Abstract: A driving support apparatus for a vehicle includes a lane keeping assist control unit configured to perform a lane keeping assist control, and a lane change assist control unit configured to perform a lane change assist control. When a reliability with respect to a recognition result of lane lines is a predetermined level, the lane keeping assist control unit lowers a responsiveness of the lane keeping assist control, compared with the responsiveness of the lane keeping assist control when the reliability is a level higher than the predetermined level. When the reliability is a level lower than the predetermined level, the lane change assist control unit lowers a responsiveness of the lane change assist control, compared with the responsiveness of the lane change assist control when the reliability is the predetermined level.

Abstract: When a start acceptance condition for lane change assist control (LCA) is established (S12: Yes), a driving support ECU starts transmission of a turn signal flashing command to a meter ECU (S13). In this manner, flashing of a turn signal can continue even when a driver separates his or her hand from a turn signal lever. When a turn signal turning-off condition is established under a situation in which the LCA is executed (S15: Yes), the driving support ECU stops the turn signal flashing command that has been transmitted so far (S16). With this, the flashing of the turn signal can be ended even when the driver does not perform a returning operation on the turn signal lever.

Abstract: Provided is an inkjet printer which is capable of preventing ink flow and color blurring as well as color mixing during multicolor printing when image formation is performed with aqueous ink on a web-shaped printing base material, and an inkjet printing method using the inkjet printer.

Abstract: A steering control device includes a driving support ECU. The driving support ECU 10 is configured to execute an original lane return assist control to control a steering so as to return an own vehicle from a target lane to the original lane when a lane change assist control is stopped by detection of a first approaching vehicle in a situation where the own vehicle enters the target lane to travel in the target lane. The driving support ECU is configured to prohibit the original lane return assist control and to execute a lateral speed zero control to control the steering so as to maintain a lateral speed which is a speed in a lane width direction of the own vehicle at zero, when an original lane side vehicle is being detected.

Abstract: The first yaw angle return control is started at a first start time when the first interruption condition is established. The actuator is controlled under the first yaw angle return control so that yaw angle at a first finish time becomes a value closer to yaw angle at the lane change start time compared with yaw angle at the first start time. The first finish time comes when a first control execution time passes from the first start time. The actuator is controlled under the second yaw angle return control so that yaw angle at a second finish time becomes a value closer to yaw angle at the lane change start time compared with yaw angle at the second start time. The second finish time comes when a second control execution time longer than the first control execution time passes from the second start time.

Abstract: A steering control device includes a driving support ECU. When white line recognition loss, which is a state in which white lines are not properly recognizable, has occurred during execution of an LCA, the driving support ECU calculates a target trajectory for returning a yaw angle to a state immediately before the start of the LCA. The driving support ECU controls a steering angle based on the calculated target trajectory. As a result, a lateral speed of an own vehicle is reduced, and thus sufficient time can be secured for handing over operation of a steering wheel to a driver from a steering assist state.

Abstract: A steering assist system includes: a first sensor; a second sensor; and an electronic control unit. The electronic control unit is configured to start a lane change assist control when another vehicle obstructing a lane change is detected; detect a progress status of the lane change; stop the lane change assist control, when the first sensor detects an approaching vehicle; execute a center return assist control when the lane change assist control is stopped in a former part of the lane change; and execute a collision avoidance assist control when the lane change assist control is stopped in a latter part of the lane change.

Abstract: A first limiter limits a first target steering angle correspondence value by a first steering angle correspondence value guard which defines the upper limit value of the steering angle correspondence value and is larger than a steering angle correspondence value guard at lane change time and limits a first target steering angular velocity correspondence value by a first steering angular velocity correspondence value guard which defines the upper limit value of the steering angular velocity correspondence value and is larger than a steering angular velocity correspondence value guard at lane change time. An actuator controller for first yaw angle return control which is configured to control an actuator to operate a steering wheel so that steering angle correspondence value becomes a first target steering angle correspondence value and a steering angular velocity correspondence value becomes a first target steering angular velocity correspondence value.

Abstract: A steering assist apparatus comprises a steering assist control means for performing a lane tracing assist control (LTA) and a lane changing assist control (LCA) and a non-holding determination means for determining whether or not a first non-holding condition that a non-holding duration time is more than or equal to a first time is satisfied and whether or not a second non-holding condition that the non-holding duration time is more than or equal to a second time shorter than the first time is satisfied. The steering assist control means raises a warning when the second non-holding condition becomes satisfied and stops the LTA when the first non-holding condition becomes satisfied while performing the LTA, and raises a Waring when the second non-holding condition becomes satisfied whereas continues the LCA until a completion condition of the LCA becomes satisfied regardless of the non-holding while performing the LCA.

Abstract: A steering assist device includes a driving support ECU. The driving support ECU is configured to determine on whether or not accelerator operation is performed during execution of a lane change assist control. The driving support ECU is configured to prohibit execution of an original lane return assist control, when the driving support ECU determines that the accelerator operation has been performed.

Abstract: A yaw angle return controller is configured to end first yaw angle return control at a predetermined time when a value which is calculated by adding yaw angle detected by a lane recognition device at a predetermined time and an estimated yaw angle change amount is the same as yaw angle at lane change start time under a state where the first yaw angle return control is being executed. The predetermined time comes after the first start time and before the first finish time. The estimated yaw angle change amount is calculated by multiplying the yaw rate detected by a yaw rate sensor at the predetermined time by a predetermined time period for foreseeing.

Abstract: A driving support ECU initializes a target trajectory calculation parameter at a start of LCA; calculates, based on the target trajectory calculation parameter, a target trajectory function representing a target lateral position which is a target position of an own vehicle in a lane width direction in accordance with an elapsed time from the start of LCA; calculates a target control amount based on the target trajectory function; when a steering operation by a driver has been detected, again initializes the target trajectory calculation parameter; and recalculates the target trajectory function based on the target trajectory calculation parameter.

Abstract: A driving support ECU initializes a target trajectory calculation parameter at a start of LCA; calculates, based on the target trajectory calculation parameter, a target trajectory function representing a target lateral position in accordance with an elapsed time from the start of LCA; and calculates a target control amount according to the target trajectory function. When it is determined that the own vehicle has crossed a boundary white line, the driving support ECU again initializes the target trajectory calculation parameter, and calculate the target trajectory function based on the target trajectory calculation parameter.

Abstract: A driving support ECU initializes a target trajectory calculation parameter at a start of LCA; calculates, based on the target trajectory calculation parameter, a target trajectory function representing a target lateral position which is a target position of an own vehicle in a lane width direction in accordance with an elapsed time t from the start of LCA; successively calculates a target lateral movement state amount of the own vehicle based on the target trajectory function and the elapsed time t; calculates a target yaw state amount of the own vehicle based on the target lateral movement state amount and a vehicle speed; and calculates a target control amount based on the target yaw state amount and the target lateral position.

Abstract: When a start acceptance condition for lane change assist control (LCA) is established (S12: Yes), a driving support ECU starts transmission of a turn signal flashing command to a meter ECU (S13). In this manner, flashing of a turn signal can continue even when a driver separates his or her hand from a turn signal lever. When a turn signal turning-off condition is established under a situation in which the LCA is executed (S15: Yes), the driving support ECU stops the turn signal flashing command that has been transmitted so far (S16). With this, the flashing of the turn signal can be ended even when the driver does not perform a returning operation on the turn signal lever.

Abstract: When a shallow pressing operation monitoring signal is “on” (S14 Yes), a driving support ECU increments a timer value Tx (S16). When the timer value Tx is equal to or larger than an assist request confirmation time period Tmin and the timer value Tx is smaller than an upper limit time period Tmax (S17 Yes), the driving support ECU determines whether or not a LCA start condition is established (S18). When the LCA start condition is established, the driving support ECU executes LCA (S20). On the other hand, when the LCA start condition is established after the timer value Tx reaches the upper limit time period Tmax, the LCA is prohibited from being started.

Abstract: A driving support ECU detects a shallow pressing operation monitoring signal of the turn signal lever is turned off (S14: Yes). When a timer value Tx representing an ON duration time period in which the shallow pressing operation monitoring signal is continued to be turned on reaches an assist request confirmation time period Tref (S19: Yes) and an LCA start condition is established (S20: Yes) after the detection of the shallow pressing operation monitoring signal, the driving support ECU starts LCA. The driving support ECU does not determines, until the LCA is completed, whether or not the shallow pressing operation monitoring signal is turned off. The driving support ECU restarts processes from S11 after the LCA is completed. Therefore, even if the shallow pressing operation is continued to be performed, the LCA is not executed further.

Abstract: When a duration time period in which a turn signal lever is held at a first operation position P1L (P1R) is equal to or larger than an assist request confirmation time period, a driving support ECU starts a lane change assist control. When an operation force is released under a situation in which the turn signal lever positions at the first operation position, the turn signal lever returns to a neutral position PN. When the driving support ECU starts the lane change assist control, the driving support ECU continues flashing a turn signal until a turn signal turning-off condition depending on a state of the lane change assist control is established. When the turn signal lever is performed at a second operation position P2L (P2R) while the lane change assist control is being executed, the lane change assist control is stopped.

Abstract: A steering wheel control unit executes control such that a steering wheel rotates in accordance with a first target steering angle and the steering wheel rotates in accordance with a second target steering angle when a steering operation is detected. A target steering angle setting unit sets the second target steering angle that asymptotically approaches an actual steering angle from the first target steering angle with the lapse of time, during a period from when the steering operation is detected during the automated driving until when an end of the steering operation is detected, and sets the second target steering angle that asymptotically approaches the first target steering angle with the lapse of time after the end of the steering operation is detected. After the steering operation takes place, the reaction force gradually decreases. After the steering operation ends, the reaction force gradually increases.

Abstract: A steering wheel control unit executes control such that a steering wheel rotates in accordance with a first target steering angle and the steering wheel rotates in accordance with a second target steering angle when a steering operation is detected. A target steering angle setting unit sets the second target steering angle that asymptotically approaches an actual steering angle from the first target steering angle with the lapse of time, during a period from when the steering operation is detected during the automated driving until when an end of the steering operation is detected, and sets the second target steering angle that asymptotically approaches the first target steering angle with the lapse of time after the end of the steering operation is detected. After the steering operation takes place, the reaction force gradually decreases. After the steering operation ends, the reaction force gradually increases.