In this manner, after the lane change start condition is satisfied, until the entire host vehicle 100 enters the adjacent parallel lane to the right, unless the entry-restricted area approach condition is satisfied, the vehicle control device 10 sets the target steering reaction force RFtgt using the map shown in FIG. 2C, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0125] When the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, after the lane change start condition is met, until the entire host vehicle 100 enters the adjacent parallel lane on the left, unless the entry restricted area approach condition is met, the vehicle control device 10 sets the target steering reaction force RFtgt using the map shown in FIG. 2(D) and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0126] The white line separating the vehicle's own lane from the adjacent parallel lane on the right and the white line separating the vehicle's own lane from the adjacent parallel lane on the left are detected based on the surroundings detection information IS.

[0127] Then, as shown in (A1) of Figure 7, when the entire host vehicle 100 enters the right adjacent parallel lane, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (C) of Figure 2 to the map shown in (E) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0128] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR4 is applied, and when the steering angle θ is equal to or greater than a certain value, the steering reaction force increases at a greater rate with respect to an increase in the steering angle θ than when the steering angle θ is smaller than the certain value.

[0129] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (A1) of Figure 7 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (D) of Figure 2 to the map shown in (F) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0130] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL4 is applied, and when the steering angle θ is equal to or greater than a certain value, the steering reaction force increases at a greater rate with respect to an increase in the steering angle θ than when the steering angle θ is smaller than the certain value.

[0131] In this way, after the lane change start condition is met, when the entire vehicle 100 enters an adjacent parallel lane in which the vehicle 100 is to change lanes, the vehicle control device 10 is configured to set the target steering reaction force RFtgt and apply a steering reaction force so that the rate of increase in relation to the increase in the steering angle θ is greater when the steering angle θ is equal to or greater than a certain value in response to a steering operation in the direction in which the vehicle 100 is to change lanes, compared to when the steering angle θ is smaller than a certain value.

[0132] This makes it easier for the driver to perform a steering operation that reduces the steering angle θ (that is, an operation that returns the steering wheel 35 to the neutral position).

[0133] <(A2) in Figure 7> Thereafter, as shown in (A2) of Figure 7, when the lane change of the host vehicle 100 to the adjacent parallel lane on the right is completed, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (E) of Figure 2 to the map shown in (B) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0134] In addition, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, once the host vehicle 100 has completed changing lanes to the adjacent parallel lane on the left, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (F) of Figure 2 to the map shown in (B) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35 (steering operation).

[0135] <(B1) in Figure 7> On the other hand, after the host vehicle 100 starts to change lanes to the adjacent parallel lane on the right, if the steering operation is switched and the host vehicle 100 is returned to the original lane (host lane) as shown in (B1) of Figure 7, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt to the map shown in (F) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0136] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL4 is applied, and when the steering angle θ is equal to or greater than a certain value, the steering reaction force increases at a greater rate with respect to an increase in the steering angle θ than when the steering angle θ is smaller than the certain value.

[0137] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (B1) of Figure 7 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt to the map shown in (E) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0138] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR4 is applied, and when the steering angle θ is equal to or greater than a certain value, the steering reaction force increases at a greater rate with respect to an increase in the steering angle θ than when the steering angle θ is smaller than the certain value.

[0139] In this way, when the vehicle control device 10 executes the active steering reaction force control, when the steering operation is switched and the host vehicle 100 is returned to the original lane (own lane), if the steering angle θ is equal to or greater than a certain value, in response to a steering operation in the opposite direction to the direction that causes the host vehicle 100 to change lanes (steering operation in the direction that returns the host vehicle 100 to the original lane), the target steering reaction force RFtgt is set and a steering reaction force is applied so that the rate of increase with respect to the increase in the steering angle θ is larger than when the steering angle θ is smaller than a certain value.

[0140] This makes it easier for the driver to perform a steering operation that reduces the steering angle θ (that is, an operation that returns the steering wheel 35 to the neutral position).

[0141] <Figure 7 (B2)> Thereafter, as shown in (B2) of Figure 7, when the vehicle control device 10 determines that the host vehicle 100 has returned to its own lane and that the lane change of the host vehicle 100 to the adjacent parallel lane on the right has been canceled, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (F) of Figure 2 to the map shown in (B) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0142] In addition, when the vehicle control device 10 determines that the vehicle 100 has returned to its own lane and the lane change to the left adjacent parallel lane has been canceled while the vehicle 100 was changing lanes to the left adjacent parallel lane, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in Figure 2 (E) to the map shown in Figure 2 (B) to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0143] The above is the operation of the vehicle control device 10 in a situation where the entry restricted area approach condition is not met while the host vehicle 100 is changing lanes into the adjacent parallel lane.

[0144] <Scene 2> Next, the operation of the vehicle control device 10 in a situation where the entry restricted area approach condition is met at the time when the lane change start condition is met will be described.

[0145] <Figure 8 (A)> When the vehicle control device 10 executes the active steering reaction force control, as shown in (A) of Figure 8, if the vehicle 100 is traveling straight and the lane change start condition is not satisfied, and the entry restricted area approach condition is not satisfied but the entry restricted area detection condition is satisfied, the vehicle control device 10 sets the target steering reaction force RFtgt using the map shown in (A) of Figure 3, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0146] According to this, the larger the steering angle θ, the larger the steering reaction force applied to the steering wheel 35, but when comparing steering reaction forces when the steering angle θ is the same, this steering reaction force is larger than the steering reaction force defined by line LR2.

[0147] That is, when the vehicle control device 10 is executing the positive steering reaction force control, if the lane change start condition is not met but the entry restricted area detection condition is met, the vehicle control device 10 is configured to increase the steering reaction force compared to when the entry restricted area detection condition is not met.

[0148] This makes it difficult for the driver to increase the amount of steering operation, making it easier for the driver to maintain the amount of steering operation near zero, and making it easier to maintain the rotational position of the steering wheel 35 to keep the vehicle 100 going straight.

[0149] <Figure 8 (B)> Thereafter, as shown in (B) of Figure 8, when the host vehicle 100 continues to travel and the conditions for approaching the restricted entry area are met, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (A) of Figure 3 to the map shown in (B) of Figure 3 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0150] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR6 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, this steering reaction force is greater than the steering reaction force defined by line LR5.

[0151] That is, when the vehicle control device 10 is executing the positive steering reaction force control, if the lane change start condition is not met but the entry restricted area approach condition is met, the vehicle control device 10 is configured to increase the steering reaction force compared to when the entry restricted area approach condition is not met.

[0152] This makes it even more difficult for the driver to increase the amount of steering operation, making it easier for the driver to maintain the amount of steering operation near zero, and making it easier to maintain the rotational position of the steering wheel 35 to keep the vehicle 100 moving straight.

[0153] <Figure 9 (A)> Thereafter, as shown in (A) of Figure 9, when the host vehicle 100 starts to change lanes to the adjacent parallel lane on the right, and the entry-restricted area approach condition is met when the lane change start condition is met, the vehicle control device 10 continues to use the map shown in (B) of Figure 3 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0154] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR6 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, this steering reaction force is greater than the steering reaction force defined by line LR5.

[0155] Furthermore, even if the entry-restricted area approach condition is met when the host vehicle 100 starts to change lanes to the adjacent parallel lane on the left, the vehicle control device 10 continues to use the map shown in Figure 3 (B) to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0156] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL6 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, this steering reaction force is greater than the steering reaction force defined by line LL5.

[0157] In this way, when the vehicle control device 10 executes the positive steering reaction force control, if the lane change start condition is met and the entry restricted area approach condition is met at that time, the vehicle control device 10 is configured to increase the steering reaction force applied in response to steering operation in the direction that causes the vehicle 100 to change lanes compared to when the entry restricted area approach condition is not met.

[0158] This makes it difficult for the driver to operate the steering wheel 35 in a direction that would cause the vehicle 100 to change lanes, thereby making it possible to prevent the vehicle 100 from entering the entry-restricted area 200.

[0159] <Figure 9(B)> If the lane change steering operation continues thereafter, and the front wheels of the vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the vehicle 100) as shown in (B) of Figure 9, and the entry-restricted area approach condition remains met at this time, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (B) of Figure 3 to the map shown in (C) of Figure 3, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0160] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR7 is applied, and when the steering angle θ is equal to or greater than a certain value, this steering reaction force is greater than the steering reaction force applied according to line LR6, and the rate of increase with respect to the increase in the steering angle θ is greater.

[0161] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (B) of Figure 9 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (B) of Figure 3 to the map shown in (D) of Figure 3 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0162] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL7 is applied, and when the steering angle θ is equal to or greater than a certain value, this steering reaction force is greater than the steering reaction force applied according to line LL6, and the rate of increase with respect to the increase in the steering angle θ is greater.

[0163] In this way, when the vehicle control device 10 is executing the active steering reaction force control, if the front wheels of the vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the vehicle 100) due to a lane change steering operation while the entry restricted area approach condition is met, the vehicle control device 10 is configured to further increase the steering reaction force applied in response to a steering operation in a direction that causes the vehicle 100 to change lanes.

[0164] This makes it even more difficult for the driver to operate the steering wheel 35 in a direction that would cause the vehicle 100 to change lanes, thereby making it possible to prevent the vehicle 100 from entering the entry-restricted area 200.

[0165] <Figure 9(C)> If the lane change steering operation continues thereafter, and the vehicle 100 crosses the white line and proceeds as shown in (C) of Figure 9, and the entry-restricted area approach condition remains satisfied at this time, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (C) of Figure 3 to the map shown in (C) of Figure 4, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0166] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR3 is applied, while when the steering wheel is turned counterclockwise, a steering reaction force defined by line LL3 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, these steering reaction forces are smaller than the normal steering reaction force.

[0167] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (C) of Figure 9 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (D) of Figure 3 to the map shown in (C) of Figure 4 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0168] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR3 is applied, while when the steering wheel is turned counterclockwise, a steering reaction force defined by line LL3 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, these steering reaction forces are smaller than the normal steering reaction force.

[0169] In this way, when the vehicle control device 10 executes the active steering reaction force control, if the vehicle 100 crosses the white line due to a lane change steering operation while the entry restricted area approach condition is met, the vehicle control device 10 is configured to reduce the steering reaction force applied to the steering operation in the direction that causes the vehicle 100 to change lanes and in the opposite direction.

[0170] This makes it easier for the driver to steer the vehicle 100 whether he / she continues to operate the steering wheel for lane change and continues changing lanes of the vehicle 100 at his / her own discretion, or whether he / she changes the steering wheel to return the vehicle 100 to the original lane (own lane) to avoid the vehicle 100 entering the restricted entry area 200.

[0171] <(A1) in Figure 10> If the lane change steering operation continues thereafter, and the entire host vehicle 100 enters the adjacent parallel lane to the right, as shown in (A1) of Figure 10, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (C) of Figure 4 to the map shown in (E) of Figure 3 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0172] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR4 is applied, and when the steering angle θ is equal to or greater than a certain value, the steering reaction force increases at a greater rate with respect to an increase in the steering angle θ than when the steering angle θ is smaller than the certain value.

[0173] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (A1) of Figure 10 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (C) of Figure 4 to the map shown in (F) of Figure 3 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0174] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL4 is applied, and when the steering angle θ is equal to or greater than a certain value, the steering reaction force increases at a greater rate with respect to an increase in the steering angle θ than when the steering angle θ is smaller than the certain value.

[0175] In this way, when the vehicle control device 10 is executing active steering reaction force control, in a situation where the entry restricted area approach condition is met when the host vehicle 100 starts to change lanes into an adjacent parallel lane, if the lane change steering operation continues and the entire host vehicle 100 enters the adjacent parallel lane, when the steering angle θ for the lane change steering operation is equal to or greater than a certain value, the target steering reaction force RFtgt is set and a steering reaction force is applied so that the rate of increase with respect to the increase in steering angle θ is greater than when the steering angle θ is smaller than a certain value.

[0176] This makes it easier for the driver to perform a steering operation that reduces the steering angle θ (that is, an operation that returns the steering wheel 35 to the neutral position).

[0177] <Figure 10 (A2)> Thereafter, as shown in (A2) of Figure 10, when the lane change of the host vehicle 100 to the adjacent parallel lane on the right is completed, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (E) of Figure 3 to the map shown in (B) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0178] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (B2) of Figure 10 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (F) of Figure 3 to the map shown in (B) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0179] <(B1) in Figure 10> On the other hand, after the situation shown in (C) of Figure 9 occurs, when the steering operation is switched and the host vehicle 100 is returned to the original lane (host lane) as shown in (B1) of Figure 10, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (C) of Figure 4 to the map shown in (F) of Figure 3 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0180] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL4 is applied, and when the steering angle θ is equal to or greater than a certain value, the steering reaction force increases at a greater rate with respect to an increase in the steering angle θ than when the steering angle θ is smaller than the certain value.

[0181] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (B1) of Figure 10 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (C) of Figure 4 to the map shown in (E) of Figure 3 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0182] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR4 is applied, and when the steering angle θ is equal to or greater than a certain value, the steering reaction force increases at a greater rate with respect to an increase in the steering angle θ than when the steering angle θ is smaller than the certain value.

[0183] In this way, when the vehicle control device 10 executes the active steering reaction force control, after the vehicle 100 crosses the white line and the entry restricted area approach condition is met, the steering operation is switched and the vehicle 100 is returned to the original lane (own lane), and in response to a steering operation in the opposite direction to the direction that causes the vehicle 100 to change lanes (a steering operation in the direction that returns the vehicle 100 to the original lane), if the steering angle θ is equal to or greater than a certain value, the target steering reaction force RFtgt is set and a steering reaction force is applied so that the rate of increase with respect to the increase in the steering angle θ is greater than when the steering angle θ is smaller than a certain value.

[0184] This makes it easier for the driver to perform a steering operation that reduces the steering angle θ (that is, an operation that returns the steering wheel 35 to the neutral position).

[0185] <(B2) in Figure 10> Thereafter, as shown in (B2) of Figure 10, when the host vehicle 100 returns to its own lane and the vehicle control device 10 determines that the host vehicle 100 has stopped changing lanes to the adjacent parallel lane on the right, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (F) of Figure 3 to the map shown in (B) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0186] Furthermore, when the host vehicle 100 is changing lanes into the adjacent parallel lane on the left and a situation corresponding to (B2) of Figure 10 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (E) of Figure 3 to the map shown in (B) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force corresponding to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0187] The above is the operation of the vehicle control device 10 in a situation where the entry restricted area approach condition is met at the time when the lane change start condition is met.

[0188] Furthermore, if the entry-restricted area approach condition that was once established no longer holds because the vehicle 100 passes through the entry-restricted area 200 while continuing to travel in its own lane after starting to change lanes to the adjacent parallel lane on the right, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt to the map shown in (C) of Figure 2, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0189] Furthermore, if the entry-restricted area approach condition that was once established no longer holds because the vehicle 100 passes through the entry-restricted area 200 while continuing to travel in its own lane after starting to change lanes to the adjacent parallel lane on the left, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt to the map shown in (D) of Figure 2, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0190] <Scene 3> Next, we will explain the operation of the vehicle control device 10 in a situation where the entry-restricted area approach condition is not met when the lane change start condition is met, but the entry-restricted area approach condition is met before the front wheels of the vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the vehicle 100).

[0191] <Figure 11(A)> When the vehicle control device 10 executes the active steering reaction force control, as shown in (A) of Figure 8, if the vehicle 100 is traveling straight and the lane change start condition is not met, and if neither the entry restricted area detection condition nor the entry restricted area approach condition is met, the vehicle control device 10 sets the target steering reaction force RFtgt using the map shown in (B) of Figure 2, as described above, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0192] <Figure 11(B)> Thereafter, as shown in (B) of Figure 11, when the host vehicle 100 starts to change lanes to the adjacent parallel lane on the right, and the lane change start condition is met but the entry-restricted area approach condition is not met, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (B) of Figure 2 to the map shown in (C) of Figure 2, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0193] Furthermore, when the host vehicle 100 starts to change lanes into the adjacent parallel lane on the left, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (B) of Figure 2 to the map shown in (D) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0194] <Figure 11(C)> Thereafter, as shown in (C) of Figure 11, when the condition for approaching the restricted entry area is met before the front wheels of the vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the vehicle 100), the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (C) of Figure 2 to the map shown in (D) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0195] According to this, a steering reaction force defined by line LR2 is applied in response to a clockwise steering operation, and this steering reaction force is larger than a normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same, while a steering reaction force defined by line LL3 is applied in response to a counterclockwise steering operation, and this steering reaction force is smaller than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same. Note that, instead of line LR2, an operation reaction force defined by line LR5 or line LR6 may be applied in response to a clockwise steering operation.

[0196] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (C) of Figure 11 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (D) of Figure 2 to the map shown in (C) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0197] According to this, a steering reaction force defined by line LL2 is applied in response to a left-hand steering operation, and this steering reaction force is larger than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same, while a steering reaction force defined by line LR3 is applied in response to a right-hand steering operation, and this steering reaction force is smaller than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same. Note that, instead of line LL2, an operation reaction force defined by line LL5 or line LL6 may be applied in response to a left-hand steering operation.

[0198] In this way, when the vehicle control device 10 is executing active steering reaction force control, if the entry restricted area approach condition is met before the front wheels of the vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the vehicle 100) while the vehicle 100 is changing lanes to an adjacent parallel lane, the vehicle control device 10 is configured to increase the steering reaction force applied to the lane change steering operation and decrease the steering reaction force applied to the steering operation to return the vehicle 100 to the original lane (the vehicle's own lane).

[0199] This makes it easier for the driver to perform steering operations to return the vehicle 100 to the original lane (the driver's lane).

[0200] <Figure 11 (D)> If the lane change steering operation continues thereafter, and the front wheels of the vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the vehicle 100) as shown in (D) of Figure 11, and the entry-restricted area approach condition remains satisfied at this time, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (D) of Figure 2 to the map shown in (A) of Figure 4, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0201] According to this, when the steering wheel is turned clockwise, a steering reaction force equivalent to the target steering reaction force RFtgt defined by line LR7 is applied, and when the steering angle θ is equal to or greater than a certain value, this steering reaction force is larger than the steering reaction force applied according to line LR6, and its rate of increase with respect to an increase in the steering angle θ is larger.

[0202] Furthermore, when the host vehicle 100 is changing lanes into the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (D) of Figure 11 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (C) of Figure 2 to the map shown in (B) of Figure 4 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0203] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL7 is applied, and when the steering angle θ is equal to or greater than a certain value, this steering reaction force is greater than the steering reaction force applied according to line LL6, and the rate of increase with respect to the increase in the steering angle θ is greater.

[0204] In this way, when the vehicle control device 10 executes the active steering reaction force control, if the condition for approaching an entry-restricted area is met and then the front wheels of the vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the vehicle 100) due to a lane-changing steering operation, the vehicle control device 10 is configured to further increase the steering reaction force applied in response to a steering operation in a direction that causes the vehicle 100 to change lanes.

[0205] This makes it even more difficult for the driver to perform a lane change steering operation, thereby making it possible to prevent the vehicle 100 from entering the entry-restricted area 200.

[0206] <Figure 12> If the lane change steering operation continues thereafter, and the vehicle 100 crosses the white line as shown in Figure 12, and the entry-restricted area approach condition remains satisfied at that time, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in Figure 4(A) to the map shown in Figure 4(C) to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0207] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR3 is applied, while when the steering wheel is turned counterclockwise, a steering reaction force defined by line LL3 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, these steering reaction forces are smaller than the normal steering reaction force.

[0208] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in Figure 12 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in Figure 4(B) to the map shown in Figure 4(C) to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0209] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR3 is applied, while when the steering wheel is turned counterclockwise, a steering reaction force defined by line LL3 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, these steering reaction forces are smaller than the normal steering reaction force.

[0210] In this way, when the vehicle control device 10 executes the active steering reaction force control, if the condition for approaching an entry restricted area is met and then the vehicle 100 crosses the white line due to a lane change steering operation, the vehicle control device 10 is configured to reduce the steering reaction force applied to the steering operation in the direction that causes the vehicle 100 to change lanes and in the opposite direction.

[0211] This makes it easier for the driver to steer the vehicle 100 whether he / she continues to operate the steering wheel for lane change and continues changing lanes of the vehicle 100 at his / her own discretion, or whether he / she changes the steering wheel to return the vehicle 100 to the original lane (own lane) to avoid the vehicle 100 entering the restricted entry area 200.

[0212] <(A1) in Figure 13> If the lane change steering operation continues thereafter, and the entire vehicle 100 enters the adjacent parallel lane on the right, as shown in (A1) of Figure 13, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in (A1) of Figure 10 described above occurs.

[0213] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (A1) of Figure 13 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when a situation equivalent to the situation shown in (A1) of Figure 10 described above occurs.

[0214] In this way, when active steering reaction force control is executed, in a situation where the host vehicle 100 starts to change lanes into an adjacent parallel lane, and then the entry-restricted area approach condition is met before the front wheels of the host vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the host vehicle 100), if the lane-changing steering operation continues and the entire host vehicle 100 enters the left adjacent parallel lane, when the steering angle θ is equal to or greater than a certain value in response to the lane-changing steering operation, the vehicle control device 10 is configured to set the target steering reaction force RFtgt and apply a steering reaction force so that the rate of increase in relation to the increase in steering angle θ is greater than when the steering angle θ is less than a certain value.

[0215] This makes it easier for the driver to perform a steering operation that reduces the steering angle θ (that is, an operation that returns the steering wheel 35 to the neutral position).

[0216] <(A2) in Figure 13> Thereafter, as shown in (A2) of Figure 13, when the lane change of the vehicle 100 to the adjacent parallel lane on the right is completed, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in (A2) of Figure 10 described above occurs.

[0217] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (A2) of Figure 13 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when a situation equivalent to the situation shown in (A2) of Figure 10 described above occurs.

[0218] <(B1) in Figure 13> On the other hand, after the situation shown in Figure 12 occurs, when the steering operation is switched and the vehicle 100 is returned to the original lane (own lane) as shown in (B1) of Figure 13, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in (B1) of Figure 10 described above occurs.

[0219] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (B1) of Figure 13 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when a situation equivalent to the situation shown in (B1) of Figure 10 described above occurs.

[0220] In this way, when the vehicle control device 10 executes the active steering reaction force control, after the vehicle 100 crosses the white line and the entry restricted area approach condition is met, the steering operation is switched and the vehicle 100 is returned to the original lane (own lane), and in response to a steering operation in the opposite direction to the direction that causes the vehicle 100 to change lanes (a steering operation in the direction that returns the vehicle 100 to the original lane), if the steering angle θ is equal to or greater than a certain value, the target steering reaction force RFtgt is set and a steering reaction force is applied so that the rate of increase with respect to the increase in the steering angle θ is greater than when the steering angle θ is smaller than a certain value.

[0221] <(B2) in Figure 13> Thereafter, as shown in (B2) of Figure 13, when the host vehicle 100 returns to its own lane and the vehicle control device 10 determines that the host vehicle 100 has stopped changing lanes to the adjacent parallel lane on the right, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in (B2) of Figure 10 described above occurs.

[0222] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation corresponding to (B2) in Figure 13 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when a situation corresponding to (B2) in Figure 10 described above occurs.

[0223] The above is the operation of the vehicle control device 10 in a situation where the entry restricted area approach condition is not met when the lane change start condition is met, but the entry restricted area approach condition is met before the front wheels of the vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the vehicle 100).

[0224] <Scene 4> Next, we will explain the operation of the vehicle control device 10 in a situation where the entry-restricted area approach condition is not met when the lane change start condition is met, but the entry-restricted area approach condition is met while the vehicle 100 is crossing the white line.

[0225] <Figure 14(A)> When the vehicle control device 10 executes the active steering reaction force control, as shown in (A) of Figure 14, if the vehicle 100 is traveling straight and the lane change start condition is not met, and if neither the entry restricted area detection condition nor the entry restricted area approach condition is met, the vehicle control device 10 sets the target steering reaction force RFtgt using the map shown in (B) of Figure 2, as described above, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0226] <Figure 14(B)> Thereafter, as shown in (B) of Figure 14, when the host vehicle 100 starts to change lanes to the adjacent parallel lane on the right, and the lane change start condition is met but the entry-restricted area approach condition is not met, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (B) of Figure 2 to the map shown in (C) of Figure 2, sets the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0227] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR3 is applied, which is smaller than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same, while when the steering wheel is turned counterclockwise, a steering reaction force defined by line LL2 is applied, which is larger than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same.

[0228] Furthermore, when the host vehicle 100 starts to change lanes into the adjacent parallel lane on the left, the vehicle control device 10 switches the map used to set the target steering reaction force RFtgt from the map shown in (B) of Figure 2 to the map shown in (D) of Figure 2 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0229] According to this, when the steering wheel is turned left, a steering reaction force defined by line LL3 is applied, which is smaller than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same, while when the steering wheel is turned right, a steering reaction force defined by line LR2 is applied, which is larger than the normal steering reaction force when compared with the steering reaction forces when the steering angle θ is the same.

[0230] In this way, when the vehicle control device 10 is executing the active steering reaction force control, if the lane change start condition is met, the vehicle control device 10 is configured to reduce the steering reaction force applied in response to steering operation in a direction that causes the vehicle 100 to change lanes, and to increase the steering reaction force applied in response to steering operation in the opposite direction, compared to when the lane change start condition is not met.

[0231] This makes it easier for the driver to perform lane change steering.

[0232] <Fig. 14(C), Fig. 14(D)> Thereafter, as shown in Fig. 14(C), the front wheels of the host vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the host vehicle 100), and then, as shown in Fig. 14(D), the host vehicle 100 crosses the white line and moves forward. In this manner, after the lane change start condition is satisfied, until the host vehicle 100 crosses the white line and moves forward, unless the entry-restricted area approach condition is satisfied, the vehicle control device 10 sets the target steering reaction force RFtgt using the map shown in Fig. 2(C), and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0233] In addition, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, after the lane change start condition is met, until the host vehicle 100 crosses the white line and starts to proceed, the vehicle control device 10 sets the target steering reaction force RFtgt using the map shown in (D) of Figure 2, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0234] <Figure 14(D)> Thereafter, as shown in (D) of Figure 14, when the host vehicle 100 crosses the white line and the condition for approaching the restricted entry area is met, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (C) of Figure 2 to the map shown in (C) of Figure 4 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0235] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR3 is applied, while when the steering wheel is turned counterclockwise, a steering reaction force defined by line LL3 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, these steering reaction forces are smaller than the normal steering reaction force.

[0236] Furthermore, when the host vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (D) of Figure 14 occurs, the vehicle control device 10 switches the map used for setting the target steering reaction force RFtgt from the map shown in (D) of Figure 2 to the map shown in (C) of Figure 4 to set the target steering reaction force RFtgt, and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt is applied to the steering wheel 35.

[0237] According to this, when the steering wheel is turned clockwise, a steering reaction force defined by line LR3 is applied, while when the steering wheel is turned counterclockwise, a steering reaction force defined by line LL3 is applied, and when comparing the steering reaction forces when the steering angle θ is the same, these steering reaction forces are smaller than the normal steering reaction force.

[0238] In this way, when the vehicle control device 10 is executing the active steering reaction force control, if the entry restricted area approach condition is met when the vehicle 100 starts to change lanes into an adjacent parallel lane and the vehicle 100 begins to cross the white line, the vehicle control device 10 is configured to reduce the steering reaction force applied to the steering wheel operation in the direction that causes the vehicle 100 to change lanes and in the opposite direction.

[0239] This makes it easier for the driver to steer the vehicle 100 whether he / she continues to operate the steering wheel for lane change and continues changing lanes of the vehicle 100 at his / her own discretion, or whether he / she changes the steering wheel to return the vehicle 100 to the original lane (own lane) to avoid the vehicle 100 entering the restricted entry area 200.

[0240] <(A1) in Figure 15> If the lane change steering operation continues thereafter, and the entire vehicle 100 enters the adjacent parallel lane on the right, as shown in (A1) of Figure 15, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in (A1) of Figure 10 described above occurs.

[0241] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (A1) of Figure 15 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when a situation equivalent to the situation shown in (A1) of Figure 10 described above occurs.

[0242] In this way, when the vehicle control device 10 executes the active steering reaction force control, if the host vehicle 100 starts to change lanes into an adjacent parallel lane, and then, while the host vehicle 100 is traveling across a white line, the entry-restricted area approach condition is met, and the lane-changing steering operation continues and the entire host vehicle 100 enters the left adjacent parallel lane, when the steering angle θ is equal to or greater than a certain value in response to the lane-changing steering operation, the target steering reaction force RFtgt is set and a steering reaction force is applied so that the rate of increase in relation to the increase in steering angle θ is greater than when the steering angle θ is less than a certain value.

[0243] This makes it easier for the driver to perform a steering operation that reduces the steering angle θ (that is, an operation that returns the steering wheel 35 to the neutral position).

[0244] <(A2) in Figure 15> Thereafter, as shown in (A2) of Figure 15, when the lane change of the vehicle 100 to the adjacent parallel lane on the right is completed, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in (A2) of Figure 10 described above occurs.

[0245] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (A2) of Figure 15 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when a situation equivalent to the situation shown in (A2) of Figure 10 described above occurs.

[0246] <(B1) in Figure 15> On the other hand, after the situation shown in (D) of Figure 11 occurs, when the steering operation is switched and the vehicle 100 is returned to the original lane (own lane) as shown in (B1) of Figure 15, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in (B1) of Figure 10 described above occurs.

[0247] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation equivalent to the situation shown in (B1) of Figure 15 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when a situation equivalent to the situation shown in (B1) of Figure 10 described above occurs. The addition rate is large.

[0248] In this way, when the vehicle control device 10 executes the active steering reaction force control, the host vehicle 100 starts to change lanes to an adjacent parallel lane, and then, after the host vehicle 100 crosses the white line and the entry restricted area approach condition is met, the steering operation is switched and the host vehicle 100 is returned to the original lane (host lane), and when the steering angle θ is equal to or greater than a certain value in response to a steering operation in the opposite direction to the direction that causes the host vehicle 100 to change lanes (a steering operation in the direction that returns the host vehicle 100 to the original lane), the vehicle control device 10 is configured to set the target steering reaction force RFtgt and apply a steering reaction force so that the rate of increase with respect to the increase in the steering angle θ is larger than when the steering angle θ is smaller than a certain value.

[0249] <(B2) in Figure 15> Thereafter, as shown in (B2) of Figure 15, when the host vehicle 100 returns to its own lane and the vehicle control device 10 determines that the host vehicle 100 has stopped changing lanes to the adjacent parallel lane on the right, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when the situation shown in (B2) of Figure 10 described above occurs.

[0250] Furthermore, when the vehicle 100 is changing lanes to the adjacent parallel lane on the left, if a situation corresponding to (B2) in Figure 15 occurs, the vehicle control device 10 controls the operation of the steering device 23 in the same manner as when a situation corresponding to (B2) in Figure 10 described above occurs.

[0251] The above is the operation of the vehicle control device 10 in a situation where the entry restricted area approach condition is not met when the lane change start condition is met, but the entry restricted area approach condition is met while the vehicle 100 is crossing the white line.

[0252] The vehicle control device 10 may be configured to display an image on the display device 61 to notify the driver that the entry restricted area 200 exists when the entry restricted area detection condition and / or the entry restricted area approach condition is met. The vehicle control device 10 may also be configured to output a sound from the audio device 62 to notify the driver that the entry restricted area 200 exists when the entry restricted area detection condition and / or the entry restricted area approach condition is met.

[0253] <Specific operation of the vehicle control device> Next, a specific operation of the vehicle control device 10 will be described. The CPU of the ECU 90 of the vehicle control device 10 executes the routine shown in Fig. 16 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 1600 of the routine shown in Fig. 16, advances the processing to step 1605, and determines whether or not execution of positive steering reaction force control is requested.

[0254] If the CPU determines "No" in step 1605, it proceeds to step 1610 and executes the routine shown in Figure 17. Therefore, when the CPU proceeds to step 1610, it starts the processing from step 1700 of the routine shown in Figure 17, proceeds to step 1705, and sets the target steering reaction force RFtgt using the map shown in Figure 2(A). Next, the CPU proceeds to step 1710 and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1705 is output. Next, the CPU proceeds to step 1695 of the routine shown in Figure 16 via step 1795 and temporarily ends the processing of this routine.

[0255] On the other hand, if the CPU determines "Yes" in step 1605 of the routine shown in Fig. 16, it proceeds to step 1615 and executes the routine shown in Fig. 18. Therefore, when the CPU proceeds to step 1615, it starts the processing from step 1800 of the routine shown in Fig. 18, proceeds to step 1805, and determines whether the value of the lane change execution flag XLC is "1." The value of the lane change execution flag XLC is set to "1" when the host vehicle 100 starts to change lanes, and is set to "0" when the host vehicle 100 has completed the lane change or when the lane change of the host vehicle 100 is canceled.

[0256] If the CPU determines "Yes" in step 1805, it proceeds to step 1810 and determines whether the values ​​of the first phase flag X1, the second phase flag X2, the third phase flag X3, and the fourth phase flag X4 are all "0." The value of the first phase flag X1 is set to "1" when an entry-restricted area approach condition is met in the first phase, which will be described later, and is set to "0" when the entry-restricted area approach condition is not met or the lane change of the host vehicle 100 is canceled. The value of the second phase flag X2 is set to "1" when an entry-restricted area approach condition is met in the second phase, which will be described later, and is set to "0" when the entry-restricted area approach condition is not met or the lane change of the host vehicle 100 is canceled. The value of the third phase flag X3 is set to "1" when the entry-restricted area approach condition is met in the third phase described later, and is set to "0" when the entry-restricted area approach condition is not met or when the lane change of the vehicle 100 is canceled. The value of the fourth phase flag X4 is set to "1" when the entry-restricted area approach condition is met in the fourth phase described later, and is set to "0" when the entry-restricted area approach condition is not met or when the lane change of the vehicle 100 is canceled.

[0257] If the CPU determines "Yes" in step 1810, it proceeds to step 1815 and determines whether the current time is the first phase. The first phase is the time when the host vehicle 100 starts to change lanes (i.e., the time when the lane change start condition is met).

[0258] If the CPU determines "Yes" in step 1815, it proceeds to step 1820 and determines whether the entry-restricted area approach condition is met. If the CPU determines "No" in step 1820, it proceeds to step 1825 and sets the target steering reaction force RFtgt using the map shown in FIG. 2(C) if the host vehicle 100 is changing lanes to the right adjacent parallel lane, and sets the target steering reaction force RFtgt using the map shown in FIG. 2(D) if the host vehicle 100 is changing lanes to the left adjacent parallel lane. Next, the CPU proceeds to step 1830 and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1825 is output. Next, the CPU proceeds to step 1695 of the routine shown in FIG. 16 via step 1895 and temporarily ends the processing of this routine.

[0259] On the other hand, if the CPU determines "Yes" in step 1820, it proceeds to step 1835 and sets the value of the first phase flag X1 to "1." As a result, the determination in step 1810 becomes "No," and the determination in step 2205 of the routine shown in Fig. 22 becomes "Yes." Next, the CPU proceeds to step 1695 of the routine shown in Fig. 16 via step 1895, and temporarily ends the processing of this routine.

[0260] If the CPU determines "No" in step 1815, it proceeds to step 1845 and determines whether the current time is the second phase. The second phase is the period from when the host vehicle 100 starts to change lanes until the front wheels of the host vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the host vehicle 100).

[0261] If the CPU determines "Yes" in step 1845, it proceeds to step 1850 and determines whether the entry-restricted area approach condition is satisfied. If the CPU determines "No" in step 1850, it proceeds to step 1855 and sets the target steering reaction force RFtgt using the map shown in FIG. 2(C) if the host vehicle 100 is changing lanes to the right-adjacent parallel lane, and sets the target steering reaction force RFtgt using the map shown in FIG. 2(D) if the host vehicle 100 is changing lanes to the left-adjacent parallel lane. Next, the CPU proceeds to step 1860 and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1855 is output. Next, the CPU proceeds to step 1695 of the routine shown in FIG. 16 via step 1895 and temporarily ends the processing of this routine.

[0262] On the other hand, if the CPU determines "Yes" in step 1850, it proceeds to step 1865 and sets the value of the second phase flag X2 to "1." As a result, the determination in step 1810 becomes "No," and the determination in step 2305 of the routine shown in Fig. 23 becomes "Yes." Next, the CPU proceeds to step 1695 of the routine shown in Fig. 16 via step 1895, and temporarily ends the processing of this routine.

[0263] 19, and determines whether the current time is the third phase. The third phase is the period from when the host vehicle 100 starts to change lanes, after the front wheels of the host vehicle 100 reach a position just before the white line (a position a predetermined distance from the white line toward the host vehicle 100), until the front wheels of the host vehicle 100 cross the white line (until the host vehicle 100 starts to cross the white line).

[0264] If the CPU determines "Yes" in step 1905, it proceeds to step 1910 and determines whether the entry-restricted area approach condition is met. If the CPU determines "No" in step 1910, it proceeds to step 1915 and sets the target steering reaction force RFtgt using the map shown in FIG. 2(C) if the host vehicle 100 is changing lanes to the right adjacent parallel lane, and sets the target steering reaction force RFtgt using the map shown in FIG. 2(D) if the host vehicle 100 is changing lanes to the left adjacent parallel lane. Next, the CPU proceeds to step 1920 and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1915 is output. Next, the CPU proceeds to step 1995 and temporarily ends the processing of this routine.

[0265] On the other hand, if the CPU determines "Yes" in step 1910, it proceeds to step 1925 and sets the value of the third phase flag X3 to "1." As a result, the determination in step 1810 becomes "No," and the determination in step 2405 of the routine shown in Fig. 24 becomes "Yes." Next, the CPU proceeds to step 1995 and temporarily ends the processing of this routine.

[0266] If the CPU determines "No" in step 1905, it proceeds to step 1930 and determines whether the current time is the fourth phase. The fourth phase is a period after the host vehicle 100 starts to change lanes, when the front wheels of the host vehicle 100 come into contact with the white line and the host vehicle 100 is traveling across the white line.

[0267] If the CPU determines "Yes" in step 1930, it proceeds to step 1935, where it determines whether or not the entry-restricted area approach condition is satisfied. If the CPU determines "No" in step 1935, it proceeds to step 1940, where it sets the target steering reaction force RFtgt using the map shown in FIG. 2(C) if the host vehicle 100 is changing lanes to the right adjacent parallel lane, and it sets the target steering reaction force RFtgt using the map shown in FIG. 2(D) if the host vehicle 100 is changing lanes to the left adjacent parallel lane. Next, the CPU proceeds to step 1945, where it controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 1940 is output. Next, the CPU proceeds to step 1995, where it temporarily ends the processing of this routine.

[0268] On the other hand, if the CPU determines "Yes" in step 1935, it proceeds to step 1950 and sets the value of the fourth phase flag X4 to "1." As a result, the determination in step 1810 becomes "No," and the determination in step 2505 of the routine shown in Fig. 25 becomes "Yes." Next, the CPU proceeds to step 1995 and temporarily ends the processing of this routine.

[0269] If the CPU determines "No" in step 1930, the CPU proceeds to step 2005 of the routine shown in Fig. 20 to determine whether the current time is the fifth phase. The fifth phase is the period from when the host vehicle 100 starts to change lanes, when the entire host vehicle 100 enters the adjacent parallel lane, until the host vehicle 100 completes the lane change.

[0270] If the CPU determines "Yes" in step 2005, it proceeds to step 2010, where it sets the target steering reaction force RFtgt using the map shown in FIG. 2(E) if the host vehicle 100 is changing lanes to the right adjacent parallel lane, and sets the target steering reaction force RFtgt using the map shown in FIG. 2(F) if the host vehicle 100 is changing lanes to the left adjacent parallel lane. Next, the CPU proceeds to step 2015, where it controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2010 is output. Next, the CPU proceeds to step 2095, where it temporarily ends the processing of this routine.

[0271] On the other hand, if the CPU determines "No" in step 2005, it proceeds to step 2020 and determines whether the current time is the sixth phase. The sixth phase is the period from when the host vehicle 100 starts to change lanes, until it is determined that the host vehicle 100 has returned to its original lane (host lane) and the lane change has been stopped.

[0272] If the CPU determines "Yes" in step 2020, it proceeds to step 2025, where it sets the target steering reaction force RFtgt using the map shown in FIG. 2(F) if the host vehicle 100 has once started changing lanes to the right-adjacent parallel lane, and sets the target steering reaction force RFtgt using the map shown in FIG. 2(E) if the host vehicle 100 has once started changing lanes to the left-adjacent parallel lane. Next, the CPU proceeds to step 2030, where it controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2025 is output. Next, the CPU proceeds to step 2095, where it temporarily ends the processing of this routine.

[0273] On the other hand, if the CPU determines "No" in step 2020, it proceeds directly to step 2095 and temporarily ends the processing of this routine.

[0274] Also, if the CPU judges "No" in step 1810 of the routine shown in FIG. 18, it proceeds to step 1695 of the routine shown in FIG. 16 via step 1895 and temporarily ends the processing of this routine.

[0275] On the other hand, if the CPU determines "No" in step 1805, it proceeds to step 2105 of the routine shown in Figure 21, where it determines whether or not the entry-restricted area detection condition is met. If the CPU determines "Yes" in step 2105, it proceeds to step 2110, where it sets the target steering reaction force RFtgt using the map shown in Figure 3(A). Next, the CPU proceeds to step 2115, where it controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2110 is output. Next, the CPU proceeds to step 2195, where it temporarily ends the processing of this routine.

[0276] On the other hand, if the CPU determines "No" in step 2105, it proceeds to step 2120 and determines whether or not the entry-restricted area approach condition is met. If the CPU determines "Yes" in step 2120, it proceeds to step 2125 and sets the target steering reaction force RFtgt using the map shown in FIG. 3(B). Next, the CPU proceeds to step 2130 and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2125 is output. Next, the CPU proceeds to step 2195 and temporarily ends the processing of this routine.

[0277] On the other hand, if the CPU determines "No" in step 2120, it proceeds to step 2135 and sets the target steering reaction force RFtgt using the map shown in Figure 2(B). Next, the CPU proceeds to step 2140 and controls the operation of the steering device 23 so that a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2135 is output. Next, the CPU proceeds to step 2195 and temporarily ends the processing of this routine.

[0278] Furthermore, the CPU executes the routine shown in Fig. 22 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 2200 of the routine shown in Fig. 22, and proceeds to step 2205, where it determines whether the value of the first phase flag X1 is "1".

[0279] If the CPU determines "Yes" in step 2205, it proceeds to step 2210 and determines whether the current time is the first phase. If the CPU determines "Yes" in step 2210, it proceeds to step 2215 and sets the target steering reaction force RFtgt using the map shown in FIG. 3(B), whether the host vehicle 100 is changing lanes to the right adjacent parallel lane or the left adjacent parallel lane. Thereafter, the CPU proceeds to step 2220. On the other hand, if the CPU determines "No" in step 2210, it proceeds to step 2220 directly.

[0280] When the CPU proceeds to step 2220, it determines whether the current time is the second phase. If the CPU determines "Yes" in step 2220, it proceeds to step 2225, and sets the target steering reaction force RFtgt using the map shown in FIG. 3(B), whether the host vehicle 100 is changing lanes to the right adjacent parallel lane or the left adjacent parallel lane. Thereafter, the CPU proceeds to step 2230. On the other hand, if the CPU determines "No" in step 2220, it proceeds directly to step 2230.

[0281] When the CPU proceeds to step 2230, it determines whether the current time is the third phase. If the CPU determines "Yes" in step 2230, it proceeds to step 2235, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(C), and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(D). Thereafter, the CPU proceeds to step 2240. On the other hand, if the CPU determines "No" in step 2230, it proceeds directly to step 2240.

[0282] When the CPU proceeds to step 2240, it determines whether the current time is the fourth phase. If the CPU determines "Yes" in step 2240, it proceeds to step 2245, and sets the target steering reaction force RFtgt using the map shown in FIG. 4(C), whether the host vehicle 100 is changing lanes to the right adjacent parallel lane or the left adjacent parallel lane. Thereafter, the CPU proceeds to step 2250. On the other hand, if the CPU determines "No" in step 2240, it proceeds directly to step 2250.

[0283] When the CPU proceeds to step 2250, it determines whether the current time is the fifth phase. If the CPU determines "Yes" in step 2250, it proceeds to step 2255, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(E), and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(F). Thereafter, the CPU proceeds to step 2260. On the other hand, if the CPU determines "No" in step 2250, it proceeds directly to step 2260.

[0284] When the CPU proceeds to step 2260, it determines whether the current time is the sixth phase. If the CPU determines "Yes" in step 2260, it proceeds to step 2265, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(F), and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(E). Thereafter, the CPU proceeds to step 2270. On the other hand, if the CPU determines "No" in step 2260, it proceeds directly to step 2270.

[0285] When the CPU proceeds to step 2270, it controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2215, step 2225, step 2235, step 2245, step 2255, or step 2265. Next, the CPU proceeds to step 2295, and temporarily ends the processing of this routine.

[0286] If the CPU determines "No" in step 2205, the CPU proceeds directly to step 2295 and temporarily ends the processing of this routine.

[0287] Furthermore, the CPU executes the routine shown in Fig. 23 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 2300 of the routine shown in Fig. 23, and proceeds to step 2305, where it determines whether the value of the second phase flag X2 is "1".

[0288] If the CPU determines "Yes" in step 2305, it proceeds to step 2310 and determines whether the current time is the second phase. If the CPU determines "Yes" in step 2310, it proceeds to step 2315 and sets the target steering reaction force RFtgt using the map shown in FIG. 2(D) if the host vehicle 100 is changing lanes to the right adjacent parallel lane, and sets the target steering reaction force RFtgt using the map shown in FIG. 2(C) if the host vehicle 100 is changing lanes to the left adjacent parallel lane. Thereafter, the CPU proceeds to step 2320. On the other hand, if the CPU determines "No" in step 2310, it proceeds to step 2320 directly.

[0289] When the CPU proceeds to step 2320, it determines whether the current time is the third phase. If the CPU determines "Yes" in step 2320, it proceeds to step 2325, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 4A, and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 4B. Thereafter, the CPU proceeds to step 2330. On the other hand, if the CPU determines "No" in step 2320, it proceeds directly to step 2330.

[0290] When the CPU proceeds to step 2330, it determines whether the current time is the fourth phase. If the CPU determines "Yes" at step 2330, it proceeds to step 2335, and sets the target steering reaction force RFtgt using the map shown in FIG. 4(C), whether the host vehicle 100 is changing lanes to the right adjacent parallel lane or the left adjacent parallel lane. Thereafter, the CPU proceeds to step 2340. On the other hand, if the CPU determines "No" at step 2330, it proceeds directly to step 2340.

[0291] When the CPU proceeds to step 2340, it determines whether the current time is the fifth phase. If the CPU determines "Yes" at step 2340, it proceeds to step 2345, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(E), and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(F). Thereafter, the CPU proceeds to step 2350. On the other hand, if the CPU determines "No" at step 2340, it proceeds directly to step 2350.

[0292] When the CPU proceeds to step 2350, it determines whether the current time is the sixth phase. If the CPU determines "Yes" at step 2350, it proceeds to step 2355, where it sets the target steering reaction force RFtgt using the map shown in FIG. 3(F) if the host vehicle 100 is changing lanes to the right adjacent parallel lane, and sets the target steering reaction force RFtgt using the map shown in FIG. 3(E) if the host vehicle 100 is changing lanes to the left adjacent parallel lane. The CPU then proceeds to step 2360. On the other hand, if the CPU determines "No" at step 2350, it proceeds directly to step 2360.

[0293] When the CPU proceeds to step 2360, it controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2315, step 2325, step 2335, step 2345, or step 2355. Next, the CPU proceeds to step 2395, and temporarily ends the processing of this routine.

[0294] If the CPU determines "No" in step 2305, the CPU proceeds directly to step 2395 and temporarily ends the processing of this routine.

[0295] Furthermore, the CPU executes the routine shown in Fig. 24 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 2400 of the routine shown in Fig. 24, and proceeds to step 2405, where it determines whether the value of the third phase flag X3 is "1".

[0296] If the CPU determines "Yes" in step 2405, it proceeds to step 2410 and determines whether the current time is the third phase. If the CPU determines "Yes" in step 2410, it proceeds to step 2415 and sets the target steering reaction force RFtgt using the map shown in FIG. 2(D) if the host vehicle 100 is changing lanes to the right adjacent parallel lane, and sets the target steering reaction force RFtgt using the map shown in FIG. 2(C) if the host vehicle 100 is changing lanes to the left adjacent parallel lane. Thereafter, the CPU proceeds to step 2420. On the other hand, if the CPU determines "No" in step 2410, it proceeds to step 2420 directly.

[0297] When the CPU proceeds to step 2420, it determines whether the current time is the fourth phase. If the CPU determines "Yes" in step 2420, it proceeds to step 2425, and sets the target steering reaction force RFtgt using the map shown in FIG. 4C, whether the host vehicle 100 is changing lanes to the right adjacent parallel lane or the left adjacent parallel lane. Thereafter, the CPU proceeds to step 2430. On the other hand, if the CPU determines "No" in step 2420, it proceeds directly to step 2430.

[0298] When the CPU proceeds to step 2430, it determines whether the current time is the fifth phase. If the CPU determines "Yes" in step 2430, it proceeds to step 2435, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(E), and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(F). Thereafter, the CPU proceeds to step 2440. On the other hand, if the CPU determines "No" in step 2430, it proceeds directly to step 2440.

[0299] When the CPU proceeds to step 2440, it determines whether the current time is the sixth phase. If the CPU determines "Yes" at step 2440, it proceeds to step 2445, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(F), and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(E). Thereafter, the CPU proceeds to step 2450. On the other hand, if the CPU determines "No" at step 2440, it proceeds directly to step 2450.

[0300] When the CPU proceeds to step 2450, it controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2415, step 2425, step 2435, or step 2445. Next, the CPU proceeds to step 2495, and temporarily ends the processing of this routine.

[0301] If the CPU determines "No" in step 2405, the CPU proceeds directly to step 2495 and temporarily ends the processing of this routine.

[0302] Furthermore, the CPU executes the routine shown in Fig. 25 at a predetermined calculation cycle. Therefore, at a predetermined timing, the CPU starts processing from step 2500 of the routine shown in Fig. 25, and proceeds to step 2505, where it determines whether the value of the fourth phase flag X4 is "1".

[0303] If the CPU determines "Yes" in step 2505, it proceeds to step 2510 and determines whether the current time is the fourth phase. If the CPU determines "Yes" in step 2510, it proceeds to step 2515 and sets the target steering reaction force RFtgt using the map shown in FIG. 4(C), whether the host vehicle 100 is changing lanes to the right adjacent parallel lane or the left adjacent parallel lane. Thereafter, the CPU proceeds to step 2520. On the other hand, if the CPU determines "No" in step 2510, it proceeds to step 2520 directly.

[0304] When the CPU proceeds to step 2520, it determines whether the current time is the fifth phase. If the CPU determines "Yes" in step 2520, it proceeds to step 2525, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(E), and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(F). Thereafter, the CPU proceeds to step 2530. On the other hand, if the CPU determines "No" in step 2520, it proceeds directly to step 2530.

[0305] When the CPU proceeds to step 2530, it determines whether the current time is the sixth phase. If the CPU determines "Yes" at step 2530, it proceeds to step 2535, and if the host vehicle 100 is changing lanes to the right adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(F), and if the host vehicle 100 is changing lanes to the left adjacent parallel lane, it sets the target steering reaction force RFtgt using the map shown in FIG. 3(E). Thereafter, the CPU proceeds to step 2540. On the other hand, if the CPU determines "No" at step 2530, it proceeds directly to step 2540.

[0306] When the CPU proceeds to step 2540, it controls the operation of the steering device 23 so as to output a steering reaction force equivalent to the target steering reaction force RFtgt set in step 2515, step 2525, or step 2535. Next, the CPU proceeds to step 2595, and temporarily ends the processing of this routine.

[0307] If the CPU determines "No" in step 2505, the CPU proceeds directly to step 2595 and temporarily ends the processing of this routine.

[0308] The specific operation of the vehicle control device 10 has been described above.

[0309] The present invention is not limited to the above-described embodiment, and various modifications can be made within the scope of the present invention. [Explanation of symbols]

[0310] 10...vehicle control device, 20...traveling device, 23...steering device, 35...steering wheel, 43...active steering reaction force support switch, 70...surrounding information detection device, 80...road information detection device, 90...ECU, 100...host vehicle, 200...restricted entry area< / ecu>

Claims

1. a reaction force device that applies a steering reaction force to a steering operation of the vehicle performed by a driver, and a control device that executes steering reaction force control to control a value of the steering reaction force, The control device is configured to, during execution of the steering reaction force control, when the host vehicle is not changing lanes, apply a reaction force of a reference value as the steering reaction force to the steering operation, and when the host vehicle is changing lanes, set the steering reaction force applied to the steering operation in a direction to change lanes of the host vehicle to a reaction force of a value smaller than the reaction force of the reference value. A vehicle control device, The control device is configured, when the steering reaction force control is executed, to prevent the steering reaction force applied to the steering operation in the direction to move the vehicle toward the parallel lane from being smaller than the reference value if an approach condition for an entry restricted area is satisfied, which condition indicates that an entry restricted area in which the entry of the vehicle is restricted exists in the parallel lane ahead of the vehicle, for a parallel lane adjacent to the lane in which the vehicle is traveling. In the vehicle control device, The control device is configured, during execution of the steering reaction force control, to set the steering reaction force applied in response to the steering operation in a direction that causes the host vehicle to change lanes to a reaction force with a value greater than the reference value when the entry-restricted area approach condition is met for the parallel running lane on which the host vehicle is to change lanes at the time when the host vehicle starts to change lanes, or when the entry-restricted area approach condition is met for the parallel running lane after the host vehicle starts to change lanes and before the host vehicle starts to enter the parallel running lane, Vehicle control device.

2. A vehicle steering system comprising: a reaction force device that applies a steering reaction force to a steering operation of a vehicle performed by a driver; and a control device that executes steering reaction force control to control the value of the steering reaction force, The control device is configured to, during execution of the steering reaction force control, when the host vehicle is not changing lanes, apply a reaction force of a reference value as the steering reaction force to the steering operation, and when the host vehicle is changing lanes, set the steering reaction force applied to the steering operation in a direction to change lanes of the host vehicle to a reaction force of a value smaller than the reaction force of the reference value. A vehicle control device, The control device is configured, when the steering reaction force control is executed, to prevent the steering reaction force applied to the steering operation in the direction to move the vehicle toward the parallel lane from being smaller than the reference value if an approach condition for an entry restricted area is satisfied, which condition indicates that an entry restricted area in which the entry of the vehicle is restricted exists in the parallel lane ahead of the vehicle, for a parallel lane adjacent to the lane in which the vehicle is traveling. In the vehicle control device, The control device is configured, when the steering reaction force control is executed, to set the steering reaction force applied in response to the steering operation in a direction that causes the host vehicle to change lanes to a reaction force with a value smaller than the reference value if the entry restricted area approach condition for the parallel running lane is met after the host vehicle has started to change lanes and begun to enter the parallel running lane until the host vehicle has completed entering the parallel running lane, and to set the steering reaction force applied in response to the steering operation in a direction opposite to the direction that causes the host vehicle to change lanes to a reaction force with a value smaller than the reference value. Vehicle control device.

3. A vehicle steering system comprising: a reaction force device that applies a steering reaction force to a steering operation of a vehicle performed by a driver; and a control device that executes steering reaction force control to control the value of the steering reaction force, The control device is configured to, during execution of the steering reaction force control, when the host vehicle is not changing lanes, apply a reaction force of a reference value as the steering reaction force to the steering operation, and when the host vehicle is changing lanes, set the steering reaction force applied to the steering operation in a direction to change lanes of the host vehicle to a reaction force of a value smaller than the reaction force of the reference value. A vehicle control device, The control device is configured, when the steering reaction force control is executed, to prevent the steering reaction force applied to the steering operation in the direction to move the vehicle toward the parallel lane from being smaller than the reference value if an approach condition for an entry restricted area is satisfied, which condition indicates that an entry restricted area in which the entry of the vehicle is restricted exists in the parallel lane ahead of the vehicle, for a parallel lane adjacent to the lane in which the vehicle is traveling. In the vehicle control device, The control device is configured, during execution of the steering reaction force control, to increase a rate of increase of the steering reaction force, with respect to the amount of steering operation, in response to the steering operation in the direction opposite to the direction of lane change of the host vehicle, relative to the amount of steering operation, greater than the rate of increase until entry of the host vehicle into the original lane is completed after the host vehicle has started to change lanes. Vehicle control device.

4. A vehicle control device according to any one of claims 1 to 3, The control device is configured to, when the steering reaction force control is executed, set the steering reaction force applied to the steering operation in a direction to move the host vehicle toward the parallel running lane to a reaction force with a value greater than the reference value when the entry restricted area approach condition is satisfied for the parallel running lane. Vehicle control device.

5. A vehicle control device according to any one of claims 1 to 3, When the control device is executing the steering reaction force control, if the entry restricted area approach condition that was once satisfied for the parallel lane on the side where the host vehicle is to change lanes is no longer satisfied when the host vehicle is to change lanes, the control device is configured to set the steering reaction force applied to the steering operation in the direction to change lanes to a reaction force with a value smaller than the reference reaction force value. Vehicle control device.

Images