JP2014049075A - Travel support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly determine another vehicle approaching a target lane.SOLUTION: A travel support device (100) that determines whether a second vehicle (C3) traveling in a second lane (L2) is likely to enter a target lane, in order to support travel of a first vehicle (C1) which is going to enter the target lane (LT) from a first lane (L1), comprises: first determination means (120) which determines whether a first required time (tc1) required for the second vehicle to reach a preceding vehicle (C4) preceding the second vehicle satisfies a predetermined first condition or not; and second determination means (120) which determines whether the second vehicle is likely to enter the target lane according to a determination result of the first determination means.

Description

  The present invention relates to a technical field of a driving support device that supports driving of a vehicle, for example.

  In recent years, development of a driving support device that supports safe or comfortable driving of a vehicle has been promoted. For example, Patent Document 1 discloses a travel support device that supports travel of a host vehicle that is about to enter a target lane from a travel lane that is currently traveling (that is, a lane change). Specifically, Patent Literature 1 discloses a travel support device that determines the possibility that there is another vehicle entering the target lane from a position other than the travel lane in which the host vehicle is traveling. In particular, the driving support device disclosed in Patent Document 1 determines the possibility that there is another vehicle entering the target lane according to the distance between the other vehicle and the target lane. For example, when the distance between the other vehicle and the target lane is relatively short, the driving support device disclosed in Patent Literature 1 is likely to have another vehicle entering the target lane. judge. On the other hand, when the distance between the other vehicle and the target lane is relatively long, the driving support device disclosed in Patent Document 1 is unlikely to have another vehicle entering the target lane. Is determined. By notifying the driver of guidance information based on such determination results, lane change to the target lane of the host vehicle is supported.

  In addition, Patent Documents 2 and 3 are given as prior art related to the present invention.

JP 2009-294943 A JP 2008-168827 A JP-A-8-263793

  However, the driving support device disclosed in Patent Document 1 determines the possibility that there is another vehicle entering the target lane according to the distance between the other vehicle and the target lane. Therefore, even when the other vehicle does not intend to enter the target lane, it may be determined that there is a high possibility that another vehicle entering the target lane exists. This is because the situation where the distance between the other vehicle and the target lane is relatively short is not only when the other vehicle is actually trying to enter the target lane, but also when the other vehicle is simply biased to one side of the driving lane. This is because it may occur even when the vehicle is traveling. Specifically, for example, when there is another vehicle driven by a driver who has a kite that travels biased to one side of the travel lane, there is a possibility that another vehicle entering the target lane exists. There is a risk of being determined to be high. As a result, there arises a technical problem that the chance of changing the lane to the target lane of the host vehicle is excessively reduced.

  The present invention has been made in view of the above problems, for example, and an object of the present invention is to propose a driving support device that can more suitably determine the presence of another vehicle entering the target lane.

<1>
In order to support the travel of the first vehicle that is about to enter the target lane from the first lane, the travel support device is configured such that the second vehicle traveling in a second lane different from the first lane is the target lane. A driving support device for determining whether or not to enter the vehicle, the first vehicle required for the second vehicle to catch up with the preceding vehicle traveling in the second lane so as to precede the second vehicle. There is a possibility that the second vehicle may enter the target lane in accordance with a first determination unit that determines whether the required time satisfies a predetermined first condition and a determination result of the first determination unit. Second determining means for determining whether or not.

  According to the travel support device, it is possible to assist the first vehicle traveling in the first lane from entering the target lane from the first lane (that is, changing the lane). In particular, the driving support device may support a second vehicle different from the first vehicle entering the target lane from the second lane in order to assist the first vehicle entering the target lane from the first lane. It is determined whether or not. This is because it is preferable to avoid the first vehicle and the second vehicle entering the target lane at the same timing.

  The second vehicle is preferably a vehicle that is traveling at a position that can affect the traveling of the first vehicle (typically, a position that is close to or parallel to the first vehicle). For example, the second vehicle is preferably a vehicle that is traveling in a position close to the first vehicle to such an extent that a change in the traveling state of the second vehicle can affect the traveling state of the first vehicle. Specifically, for example, when the second vehicle enters the target lane, the second vehicle travels in a position close to the first vehicle to such an extent that it is preferable that the first vehicle does not enter the target lane. Vehicle.

  The first lane, the second lane, and the target lane are preferably different driving lanes. Therefore, it is preferable that the travel support device typically assists the travel of the first vehicle traveling on a road having a travel lane of three or more lanes.

  In order to determine whether or not there is a possibility that the second vehicle will enter the target lane from the second lane, the travel support device includes first determination means and second determination means.

  The first determination means determines whether the first required time required for the second vehicle to catch up with the preceding vehicle preceding the second vehicle and traveling in the second lane is the first condition. It is determined whether or not the above is satisfied. When there are a plurality of preceding vehicles preceding the second vehicle, the first required time travels at a position closest to the second vehicle among the plurality of preceding vehicles preceding the second vehicle. The time required for the second vehicle to catch up with the preceding vehicle is preferably set.

  Here, the “first condition” means an arbitrary condition that can suitably determine whether or not the second vehicle may enter the target lane from the second lane. For example, when the first required time is relatively short (that is, when the second vehicle catches up with the preceding vehicle at a relatively early timing), the second vehicle overtakes the preceding vehicle, so that the second vehicle is in the target lane. There is a relatively high possibility of entering. On the other hand, when the first required time is relatively long (that is, when the second vehicle catches up or cannot catch up with the preceding vehicle at a relatively late timing), it is less necessary for the second vehicle to overtake the preceding vehicle. Therefore, the possibility that the second vehicle enters the target lane is relatively low. That is, it can be seen that there is a correlation between the length of the first required time and the possibility of the second vehicle entering the target lane. Therefore, the first condition may be set according to the correlation between the first required time and the possibility that the second vehicle will enter the target lane.

  The situation where “X vehicle catches up with Y vehicle” is the position of X vehicle (the position along the traveling direction of X vehicle and Y vehicle (that is, the extending direction of the second lane), and the same applies hereinafter) and the position of Y vehicle. (The position along the traveling direction of the X vehicle and the Y vehicle (that is, the extending direction of the second lane), which is the same hereinafter) may mean the same or substantially the same situation. Alternatively, in the situation where “X vehicle catches up with Y vehicle”, an arbitrary part of X vehicle reaches an arbitrary part of Y vehicle on the coordinate axes along the traveling direction of X vehicle and Y vehicle (for example, X vehicle May mean a situation in which the front part of the vehicle reaches the rear part of the Y vehicle.

  The second determination means determines the second determination according to the determination result of the first determination means (that is, the determination result of whether or not the first required time required until the second vehicle catches up with the preceding vehicle satisfies the first condition). It is determined whether or not the vehicle may enter the target lane.

  As described above, the driving support device determines whether or not the second vehicle may enter the target lane based on the first required time required for the second vehicle to catch up with the preceding vehicle. That is, instead of the “distance between the second vehicle and the target lane” disclosed in Patent Document 1, the travel support device is based on the first required time required for the second vehicle to catch up with the preceding vehicle. It is determined whether or not there is a possibility that the second vehicle enters the target lane. Therefore, the driving support device can determine that there is no possibility that the second vehicle enters the target lane even when the second vehicle is traveling in a state of being biased to one side of the second lane. . Therefore, the line support device can more suitably determine the presence of another vehicle (that is, the second vehicle) that enters the target lane.

  In particular, as described above, when the first required time is relatively short (that is, when the second vehicle catches up with the preceding vehicle at a relatively early timing), the second vehicle overtakes the preceding vehicle. The possibility that two vehicles will enter the target lane is relatively high. On the other hand, when the first required time is relatively long (that is, when the second vehicle catches up or cannot catch up with the preceding vehicle at a relatively late timing), it is less necessary for the second vehicle to overtake the preceding vehicle. Therefore, the possibility that the second vehicle enters the target lane is relatively low. That is, there is a correlation between the length of the first required time and the possibility that the second vehicle will enter the target lane. The travel support device determines whether or not the second vehicle may enter the target lane based on the first required time having a correlation with the possibility that the second vehicle enters the target lane. judge. Therefore, the driving support device can determine the presence of another vehicle (that is, the second vehicle) entering the target lane with higher accuracy.

  The first determination means may determine whether or not the first required time required for the second vehicle to catch up with the preceding vehicle satisfies the predetermined first condition, or instead of determining whether or not the vehicle speed of the second vehicle is satisfied. It may be determined whether or not is greater than the vehicle speed of the preceding vehicle. When the vehicle speed of the second vehicle is higher than the vehicle speed of the preceding vehicle, the second vehicle may catch up with the preceding vehicle, and thus the second vehicle may overtake the preceding vehicle, so that the second vehicle may enter the target lane. Becomes relatively high. On the other hand, if the vehicle speed of the second vehicle is not greater than the vehicle speed of the preceding vehicle, the second vehicle cannot catch up with the preceding vehicle (that is, there is no need for the second vehicle to overtake the preceding vehicle). The possibility that two vehicles will enter the target lane is relatively low. That is, there is a correlation between the magnitude relationship between the vehicle speed of the second vehicle and the vehicle speed of the preceding vehicle and the possibility that the second vehicle will enter the target lane. Therefore, in addition to or instead of the first required time, which is one parameter having a correlation with the possibility that the second vehicle enters the target lane, the driving support device enters the target lane. Whether or not the second vehicle may enter the target lane based on the magnitude relationship between the vehicle speed of the second vehicle and the vehicle speed of the preceding vehicle, which is another parameter having a correlation with the possibility of May be determined.

<2>
In another aspect of the driving support device, the second determination unit may: (i) if the first required time satisfies the first condition, the second vehicle may enter the target lane. And (ii) when the first required time does not satisfy the first condition, it is determined that there is no possibility that the second vehicle enters the target lane.

  According to this aspect, the second determination means preferably determines whether or not the second vehicle may enter the target lane according to the determination result of whether or not the first required time satisfies the first condition. Can be determined.

<3>
In another aspect of the driving support apparatus, the first determination unit determines whether or not the first required time is less than a predetermined first threshold, and the second determination unit includes (i) the first When the required time is less than the first threshold, it is determined that the second vehicle may enter the target lane, and (ii) the first required time is greater than or equal to the first threshold. It is determined that there is no possibility that the second vehicle will enter the target lane.

  According to this aspect, the second determination means determines whether or not the second vehicle may enter the target lane according to the determination result of whether or not the first required time is less than the first threshold. It can be suitably determined. This is because, as described above, there is a correlation between the length of the first required time and the possibility that the second vehicle will enter the target lane. Specifically, when the first required time is less than the first threshold (that is, the second vehicle catches up with the preceding vehicle at a relatively early timing), the second vehicle overtakes the preceding vehicle. The possibility that two vehicles will enter the target lane is relatively high. On the other hand, when the first required time is equal to or greater than the first threshold (that is, when the second vehicle catches up or does not catch up with the preceding vehicle at a relatively late timing), the second vehicle needs to overtake the preceding vehicle. Since it is thin, the possibility that the second vehicle enters the target lane is relatively low.

  In consideration of the fact that there is a correlation between the length of the first required time and the possibility that the second vehicle will enter the target lane, the first threshold is equal to the length of the first required time and the second vehicle. Is preferably set according to the correlation with the possibility of entering the target lane.

<4>
In another aspect of the driving support device, the first determination unit is configured such that the second required time required for the third vehicle traveling in the target lane to catch up with the second vehicle is a predetermined second condition. It is further determined whether or not the above is satisfied.

  According to this aspect, the first determination means determines whether or not the second required time required for the third vehicle traveling in the target lane to catch up with the second vehicle satisfies the second condition. . In addition, it is preferable that a 3rd vehicle is a vehicle located in the back of a 2nd vehicle on the coordinate axis along the advancing direction of a 2nd vehicle and a 3rd vehicle.

  Here, the “second condition” means an arbitrary condition that can suitably determine whether or not the second vehicle enters the target lane from the second lane. For example, when the second required time is relatively short (that is, when the third vehicle catches up with the second vehicle at a relatively early timing), the target lane is set so as to approach the second vehicle from the rear of the second vehicle. Due to the presence of the traveling third vehicle, the possibility of the second vehicle entering the target lane is relatively low. On the other hand, when the second required time is relatively long (that is, when the third vehicle catches up or cannot catch up with the second vehicle at a relatively late timing), the third required time for the second vehicle to enter the target lane is third. Since the possibility that the vehicle becomes an obstacle is relatively low, the possibility that the second vehicle enters the target lane is relatively high. That is, there is a correlation between the length of the second required time and the possibility that the second vehicle will enter the target lane. Therefore, the second condition may be set according to the correlation between the second required time and the possibility that the second vehicle will enter the target lane.

  As described above, in the driving support device according to this aspect, not only the first required time but also the second vehicle has the target based on the second required time having a correlation with the possibility that the second vehicle enters the target lane. It can be determined whether there is a possibility of entering a lane. Therefore, the driving support device can determine the presence of another vehicle (that is, the second vehicle) entering the target lane with higher accuracy.

<5>
As described above, in another aspect of the driving support device that determines whether or not the second required time satisfies the second condition, the second determination means includes: (i) the second required time satisfies the second condition. The second vehicle is determined to possibly enter the target lane, and (ii) the second vehicle is in the target lane when the second required time does not satisfy the second condition. It is determined that there is no possibility of entering.

  According to this aspect, the second determination unit preferably determines whether or not the second vehicle may enter the target lane according to the determination result of whether or not the second required time satisfies the second condition. Can be determined.

<6>
As described above, in another aspect of the driving support apparatus that determines whether or not the second required time satisfies the second condition, the first determination means determines whether the second required time is equal to or greater than a predetermined second threshold value. The second determination means determines (i) that the second vehicle may enter the target lane when the second required time is equal to or greater than the second threshold. (Ii) When the second required time is less than the second threshold, it is determined that there is no possibility that the second vehicle will enter the target lane.

  According to this aspect, the second determination means determines whether or not the second vehicle may enter the target lane according to the determination result of whether or not the second required time is equal to or greater than the second threshold. It can be suitably determined. This is because, as described above, there is a correlation between the length of the second required time and the possibility that the second vehicle will enter the target lane. Specifically, when the second required time is less than the second threshold (that is, when the third vehicle catches up with the second vehicle at a relatively early timing), the second vehicle approaches from the rear of the second vehicle. Thus, due to the presence of the third vehicle traveling in the target lane, the possibility that the second vehicle enters the target lane is relatively low. On the other hand, when the second required time is equal to or greater than the second threshold (that is, when the third vehicle catches up or cannot catch up with the second vehicle at a relatively late timing), the second vehicle enters the target lane. Since the possibility that the third vehicle becomes an obstacle is relatively low, the possibility that the second vehicle enters the target lane is relatively high.

  Considering that there is a correlation between the length of the second required time and the possibility that the second vehicle will enter the target lane, the second threshold is the second required time and the second vehicle. Is preferably set according to the correlation with the possibility of entering the target lane.

<7>
In another aspect of the driving support device, the first determination unit further determines whether or not the vehicle speed of the third vehicle traveling in the target lane is higher than the vehicle speed of the second vehicle.

  According to this aspect, the first determination means determines whether or not the vehicle speed of the third vehicle traveling in the target lane is higher than the vehicle speed of the second vehicle.

  This is because when the vehicle speed of the third vehicle is higher than the vehicle speed of the second vehicle, the third vehicle catches up with the second vehicle. As a result, there is a relative possibility that the second vehicle may enter the target lane due to the presence of the third vehicle traveling in the target lane so as to approach the second vehicle from behind the second vehicle. It becomes low. On the other hand, if the vehicle speed of the third vehicle is not greater than the vehicle speed of the second vehicle, the third vehicle is relatively unlikely to become an obstacle for entering the target lane. The possibility that two vehicles will enter the target lane is relatively high. That is, there is a correlation between the magnitude relationship between the vehicle speed of the third vehicle and the vehicle speed of the second vehicle and the possibility that the second vehicle will enter the target lane. Therefore, in the driving support device according to this aspect, in addition to or instead of the first required time which is one parameter having a correlation with the possibility that the second vehicle enters the target lane, the second vehicle becomes the target lane. Whether there is a possibility that the second vehicle may enter the target lane based on the magnitude relationship between the vehicle speed of the third vehicle and the vehicle speed of the second vehicle, which is another parameter having a correlation with the possibility of entering Can be determined.

<8>
As described above, in the aspect of the travel support device that determines whether or not the vehicle speed of the third vehicle is higher than the vehicle speed of the second vehicle, the second determination means includes: (i) the vehicle speed of the third vehicle is the first vehicle speed. When it is not greater than the vehicle speed of two vehicles, it is determined that the second vehicle may enter the target lane, and (ii) the vehicle speed of the third vehicle is greater than the vehicle speed of the second vehicle Then, it is determined that there is no possibility that the second vehicle will enter the target lane.

  According to this aspect, the second determination means preferably determines whether or not the second vehicle may enter the target lane according to the magnitude relationship between the vehicle speed of the third vehicle and the vehicle speed of the second vehicle. Can be determined. This is because, as described above, there is a correlation between the magnitude relationship between the vehicle speed of the third vehicle and the vehicle speed of the second vehicle and the possibility of the second vehicle entering the target lane.

<9>
In another aspect of the driving support device, the vehicle further includes an adjusting unit that adjusts the vehicle speed of the first vehicle when it is determined that the second vehicle may enter the target lane.

  According to this aspect, even if it is determined that there is a possibility that the second vehicle enters the target lane, the vehicle speed of the first vehicle is adjusted, so that the first vehicle and the second vehicle are adjusted. The positional relationship is adjusted. As a result, a situation is formed in which the presence of the second vehicle does not hinder the entry of the first vehicle into the target lane. Therefore, even if it is once determined that there is a possibility that the second vehicle may enter the target lane, an opportunity for the first vehicle to enter the target lane is preferably ensured.

<10>
In the aspect of the driving support apparatus including the adjusting unit as described above, the adjusting unit determines that the second vehicle is in the target lane when it is determined that the second vehicle may enter the target lane. The vehicle speed of the first vehicle is reduced as compared with a case where it is determined that there is no possibility of entering.

  According to this aspect, even if it is determined that there is a possibility that the second vehicle enters the target lane, the vehicle speed of the first vehicle is adjusted, so that the first vehicle and the second vehicle are adjusted. The positional relationship is adjusted. As a result, a situation is formed in which the presence of the second vehicle does not hinder the entry of the first vehicle into the target lane. Therefore, even if it is once determined that there is a possibility that the second vehicle may enter the target lane, an opportunity for the first vehicle to enter the target lane is preferably ensured.

<11>
In another aspect of the driving support apparatus, the driving support device further includes a measuring unit that measures the driving state of the second vehicle and the preceding vehicle, and the first determining unit is (i-1) measured in real time by the measuring unit. And (i-2) at least of the current running situation of the second vehicle predicted from the past running situation of the second vehicle measured by the measuring means in the past. On the other hand, and (ii-1) prediction based on the current traveling state of the preceding vehicle measured in real time by the measuring unit and (ii-2) the past traveling state of the preceding vehicle measured in the past by the measuring unit Whether or not the first required time satisfies the first condition is determined based on at least one of the current traveling conditions of the preceding vehicle.

  According to this aspect, the first determination means includes not only the current traveling state of each of the second vehicle and the preceding vehicle measured in real time by the measuring means but also the second vehicle and the preceding measured by the measuring means in the past. Whether or not the first required time satisfies the first condition can be determined based on each of the current traveling conditions of the second vehicle and the preceding vehicle predicted from the past traveling condition of each vehicle. Therefore, even if the measuring means cannot measure the current running status of the second vehicle and the preceding vehicle in real time due to the running status of the second vehicle and the preceding vehicle, the first required time is It is suitably determined whether or not one condition is satisfied.

  The operation and other advantages of the present invention will become more apparent from the following description of the preferred embodiments.

It is a block diagram which shows the structure of the vehicle of this embodiment. It is a top view which shows an example of the driving | running | working condition of a vehicle in case lane change assist control is performed. It is a flowchart which shows the flow of the operation | movement (especially operation | movement relevant to lane change assist control) which the vehicle of this embodiment performs. It is a flowchart which shows the flow of the 1st deformation | transformation operation | movement (especially 1st deformation | transformation operation relevant to lane change assist control) which the vehicle of this embodiment performs. It is a flowchart which shows the flow of the 2nd deformation operation (especially 2nd deformation operation relevant to lane change assist control) which the vehicle of this embodiment performs.

  Hereinafter, an embodiment in which a travel support device of the present invention is applied to a vehicle 1 will be described with reference to the drawings.

(1) Configuration of Vehicle First, the configuration of the vehicle 1 of the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing an example of the configuration of the vehicle 1 of the present embodiment. FIG. 1 shows the configuration of the vehicle 1 focusing on the configuration requirements related to the present invention for the sake of simplicity. Therefore, it goes without saying that the vehicle 1 may have other constituent requirements than those shown in FIG.

  As shown in FIG. 1, the vehicle 1 includes a GPS receiver 11, a vehicle detector 12, a memory 13, and an ECU (Electronic Control Unit) 100 that is an example of a “driving support device”.

  The GPS receiver 11 receives GPS radio waves radiated from GPS satellites (not shown). The GPS receiver 11 transfers a GPS signal obtained by receiving GPS radio waves to the ECU 100. As a result, the ECU 100 can recognize the current position of the vehicle 1 by analyzing the GPS signal.

  The vehicle detector 12 detects other vehicles (for example, other vehicle C2, other vehicle C3, preceding vehicle C4, etc., which will be described later with reference to FIG. 2) located around the vehicle 1. As the vehicle detector 12, a camera installed at the front, side or rear of the vehicle 1 for photographing other vehicles, a millimeter wave radar for emitting millimeter waves for detecting the presence of other vehicles, An example is an inter-vehicle communication device that detects another vehicle by communicating with another vehicle or a roadside device. The detection result of the vehicle detector 12 (for example, a camera shooting result, a millimeter wave radar detection result, a communication record in an inter-vehicle communication device, etc.) is transferred to the ECU 100. As a result, the ECU 100 can recognize the current position of the other vehicle, the vehicle speed, and the like by analyzing the detection result of the vehicle detector 12.

  The memory 13 is a storage device capable of storing information permanently or temporarily. Examples of the memory 13 include ROM, RAM, flash memory, hard disk, and the like. Particularly in the present embodiment, the memory 13 stores map information. The map information stored in the memory 13 is referred to by the ECU 100 as appropriate. As a result, the ECU 100 can recognize the road condition (for example, the shape of the travel lane, the number of travel lanes, and the like) at the current position where the vehicle 1 is traveling.

  Note that the ECU 100 may refer to map information downloaded via a network line (not shown) in addition to or instead of the map information stored in the memory 13. In this case, the memory 13 may not store the map information.

  The ECU 100 includes, as a physical processing circuit or a logical processing block, a situation recognition unit 110 that is an example of a “measurement unit”, and examples of a “first determination unit” and a “second determination unit”. The other vehicle lane change determination unit 120, the own vehicle lane change determination unit 130, and a vehicle control unit 140 that is an example of the “adjustment unit”.

  The situation recognizing unit 110 is based on a GPS signal transferred from the GPS receiver 11 or a detection result of an arbitrary sensor (for example, a vehicle speed sensor) included in the vehicle 1. Recognize the current position. In addition, the situation recognition unit 110 recognizes the running situation of other vehicles located around the vehicle 1 (for example, the current position and the vehicle speed of the other vehicles) based on the detection result of the vehicle detector 12 and the like. In addition, the situation recognition unit 110 refers to the map information stored in the memory 13, so that the road situation at the current position where the vehicle 1 is traveling (for example, the shape of the traveling lane, the number of traveling lanes, etc. )

  The other vehicle lane change determination unit 120 changes the lane with respect to the target lane that is the travel lane that the vehicle 1 is about to change lanes (in other words, the vehicle is about to enter). Determine whether there is a possibility. At this time, the other vehicle lane change determination unit 120 determines at least one of the traveling state of the vehicle 1 recognized by the situation recognition unit 110, the traveling state of the other vehicle, and the road state of the current position where the vehicle 1 is traveling. Based on this, it is determined whether there is a possibility that another vehicle may change lanes with respect to the target lane.

  The own vehicle lane change determination unit 130 determines whether or not the vehicle 1 may change the lane with respect to the target lane (that is, whether or not to change the lane to the target lane). At this time, the host vehicle lane change determination unit 130 determines whether or not the vehicle 1 may change the lane with respect to the target lane based on the determination result of the other vehicle lane change determination unit 120 (that is, to the target lane). Whether to change lanes).

  The vehicle control unit 140 performs assist control for supporting the traveling of the vehicle 1. In particular, in the present embodiment, when the vehicle lane change determination unit 130 determines that the vehicle 1 may enter the target lane, the vehicle control unit 140 lanes the vehicle 1 to the target lane. Assist control (so-called lane change assist control) for assisting the change is performed.

(2) Operation of Vehicle Next, with reference to FIG. 2 and FIG. 3, an explanation will be given on the operation (particularly the operation related to the lane change assist control) performed by the vehicle 1 of the present embodiment.

(2-1) Example of Traveling Condition of Vehicle 1 First, an example of the traveling condition of the vehicle 1 when the lane change assist control is performed will be described with reference to FIG. FIG. 2 is a plan view illustrating an example of a traveling state of the vehicle 1 when the lane change assist control is performed.

  As shown in FIG. 2, for example, the vehicle 1 traveling in the travel lane L1 (the own vehicle C1 in FIG. 2) changes the lane to the target lane LT that is the travel lane one left adjacent to the travel lane L1. When this is done (see the alternate long and short dash line path in FIG. 2), the lane change assist control of this embodiment is performed. Or, for example, when the host vehicle C1 traveling in the travel lane L1 overtakes the other vehicle C2 traveling in the target lane LT and then changes to the target lane LT (the path of the one-dot chain line in FIG. 2) Lane change assist control of this embodiment is performed. Such a situation may occur, for example, when the host vehicle C1 originally traveling in the target lane LT overtakes the preceding other vehicle C2.

  Here, when the other vehicle C3 is traveling along the parallel lane L2 that is the lane one adjacent to the target lane LT, the other vehicle C3 may change to the target lane LT. . Accordingly, it is preferable that the lane change of the host vehicle C1 to the target lane LT is performed at a timing when the other vehicle C3 does not change the lane to the target lane LT. That is, when there is no possibility that the other vehicle C3 changes the lane to the target lane LT, the host vehicle C1 preferably changes the lane to the target lane LT. In other words, when the other vehicle C3 may change the lane to the target lane LT, the host vehicle C1 preferably does not change the lane to the target lane LT.

  Therefore, in order to assist the lane change of the host vehicle C1 to the target lane, the ECU 100 according to the present embodiment may cause the other vehicle C3 traveling in the parallel lane L2 to change the lane with respect to the target lane LT. It is determined whether or not there is. In particular, the ECU 100 according to the present embodiment includes (i) a time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4 preceding the other vehicle C3 on the parallel lane L2, and (ii) the other vehicle. Based on the required time tc2 required until C2 catches up with the other vehicle C3, it is determined whether or not there is a possibility that the other vehicle C3 may change the lane with respect to the target lane LT.

  Note that FIG. 2 merely illustrates an example of the traveling situation, and there is no intention to exclude the presence of vehicles other than the host vehicle C1, the other vehicle C2, the other vehicle C3, and the preceding vehicle C4. However, it is preferable that the road on which the host vehicle C1 is traveling includes a traveling lane of three or more lanes.

  In the following description, the other vehicle C3 is assumed to be a vehicle that precedes the host vehicle C1 along the traveling direction of the host vehicle C1. However, the other vehicle C3 may be a vehicle located behind the host vehicle C1 along the traveling direction of the host vehicle C1. In addition, the description will proceed assuming that the other vehicle C3 is a vehicle preceding the other vehicle C2 along the traveling direction of the host vehicle C1. However, the other vehicle C3 may be a vehicle located behind the other vehicle C2 along the traveling direction of the host vehicle C1.

  In the following description, it is assumed that the vehicle speed of the host vehicle C1 is V1, the vehicle speed of the other vehicle C2 is V2, the vehicle speed of the other vehicle C3 is V3, and the vehicle speed of the preceding vehicle C4 is V4. Further, the description will be given assuming that the inter-vehicle distance between the other vehicle C2 and the other vehicle C3 is the current position of the other vehicle C3−the current position of the other vehicle C2 = Lb. Further, the description will be given assuming that the inter-vehicle distance between the preceding vehicle C4 and the other vehicle C3 is the current position of the preceding vehicle C4−the current position of the other vehicle C3 = La. Any parameter takes a positive value toward the front side with respect to the traveling direction of the host vehicle C1.

(2-2) Flow of Vehicle Operation Next, with reference to FIG. 3, a flow of an operation (particularly, an operation related to lane change assist control) performed by the vehicle 1 of the present embodiment will be described. FIG. 3 is a flowchart showing a flow of an operation (particularly, an operation related to lane change assist control) performed by the vehicle 1 of the present embodiment.

  In the following description, for convenience of explanation, the description will be given by taking as an example the flow of operations performed by the host vehicle C1 in the traveling state shown in FIG. However, it goes without saying that the operation described below may be performed even if the vehicle 1 is different from the host vehicle C1 in the traveling state shown in FIG.

  As shown in FIG. 3, the situation recognition unit 110 first detects the GPS signal transferred from the GPS receiver 11 and the detection result of an arbitrary sensor (for example, a vehicle speed sensor) provided in the host vehicle C1. The traveling state of the vehicle C1 (for example, the current position of the host vehicle C1) is recognized (step S111).

  Following the operation in step S <b> 111, the situation recognition unit 110 refers to the map information stored in the memory 13. At this time, the situation recognition unit 110 refers to the map information corresponding to the current position of the host vehicle C1 recognized in step S111. As a result, the situation recognition unit 110 recognizes the road situation (for example, the shape of the running lane, the number of running lanes, and the like) at the current position where the host vehicle C1 is running (step S112).

  Following the operation of step S111 and step S112, the situation recognizing unit 110 travels the other vehicle C2 located around the vehicle 1 based on the detection result of the vehicle detector 12 or the like in parallel or in parallel. The situation (for example, the current position and the vehicle speed of the other vehicle C2) is recognized (step S113). Similarly, the situation recognition unit 110 recognizes the running situation of the other vehicle C3 located around the vehicle 1 (for example, the current position or the vehicle speed of the other vehicle C3) based on the detection result of the vehicle detector 12 and the like. (Step S113). Similarly, the situation recognition unit 110 recognizes the running situation of the preceding vehicle C4 located around the vehicle 1 (for example, the current position and the vehicle speed of the preceding vehicle C4) based on the detection result of the vehicle detector 12 and the like. (Step S113).

  Thereafter, the other vehicle lane change determination unit 120 calculates a required time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4 (step S121). Here, the other vehicle lane change determination unit 120 calculates the required time tc1 = the inter-vehicle distance between the preceding vehicle C4 and the other vehicle C3 / the relative vehicle speed of the other vehicle C3 with respect to the preceding vehicle C4 = La / (V3-V4). The required time tc1 may be calculated using However, the other vehicle lane change determination unit 120 may calculate the required time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4 by other methods.

  Subsequent to or in parallel with the operation of step S121, the other vehicle lane change determination unit 120 calculates a time tc2 required for the other vehicle C2 to catch up with the other vehicle C3 (step S122). . Here, the other vehicle lane change determination unit 120 calculates the required time tc2 = the distance between the other vehicle C3 and the other vehicle C2 / the relative vehicle speed of the other vehicle C2 with respect to the other vehicle C3 = Lb / (V2-V3). The required time tc2 may be calculated using However, the other vehicle lane change determination unit 120 may calculate the required time tc2 required for the other vehicle C2 to catch up with the other vehicle C3 by other methods.

  Thereafter, the other vehicle lane change determination unit 120 determines whether or not the required time tc1 calculated in step S121 is less than the predetermined threshold th1 (step S123). In addition, the other vehicle lane change determination unit 120 determines whether or not the required time tc2 calculated in step S122 is less than the predetermined threshold th2 (step S124).

  As a result of the determination in step S123 and step S124, when it is determined that the required time tc1 is not less than the predetermined threshold th1 or the required time tc2 is less than the predetermined threshold th2 (step S123: No or step S124: Yes), The other vehicle lane change determination unit 120 determines that there is no possibility (or a low possibility) that the other vehicle C3 changes the lane to the target lane LT (step S125).

  On the other hand, as a result of the determination in step S123 and step S124, when it is determined that the required time tc1 is less than the predetermined threshold th1 and the required time tc2 is not less than the predetermined threshold th2 (step S123: Yes and step S124: No) ) The other vehicle lane change determination unit 120 determines that there is a possibility that the other vehicle C3 may change the lane to the target lane LT (or the possibility is high) (step S126).

  Hereinafter, the reason for the determination in step S125 and step S126 will be described.

  First, when the required time tc1 is less than the predetermined threshold th1, it is estimated that the other vehicle C3 catches up with the preceding vehicle C4 at a relatively earlier timing than when the required time tc1 is not less than the predetermined threshold th1. The For this reason, since the other vehicle C3 overtakes the preceding vehicle C4, the possibility that the other vehicle C3 changes the lane to the target lane LT is relatively high. Therefore, when the required time tc1 is less than the predetermined threshold th1, the other vehicle lane change determination unit 120 determines that there is a possibility that the other vehicle C3 may change the lane to the target lane LT.

  On the other hand, if the required time tc1 is not less than the predetermined threshold th1, the other vehicle C3 catches up with the preceding vehicle C4 at a relatively later timing than the case where the required time tc1 is less than the predetermined threshold th1, or the other vehicle It is estimated that C3 cannot catch up with the preceding vehicle C4. For this reason, since it is less necessary for the other vehicle C3 to overtake the preceding vehicle C4, the possibility that the other vehicle C3 changes the lane to the target lane LT is relatively low. Therefore, if the required time tc1 is not less than the predetermined threshold th1, the other vehicle lane change determination unit 120 determines that there is no possibility that the other vehicle C3 will change to the target lane LT.

  Further, when the required time tc2 is less than the predetermined threshold th2, it is estimated that the other vehicle C2 catches up with the other vehicle C3 at a relatively early timing as compared with the case where the required time tc2 is not less than the predetermined threshold th2. . For this reason, there is a possibility that the lane change of the other vehicle C3 to the target lane LT may be performed due to the presence of the other vehicle C2 traveling in the target lane LT so as to approach the other vehicle C3 from behind the other vehicle C3. Is relatively low. Therefore, when the required time tc2 is less than the predetermined threshold th2, the other vehicle lane change determination unit 120 determines that there is no possibility that the other vehicle C3 will change to the target lane LT.

  On the other hand, if the required time tc2 is not less than the predetermined threshold th2, the other vehicle C2 catches up with the other vehicle C3 at a relatively later timing than the case where the required time tc2 is less than the predetermined threshold th2. It is estimated that C2 cannot catch up with other vehicle C3. For this reason, since the possibility that the other vehicle C2 becomes an obstacle to the lane change to the target lane LT of the other vehicle C3 is relatively low, the possibility that the other vehicle C3 changes the lane to the target lane LT is relatively Get higher. Therefore, when the required time tc2 is not less than the predetermined threshold th2, the other vehicle lane change determination unit 120 determines that there is a possibility that the other vehicle C3 may change the lane to the target lane LT.

  Thereafter, when the other vehicle lane change determination unit 120 determines that there is no possibility that the other vehicle C3 changes to the target lane LT, the following operation is performed.

  Specifically, since it is determined that there is no possibility that the other vehicle C3 changes the lane to the target lane LT, the host vehicle lane change determination unit 130 changes the lane of the host vehicle C1 with respect to the target lane LT. (Step S131). Therefore, the vehicle control unit 140 performs assist control (so-called lane change assist control) for assisting the lane change of the host vehicle C1 to the target lane LT (step S141). As a result, the host vehicle C1 travels so as to change lanes with respect to the target lane LT.

  On the other hand, when the other vehicle lane change determining unit 120 determines that the other vehicle C3 may change the lane to the target lane LT, the following operation is performed.

  Specifically, since it is determined that the other vehicle C3 may change the lane to the target lane LT, the own vehicle lane change determination unit 130 should change the lane of the own vehicle C1 with respect to the target lane LT. It is determined that it is not (step S132). That is, the host vehicle lane change determination unit 130 determines that the host vehicle C1 should continue to travel on the travel lane L1 (step S132). In other words, the host vehicle lane change determination unit 130 determines that the lane change of the host vehicle C1 with respect to the target lane LT should be postponed (step S132). Therefore, the vehicle control unit 140 performs assist control for assisting the traveling of the host vehicle C1 in the travel lane L1 (step S142). As a result, the host vehicle C1 continues to travel on the travel lane L1.

  As described above, the ECU 100 according to the present embodiment (i) the required time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4 and (ii) the other vehicle C2 to catch up with the other vehicle C3. Based on the required time tc2, it can be determined whether there is a possibility that the other vehicle C3 may change the lane to the target lane LT. That is, the ECU 100 according to the present embodiment may cause the other vehicle C3 to enter the target lane LT without using the “distance between the other vehicle C3 and the target lane LT” disclosed in Patent Document 1. It can be determined whether or not. Therefore, the EUC 100 according to the present embodiment has no possibility that the other vehicle C3 may change the lane to the target lane LT even when the other vehicle C3 is traveling while being biased to one side of the parallel lane L2. Can be determined. Therefore, the ECU 100 of the present embodiment can more suitably determine the presence of the other vehicle C3 entering the target lane LT.

  In addition, as described above, the required time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4 and the required time tc2 required for the other vehicle C2 to catch up with the other vehicle C3 are both the other vehicle C3. Has a correlation with the possibility of changing the lane to the target lane LT. Therefore, the ECU 100 according to the present embodiment can suitably or accurately determine whether or not the other vehicle C3 may change the lane to the target lane LT.

  In the above description, the other vehicle lane change determination unit 120 (i) the required time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4 and (ii) the other vehicle C2 to the other vehicle C3. Based on both the required time tc2 required to catch up, it is determined whether there is a possibility that the other vehicle C3 may change the lane to the target lane LT. However, the other vehicle lane change determination unit 120 (i) the time required for the other vehicle C3 to catch up with the preceding vehicle C4 and (ii) the time required for the other vehicle C2 to catch up with the other vehicle C3. Based on either one of the times tc2, it may be determined whether or not the other vehicle C3 may change the lane to the target lane LT. In this case, the other vehicle lane change determination unit 120 requires (i) the time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4 and (ii) the other vehicle C2 to catch up with the other vehicle C3. It is sufficient to calculate one of the required times tc2.

  Further, the other vehicle lane change determination unit 120 adds the vehicle speed V3 of the other vehicle C3 and the vehicle speed V4 of the preceding vehicle C4 in addition to or instead of the required time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4. Based on the magnitude relationship, it may be determined whether or not the other vehicle C3 may change the lane to the target lane LT. For example, when the vehicle speed V3 of the other vehicle C3 is higher than the vehicle speed V4 of the preceding vehicle C4, it is estimated that the other vehicle C3 catches up with the preceding vehicle C4. For this reason, since the other vehicle C3 overtakes the preceding vehicle C4, the possibility that the other vehicle C3 changes the lane to the target lane LT is relatively high. On the other hand, when the vehicle speed V3 of the other vehicle C3 is not greater than the vehicle speed V4 of the preceding vehicle C4, it is estimated that the other vehicle C3 cannot catch up with the preceding vehicle C4. For this reason, since it is not necessary for the other vehicle C3 to pass the preceding vehicle C4, the possibility that the other vehicle C3 changes the lane to the target lane LT is relatively low. As described above, the magnitude relationship between the vehicle speed V3 of the other vehicle C3 and the vehicle speed V4 of the preceding vehicle C4 has a correlation with the possibility that the other vehicle C3 changes the lane to the target lane LT. Therefore, the other vehicle lane change determination unit 120 determines whether or not the other vehicle C3 may change the lane to the target lane LT based on the magnitude relationship between the vehicle speed V3 of the other vehicle C3 and the vehicle speed V4 of the preceding vehicle C4. Can be suitably determined.

  Similarly, the other vehicle lane change determination unit 120 adds the vehicle speed V2 of the other vehicle C2 and the vehicle speed V3 of the other vehicle C3 in addition to or instead of the required time tc2 required for the other vehicle C2 to catch up with the other vehicle C3. It may be determined whether there is a possibility that the other vehicle C3 may change the lane to the target lane LT based on the magnitude relationship. For example, when the vehicle speed V2 of the other vehicle C2 is higher than the vehicle speed V3 of the other vehicle C3, it is estimated that the other vehicle C2 catches up with the other vehicle C3. As a result, the lane change of the other vehicle C3 to the target lane LT may be performed due to the presence of the other vehicle C2 traveling in the target lane LT so as to approach the other vehicle C3 from behind the other vehicle C3. Is relatively low. On the other hand, when the vehicle speed V2 of the other vehicle C2 is not greater than the vehicle speed V3 of the other vehicle C3, it is estimated that the other vehicle C2 cannot catch up with the other vehicle C3. For this reason, it is estimated that the possibility that the other vehicle C2 becomes an obstacle for the approach of the other vehicle C3 to the target lane LT is relatively low. As a result, the possibility that the other vehicle C3 changes the lane to the target lane LT is relatively high. Thus, the magnitude relationship between the vehicle speed V2 of the other vehicle C2 and the vehicle speed V3 of the other vehicle C3 has a correlation with the possibility of the other vehicle C2 changing the lane to the target lane LT. Therefore, the other vehicle lane change determination unit 120 determines whether or not the other vehicle C3 may change the lane to the target lane LT based on the magnitude relationship between the vehicle speed V2 of the other vehicle C2 and the vehicle speed V3 of the other vehicle C3. Can be suitably determined.

(3) Deformation Operation Next, with reference to FIGS. 4 and 5, a deformation operation (particularly, a deformation operation related to lane change assist control) performed by the vehicle 1 of the present embodiment will be described. In the following, the same operations as those described with reference to FIG. 3 are denoted by the same step numbers, and detailed description thereof is omitted.

(3-1) First Deformation Operation First, the flow of the first deformation operation (particularly, the first deformation operation related to lane change assist control) performed by the vehicle 1 of the present embodiment will be described with reference to FIG. To do. It is a flowchart which shows the flow of the 1st deformation | transformation operation | movement (especially 1st deformation | transformation operation relevant to lane change assist control) which the vehicle 1 of this embodiment performs.

  As shown in FIG. 4, in the first deformation operation, the operations from step S111 to step S113 are performed in the same manner as the operation in FIG. 3 described above. In other words, the situation recognizing unit 110 is configured such that the running situation of the host vehicle C1, the road situation at the current position where the host vehicle C1 is running, the running situation of the other vehicle C2, the running situation of the other vehicle C3, Recognize the driving situation.

  Particularly in the first deformation operation, following the operation in step S113, the situation recognizing unit 110 performs the running situation of the other vehicle C2, the running situation of the other vehicle C3, and the preceding situation recognized in step S113. The traveling state of the vehicle C4 is stored in the memory 13 (step S211).

  Thereafter, the situation recognition unit 110 calculates the current running situation of the other vehicle C2 based on the past running situation of at least one of the other vehicle C2, the other vehicle C3, and the preceding vehicle C4 stored in the memory 13. (That is, guess) (step S212). Similarly, the situation recognition unit 110 determines the current running situation of the other vehicle C3 based on the past running situation of at least one of the other vehicle C2, the other vehicle C3, and the preceding vehicle C4 stored in the memory 13. Calculation (that is, estimation) is performed (step S212). Similarly, the situation recognition unit 110 determines the current running situation of the preceding vehicle C4 based on the past running situation of at least one of the other vehicle C2, the other vehicle C3, and the preceding vehicle C4 stored in the memory 13. Calculation (that is, estimation) is performed (step S212). The operation in step S212 is preferably performed at the timing when the operation by the other vehicle lane change determination unit 120 (the operation from step S121 to step S126) is performed.

  Thereafter, also in the first deformation operation, similarly to the operation in FIG. 3 described above, the operation from step S121 to step S132 is performed, so that it is determined whether the other vehicle C3 changes the lane to the target lane LT. Assist control according to the result is performed. However, in the first deformation operation, the other vehicle lane change determination unit 120 adds the other vehicle C3 and the preceding vehicle calculated in step S212 in addition to or instead of the travel status of the other vehicle C3 and the preceding vehicle C4 recognized in step S113. Based on the traveling state of C4, a required time tc1 required for the other vehicle C3 to catch up with the preceding vehicle C4 is calculated (step S121). Similarly, in the first deformation operation, the other vehicle lane change determination unit 120 adds the other vehicle C2 and the other vehicle calculated in step S212 in addition to or instead of the traveling state of the other vehicle C2 and the other vehicle C3 recognized in step S113. Based on the traveling state of the vehicle C3, a required time tc2 required for the other vehicle C2 to catch up with the other vehicle C3 is calculated (step S122).

  As described above, according to the first deformation operation, effects similar to the various effects described above are realized.

  In addition, in the first deformation operation, the other vehicle lane change determination unit 120 determines that the other vehicle C2 is in the target lane LT based on the current traveling state of the other vehicle C2 and the other vehicle C3 calculated by calculation from the past traveling state. It is possible to determine whether or not there is a possibility of changing the lane. Therefore, even if the situation recognition unit 113 cannot recognize the traveling conditions of the other vehicle C2, the other vehicle C3, and the preceding vehicle C4 in real time for some reason, the other vehicle lane change determination unit 120 does not recognize the other vehicle C2. It is possible to determine whether or not there is a possibility of changing the lane to the target lane LT.

  Here, an example of a situation in which the traveling situation of the other vehicle C2, the other vehicle C3, or the preceding vehicle C4 cannot be recognized in real time will be exemplified below. For example, in the traveling state shown in FIG. 2, a situation is assumed in which the host vehicle C1 detects the other vehicle C2, the other vehicle C3, and the preceding vehicle C4 using millimeter wave radar. In this case, for the host vehicle C1, the other vehicle C3 is present at a position hidden behind the other vehicle C2. Therefore, the host vehicle C1 may not be able to detect the traveling state of the other vehicle C3 even when the millimeter wave radar is used. Even in such a case, in the first deformation operation, the host vehicle C1 can recognize the current traveling state of the other vehicle C3 accordingly.

  In the first deformation operation, the situation recognizing unit 110 does not have to calculate all the current running situations of the other vehicle C2, the other vehicle C3, and the preceding vehicle C4. For example, the situation recognizing unit 110 changes the current running situation of a vehicle that cannot recognize the current running situation in real time from the other vehicle C2, the other vehicle C3, and the preceding vehicle C4 to the past running situation of the vehicle. You may calculate based on. As a result, the processing load on the situation recognition unit 110 accompanying the calculation of the current running situation is reduced.

(3-2) Second Deformation Operation Next, with reference to FIG. 5, the flow of the second deformation operation (particularly the second deformation operation related to lane change assist control) performed by the vehicle 1 of the present embodiment will be described. To do. It is a flowchart which shows the flow of the 2nd deformation | transformation operation | movement (especially 2nd deformation | transformation operation relevant to lane change assist control) which the vehicle 1 of this embodiment performs.

  As shown in FIG. 5, in the second deformation operation, the operations from step S111 to step S126 are performed in the same manner as the operation in FIG. 3 described above. That is, also in the second deformation operation, whether or not the other vehicle C3 changes the lane to the target lane LT is determined in the same manner as the operation in FIG. 3 described above. Further, also in the second deformation operation, when the other vehicle lane change determination unit 120 determines that there is no possibility that the other vehicle C3 changes the lane to the target lane LT, as in the above-described operation of FIG. The operations from step S131 to step S141 are performed. As a result, the host vehicle C1 travels so as to change lanes with respect to the target lane LT.

  On the other hand, particularly in the second deformation operation, when it is determined that the other vehicle C3 may change the lane to the target lane LT (step S126), the host vehicle lane change determination unit 130 After adjusting the vehicle speed V1, it is determined that the host vehicle C1 may change the lane with respect to the target lane LT (step S332). Accordingly, the vehicle control unit 140 adjusts the vehicle speed V1 of the host vehicle C1, and then performs assist control (so-called lane change assist control) for assisting the lane change of the host vehicle C1 to the target lane LT (step lane change assist control). S342). At this time, it is preferable that the vehicle control unit 140 adjust the vehicle speed V <b> 1 so that the presence of the other vehicle C <b> 3 does not hinder the entry of the host vehicle C <b> 1 into the target lane LT. As a result, the host vehicle C1 travels so as to change the lane with respect to the target lane LT after adjusting the vehicle speed V1 while traveling in the travel lane L1.

  As an example of the adjustment of the vehicle speed V1 of the own vehicle C1, for example, an adjustment for making the vehicle speed V1 of the own vehicle C1 coincide with the vehicle speed V3 of the other vehicle C3, or the vehicle speed V1 of the own vehicle C1 is changed to the vehicle speed V3 of the other vehicle C3. Adjustment to make it smaller than that is given. The vehicle speed V1 is preferably adjusted to decrease the vehicle speed V1.

  As described above, according to the second deformation operation, effects similar to the various effects described above are realized.

  In addition, in the second deformation operation, even if it is once determined that the other vehicle C3 may enter the target lane LT, as a result of the adjustment of the vehicle speed V1 of the own vehicle C1, The positional relationship with the other vehicle C3 is adjusted. As a result, a situation in which the presence of the other vehicle C3 does not become an obstacle to the lane change to the target lane LT of the host vehicle C1 is formed after the fact. Therefore, even if it is once determined that the other vehicle C3 may change the lane to the target lane LT, an opportunity to change the lane of the host vehicle C1 to the target lane LT is preferably ensured.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the scope or spirit of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

1 Vehicle 11 GPS Receiver 12 Vehicle Detector 13 Memory 100 ECU
DESCRIPTION OF SYMBOLS 110 Situation recognition part 120 Other vehicle lane change determination part 130 Own vehicle lane change determination part 140 Vehicle control part C1 Own vehicle C2 Other vehicle C3 Other vehicle C4 Predecessor vehicle L1 Traveling lane L2 Parallel running lane LT Target lane

Claims (11)

The possibility that a second vehicle traveling in a second lane different from the first lane may enter the target lane in order to assist the traveling of the first vehicle entering the target lane from the first lane. A driving support device for determining whether or not there is a
It is determined whether or not a first required time required for the second vehicle to catch up with a preceding vehicle traveling in the second lane so as to precede the second vehicle satisfies a predetermined first condition. First determining means for
And a second determination unit that determines whether or not the second vehicle may enter the target lane according to a determination result of the first determination unit.   The second determination means determines (i) that the second vehicle may enter the target lane when the first required time satisfies the first condition, and (ii) the first 2. The driving support device according to claim 1, wherein when the required time does not satisfy the first condition, it is determined that there is no possibility that the second vehicle enters the target lane. The first determination means determines whether the first required time is less than a predetermined first threshold;
The second determination means determines (i) that the second vehicle may enter the target lane when the first required time is less than the first threshold, and (ii) the second 3. The travel support apparatus according to claim 1, wherein, when one required time is equal to or greater than the first threshold, it is determined that the second vehicle is unlikely to enter the target lane.   The first determination means further determines whether or not a second required time required for the third vehicle traveling in the target lane to catch up with the second vehicle satisfies a predetermined second condition. The travel support apparatus according to any one of claims 1 to 3, wherein   The second determination means determines (i) that the second vehicle may enter the target lane when the second required time satisfies the second condition, and (ii) the second The travel support device according to claim 4, wherein when the required time does not satisfy the second condition, it is determined that there is no possibility that the second vehicle enters the target lane. The first determination means determines whether or not the second required time is equal to or greater than a predetermined second threshold;
The second determination means determines that (i) the second vehicle may enter the target lane when the second required time is equal to or greater than the second threshold, and (ii) the second 6. The travel support apparatus according to claim 4, wherein when the required time is less than the second threshold, it is determined that the second vehicle is unlikely to enter the target lane.   The said 1st determination means further determines whether the vehicle speed of the 3rd vehicle which is drive | working the said target lane is larger than the vehicle speed of the said 2nd vehicle, The one of Claim 1 to 6 characterized by the above-mentioned. The driving support device according to one item.   The second determination means determines that (i) the second vehicle may enter the target lane when the vehicle speed of the third vehicle is not greater than the vehicle speed of the second vehicle; ii) When the vehicle speed of the third vehicle is higher than the vehicle speed of the second vehicle, it is determined that there is no possibility that the second vehicle enters the target lane. Driving support device.   9. The apparatus according to claim 1, further comprising an adjusting unit configured to adjust a vehicle speed of the first vehicle when it is determined that the second vehicle may enter the target lane. The driving support device according to item.   The adjusting means compares the second vehicle with a case where it is determined that there is no possibility of entering the target lane when it is determined that the second vehicle may enter the target lane. The travel support apparatus according to claim 9, wherein the vehicle speed of the first vehicle is reduced. And further comprising a measuring means for measuring a running situation of the second vehicle and the preceding vehicle,
The first determination means includes (i-1) a current traveling state of the second vehicle that the measurement means measures in real time, and (i-2) the second vehicle that the measurement means has measured in the past. At least one of the current travel status of the second vehicle predicted from the past travel status, and (ii-1) the current travel status of the preceding vehicle being measured in real time by the measuring means and (ii) -2) Based on at least one of the current traveling conditions of the preceding vehicle predicted from the past traveling conditions of the preceding vehicle measured by the measuring means in the past, the first required time is the first condition. It is determined whether it satisfy | fills, The driving assistance apparatus as described in any one of Claim 1 to 10 characterized by the above-mentioned.

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