An automatic turn-signal system including a steering wheel, a first turn-signal switch and a second turn-signal switch. The steering wheel is associated with a vehicle. The first turn-signal switch is mounted to the steering wheel. The second turn-signal switch is mounted to the steering wheel.

This turn cancel signal output device is provided with: a steering angle detection unit; a first cancel pulse generation unit which, based on the steering angle detected by the steering angle detection unit, generates a first cancel pulse when the steering angle becomes a steering angle to be detected as an edge indicating the completion of a turn of a vehicle; a second cancel pulse generation unit which, based on the steering angle detected by the steering angle detection unit, generates a second cancel pulse indicating the direction of rotation of steering: and signal output terminals.

This turn cancel signal output device is provided with: a steering angle detection unit; a first cancel pulse generation unit which, based on the steering angle detected by the steering angle detection unit, generates a first cancel pulse when the steering angle becomes a steering angle to be detected as an edge indicating the completion of a turn of a vehicle; a second cancel pulse generation unit which, based on the steering angle detected by the steering angle detection unit, generates a second cancel pulse indicating the direction of rotation of steering: and signal output terminals.

This invention provides a system which integrates motor vehicle component operation into actuators located in the rim of a vehicle steering wheel. The two system actuators are located in the steering wheel at the three o'clock and 12 o'clock positions for the right-hand actuator and the nine o'clock and 12 o'clock positions for the left-hand actuator. The actuators may operate in parallel with a conventional stalk switch or controls associated with an onboard computer and only operate a vehicle component when activated and subsequently depressed. The invention further provides for vehicle component operation which does not require a driver to remove his or her hands from the steering wheel. Furthermore, the system and apparatus of the invention when integrated with steering wheel and vehicle position detection systems provides a means to disengage an activated turn signal depending on the position of the steering wheel and/or the vehicle.

This invention provides a system which integrates motor vehicle component operation into actuators located in the rim of a vehicle steering wheel. The two system actuators are located in the steering wheel at the three o'clock and 12 o'clock positions for the right-hand actuator and the nine o'clock and 12 o'clock positions for the left-hand actuator. The actuators may operate in parallel with a conventional stalk switch or controls associated with an onboard computer and only operate a vehicle component when activated and subsequently depressed. The invention further provides for vehicle component operation which does not require a driver to remove his or her hands from the steering wheel. Furthermore, the system and apparatus of the invention when integrated with steering wheel and vehicle position detection systems provides a means to disengage an activated turn signal depending on the position of the steering wheel and/or the vehicle.

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.

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.

A reception unit receives a command which is either a leftward lane change command or a rightward lane change command. A traveling control unit controls the lane change, based on the lane change command. A lighting control unit turns on a direction indicator. A command determination unit causes the traveling control unit to cancel control of both the leftward and rightward lane changes and causes the lighting control unit to turn off the direction indicator, in spite of the reception unit receiving a first lane change command to either leftward or rightward direction as a lane change, and the traveling control unit starting first lane change control, if a second lane change command, which is in a direction opposite to the first lane change, is received before part of the vehicle enters an adjacent lane which is adjacent to a traveling lane where the vehicle travels.

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.

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.