JP5510172B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls the behavior of a vehicle.

  Conventionally, as described in Patent Document 1 below, for example, when there is a possibility that the host vehicle departs from the traveling lane (when a lane departure tendency occurs), yaw in the direction of preventing the vehicle from deviating from the lane. 2. Description of the Related Art A vehicle control device that performs lane departure prevention control that prevents a lane departure of a host vehicle by generating a moment is known. In this vehicle control device, after starting the lane departure prevention control, the lane departure prevention control is terminated (stopped) when a predetermined condition is satisfied, for example, when the driver steers the steering wheel.

JP 2007-261442 A

  However, as described above, when the lane departure prevention control is terminated (stopped) because the steering is steered by the driver, the lane departure tendency is sufficiently increased depending on the vehicle state at the time when the lane departure prevention control is terminated. May not be reduced. For this reason, the yaw moment generated in the host vehicle is sufficiently increased, and when the possibility of the host vehicle deviating from the driving lane occurs (when the lane departure tendency occurs), the lane departure tendency is reduced in a short time. However, in this case, the change in the vehicle behavior per hour becomes too large, which may cause the driver to feel uncomfortable.

  Therefore, the present invention has been proposed in view of the above-described circumstances, and it is an object of the present invention to appropriately perform vehicle control without giving a driver a sense of incongruity even when lane departure prevention control is completed. To do.

  The present invention relates to a lane departure judging means for judging whether or not there is a lane departure tendency that is a possibility that the own vehicle departs from the traveling lane, and when the own vehicle is judged to have a lane departure tendency, There is a lane departure prevention control means that gives the vehicle a lane departure prevention yaw moment that is a yaw moment in a direction that avoids departure from the vehicle, and there is a tendency to deviate from the road that the vehicle may deviate from the road Off-road departure judging means for judging whether or not, and when it is judged that there is a tendency to go outside the road, prevention of out-of-road departure which is a yaw moment in a direction to avoid the vehicle deviating from the outside of the road Road departure prevention control means for applying a yaw moment to the host vehicle, and the lane departure prevention control means is driven by the driver of the host vehicle when a predetermined time has elapsed since the start of the application of the lane departure prevention yaw moment. The application of the lane departure prevention yaw moment is terminated when there is an input of a work or when the yaw angle of the host vehicle is equal to or less than a predetermined value. As the time from the time when the application of the prevention yaw moment ends to the time when it is determined that there is a tendency to deviate from the road, the out-of-road departure prevention yaw moment is reduced.

  According to the present invention, the longer the time from the time when the application of the lane departure prevention yaw moment is finished to the time when it is determined that there is a tendency to deviate from the road, the smaller the road departure prevention yaw moment, the smaller the lane departure prevention yaw moment. Even when the control is finished, an appropriate off-road departure prevention yaw moment can be set to suppress the departure of the vehicle from the traveling road.

It is a block diagram which shows the structure of the vehicle control apparatus to which this invention is applied. It is a block diagram which shows the functional structure of the controller in the vehicle control apparatus to which this invention is applied. It is explanatory drawing about the behavior of a vehicle when the vehicle control apparatus to which this invention is applied operate | moves. It is a flowchart which shows the whole operation | movement by the vehicle control apparatus to which this invention is applied. It is a timing chart which shows a mode that the vehicle control apparatus to which this invention is applied detects that the own vehicle stepped on the rumble strip. It is a timing chart explaining the warning flag issued in the vehicle control device to which the present invention is applied. It is a timing chart which raises the seatbelt operation flag in the vehicle control device to which the present invention is applied. It is a timing chart which raises the accelerator pedal operation determination flag in the vehicle control device to which the present invention is applied. It is a timing chart which raises the engine torque operation flag in the vehicle control device to which the present invention is applied. It is a timing chart which raises the yaw moment operation flag in the vehicle control device to which the present invention is applied. It is a timing chart which raises the deceleration control operation flag in the vehicle control device to which the present invention is applied. It is a timing chart of the amount of seatbelt winding with respect to the seatbelt operation flag in the vehicle control device to which the present invention is applied. It is a timing chart of the accelerator pedal reaction force with respect to the accelerator pedal operation determination flag in the vehicle control device to which the present invention is applied. It is a timing chart of the engine torque control amount with respect to the engine torque operation flag in the vehicle control device to which the present invention is applied. It is a timing chart of the yaw moment control amount with respect to the yaw moment operation flag in the vehicle control device to which the present invention is applied. It is a timing chart of the deceleration command value with respect to the deceleration control operation flag in the vehicle control device to which the present invention is applied. 5 is a timing chart showing a relationship between a lane departure determination flag and a rumble strip detection flag, a lane departure prevention yaw moment Ms, and a road departure prevention yaw moment Mr in the vehicle control device to which the present invention is applied. In the vehicle control apparatus to which this invention is applied, it is a figure which shows the relationship between road departure control target value gain and the time from the end time of lane departure control to the time judged to have a road departure tendency. In the vehicle control device to which the present invention is applied, (a) shows the behavior of the vehicle when the out-of-road departure prevention yaw moment is not corrected, and (b) shows the behavior of the vehicle when the out-of-road departure prevention yaw moment is corrected. It is. 4 is a timing chart showing a relationship between a lane departure determination flag, a driver override flag, a rumble strip detection flag, a lane departure prevention yaw moment and an out-of-road departure prevention yaw moment in the vehicle control apparatus to which the present invention is applied. In the vehicle control device to which the present invention is applied, it is a diagram showing a relationship among an override determination factor, an operation amount, and a road departure control target value gain. 5 is a timing chart showing a relationship between a lane departure determination flag, a vehicle attitude determination flag, a rumble strip detection flag, a lane departure prevention yaw moment and an out-of-road departure prevention yaw moment in the vehicle control device to which the present invention is applied. 5 is a timing chart showing a relationship between a lane departure determination flag, an operation time elapsed flag, a rumble strip detection flag, a lane departure prevention yaw moment and an out-of-road departure prevention yaw moment in the vehicle control device to which the present invention is applied. 5 is a timing chart showing a relationship between a lane departure determination flag, a rumble strip detection flag, a lane departure prevention yaw moment, and a road departure prevention yaw moment in the vehicle control device to which the present invention is applied. 4 is a timing chart showing a relationship between acceleration, a rectangular wave signal, and a rumble strip detection flag in the vehicle control device to which the present invention is applied.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

"Overall configuration of vehicle control device"
A vehicle control device shown as an embodiment of the present invention is configured as shown in FIG. 1, for example. When the vehicle control device detects that the host vehicle may deviate from the driving lane (the vehicle tends to deviate from the lane), the behavior of the host vehicle is reduced so as to reduce the possibility of deviation from the driving lane. Lane departure prevention control for controlling the vehicle, and when it is detected that the vehicle may depart from the driving lane and deviate from the road (there is a tendency to deviate from the road) Off-road departure prevention control is performed to control the behavior of the host vehicle so as to reduce the possibility of outside departure). This vehicle control device controls the amount of yaw moment generated by the host vehicle in order to control the behavior of the host vehicle. In particular, when controlling the behavior of the host vehicle, the vehicle control device first applies a lane departure prevention yaw moment, and from the end of the application of the lane departure prevention yaw moment under a predetermined condition to the start of the off-road departure prevention yaw moment. The off-road departure prevention yaw moment generated in the host vehicle is controlled based on the above time.

  In the vehicle control device, a camera 2, a wheel speed sensor 3, a vehicle system 4, and an operation detection sensor 5 are connected to the controller 1.

  The camera 2 is an external environment recognition sensor for imaging a lane division line of a traveling lane (own lane) in which the host vehicle is traveling. The camera 2 is provided in front of the host vehicle, for example, and has an imaging range in which a lane marking line several meters ahead of the host vehicle can be captured. The camera 2 outputs the front camera image to the controller 1.

  The controller 1 detects a lane marking from the front camera image captured by the camera 2, and based on the detected lane marking, the yaw angle Φ, the lateral displacement X of the host vehicle in the travel lane, the curvature β of the travel lane The lane type L_class is detected. The lateral displacement X represents the distance from the lane center to the host vehicle in the lane width direction, the yaw angle Φ represents the angle formed by the lane extending direction and the host vehicle traveling direction, and the lane type L_class is a lane marking. Is a lane line at the end of the road (solid lane line) or a lane line within the road (dashed lane line). A technique for detecting the yaw angle Φ, the lateral displacement X, the curvature β, and the lane type L_class based on the lane markings detected from the camera image captured by the camera 2 is a known technique and will not be described in detail. For example, the captured image is converted into a bird's-eye view image, the yaw angle Φ is determined from the angle of the lane marking on the overhead image with respect to the vertical direction of the image, and the lateral displacement X is determined from the horizontal position of the lane marking on the bird's-eye view. The curvature β of the own lane can be detected from the curvature of the lane marking on the image, and the type L_class of the lane marking can be detected from the shape of the lane marking on the overhead image.

  The wheel speed sensor 3 measures the wheel speed of the own vehicle. The wheel speed sensor 3 is provided for each of the four wheels of the host vehicle. The wheel speed sensor 3 outputs a wheel speed signal to the controller 1. Thereby, the controller 1 can detect a wheel speed for each wheel of the host vehicle.

  The vehicle system 4 includes a brake control device 41, an engine control device 42, an accelerator pedal control device 43, and a seat belt control device 44. Each of the control devices 41 to 44 in the vehicle system 4 performs control for preventing a departure from the lane of the host vehicle and control for preventing a departure from the traveling road in accordance with a control signal from the controller 1.

  The operation detection sensor 5 is a steering sensor that detects the steering angle of the steering wheel, an accelerator pedal sensor that detects an operation amount of the accelerator pedal (accelerator opening), and a brake pedal that detects an operation amount of the brake pedal (depression amount of the brake pedal). Includes sensors. The operation detection sensor 5 detects a steering angle, an accelerator pedal operation amount, and a brake pedal operation amount as a driving operation amount by the driver, and supplies a sensor signal indicating the driving operation amount to the controller 1.

  The controller 1 is actually composed of a ROM, a RAM, a CPU, and the like, but has a function that can be realized when the CPU performs processing according to a program stored in the ROM.

  Based on the lateral displacement X from the center of the lane, the controller 1 determines whether or not the host vehicle has a lane departure tendency that is likely to deviate from the driving lane (lane departure). When the controller 1 determines that there is a tendency to depart from the lane, the controller 1 gives the own vehicle a lane departure prevention yaw moment that is a yaw moment in a direction that prevents the own vehicle from deviating from the traveling lane.

  The controller 1 determines whether the yaw angle Φ of the host vehicle in the travel lane is predetermined when a predetermined time has elapsed since the start of the application of the lane departure prevention yaw moment, when the driver of the host vehicle inputs a driving operation, or In any case where the value is less than or equal to the value, the application of the lane departure prevention yaw moment is terminated.

  Further, the controller 1 determines whether or not there is a tendency to deviate from the road, which is a possibility that the own vehicle deviates from the traveling lane (lane deviation) and the own vehicle deviates from the road (departure from the road). When it is determined that there is a tendency to deviate from the road, the controller 1 gives an off-road departure prevention yaw moment that is a yaw moment in a direction to prevent the own vehicle from deviating from the road. In particular, the controller 1 corrects the out-of-road departure prevention yaw moment to be smaller as the time from the time at which the application of the out-of-lane departure prevention yaw moment ends to the time at which it is determined that there is a tendency to out-of-road departure is longer.

  The controller 1 determines whether or not there is a tendency to deviate from the road based on whether or not the wheels of the host vehicle are in contact with the vibration applying structure. This vibration imparting structure is usually called rumble strips. Rumble strips are irregularities formed by steps or depressions on the road surface provided on the outer side of the traveling road along the traveling road extending direction. Therefore, when the vehicle wheel rides on (contacts) the rumble strips, noise and / or vibration is generated in the host vehicle. Thereby, it is possible to alert the driver of the own vehicle when the own vehicle may deviate from the road. The controller 1 detects that the wheels of the host vehicle are in contact with the rumble strips (vibration applying structure) (the tire of the host vehicle steps on the rumble strips). Accordingly, the vehicle control device detects that the host vehicle may deviate from the road (there is a tendency to deviate from the road), and performs an operation of preventing the vehicle from deviating from the road.

  The controller 1 determines whether or not it has contacted the rumble strips for each wheel of the host vehicle. When the controller 1 determines that any of the four wheels of the host vehicle has contacted the rumble strips, the controller 1 determines that the host vehicle may deviate from the road (there is a tendency to deviate from the road). To do. The controller 1 is a road that is a control command value for returning the host vehicle into the traveling road or a control command value for reducing the speed of departure from the road in accordance with the wheel detected as being in contact with the rumble strips. The outside deviation prevention yaw moment is calculated and output to the vehicle system 4.

Here, in this embodiment, the lane departure refers to a departure from the lane (the own lane or the traveling lane) in which the host vehicle is traveling (for example, an oncoming lane, an adjacent lane, or a departure from a shoulder). Deviation from the travel path for the vehicle to travel (for example, deviation from the travel path to the shoulder). The out-of-road departure refers to a departure from a road including a traveling road and a shoulder (see FIG. 3).

  Hereinafter, a more detailed configuration and operation of the controller 1 will be described.

"Functional configuration of controller 1"
Next, a functional configuration of the controller 1 in the vehicle control device described above will be described with reference to FIG.

  The controller 1 includes a line type determination unit 11, a road departure determination unit 12, a control operation determination unit 13, a lane departure determination unit 14, a yaw moment command value calculation unit 15, a lane departure prevention control end determination unit 16, a yaw moment command value. A correction unit 17 is included. Further, the controller 1 includes a seat belt operation command value calculation unit 18, an engine torque command value calculation unit 19, a brake fluid pressure command value calculation unit 20, a yaw moment command value calculation unit 21, and an accelerator pedal counter connected to the vehicle system 4. A force command value calculation unit 22 is included.

  The line type determination unit 11 detects the left and right lane markings of the traveling lane in which the host vehicle is traveling from the front camera image supplied from the camera 2 and determines the shape of the detected lane marking. Specifically, for example, a lane line is detected by binarizing the image, and the lane line is a solid line if the distance that the detected lane line continues is a predetermined distance or more (for example, 10 m or more). Yes, it is determined that it is a lane line at the end of the road, and if the distance that the lane line continues is less than a predetermined distance (for example, less than 10 m), the lane line is a broken line, and the lane line at the end of the road It is determined that it is not a line, and the determination result (whether the left and right lane markings are lane markings at the end of the road) is supplied as the lane type L_class to the lane departure determination unit 14 and the out-of-road departure determination unit 12. To do.

To do. In the present embodiment, the lane type L_class is two types, ie, a solid lane line and a broken lane line, but is not limited thereto. For example, the lane type L_class is defined as a solid lane line, a broken lane line, and a double lane line, and if it is a solid or double lane line, it is determined as a lane line at the end of the road, If it is a broken lane line, it may be determined that it is not a lane line at the end of the road. In addition, the shape of the lane marking at the end of the road and the shape of the lane marking in the road are stored corresponding to the map information of the navigation, and the stored information is compared with the shape of the captured lane marking. Then, it may be determined whether the lane marking is at the end of the traveling road. That is, the line type determination unit 11 determines whether the left and right lane markings of the lane in which the host vehicle is traveling are lane markings at the end of the traveling road, and the determination result is the lane type L_class. As long as it can be supplied to the lane departure determination unit 14 and the road departure determination unit 12.

The lane departure determination unit 14 detects a lane marking from the front camera image captured by the camera 2, and based on the detected lane marking, the yaw angle Φ, the lateral displacement X of the host vehicle in the traveling lane, the traveling lane Is detected, and a lane departure judgment is made as to whether or not the vehicle is likely to deviate from the traveling lane (lane departure tendency). The lane departure determination unit 14 sets a lane departure determination flag when it is determined that the host vehicle has a lane departure tendency that deviates from the traveling lane. The determination of the presence or absence of this lane departure tendency is based on the host vehicle speed V, the yaw angle Φ of the host vehicle in the traveling lane, the lateral displacement X from the center of the lane, and the curvature β of the traveling lane. As the yaw angle Φ of the host vehicle in the traveling lane increases, the lateral displacement X from the center of the lane is closer to the traveling lane, and the curvature β of the traveling lane is higher, the deviation estimation amount increases (details will be described later). When the calculated departure estimated amount exceeds a predetermined value (a preset threshold value), the lane departure determination flag is set to the road departure determination unit 12, the control operation determination unit 13, the yaw moment command value. The calculation unit 15, the lane departure prevention control end determination unit 16, and the yaw moment command value correction unit 17 are supplied and set. This lane departure determination flag is generated for each right departure and left departure depending on the departure direction of whether the host vehicle is deviating left or right with respect to the traveling lane. If the estimated departure amount is equal to or less than a predetermined value (a preset threshold value) with the lane departure determination flag set, the setting of the lane departure determination flag is cancelled.

 The out-of-road departure determination unit 12 may cause the host vehicle to deviate from the travel path based on the lane departure determination flag supplied from the lane departure determination unit 14 and the lane type L_class supplied from the line type determination unit 11. Judge whether or not there is. Specifically, the out-of-road departure determination unit 12 sets the lane departure determination flag, and the line type of the lane division line in the departure direction determined based on the lane departure determination flag is a solid line (lane division line at the end of the road) Is determined based on the lane type L_class, and when the lane division line in the departure direction is a solid line, it is determined that there is a possibility of departure from the traveling road, and a traveling road departure determination flag is set. When it is determined that the wheel is in contact with the rumble strips based on the wheel speed signal supplied from the wheel speed sensor 3, the rumble strip detection flag is set. When the traveling road departure determination flag and the rumble strip detection flag are set, it is determined that the host vehicle may deviate from the road (the road tends to deviate), and the road departure flag is controlled. Supply to the determination unit 13 and set. Here, the determination contents for determining that the wheel is in contact with the rumble strips based on the wheel speed signal supplied from the wheel speed sensor 3 will be described.

   The out-of-road departure determination unit 12 calculates the vibration of the host vehicle based on the wheel speed signal. At this time, the out-of-road departure determination unit 12 calculates the wheel acceleration of each wheel by differentiating the wheel speed of each wheel, for example, based on the wheel speed of each wheel. The out-of-road departure determination unit 12 generates a rectangular wave signal for each wheel based on the wheel acceleration of each wheel. The out-of-road departure determination unit 12 determines that the wheel is in contact with the rumble strips when the frequency of the rectangular wave signal of a certain wheel is equal to or higher than a predetermined frequency threshold. Here, generation of the rectangular wave signal and determination of whether or not the wheel is in contact with the rumble strips will be described in detail with reference to FIG.

  FIG. 25 shows the acceleration of the wheel, the rectangular wave signal generated based on the acceleration, and the rumble strip detection flag that is set when it is determined that the wheel is in contact with the rumble strip. As shown in FIG. 25, first, the absolute value of the wheel acceleration is compared with a predetermined amplitude threshold A, and if the absolute value of the wheel acceleration is greater than or equal to the predetermined amplitude threshold A, 1 wheel A rectangular wave signal is generated by generating a signal that becomes 0 when the absolute value of the acceleration is less than a predetermined amplitude threshold A. When the frequency of the rectangular wave signal is equal to or higher than a predetermined frequency, specifically, the rising of the rectangular wave signal is predetermined a predetermined number of times during a predetermined time Ta (for example, 30 msec). When N (for example, three times) or more is detected, it is determined that the wheel has touched the rumble strips, and the rumble strip detection flag is set. That is, it is determined that the wheel has contacted the rumble strips when the vibration having the amplitude equal to or greater than the predetermined amplitude threshold among the vibrations generated in the wheel is equal to or higher than the predetermined frequency. The determination of whether or not this wheel has contacted the rumble strips is made for each wheel, and if it is determined that any wheel has contacted the rumble strips, A rumble strip detection flag including information indicating the position (left front wheel, right front wheel, left rear wheel, right rear wheel) is set.

The amplitude threshold A is not more than the acceleration of the wheel generated when the wheel comes into contact with the rumble strips, obtained in advance through experiments or the like, and is applied to the wheel by fine unevenness of the road surface (for example, unevenness of the asphalt surface). A value greater than the generated acceleration is set. Similarly, the predetermined number of times N is a value equal to or less than the number of vibrations of the wheel acceleration generated during a predetermined time Ta when the wheel is in contact with the rumble strips, obtained in advance through experiments or the like, and the road surface. A value equal to or greater than the number of vibrations of the wheel acceleration generated by the undulation or the like is set. The predetermined time Ta may be variable according to the vehicle speed, such as being set to increase as the vehicle speed increases.

 As described above, the traveling road departure determination flag is set (that is, the tendency to depart from the traveling road is detected), and the rumble strip detection flag is set (that is, it is determined that the wheel is in contact with the rumble strips). ), It is determined that an out-of-road departure tendency has occurred, and an out-of-road departure flag is supplied to the control operation determination unit 13 and the yaw moment command value correction unit 17 and set.

   The vehicle control device is provided with an upper and lower G sensor on each wheel to determine contact between each wheel and the rumble strips, and each wheel and the rumble strips are determined based on the upper and lower G detected by the upper and lower G sensors. You may judge contact. In this case, the controller 1 generates a rectangular wave signal in the same manner as described above based on the vertical acceleration detected by the vertical G sensor, and each wheel comes into contact with the rumble strips based on the generated rectangular wave signal. Determine whether or not. That is, since the rumble strips are formed by steps or depressions provided at predetermined predetermined distances, vibrations are generated in the acceleration of the wheels when the wheels are in contact with the rumble strips. Vibration occurs in the upper and lower G of the wheel. Therefore, it can be determined that the wheel of the host vehicle is in contact with the rumble strips based on the vibration of the wheel acceleration or the vibration of the upper and lower wheels G.

  The yaw moment command value calculation unit 15 is configured to prevent the vehicle from deviating from the driving lane (lane departure control) when the lane departure determination flag supplied from the lane departure determination unit 14 is set. (Command value: lane departure prevention yaw moment) is calculated. Further, the yaw moment command value calculation unit 15 provides a yaw moment command value (road departure control command value: road departure prevention yaw for preventing the vehicle from deviating from the road when the vehicle deviates from the traveling road. (Moment) is also calculated. The yaw moment command value calculation unit 15 supplies the calculated lane departure prevention yaw moment and road departure prevention yaw moment to the lane departure prevention control end determination unit 16 and the yaw moment command value correction unit 17. A method for calculating the lane departure control command value and the road departure control command value will be described later.

  The lane departure prevention control end determination unit 16 includes the lane departure determination flag supplied from the lane departure determination unit 14, the yaw angle Φ of the host vehicle in the traveling lane detected from the image captured by the camera 2, and the operation detection sensor 5. The end of the lane departure prevention control is determined based on the driving operation amount supplied from the vehicle. The lane departure prevention control end determination unit 16 has passed a predetermined time (for example, 20 sec) from the time when the lane departure determination flag is supplied from the lane departure determination unit 14 (the lane departure determination flag is set). Next, it is determined that the lane departure prevention control is finished. In addition, the lane departure prevention control end determination unit 16 is operated by the driver of the host vehicle within a predetermined time (for example, 20 sec) from the time when the lane departure determination flag is supplied (the lane departure determination flag is set). When there is an input of a driving operation, it is determined that the lane departure prevention control is finished. That is, as a driving operation by the driver, at least one of the change amount of the steering angle, the change amount of the accelerator pedal operation amount, and the change amount of the brake pedal operation amount from the time when the lane departure determination flag is set is a predetermined change. If it is greater than or equal to the amount, it is determined that there has been an input of a driving operation by the driver of the host vehicle, and the end of the lane departure prevention control is determined. When at least one of the change amount of the steering angle per unit time, the change amount of the accelerator pedal operation amount, and the change amount of the brake pedal operation amount is equal to or greater than a predetermined change amount (that is, the steering angular velocity, the accelerator pedal) When the pedal operation speed and the brake pedal operation speed are equal to or higher than a predetermined value), it may be determined that the driver of the host vehicle has input the driving operation. In the following, the amount of change in the steering angle per unit time, the amount of change in the operation amount of the accelerator pedal, the amount of change in the operation amount of the brake pedal (or the steering angular velocity, the operation speed of the accelerator pedal, the operation speed of the brake pedal) is large. This is also collectively referred to as a driving operation amount. Further, the lane departure prevention control end determination unit 16 performs the lane departure prevention control when the lane departure determination flag is set and the yaw angle Φ of the host vehicle in the traveling lane is less than a predetermined value. Determine the end. When it is determined that the lane departure prevention control has ended, the lane departure prevention control end determination unit 16 outputs and sets an end flag, which is a flag indicating the control end, to the yaw moment command value correction unit.

  The yaw moment command value correction unit 17 is based on the lane departure determination flag from the lane departure determination unit 14, the out-of-road departure flag from the out-of-road departure determination unit 12, and the control end flag from the lane departure prevention control end determination unit 16. The lane departure prevention yaw moment and the road departure prevention yaw moment calculated by the yaw moment command value calculation unit are output to the control operation determination unit 13.

The yaw moment command value correction unit 17 corrects the out-of-road departure prevention yaw moment calculated by the yaw moment command value calculation unit 15 when the out-of-road departure flag is set and the control end flag is set. And output. At this time, the yaw moment command value correction unit 17 is the time from the time when the control end flag is input from the lane departure prevention control end determination unit 16 to the time when the road departure flag is input from the road departure determination unit 12. The longer the is, the smaller the out-of-road departure prevention yaw moment calculated by the yaw moment command value calculation unit is corrected, and the corrected out-of-road departure prevention yaw moment is output to the control operation determination unit. Further, the yaw moment command value correction unit 17 sets the road departure flag after the road departure determination flag is set when the road departure flag is set while the road departure determination flag is set. The out-of-road departure prevention yaw moment is corrected and output based on the elapsed time until. Further, the yaw moment command value correction unit 17 inputs the driving operation amount from the operation detection sensor 5 and determines whether or not the driving operation amount is equal to or greater than a predetermined value, similar to the lane departure control end determination unit 16. When the driving operation amount is equal to or greater than a predetermined value and the control end flag is input, the out-of-road departure prevention yaw moment is corrected to be smaller as the input degree of the driving operation is larger.

   The control operation determination unit 13 is based on the road departure flag supplied from the road departure determination unit 12, the lane departure determination flag supplied from the lane departure determination unit 14, the lane departure prevention yaw moment, and the road departure prevention yaw moment. Thus, the vehicle system 4 is controlled. The control operation determination unit 13 outputs control signals for controlling each unit of the vehicle system 4 to a seat belt operation command value calculation unit 18, an engine torque command value calculation unit 19, a brake fluid pressure command value calculation unit 20, and a yaw moment control unit 21. The accelerator pedal reaction force command value calculation unit 22 is supplied. Based on the lane departure prevention yaw moment or the road departure prevention yaw moment supplied from the yaw moment command value correction unit 17, the control operation determination unit 13 generates a control signal so as to apply the yaw moment to the host vehicle and will be described later. Output to the yaw moment control unit 21. Specifically, when the out-of-road departure flag is set (regardless of the set state of the lane departure determination flag), a control signal based on the out-of-road departure prevention yaw moment is generated and the yaw moment control unit 21 described later is generated. When the out-of-road departure flag is not set and the lane departure determination flag is set, a control signal based on the lane departure prevention yaw moment is generated to generate a yaw moment control unit 21 described later. Output to. If the control end flag is input while the lane departure determination flag is set, the generation of the control signal based on the lane departure prevention yaw moment is stopped. Further, a seat belt operation command value calculation unit 18, an engine torque command value calculation unit 19, a brake fluid pressure command value calculation unit 20, a yaw moment control unit 21, and an accelerator pedal reaction force command value, which will be described later, based on the out-of-road departure flag. An operation command is output to the unit 22.

  The seat belt operation command value calculation unit 18 calculates a seat belt operation command value based on the operation command supplied from the control operation determination unit 13 and supplies the command value to the seat belt control device 44.

  The engine torque command value calculation unit 19 calculates an engine torque command value based on the operation command supplied from the control operation determination unit 13 and supplies the command value to the engine control device 42.

  The brake fluid pressure command value calculation unit 20 calculates a brake fluid pressure command value based on the operation command supplied from the control operation determination unit 13 and supplies the command value to the brake control device 41.

  The yaw moment control unit 21 calculates a hydraulic pressure difference command value as a difference in brake hydraulic pressure between the left and right wheels based on the lane departure prevention yaw moment or the road departure prevention yaw moment supplied from the control operation determination unit 13. The command value is supplied to the brake control device 41.

  When an operation command is supplied from the control operation determination unit 13, the accelerator pedal reaction force command value calculation unit 22 calculates an accelerator pedal reaction force command value and supplies the command value to the accelerator pedal control device 43.

"Overall operation of vehicle control system"
Next, the overall operation for preventing out-of-road departure by the vehicle control apparatus configured as described above will be described.

  For example, as shown in FIG. 3, the host vehicle is traveling from a position P1, crosses the solid traveling lane L1 as shown in (A), and the right front wheel R is rumble stripped at position P2 as shown in (B). Next, the operation for the scene in which the left front wheel L steps on the rumble strips RS and travels to the position P4 at the position P3 as shown in (C) will be described.

  The vehicle control device continuously performs the operation as shown in FIG. 4 at regular intervals during traveling of the host vehicle.

  First, in step S1, the controller 1 reads various data such as a front camera image of the camera 2 and a detection value (wheel speed Vwi (i = 1 to 4) of each wheel) of the wheel speed sensor 3. Specifically, the line type determination unit 11 of the controller 1 uses the front camera image of the camera 2, the lane departure determination unit 14 uses the front camera image of the camera 2, the detection value of the wheel speed sensor 3, and the lane departure control end determination unit 16. Reads the front camera images of the camera 2, respectively.

In the next step S2, the controller 1 detects the lane marking based on the vehicle speed V based on the detection value of the wheel speed sensor 3, the front camera image of the camera 2, and the lateral displacement X, the yaw angle Φ, and the travel lane. The vehicle traveling state such as the curvature β and the lane type L_class is detected and calculated. Specifically, the lane departure determination unit 14 automatically determines the lane type L_class, which is the determination result of whether or not each of the left and right lane markings is a lane marking at the end of the road. The lane departure control end determination unit 16 detects and calculates the vehicle speed V, the lateral displacement X, the yaw angle Φ, and the curvature β of the travel lane, respectively. In the present embodiment, the lane departure determination unit 14 of the controller 1 calculates the host vehicle speed V as an average value of the wheel speeds Vw ₁ and Vw ₂ of the front wheels during normal traveling, for example, in the case of a rear wheel drive vehicle. Specifically, the controller 1 calculates the host vehicle speed V by the following formula 1.

V = (Vw ₁ + Vw ₂ ) / 2 (Formula 1)
When a system using vehicle speed such as ABS control is operating, the own vehicle speed (estimated vehicle speed) used in such a system may be used.

  In the next step S3, the lane departure judgment unit 14 makes a lane departure judgment. At this time, the lane departure determination unit 14 performs lane departure determination based on the lateral displacement X, yaw angle Φ, curvature lane curvature β, and own vehicle speed V based on the front camera image detected in step S2. This lane departure determination will be specifically described. First, the lane departure determination unit 14 calculates an estimated departure amount. In the present embodiment, the estimated departure amount Xs is calculated according to the following equation 2 using the host vehicle speed V, lateral displacement X, yaw angle Φ, and curvature lane curvature β calculated in step S2. Note that the lateral displacement X, the yaw angle Φ, and the traveling lane curvature β based on the camera image are all positive in the left direction and negative in the right direction.

Xs = Tt × V × (Φ + Tt × V × β) + X (Formula 2)
Here, Tt is the vehicle head time for calculating the forward gaze distance. That is, as can be seen from the above (Equation 2), the deviation estimation amount Xs is the estimated value of the distance from the center of the lane in the lane width direction position of the host vehicle after the lapse of the vehicle head time from the present, that is, the lateral displacement after the vehicle head time has elapsed. Represents an estimate. Then, the lane departure determination unit 14 compares the calculated departure estimated amount Xs with a predetermined departure determination threshold value Xc (that is, a predetermined predetermined lateral displacement and a value smaller than half of the lane width). Then, when the absolute value of the departure estimation amount Xs is equal to or greater than the departure determination threshold value Xc, it is determined that the host vehicle tends to depart from the traveling lane (there is a lane departure tendency). In other words, this means that when the position in the lane width direction of the host vehicle after the lapse of the vehicle heading time is closer to the lane edge side than the position of the departure determination threshold value Xc from the lane center, it is determined that there is a lane departure tendency. This means that when the distance between the position in the lane width direction of the host vehicle and the lane edge (the lane marking at the lane edge) is equal to or less than a predetermined distance, it is determined that there is a lane departure tendency.

Specifically, the following scenes (1) to (3) are assumed.

(1) When the calculated departure estimated amount Xs is equal to or greater than the departure determination threshold Xc (Xs ≧ Xc), the controller 1 determines that the host vehicle has a tendency to deviate to the left side, and sets the lane departure determination flag Fld to “LEFT”. (Set lane departure determination flag).

(2) When the calculated departure estimated amount Xs is equal to or less than the negative value of the departure determination threshold value Xc (Xs ≦ −Xc), the controller 1 determines that the host vehicle tends to deviate to the right side, and the lane departure determination flag Set to Fld “RIGHT” (set lane departure judgment flag).

(3) If the situation does not correspond to the above scenes (1) and (2), the controller 1 determines that the host vehicle does not have a lane departure tendency and sets the lane departure determination flag Fld to “OFF” (lane departure determination flag Not set).

  In the next step S4, the road departure determination unit 12 of the controller 1 performs a travel road departure determination that is a determination of whether or not the host vehicle tends to deviate from the travel road (presence or absence of a travel road departure tendency). At this time, the road departure determination unit 12 determines the road departure based on the lane type L_class detected by the line type determination unit 11 in step S3 and the lane departure determination flag Fld set by the lane departure determination unit 14. I do. For example, if the lane departure determination flag Fld is “RIGHT” and the lane type L_class in the departure direction is a lane division line at the end of the road (eg, a solid line), the road departure determination unit 12 sets the value of the road departure flag Flg_road_depart. Is “1”. That is, the presence / absence of a lane departure tendency and the lane departure direction are determined based on the lane departure determination flag Fld, and when there is a lane departure tendency, the line type of the lane division line in the lane departure direction is determined based on the lane type L_class, If the line type of the lane division line in the lane departure direction is the lane division line (for example, a solid line) at the end of the lane, the value of the lane departure flag Flg_road_depart is set to “1” (the lane departure flag Flg_road_depart is set). On the other hand, in other cases, the value of the travel route departure flag Flg_road_depart is set to “0” (the travel route departure flag Flg_road_depart is not set).

  In the next step S5, the yaw moment command value calculation unit 15 calculates a lane departure prevention yaw moment Ms that is a target for preventing the vehicle from departing from the traveling lane according to the following equation. At this time, the yaw moment command value calculation unit 15 calculates the lane departure prevention yaw moment Ms separately for the following cases (1) and (2). The directions of the lane departure prevention yaw moment Ms and the out-of-road departure prevention yaw moment Mr described later are yaw moments in the direction in which the host vehicle is controlled in the lane center direction.

(1) When the lane departure determination flag Fld = LEFT or RIGHT, the control operation determination unit 13
Lane departure prevention yaw moment Ms = -Kv2 x Ks2 (Formula 3)
The lane departure prevention yaw moment Ms is calculated according to the following formula 3.

  (2) When the lane departure determination flag Fld = OFF, the control operation determination unit 13 sets the lane departure prevention yaw moment Ms to “0”.

  In Equation 3, Kv2 is a constant determined by vehicle specifications, and Ks2 is a gain that varies according to the vehicle speed V.

  Further, the yaw moment command value calculation unit 15 calculates an out-of-road departure prevention yaw moment Mr which is a target for preventing out-of-road departure of the host vehicle according to the following equation.

Road departure prevention yaw moment Mr = Kr2 x f (Φ, v) (Formula 4)
In the above equation 4, Kr2 is a correction gain described later. f (Φ, v) is a function of the yaw angle Φ of the host vehicle in the traveling lane and the host vehicle speed V. According to this f (Φ, v), as the yaw angle Φ of the host vehicle in the traveling lane increases, the out-of-road departure prevention yaw moment Mr increases. As the own-vehicle speed V increases, the out-of-road departure prevention yaw moment Mr increases. To do.

  In the next step S <b> 6, the road departure determination unit 12 detects whether or not each wheel of the host vehicle has contacted the rumble strips RS based on the wheel speed signal from the wheel speed sensor 3. When the road departure flag Flg_road_depart is set in step S4 and it is detected that the wheel of the host vehicle is in contact with the rumble strips RS, the road departure flag is set and the process proceeds to step S8. If the departure flag Flg_road_depart is not set, or if it is not detected that the wheel of the host vehicle is in contact with the rumble strips RS, the process proceeds to step S7.

  Here, detection of whether or not it touches the rumble strips is performed for each wheel. As shown in FIG. 5, when the rumble strips RS is detected on the right front wheel FR as shown in (1), the right front wheel detection flag fRS_HIT_FR is set to “1”, and the rumble strip is shown on the left front wheel FL as shown in (3). When the engine RS is detected, the left front wheel detection flag fRS_HIT_FL is set to “1”. When the rumble strip RS is detected with the right rear wheel RR as shown in (2), the right rear wheel detection flag fRS_HIT_RR is set to “1”. When the rumble strips RS is detected on the left rear wheel RL as in (4), the left rear wheel detection flag fRS_HIT_RL is set to “1”. The right front wheel detection flag fRS_HIT_FR, the left front wheel detection flag fRS_HIT_FL, the right rear wheel detection flag fRS_HIT_RR, and the left rear wheel detection flag fRS_HIT_RL are collectively referred to as a rumble strip detection flag.

  In the following description, the control operation when the rumble strips RS is detected on the front wheels is described, but the control operation may be performed even when the rumble strips RS are detected on the rear wheels. In the following, an example of deviating to the right side is shown, but when deviating to the left side, similar processing is performed using the flag on the reverse side.

  When the process proceeds from step S6 to step S7, since the out-of-road departure flag is not set in step S6, the yaw moment command value correction unit 17 outputs the lane departure prevention yaw moment to the control operation determination unit 13. The control operation determination unit 13 outputs the input lane departure prevention yaw moment and the operation command to the yaw moment control unit 21, and the yaw moment control unit 21 calculates a hydraulic pressure difference command value based on the input lane departure prevention yaw moment. The command value is supplied to the brake control device 41. As a result, a braking force difference is generated between the left and right wheels of the vehicle, and a yaw moment corresponding to the lane departure prevention yaw moment Ms is generated in the vehicle.

  In step S8, the lane departure prevention control end determination unit 16 determines whether to end the lane departure control. At this time, the lane departure prevention control end determination unit 16 decreases the yaw angle Φ of the host vehicle in the traveling lane when the setting of the lane departure determination flag Fld is canceled, or when an input of a driving operation is detected. In this case, it is determined that the lane departure control is finished. If it is determined that the lane departure control is to be ended, the control end flag is output to the yaw moment command value correction unit 17 and the process proceeds to step S9. If not, the process proceeds to step S10.

  In step S9, the yaw moment command value correction unit 17 calculates the correction amount of the road departure prevention yaw moment Mr based on the lane departure determination flag, the road departure flag, and the control end flag, and the control operation determination unit 13 A lane departure prevention yaw moment Ms and a road departure prevention yaw moment Mr are output. Details of the correction amount of the out-of-road departure prevention yaw moment Mr will be described later.

  In the next step S <b> 10, the controller 1 makes an alarm operation determination of the alarm device 45 at the control operation determination unit 13. Specifically, as shown in FIG. 6, the out-of-road departure flag set in step S6, the right front wheel detection flag fRS_HIT_FR, the left front wheel detection flag fRS_HIT_FL, the right rear wheel detection flag fRS_HIT_RR, and the left rear wheel detection flag fRS_HIT_RL Based on the above, the alarm activation judgment is made.

  For example, assuming that the vehicle deviates rightward from the road as shown in FIG. 3, the description will be made with reference to FIG. When the lane departure tendency occurs in the host vehicle and the lane departure determination flag Fld becomes “RIGHT” ((A) in FIG. 6), and the right front wheel detection flag fRS_HIT_FR subsequently becomes “1” (in FIG. 6) (B)) The out-of-road departure flag is set, the primary alarm for the out-of-road departure is activated, and the primary alarm flag fWOW_FIRST is set to “fWOW_FIRST = 1”. Then, after the right front wheel detection flag fRS_HIT_FR is set to “1” and the left front wheel detection flag fRS_HIT_FL becomes “fRS_HIT_FL = 1” ((C) in FIG. 6), a secondary alarm for off-road departure is activated. The secondary alarm flag fWOW_SECOND is set to “fWOW_SECOND = 1”.

  In this example, the primary warning flag fWOW_FIRST and the secondary warning flag fWOW_SECOND are transitioned to the right departure, but the left wheel detection flag is also used for the left departure deviating to the dotted lane L2. Thus, the same processing is performed. Here, the above-mentioned secondary warning notifies the driver of the possibility of the vehicle's departure from the road more clearly than the primary warning. Specifically, for example, the alarm sound in the secondary alarm is made larger than the alarm sound in the primary alarm, or the secondary alarm is set to the alarm sound only and the secondary alarm is turned on as the alarm sound and the alarm lamp. The warning gives a strong warning to the driver with respect to the primary warning.

  In the next step S <b> 11, the controller 1 makes a seat belt control operation determination by the control operation determination unit 13. Specifically, the seat belt operation determination is performed according to the road departure flag, the left front wheel detection flag fRS_HIT_FL, and the right front wheel detection flag fRS_HIT_FR.

  For example, a lane departure tendency occurs on the right side and the lane departure determination flag Fld becomes “RIGHT” ((A) in FIG. 7), and then the right front wheel steps on the rumble strips RS and the right front wheel detection flag fRS_HIT_FR is “1”. "(" B "in FIG. 7), the out-of-road departure flag is set, and the primary seat belt operation flag fPSB1_ACT is set to" 1 ". Further, when the left front wheel steps on the rumble strips RS and the left front wheel detection flag fRS_HIT_FL becomes “1” ((C) in FIG. 7), the secondary seat belt operation flag fPSB2_ACT is set to “1”.

  In the next step S <b> 12, the controller 1 makes an accelerator pedal control operation determination by the control operation determination unit 13. Specifically, the accelerator pedal control operation determination is performed according to the out-of-road departure flag, the left front wheel detection flag fRS_HIT_FL, and the right front wheel detection flag fRS_HIT_FR.

  For example, the vehicle departs to the right and the lane departure determination flag Fld becomes “RIGHT” ((A) in FIG. 8), and then the right front wheel steps on the rumble strips RS and the right front wheel detection flag fRS_HIT_FR becomes “1”. In this case ((B) in FIG. 8), the road departure flag is set and the primary accelerator pedal operation flag fFFP1_ACT is set to “1”. Further, when the left front wheel steps on the rumble strips RS and the left front wheel detection flag fRS_HIT_FL becomes “1” ((C) in FIG. 8), the secondary accelerator pedal operation flag fFFP2_ACT is set to “1”.

  In the next step S <b> 13, the controller 1 makes an engine torque control operation determination by the control operation determination unit 13. Specifically, the engine control operation determination is performed according to the road departure flag, the left front wheel detection flag fRS_HIT_FL, and the right front wheel detection flag fRS_HIT_FR.

  For example, the vehicle departs to the right and the lane departure determination flag Fld becomes “RIGHT” ((A) in FIG. 9), and then the right front wheel steps on the rumble strips RS and the right front wheel detection flag fRS_HIT_FR becomes “1”. In this case ((B) in FIG. 9), the out-of-road departure flag is set, and the primary engine operation flag fETRQ1_ACT is set to “1”. Further, when the left front wheel steps on the rumble strips RS and the left front wheel detection flag fRS_HIT_FL becomes “1” ((C) in FIG. 9), the secondary engine operation flag fETRQ2_ACT is set to “1”.

  In the next step S <b> 14, the controller 1 makes a yaw moment control operation determination by the control operation determination unit 13. Specifically, the yaw moment control operation determination is performed according to the out-of-road departure flag, the lane departure determination flag Fld, and the control end flag.

  For example, when a lane departure tendency occurs on the right side and the lane departure determination flag Fld becomes “RIGHT” ((A) in FIG. 10), the yaw moment operation flag is set as a flag for instructing the generation of the yaw moment. At the same time, the lane departure prevention yaw moment Ms is output to the yaw moment control unit 21. Thereafter, when the right front wheel steps on the rumble strips RS and the right front wheel detection flag fRS_HIT_FR becomes “1” ((B) in FIG. 10), the out-of-road departure flag is set, and a flag for instructing the generation of the yaw moment Is set, and a road departure prevention yaw moment Mr is output to the yaw moment control unit 21.

  In the next step S <b> 15, the controller 1 makes a deceleration control operation determination by the control operation determination unit 13. Specifically, deceleration control operation determination is performed according to the road departure flag, the left front wheel detection flag fRS_HIT_FL, and the right front wheel detection flag fRS_HIT_FR.

  For example, a lane departure tendency occurs on the right side, the lane departure determination flag Fld becomes “RIGHT” ((A) in FIG. 11), and then the right front wheel detection flag fRS_HIT_FR becomes “1” ((B) in FIG. 11). ) When the out-of-road departure flag is set and the left front wheel detection flag fRS_HIT_FL is “1” ((C) in FIG. 11), the deceleration operation flag fPCMD_ACT for decelerating the host vehicle is set to “1”.

  In the next step S <b> 16, the controller 1 calculates the seat belt control amount by the seat belt operation command value calculation unit 18. As shown in FIG. 12, the seat belt control amount is calculated according to the seat belt operation flag determined in step S11. For example, when the primary seat belt operation flag fPSB1_ACT becomes “1”, the seat belt is wound up for a predetermined time by a predetermined predetermined amount of winding such as A, and the tension of the seat belt is increased. When the secondary seatbelt operation flag fPSB2_ACT becomes “1” after the primary seatbelt operation, the seatbelt is wound up over a range A to B with a greater force than when the primary seatbelt is operated.

  In the next step S <b> 17, the controller 1 calculates the accelerator pedal control amount by the accelerator pedal reaction force command value calculation unit 22. As shown in FIG. 13, the accelerator pedal control amount is calculated according to the accelerator pedal actuation flag determined in step S12. For example, when the primary accelerator pedal operation flag fFFP1_ACT is “1”, the command value is set to increase the accelerator pedal reaction force over a predetermined time by a predetermined accelerator reaction force amount such as A. Although the predetermined amount and the predetermined time are used here, for example, the operation may be performed until the yaw angle at the time of departure becomes zero. When the secondary accelerator pedal operation flag fFFP2_ACT becomes “1” after the primary accelerator pedal is operated, the command value is set so that the accelerator pedal reaction force B is larger than the control amount A when the primary accelerator pedal is operated. Is calculated. Further, the command value may be calculated according to the deviation degree.

  In the next step S <b> 18, the controller 1 causes the engine torque command value calculation unit 19 to calculate an engine torque reduction control amount. As shown in FIG. 14, the engine torque reduction control amount is calculated according to the engine torque operation flag determined in step S13. For example, when the primary engine operation flag fETRQ1_ACT becomes “1”, the engine drive torque corresponding to the accelerator opening of the driver is reduced by a predetermined engine torque reduction control amount A for a predetermined time. The command value is as follows. When the secondary engine operation flag fETRQ2_ACT becomes “1” after the primary engine control operation, the command value is calculated so that the reduction control amount B is larger than the reduction control amount A during the primary engine operation.

  In the next step S19, the controller 1 causes the yaw moment control unit 21 to calculate a hydraulic pressure difference command value based on the lane departure prevention yaw moment Ms and the road departure prevention yaw moment Mr.

  The yaw moment control unit 21 calculates a hydraulic pressure difference command value when the yaw moment operation flag is set in step S14. For example, as shown in FIG. 15, if the lane departure prevention yaw moment Ms is input when the yaw moment operation flag is set, the yaw moment control unit 21 generates the lane departure prevention yaw moment Ms in the host vehicle. If the off-road departure prevention yaw moment Mr is input when the hydraulic pressure difference command value is calculated and the yaw moment operation flag is set, the out-of-road departure prevention yaw moment Mr is generated in the host vehicle. Calculate the hydraulic pressure difference command value. That is, the calculation of the hydraulic pressure difference command value is determined when the yaw moment operation flag is set, and the hydraulic pressure difference command value is based on the input yaw moment (lane departure prevention yaw moment Ms or road departure prevention yaw moment Mr). Calculated. Note that the method for calculating the hydraulic pressure difference between the left and right wheels to be applied to generate a desired yaw moment in the host vehicle is a well-known technique and will not be described in detail here. A hydraulic pressure difference command value may be calculated by map drawing based on the magnitude of the yaw moment to be input (lane departure prevention yaw moment Ms or road departure prevention yaw moment Mr). Here, the yaw moment operation flag is set when the lane departure determination flag Fld or the road departure flag Flg_road_depart is set. Thereby, the hydraulic pressure difference command value based on the lane departure prevention yaw moment Ms as the control amount of the yaw moment is set at the time ta, and the hydraulic pressure difference command value based on the out-of-road departure prevention yaw moment Mr is set to the time after the time ta. set to tb.

  In the next step S <b> 20, the controller 1 calculates a deceleration control amount by the brake fluid pressure command value calculation unit 20. As shown in FIG. 16, a deceleration control amount is calculated according to the deceleration operation flag determined in step S15. For example, when the deceleration operation flag fPCMD_ACT becomes “1”, the command value is calculated so as to operate the brakes of each wheel of the vehicle for a predetermined time with a predetermined brake fluid pressure value determined in advance. The command value may be such that deceleration control is continued until the vehicle speed becomes zero.

  In the next step S <b> 21, the controller 1 outputs each control amount calculated in steps S <b> 14 to S <b> 18 to the vehicle system 4. As a result, the controller 1 causes the seat belt control device 44 to lift the seat belt, the engine control device 42 to generate the engine torque, the brake control device 41 to apply the brake fluid pressure, the accelerator pedal control device 43 to use the accelerator pedal reaction force, and the alarm device. Control the alarm by 45.

"Yaw moment control amount adjustment process"
Next, adjustment of the control amount of the road departure prevention yaw moment Mr in the vehicle control apparatus described above will be described.

(Adjustment processing of first out-of-road departure prevention yaw moment Mr)
First, the adjustment process of the first off-road departure prevention yaw moment Mr will be described.

  As shown in FIG. 17, the yaw moment command value correction unit 17 starts up the lane departure prevention yaw moment Ms at time t1 when the lane departure determination flag Fld is set. The lane departure prevention yaw moment Ms is a value calculated by the above equation (3), and is set to a predetermined target value A for convenience. The lane departure prevention yaw moment Ms rises so that the actual yaw moment value becomes the target value A. Thus, the control operation determination unit 13 controls the braking force of each wheel by the yaw moment command value calculation unit 21 and the brake control device 41, and gives the host vehicle a yaw moment in a direction that prevents lane departure.

  Here, when the lane departure determination flag Fld becomes “1”, the yaw moment command value calculation unit 15 performs the predetermined correction gain, the yaw angle Φ of the own vehicle in the traveling lane, and the own vehicle according to the above-described equation 4. A road departure prevention yaw moment Mr based on the vehicle speed V is calculated.

  At the subsequent time t2, when the end of the lane departure control is determined by the lane departure prevention control end determination unit 16, a control end flag is output, and the lane departure determination flag Fld becomes "0". Accordingly, the yaw moment command value correction unit 17 decreases the lane departure prevention yaw moment Ms.

  Further, at the subsequent time t3, when it is determined that there is a tendency to deviate from the road when the wheel of the host vehicle comes into contact with the rumble strips RS, and the out-of-road deviation flag Flg_road_depart becomes “1”, the yaw moment command value correction unit Reference numeral 17 denotes an out-of-road departure prevention yaw moment Mr calculated by Expression 4 (a value calculated based on Expression (4), for convenience, a predetermined target value A similar to the lane departure prevention yaw moment Ms). to correct.

  At this time, the yaw moment command value correction unit 17 increases as the time TA from the end time t2 of the lane departure control (that is, the output of the control end flag) to the time t3 at which it is determined that there is a tendency to depart from the road is longer. The prevention yaw moment Mr is reduced. As a result, the yaw moment command value correction unit 17 reduces the out-of-road departure prevention yaw moment Mr from the target value A of the out-of-road departure prevention yaw moment Mr before the correction, and the target value B of the out-of-road departure prevention yaw moment Mr. To correct. The control operation determination unit 13 controls the braking force of each wheel via the yaw moment control unit 21 and the brake control device 41, and prevents the vehicle from deviating from the road from time t3 to time t4. A corrected control amount yaw moment is applied.

  As shown in FIG. 18, the yaw moment command value correction unit 17 is calculated by the equation (4) as the time TA from the end time t2 of the lane departure control to the time t3 at which it is determined that there is a tendency to deviate from the road is longer. The off-road departure control target value gain multiplied by the off-road departure prevention yaw moment Mr is reduced. When the yaw moment command value correction unit 17 measures the time TA from the end time t2 of the lane departure control to the time t3 when it is determined that there is a tendency to depart from the road, the out-of-road departure prevention calculated by the equation (4) is performed. The target value A of the yaw moment Mr is multiplied by the out-of-road departure control target value gain to correct the out-of-road departure prevention yaw moment Mr.

  Further, the yaw moment command value correction unit 17 calculates the target value A of the road departure prevention yaw moment Mr according to the equation 4 when the lane departure determination flag Fld becomes “1”, and the time of the road departure flag Flg_road_depart. Thus, the yaw moment subtraction may be calculated according to the time TA from the end time t2 of the lane departure control to the time t3 when it is determined that there is a tendency to deviate from the road. The yaw moment command value correction unit 17 does not calculate the target value of the road departure prevention yaw moment Mr when the lane departure determination flag Fld becomes “1”, and the road departure flag Flg_road_depart becomes “1”. At this point, the target value of the out-of-road departure prevention yaw moment Mr may be calculated by the following equation (5).

Mr = Off-road departure control target value gain x Kr2 x f (Φ, v) (Formula 5)
Note that Equation 5 above is obtained by multiplying Equation 4 by the off-road departure control target value gain.

  As described above, according to the vehicle control device that performs the adjustment process of the first off-road departure prevention yaw moment Mr, the time from the end time t2 of the lane departure control to the time t3 at which it is determined that there is a tendency to out-of-road. The longer the TA, the smaller the off-road departure prevention yaw moment Mr. Therefore, even when the lane departure prevention control is finished, an appropriate out-of-road departure prevention yaw moment Mr is set, so Deviations to can be suppressed.

  For example, as shown in FIG. 19A, when the host vehicle moves from the position P1 to the position P2 and deviates from the solid travel lane L1, the solid travel lane L1 followed by the camera 2 is lost. There is a high possibility that When the solid travel lane L1 is lost, the vehicle control device cannot calculate the yaw angle Φ of the host vehicle in the travel lane when the rumble strips RS is detected. For this reason, the out-of-road departure prevention yaw moment Mr is normally calculated by Equation 4 using the own vehicle speed V when the vehicle departs from P1 to P2 and the yaw angle Φ of the own vehicle in the traveling lane. To do.

  When the estimated departure amount Xs, which is a lateral displacement after the head time of the host vehicle, exceeds a predetermined departure determination threshold value Xc, the lane departure determination flag Fld becomes “1” as described above, and the own vehicle has no lane departure. A prevention yaw moment Ms is applied (lane departure prevention control is executed). As a result, the host vehicle speed V is low, the yaw angle Φ of the host vehicle in the traveling lane is decreased, and the possibility that the host vehicle deviates beyond the rumble strips RS is reduced.

  Temporarily, the host vehicle moves from the position P1 to the position P2 in a state where the lane departure prevention yaw moment Ms is applied, departs from the lane, and after the lane departure prevention control ends, the position of the host vehicle changes from P3 to P4. When the wheel of the host vehicle comes into contact with the rumble strips RS and the vehicle control device detects the contact with the rumble strips RS, the road departure control is started. However, the own vehicle speed V when the position of the own vehicle is P3 to P4 and the yaw angle Φ of the own vehicle in the traveling lane are lower than the own vehicle speed V at the time of departure from the lane due to the lane departure preventing yaw moment Ms. This is smaller than the yaw angle Φ of the own vehicle (when the own vehicle is moving from the position P1 to the position P2). Therefore, when the out-of-road departure prevention yaw moment Mr is applied as shown in Formula 4 based on the own vehicle speed V when the vehicle departs from the lane and the yaw angle Φ of the own vehicle in the traveling lane, the actual own vehicle speed V and the traveling lane of the own vehicle An out-of-road departure prevention yaw moment Mr having a larger control amount than the necessary control amount is given from the yaw angle Φ of the own vehicle. Then, at the position P5 of the host vehicle, the behavior of the host vehicle increases, and the sense of discomfort given to the driver increases.

  Therefore, according to the vehicle control apparatus that performs the adjustment processing of the first off-road departure prevention yaw moment Mr, the out-of-road departure prevention yaw moment Mr calculated at the time of departure from the lane deviates from the end time t2 of the lane departure control. As the time TA up to the time t3 at which it is determined that there is a longer time is corrected, the correction is made smaller. As a result, as shown in FIG. 19 (b), the behavior of the host vehicle at the position P5 ′ fluctuating due to the out-of-road departure prevention yaw moment Mr can be reduced, and the driver feels uncomfortable while reducing the sense of incongruity. It is possible to suppress the vehicle from deviating from the road.

  Further, according to this vehicle control device, when it is determined that the wheel of the host vehicle is in contact with the rumble strips RS, it is determined that there is a tendency to deviate from the road. An out-of-road departure prevention yaw moment Mr can be applied when contacted, and the host vehicle can be prevented from departing from the road.

  Furthermore, according to this vehicle control device, since the distance between the position of the host vehicle and the solid travel lane L1 is detected, and it is determined that there is a lane departure tendency when the detected distance is equal to or less than a predetermined distance, A lane departure prevention yaw moment Ms is applied when the distance between the host vehicle and the solid travel lane L1 is equal to or less than a predetermined distance. Thereby, the uncomfortable feeling given to a driver can be reduced and it can control that the own vehicle deviates from a road.

  In the embodiment described above, the out-of-road departure prevention yaw moment is calculated based on the time from the time when the lane departure prevention yaw moment is given by the lane departure prevention control to the time when it is determined that the off-road departure tendency is present. Although it is small, the road departure prevention yaw moment may be reduced based on the time until the time when it is determined that the road departure tendency is present, and the time for applying the road departure prevention yaw moment may be increased. For example, the longer the time from the time when the application of the lane departure prevention yaw moment is completed to the time when it is determined that there is a tendency to deviate from the road, the smaller the out-of-road departure yaw moment, and the addition of the lane departure prevention yaw moment. The longer the time from the end time to the time at which it is determined that there is a tendency to deviate from the road, the longer the time for applying the off-road deviation prevention yaw moment, the integral value of the control amount of the out-of-road departure prevention yaw moment (road The value obtained by integrating the magnitude of the outside deviation prevention yaw moment with the given time) is the same. As a result, the uncomfortable feeling given to the driver can be reduced, and the possibility of deviation from the road can be more reliably reduced.

(Second off-road departure prevention yaw moment Mr adjustment process)
Next, the adjustment process of the second road departure prevention yaw moment Mr will be described with reference to FIG.

  The adjustment process of the second off-road departure prevention yaw moment Mr is completed when the lane departure prevention yaw moment Ms ends when the driver of the host vehicle inputs a driving operation. The out-of-road departure prevention yaw moment Mr is corrected to be small in accordance with the time TA from time t2 to time t3 when it is determined that there is a tendency of out-of-road departure. Further, in the adjustment process of the second off-road departure prevention yaw moment Mr, the greater the degree of input of the driving operation when the lane departure control ends (the larger the operation amount of the driving operation), the more the off-road departure prevention yaw. The moment Mr is corrected to be small.

  Specifically, as shown in FIG. 20, the operation detection is detected at time t2 while the lane departure determination flag Fld is “1” at time t1 and the lane departure prevention yaw moment Ms is being applied. When the operation amount detected by the sensor 5 is equal to or greater than the predetermined operation amount, the lane departure prevention control end determination unit 16 sets the driver override flag to “1”, ends the lane departure control, and sets the lane departure determination flag Fld. Is set to “0”. Thereby, the vehicle control device ends the application of the lane departure prevention yaw moment Ms, and ends the lane departure control.

  Here, the lane departure prevention control end determination unit 16 sets a control end flag when at least one of a steering operation, an accelerator operation, and a brake operation is a predetermined operation amount or more as a driving operation by the driver. Set the driver override flag to “1”.

  At a subsequent time t3, when the vehicle wheel comes into contact with the rumble strips RS, the out-of-road departure determination unit 12 determines that there is a tendency of out-of-road departure, and an out-of-road departure flag as a rumble strip detection flag. Flg_road_depart is “1”. Then, the yaw moment command value correction unit 17 corrects the out-of-road departure prevention yaw moment Mr calculated by Equation 4.

  At this time, the yaw moment command value correction unit 17 reduces the off-road departure prevention yaw moment Mr as the time TA from the end time t2 of the lane departure control to the time t3 at which it is determined that there is a tendency to depart from the road is longer. As a result, the yaw moment command value correction unit 17 corrects the target value B of the out-of-road departure prevention yaw moment Mr, which is lower than the target value A of the out-of-road departure prevention yaw moment Mr before correction. The control operation determination unit 13 controls the braking force of each wheel via the yaw moment control unit 21 and the brake control device 41, and the yaw in a direction that prevents the vehicle from deviating from the road from time t3 to time t4. Give moment.

  As shown in FIG. 21, the yaw moment command value correction unit 17 corrects the out-of-road departure prevention yaw moment Mr by changing the out-of-road departure control target value gain according to the input type and operation amount of the driving operation. You may do it. The factor that the lane departure prevention control end determination unit 16 determines the driver override is at least one of a steering operation, an accelerator operation, and a brake operation. Then, the greater the degree of input of each driving operation (the larger the operation amount of the driving operation), the smaller the out-of-road departure prevention yaw moment Mr is corrected. The yaw moment command value correction unit 17 is provided with, for example, three steps of large, medium, and small as the off-road departure control target value gain, and when the degree of input of the driving operation is large, the out-of-road departure control target value gain. Is set to a small value to correct the road departure prevention yaw moment Mr.

  Also, in each driving operation, when the input level of the driving operation is small (the operating amount of the driving operation is small), it is unconscious whether the driver has intentionally operated even if the operating amount is greater than the predetermined operating amount. It becomes difficult to determine whether the operation has been performed. In this case, the yaw moment command value correction unit 17 makes the out-of-road departure control target value gain medium, thereby suppressing the out-of-road departure of the host vehicle and giving the yaw moment too much to the driver. Discomfort can be reduced. On the other hand, when the degree of input of the driving operation is large, there is a high possibility that the driver is intentionally operating to prevent deviation from the road. In this case, the yaw moment command value correction unit 17 can reduce the out-of-road departure prevention yaw moment Mr by reducing the out-of-road departure control target value gain, thereby suppressing changes in the vehicle behavior. A sense of incongruity can be reduced.

  As described above, according to the vehicle control device that adjusts the second out-of-road departure prevention yaw moment Mr, when the driver of the host vehicle inputs a driving operation (the operation amount is a predetermined operation amount). When the application of the lane departure prevention yaw moment is completed as described above, the out-of-road departure prevention yaw moment is reduced as the degree of input of the driving operation increases. Thereby, according to this vehicle control device, when the driver intentionally operates, the out-of-road departure prevention yaw moment Mr can be reduced, and the out-of-road departure can be suppressed, and the uncomfortable feeling to the driver can be reduced.

  Further, according to this vehicle control device, when at least one of a steering operation, an accelerator operation, and a brake operation is input as a driving operation by the driver, the application of the lane departure prevention yaw moment is terminated. It is possible to reduce a sense of incongruity to the driver due to the provision of the lane departure prevention yaw moment despite the driver's operation.

(Third adjustment processing of the third off-road departure prevention yaw moment Mr)
Next, the adjustment process of the third out-of-road departure prevention yaw moment Mr will be described with reference to FIG.

  The third out-of-road departure prevention yaw moment Mr adjustment process is performed when the lane departure prevention yaw moment Ms ends when the yaw angle of the host vehicle falls below a predetermined value, and the lane departure control end time t2 The out-of-road departure prevention yaw moment Mr is corrected to be small in accordance with the time TA from time to time t3 when it is determined that there is a tendency of out-of-road departure. Here, the lane departure prevention control end determination unit 16 ends the lane departure control when the yaw angle Φ of the own vehicle in the traveling lane is so small that it can be determined that the own vehicle is in a straight ahead state with respect to the traveling lane.

  Specifically, as shown in FIG. 22, while the lane departure determination flag Fld is “1” at time t1 and the lane departure prevention yaw moment Ms is being applied, the traveling lane at time t2. When the yaw angle Φ of the host vehicle becomes smaller, the lane departure prevention control end determination unit 16 sets the vehicle attitude determination flag to “1”, ends the lane departure control, and sets the lane departure determination flag Fld to “0”. To do. Thereby, the vehicle control device ends the application of the lane departure prevention yaw moment Ms, and ends the lane departure control.

  At a subsequent time t3, when the wheel of the host vehicle comes into contact with the rumble strips RS, the road departure determination unit 12 determines that there is a tendency of road departure, and the road departure flag Flg_road_depart as the rumble strip detection flag. Becomes “1”. Then, the yaw moment command value correction unit 17 corrects the out-of-road departure prevention yaw moment Mr calculated by Equation 4.

  At this time, the yaw moment command value correction unit 17 reduces the off-road departure prevention yaw moment Mr as the time TA from the end time t2 of the lane departure control to the time t3 at which it is determined that there is a tendency to depart from the road is longer. As a result, the yaw moment command value correction unit 17 corrects the target value B of the out-of-road departure prevention yaw moment Mr, which is lower than the target value A of the out-of-road departure prevention yaw moment Mr before correction. Accordingly, the control operation determination unit 13 controls the braking force of each wheel via the yaw moment control unit 21 and the brake control device 41, and prevents the vehicle from departing from the road from time t3 to time t4. Gives a yaw moment in the direction.

  As described above, according to the vehicle control apparatus that adjusts the third off-road departure prevention yaw moment Mr, the yaw angle Φ of the host vehicle in the traveling lane decreases after the lane departure prevention yaw moment Ms is applied. Thus, when the lane departure control is finished, it is considered that the possibility of departure from the road is low. Further, even if there is a possibility of deviating outside the traveling road, it is considered that the degree of deviation outside the traveling road is small. For this reason, according to the vehicle control device, the out-of-road departure prevention yaw moment Mr can be reduced, and even if it is determined that there is a tendency to out-of-road departure, the out-of-road departure prevention yaw moment Mr is not applied without giving a large out-of-road departure prevention yaw moment Mr. The deviation can be suppressed and the uncomfortable feeling given to the driver can be reduced.

(Fourth road departure prevention yaw moment Mr adjustment process)
Next, the adjustment process of the fourth out-of-road departure prevention yaw moment Mr will be described with reference to FIG.

  The fourth adjustment process of the out-of-road departure prevention yaw moment Mr is performed when the lane departure prevention yaw moment Ms is applied when a predetermined time has elapsed since the start of application of the lane departure prevention yaw moment Ms. The out-of-road departure prevention yaw moment Mr is corrected to be small according to the time TA from the end time t2 to the time t3 when it is determined that there is a tendency of out-of-road departure. Here, the lane departure prevention control end determination unit 16 ends the lane departure control when a predetermined application time of the lane departure prevention yaw moment Ms has elapsed.

  Specifically, as shown in FIG. 23, at time t1, the lane departure determination flag Fld becomes “1”, the lane departure prevention yaw moment Ms is applied, and time t2 when a predetermined time has elapsed from time t1. The lane departure prevention control end determination unit 16 sets the operating time elapsed flag to “1”, ends the lane departure control, and sets the lane departure determination flag Fld to “0”. Thereby, the vehicle control device ends the application of the lane departure prevention yaw moment Ms, and ends the lane departure control.

  At a subsequent time t3, when the wheel of the host vehicle comes into contact with the rumble strips RS, the road departure determination unit 12 determines that there is a tendency of road departure, and the road departure flag Flg_road_depart as the rumble strip detection flag. Becomes “1”. Then, the yaw moment command value correction unit 17 corrects the out-of-road departure prevention yaw moment Mr calculated by Equation 4.

  At this time, the yaw moment command value correction unit 17 reduces the off-road departure prevention yaw moment Mr as the time TA from the end time t2 of the lane departure control to the time t3 at which it is determined that there is a tendency to depart from the road is longer. As a result, the yaw moment command value correction unit 17 corrects the target value B of the out-of-road departure prevention yaw moment Mr, which is lower than the target value A of the out-of-road departure prevention yaw moment Mr before correction. Thus, the control operation determination unit 13 controls the braking force of each wheel by the yaw moment command value calculation unit 21 and the brake control device 41, and prevents the vehicle from departing from the road from time t3 to time t4. Gives a yaw moment in the direction.

  As described above, according to the vehicle control apparatus that performs the adjustment process of the fourth road departure prevention yaw moment Mr, the lane departure control is terminated after a predetermined time has elapsed since the lane departure prevention yaw moment Ms is applied. Sometimes, the lane departure prevention yaw moment Ms is applied for a predetermined time, so that it is considered that the possibility of departure from the road is low. Further, even if there is a possibility of deviating outside the traveling road, it is considered that the degree of deviation outside the traveling road is small. For this reason, according to the vehicle control device, the out-of-road departure prevention yaw moment Mr can be reduced, and even when it is determined that there is a tendency to out-of-road departure, a large out-of-road departure prevention yaw moment Mr is not imparted. Can be suppressed, and the uncomfortable feeling given to the driver can be reduced.

(Fifth out-of-road departure prevention yaw moment Mr adjustment process)
Next, the adjustment process of the fifth out-of-road departure prevention yaw moment Mr will be described with reference to FIG.

  As shown in FIG. 24, in the fifth adjustment process of the out-of-road departure prevention yaw moment Mr, while the lane departure prevention yaw moment Ms is being applied, the wheel of the host vehicle contacts the rumble strips RS. When the road departure determination unit 12 determines that there is a road departure tendency, the application of the lane departure prevention yaw moment Ms is stopped and the road departure prevention yaw moment Mr is generated. At this time, the yaw moment command value correction unit 17 sets the lane departure determination flag Fld to “1” at time t1 to give the lane departure prevention yaw moment Ms, and at time t2, the rumble strip detection flag is “1”. ”, The application of the lane departure prevention yaw moment Ms is terminated.

  At time t2, the yaw moment command value correction unit 17 corrects the out-of-road departure prevention yaw moment Mr. At this time, the yaw moment command value correction unit 17 prevents out-of-road departure as the time TA from the time t1 when the lane departure determination flag Fld is set to “1” to the time t2 determined to be in contact with the rumble strip RS is longer. The yaw moment Mr is reduced.

  As a result, the yaw moment command value correction unit 17 corrects the target value B of the out-of-road departure prevention yaw moment Mr, which is lower than the target value A of the out-of-road departure prevention yaw moment Mr before correction. Thus, the control operation determination unit 13 controls the braking force of each wheel by the yaw moment command value calculation unit 21 and the brake control device 41, and in a direction that does not deviate from the vehicle from time t3 to time t4. Gives yaw moment.

  According to this vehicle control device, when it is determined that the wheel of the host vehicle is in contact with the rumble strips RS while the lane departure prevention yaw moment Ms is being generated, the lane departure prevention yaw moment is determined. The out-of-road departure prevention yaw moment Mr is corrected based on the elapsed time from the start time of the application of Ms. Also by this, the vehicle control apparatus can suppress that the own vehicle deviates from the road while reducing the uncomfortable feeling given to the driver as described above.

  The above-described embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and various modifications can be made depending on the design and the like as long as the technical idea according to the present invention is not deviated from this embodiment. Of course, it is possible to change.

DESCRIPTION OF SYMBOLS 1 Controller 2 Camera 3 Wheel speed sensor 4 Vehicle system 5 Operation detection sensor 11 Line type determination part 12 Out-of-road departure determination part 13 Control action determination part 14 Lane departure determination part 15 Yaw moment command value calculation part 16 Lane departure prevention control end determination Unit 17 Yaw moment command value correction unit 18 Seat belt operation command value calculation unit 19 Engine torque command value calculation unit 20 Brake fluid pressure command value calculation unit 21 Yaw moment control unit 22 Accelerator pedal reaction force command value calculation unit 41 Brake control device 42 Engine control device 43 Accelerator pedal control device 44 Seat belt control device 45 Alarm device

Claims (6)

Lane departure determination means for determining whether or not the vehicle has a lane departure tendency that is likely to depart from the driving lane;
Lane departure prevention that gives the vehicle a lane departure prevention yaw moment that is a yaw moment in a direction that avoids the vehicle from deviating from the traveling lane when the lane departure determination means determines that there is a lane departure tendency. Control means;
Off-road departure judging means for judging whether or not the own vehicle has a tendency to deviate from the road after the vehicle has deviated from the driving lane;
When the off-road departure determining means determines that there is a tendency to deviate from the road, the off-road departure prevention yaw moment that is a yaw moment in a direction to avoid the vehicle from deviating from the outside of the traveling road is given to the own vehicle. Road departure prevention control means to be provided;
The lane departure prevention control means is configured such that when a predetermined time has elapsed since the start of application of the lane departure prevention yaw moment, when a driving operation is input by the driver of the own vehicle, or when the yaw angle of the own vehicle is predetermined. In any case where the value is less than or equal to the value, the provision of the lane departure prevention yaw moment ends.
The off-road departure prevention control means has a time period from the time when the lane departure prevention control means finishes giving the lane departure prevention yaw moment to the time when the out-of-road departure judgment means judges that there is a tendency to depart from the road. The vehicle control device characterized in that the longer the road departure prevention yaw moment is, the smaller the length is. Contact for judging whether or not the wheels of the vehicle are in contact with the vibration imparting structure that is provided along the extending direction of the travel road and is applied to the vehicle outside the travel path on which the host vehicle travels. A judgment means,
The off-road departure determining means determines that the off-road departure tendency is present when the contact determining means determines that a wheel of the host vehicle is in contact with a vibration applying structure. The vehicle control device according to 1.   The lane departure determining means detects a lane division line of a traveling lane in which the host vehicle travels, detects a position of the host vehicle in a traveling lane in which the host vehicle travels, and determines the position of the host vehicle in the traveling lane and the position of the host vehicle. The vehicle control device according to claim 1 or 2, wherein a distance from the lane marking is detected, and it is determined that there is a lane departure tendency when the detected distance is equal to or less than a predetermined distance.   The out-of-road departure prevention control means determines that the vehicle wheel is in contact with the vibration applying structure by the contact determination means while the lane departure prevention yaw moment is generated by the lane departure prevention control means. 3. The vehicle control device according to claim 2, wherein in the case of being performed, the out-of-road departure prevention yaw moment is corrected based on an elapsed time from the start time of application of the lane departure prevention yaw moment.   The out-of-road departure prevention control means, when there is an input of a driving operation by the driver of the host vehicle, and when the application of the lane departure prevention yaw moment is finished by the lane departure prevention control means, The vehicle control device according to claim 1, wherein the greater the degree of input, the smaller the out-of-road departure prevention yaw moment.   The lane departure prevention control means terminates the application of the lane departure prevention yaw moment when there is at least one input of a steering operation, an accelerator operation, and a brake operation as a driving operation by the driver. The vehicle control device according to claim 1.

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