JP2015066962A - Drive assist apparatus - Google Patents

Drive assist apparatus Download PDF

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JP2015066962A
JP2015066962A JP2013200010A JP2013200010A JP2015066962A JP 2015066962 A JP2015066962 A JP 2015066962A JP 2013200010 A JP2013200010 A JP 2013200010A JP 2013200010 A JP2013200010 A JP 2013200010A JP 2015066962 A JP2015066962 A JP 2015066962A
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vehicle
vehicle speed
lane
acceleration
deceleration
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JP6337435B2 (en
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康啓 鈴木
Yasuhiro Suzuki
康啓 鈴木
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Nissan Motor Co Ltd
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Abstract

PROBLEM TO BE SOLVED: To make it possible to increase adjacent vehicles which can change lanes from an adjacent lane to an own-lane.SOLUTION: A controller 5 calculates the number of vehicles Naccopt at accelerating that is the number of adjacent vehicles D which can change lanes to an own-lane when an own vehicle A accelerates, and the number of vehicles Ndccopt at decelerating that is the number of adjacent vehicles D which can change lanes to the own-lane when the own vehicle A decelerates. The controller 5 performs at least one of control of the own vehicle A and notification to a driver such that the own vehicle A accelerates if the calculated number of vehicles Naccopt at accelerating is larger than the number of vehicles Ndccopt at decelerating. On the other hand, the controller 5 performs at least one of control of the own vehicle A and notification to the driver such that the own vehicle A decelerates if the calculated number of vehicles Naccopt at accelerating is less than the number of vehicles Ndccopt at decelerating.

Description

本発明は、運転支援装置に関する。   The present invention relates to a driving support device.

従来、運転支援装置としては、例えば、特許文献１に記載の従来技術がある。
この従来技術では、自車線の前方車両が加速すると、隣接車線から自車線の前方車両と自車両との間のスペースへ車線変更してくる車両（以下、隣接車両とも呼ぶ）があると判定し、自車両が減速する。これにより、この従来技術では、自車線の前方車両と自車両との間のスペースを増大し、当該スペースへの隣接車両の車線変更を可能とする。 Conventionally, as a driving assistance device, for example, there is a conventional technique described in Patent Document 1.
In this prior art, when the vehicle ahead of the own lane accelerates, it is determined that there is a vehicle that changes the lane from the adjacent lane to the space between the vehicle ahead of the own lane and the own vehicle (hereinafter also referred to as an adjacent vehicle). The host vehicle decelerates. Thereby, in this prior art, the space between the vehicle ahead of the own lane and the own vehicle is increased, and the lane change of the adjacent vehicle to the said space is enabled.

特開平７−３３４７９０号公報JP-A-7-334790

しかしながら、上記従来技術では、例えば、隣接車両が複数台存在し、隣接車両の車列が長い場合には、自車両が減速し、自車線の前方車両と自車両との間のスペースを増大させても、車列の後側の隣接車両が車線変更できない可能性があった。そのため、上記従来技術では、隣接車線から自車線へ車線変更可能な隣接車両が低減する可能性があった。
本発明は、上記のような点に着目したもので、隣接車線から自車線へ車線変更可能な隣接車両の数を増大可能とすることを目的とする。 However, in the above prior art, for example, when there are a plurality of adjacent vehicles and the adjacent vehicle has a long train, the host vehicle decelerates and increases the space between the vehicle ahead of the host lane and the host vehicle. However, there is a possibility that the adjacent vehicle on the rear side of the train cannot change lanes. Therefore, in the conventional technology, there is a possibility that the number of adjacent vehicles that can change lanes from the adjacent lane to the own lane may be reduced.
The present invention focuses on the above points, and an object thereof is to increase the number of adjacent vehicles that can change lanes from the adjacent lane to the own lane.

上記課題を解決するために、本発明の一態様では、自車両が加速した場合に自車線へ車線変更可能な隣接車両の数である加速時台数、及び自車両が減速した場合に自車線へ車線変更可能な隣接車両の数である減速時台数を算出する。そして、算出した加速時台数が減速時台数より大きい場合には、自車両が加速するように自車両の制御及び運転者への報知の少なくとも一方を行う。一方、算出した加速時台数が減速時台数未満である場合には、自車両が減速するように自車両の制御及び運転者への報知の少なくとも一方を行う。   In order to solve the above-described problem, according to one aspect of the present invention, when the host vehicle accelerates, the number of adjacent vehicles that can change lanes to the host lane, and the host vehicle when the host vehicle decelerates, The number of vehicles at deceleration, which is the number of adjacent vehicles that can change lanes, is calculated. When the calculated number of accelerations is larger than the number of decelerations, at least one of control of the host vehicle and notification to the driver is performed so that the host vehicle accelerates. On the other hand, when the calculated number of accelerations is less than the number of decelerations, at least one of controlling the own vehicle and notifying the driver is performed so that the own vehicle decelerates.

本発明の一態様によれば、自車両が加速した場合に自車線へ車線変更可能な隣接車両の数（以下、車線変更可能台数とも呼ぶ）が、自車両が減速した場合の車線変更可能台数よりも大きい場合に、自車両を加速できる。一方、自車両が減速した場合の車線変更可能台数が自車両が減速した場合の車線変更可能台数よりも大きい場合に、自車両を減速できる。これにより、隣接車線から自車線へ車線変更可能な隣接車両の数を増大できる。   According to one aspect of the present invention, when the own vehicle accelerates, the number of adjacent vehicles that can change lanes to the own lane (hereinafter also referred to as the number of lane changeable vehicles) is the number of lane changeable vehicles when the own vehicle decelerates. The vehicle can be accelerated when it is larger than the above. On the other hand, the host vehicle can be decelerated when the number of lane changeable vehicles when the host vehicle decelerates is larger than the number of lane changeable vehicles when the host vehicle decelerates. Thereby, the number of adjacent vehicles that can change lanes from the adjacent lane to the own lane can be increased.

運転支援装置を搭載した自車両Ａの概略構成を表すブロック図である。It is a block diagram showing schematic structure of the own vehicle A carrying a driving assistance device. 各種状態量を説明するための説明図である。It is explanatory drawing for demonstrating various state quantities. コントローラ５が実行する運転支援処理を表すフローチャートである。It is a flowchart showing the driving assistance process which the controller 5 performs. 隣接車両Ｄが自車線へ車線変可能か否かの判定方法の説明図である。It is explanatory drawing of the determination method of whether the adjacent vehicle D can change a lane to the own lane. 運転支援装置の動作を説明するための説明図である。It is explanatory drawing for demonstrating operation | movement of a driving assistance device. 加速時設定閾値thＬ1及び減速時設定閾値thＬ2の設定方法の説明図である。It is explanatory drawing of the setting method of the setting threshold value thL1 at the time of acceleration, and the setting threshold value thL2 at the time of deceleration. 車間時間ＴHW1hosei1及びＴHW2hosei2の設定方法の説明図である。It is explanatory drawing of the setting method of inter-vehicle time THW1hosei1 and THW2hosei2. 加速時設定閾値thＬ1及び減速時設定閾値thＬ2の設定方法の説明図である。It is explanatory drawing of the setting method of the setting threshold value thL1 at the time of acceleration, and the setting threshold value thL2 at the time of deceleration.

本発明に係る運転支援装置の実施形態について図面を参照しつつ説明する。
（構成）
図１は、運転支援装置を搭載した自車両Ａの概略構成を表すブロック図である。
図１に示すように、自車両Ａは、レーダー部１、画像撮影部２、ナビゲーション部３、車速検出部４、コントローラ５、及び制駆動力制御部６を備える。 An embodiment of a driving support apparatus according to the present invention will be described with reference to the drawings.
(Constitution)
FIG. 1 is a block diagram showing a schematic configuration of a host vehicle A equipped with a driving support device.
As shown in FIG. 1, the host vehicle A includes a radar unit 1, an image capturing unit 2, a navigation unit 3, a vehicle speed detection unit 4, a controller 5, and a braking / driving force control unit 6.

図２は、各種状態量を説明するための説明図である。
レーダー部１は、自車両Ａの周囲に存在する車両（以下、周囲車両とも呼ぶ）と自車両Ａとの前後方向（車両前後方向）の車間距離を検出する。周囲車両としては、例えば、図２（ａ）に示すように、自車線の前方車両Ｂ、自車線の後方車両Ｃ、隣接車線の車両（以下、隣接車両とも呼ぶ）Ｄがある。また、車間距離としては、例えば、自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1、自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2、自車両Ａと隣接車両Ｄとの前後方向の車間距離Ｌ3がある。レーダー部１としては、例えば、自車両Ａの周囲（例えば、前後、斜め前方、斜め後方）にレーザー光を出射して反射光を検出するレーザ距離計を採用できる。 FIG. 2 is an explanatory diagram for explaining various state quantities.
The radar unit 1 detects an inter-vehicle distance in the front-rear direction (vehicle front-rear direction) between a vehicle (hereinafter also referred to as a surrounding vehicle) existing around the host vehicle A and the host vehicle A. As the surrounding vehicles, for example, as shown in FIG. 2A, there are a front vehicle B in the own lane, a rear vehicle C in the own lane, and a vehicle (hereinafter also referred to as an adjacent vehicle) D in the adjacent lane. Further, as the inter-vehicle distance, for example, the inter-vehicle distance L1 between the front vehicle B and the own vehicle A in the own lane, the inter-vehicle distance L2 between the own vehicle A and the rear vehicle C in the own lane, and the own vehicle A and the adjacent vehicle D There is an inter-vehicle distance L3 in the front-rear direction. As the radar unit 1, for example, a laser rangefinder that emits laser light around the host vehicle A (for example, front and rear, diagonally forward, and diagonally rear) to detect reflected light can be employed.

また、レーダー部１は、隣接車両Ｄの車速Ｖ2を検出する。なお、隣接車両Ｄの車速Ｖ4の検出方法としては、例えば、車間距離Ｌ3を時間微分して自車両Ａと隣接車両Ｄとの相対車速を算出し、算出結果に車速検出部４が検出した自車両Ａの車速Ｖ1を加算する方法がある。そして、レーダー部１は、検出結果をコントローラ５に出力する。
画像撮影部２は、隣接車両Ｄの画像を撮影する。そして、画像撮影部２は、撮影結果をコントローラ５に出力する。画像撮影部２としては、例えば、自車両Ａの周囲（例えば、隣接車線側）を撮影するＣＣＤ（(Charge Coupled Device）カメラを採用できる。 Further, the radar unit 1 detects the vehicle speed V2 of the adjacent vehicle D. As a method for detecting the vehicle speed V4 of the adjacent vehicle D, for example, the relative vehicle speed between the own vehicle A and the adjacent vehicle D is calculated by time-differentiating the inter-vehicle distance L3, and the vehicle speed detection unit 4 detects the calculated result. There is a method of adding the vehicle speed V1 of the vehicle A. Then, the radar unit 1 outputs the detection result to the controller 5.
The image capturing unit 2 captures an image of the adjacent vehicle D. Then, the image photographing unit 2 outputs the photographing result to the controller 5. As the image capturing unit 2, for example, a CCD ((Charge Coupled Device) camera that captures the periphery of the host vehicle A (for example, the adjacent lane side) can be employed.

ナビゲーション部３は、ＧＰＳ(Global Positioning System)受信機、地図データベース、及び表示モニタを備える。そして、ナビゲーション部３は、ＧＰＳ受信機、及び地図データベースから自車両Ａの位置及び道路情報を取得する。続いて、ナビゲーション部３は、取得した自車両Ａの位置及び道路情報に基づいて、設定した目的地までの経路探索を行う。続いて、ナビゲーション部３は、経路探索の結果を表示モニタに表示する。   The navigation unit 3 includes a GPS (Global Positioning System) receiver, a map database, and a display monitor. And the navigation part 3 acquires the position and road information of the own vehicle A from a GPS receiver and a map database. Subsequently, the navigation unit 3 performs a route search to the set destination based on the acquired position of the host vehicle A and road information. Subsequently, the navigation unit 3 displays the route search result on the display monitor.

また、ナビゲーション部３は、取得した自車両Ａの位置及び道路情報に基づいて、隣接車両Ｄが自車線に合流する合流車線を走行しているか否かを判定する。また、ナビゲーション部３は、隣接車両Ｄが合流車線を走行していると判定すると、取得した自車両Ａの位置及び道路情報に基づいて、隣接車両Ｄから合流車線終点までの距離Ｌ4（隣接車両Ｄが複数台存在する場合には先頭の隣接車両Ｄから合流車線終点までの距離Ｌ4）を検出する。そして、ナビゲーション部３は、判定結果及び検出結果をコントローラ５に出力する。   Moreover, the navigation part 3 determines whether the adjacent vehicle D is drive | working the merge lane which joins the own lane based on the position and road information of the own vehicle A which were acquired. When the navigation unit 3 determines that the adjacent vehicle D is traveling in the merge lane, the distance L4 (adjacent vehicle) from the adjacent vehicle D to the merge lane end point is determined based on the acquired position of the own vehicle A and road information. When there are a plurality of vehicles D, the distance L4) from the head adjacent vehicle D to the merge lane end point is detected. The navigation unit 3 outputs the determination result and the detection result to the controller 5.

車速検出部４は、自車両Ａの車速Ｖ1を検出する。そして、車速検出部４は、検出結果をレーダー部１及びコントローラ５に出力する。車速検出部４としては、例えば、自車両Ａの車輪速を検出して自車両Ａの車速Ｖ1を演算する車輪速センサを採用できる。
コントローラ５は、Ａ/Ｄ(Analog to Digital)変換回路、Ｄ/Ａ(Digital to Analog)変換回路、ＣＰＵ(Central Processing Unit)、ＲＯＭ(Read Only Memory)、及びＲＡＭ(Random Access Memory)等から構成した集積回路を備える。ＲＯＭは、各種処理を実現する１または２以上のプログラムを記憶している。ＣＰＵは、レーダー部１、画像撮影部２、ナビゲーション部３、及び車速検出部４が出力した検出結果等に基づき、ＲＯＭが記憶している１または２以上のプログラムに従って各種処理（例えば、運転支援処理）を実行する。運転支援処理では、コントローラ５は、自車両Ａを減速させる指令（以下、減速指令とも呼ぶ）、または自車両Ａを加速させる指令（以下、加速指令とも呼ぶ）を制駆動力制御部６に出力する。運転支援処理の詳細については後述する。 The vehicle speed detector 4 detects the vehicle speed V1 of the host vehicle A. Then, the vehicle speed detection unit 4 outputs the detection result to the radar unit 1 and the controller 5. As the vehicle speed detector 4, for example, a wheel speed sensor that detects the wheel speed of the host vehicle A and calculates the vehicle speed V1 of the host vehicle A can be employed.
The controller 5 includes an A / D (Analog to Digital) conversion circuit, a D / A (Digital to Analog) conversion circuit, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. Integrated circuit. The ROM stores one or more programs that realize various processes. The CPU performs various processes (for example, driving assistance) according to one or more programs stored in the ROM based on the detection results output by the radar unit 1, the image capturing unit 2, the navigation unit 3, and the vehicle speed detection unit 4. Process). In the driving support process, the controller 5 outputs a command for decelerating the host vehicle A (hereinafter also referred to as a deceleration command) or a command for accelerating the host vehicle A (hereinafter also referred to as an acceleration command) to the braking / driving force control unit 6. To do. Details of the driving support process will be described later.

制駆動力制御部６は、コントローラ５が減速指令を出力すると、自車両Ａを減速させる。具体的には、制駆動力制御部６は、自車両Ａの各車輪の制動力の発生及び自車両Ａの駆動力の低減の少なくともいずれかを実行する。また、制駆動力制御部６は、コントローラ５が加速指令を出力すると、自車両Ａを加速させる。具体的には、制駆動力制御部６は、自車両Ａの各車輪の制動力の低減及び駆動力の増大の少なくともいずれかを実行する。   The braking / driving force control unit 6 decelerates the host vehicle A when the controller 5 outputs a deceleration command. Specifically, the braking / driving force control unit 6 executes at least one of generation of the braking force of each wheel of the host vehicle A and reduction of the driving force of the host vehicle A. The braking / driving force control unit 6 accelerates the host vehicle A when the controller 5 outputs an acceleration command. Specifically, the braking / driving force control unit 6 executes at least one of the reduction of the braking force and the increase of the driving force of each wheel of the host vehicle A.

なお、本実施形態では、制駆動力制御部６が、コントローラ５が減速指令または加速指令を出力すると、自車両Ａを減速または加速させる例を示したが、他の構成を採用することもできる。例えば、自車両Ａが、コントローラ５が減速指令または加速指令を出力すると、運転者に自車両Ａの減速または加速を促す音声を出力する構成としてもよく運転者に自車両Ａの減速または加速を促す画像を表示する構成としてもよい。   In the present embodiment, an example in which the braking / driving force control unit 6 decelerates or accelerates the host vehicle A when the controller 5 outputs a deceleration command or an acceleration command has been described. However, other configurations may be employed. . For example, the host vehicle A may be configured to output a voice prompting the driver to decelerate or accelerate the host vehicle A when the controller 5 outputs a deceleration command or an acceleration command. It is good also as a structure which displays the image to urge.

（運転支援処理）
次に、コントローラ５が実行する運転支援処理について説明する。運転支援処理は、隣接車両Ｄに自車線へ車線変更する意図があると判定した場合、または隣接車両Ｄが自車線に合流する合流車線を走行していると判定した場合に実行される。具体的には、コントローラ５は、画像撮影部２が出力した撮影結果に基づき、隣接車両Ｄが自車線側のウィンカーを点滅させていると判定した場合に、隣接車両Ｄに自車線へ車線変更する意図があると判定する。また、コントローラ５は、ナビゲーション部３が出力した判定結果に基づき、隣接車両Ｄが自車線に合流する合流車線を走行しているか否かを判定する。 (Driving support processing)
Next, driving support processing executed by the controller 5 will be described. The driving support process is executed when it is determined that the adjacent vehicle D has an intention to change the lane to the own lane, or when it is determined that the adjacent vehicle D is traveling in a merged lane that merges with the own lane. Specifically, when it is determined that the adjacent vehicle D blinks the blinker on the own lane side based on the photographing result output from the image photographing unit 2, the controller 5 changes the lane to the own lane in the adjacent vehicle D. It is determined that there is an intention to do. Further, the controller 5 determines whether or not the adjacent vehicle D is traveling in a merged lane that merges with the own lane based on the determination result output by the navigation unit 3.

図３は、コントローラ５が実行する運転支援処理を表すフローチャートである。
図３に示すように、まず、ステップＳ１０１では、コントローラ５は、車速検出部４が出力した検出結果に基づき、自車両Ａの車速Ｖ1を目標車速Ｖ1accとして設定する。また、コントローラ５は、運転支援処理で用いる変数（例えば、合流可能台数Ｎacc、加速時台数Ｎaccopt、加速時目標車速Ｖ1acc*）を０に設定する（初期化する）。加速時台数Ｎaccoptとしては、例えば、自車両Ａが加速した場合に隣接車線を走行している周囲車両（隣接車両Ｄ）のうち自車線へ車線変更可能な隣接車両Ｄの数がある。 FIG. 3 is a flowchart showing a driving support process executed by the controller 5.
As shown in FIG. 3, first, in step S101, the controller 5 sets the vehicle speed V1 of the host vehicle A as the target vehicle speed V1acc based on the detection result output by the vehicle speed detector 4. Further, the controller 5 sets (initializes) the variables (for example, the number Nacc that can be merged, the number Naccopt during acceleration, and the target vehicle speed V1acc * during acceleration) used in the driving support process to 0. The number Naccopt at the time of acceleration includes, for example, the number of adjacent vehicles D that can change lanes to the own lane among the surrounding vehicles (adjacent vehicles D) traveling in the adjacent lane when the own vehicle A accelerates.

続いてステップＳ１０２に移行して、コントローラ５は、前記ステップＳ１０１で設定した目標車速Ｖ1acc（ステップＳ１０２〜Ｓ１０６のフローが繰り返し実行され、ステップＳ１０２で目標車速Ｖ1accを設定した場合には、前回ステップＳ１０２で設定した目標車速Ｖ1acc）に速度変化量ΔＶ1（＞０）を加算する。そして、コントローラ５は、加算結果を目標車速Ｖ1accとして設定する。速度変化量ΔＶ1は、例えば、自車両Ａの車速Ｖ1やコントローラ５の演算速度に基づいて設定する。これにより、コントローラ５が、目標車速Ｖ1accを徐々に増大し、自車両Ａの車速Ｖ1よりも速い目標車速Ｖ1accを複数設定する。   Subsequently, the process proceeds to step S102, where the controller 5 repeatedly executes the target vehicle speed V1acc set in step S101 (the flow of steps S102 to S106 is repeated, and if the target vehicle speed V1acc is set in step S102, the previous step S102 is performed. The speed change amount ΔV1 (> 0) is added to the target vehicle speed V1acc) set in step S1. Then, the controller 5 sets the addition result as the target vehicle speed V1acc. The speed change amount ΔV1 is set based on the vehicle speed V1 of the host vehicle A and the calculation speed of the controller 5, for example. As a result, the controller 5 gradually increases the target vehicle speed V1acc and sets a plurality of target vehicle speeds V1acc faster than the vehicle speed V1 of the host vehicle A.

続いてステップＳ１０３に移行して、コントローラ５は、レーダー部１及び車速検出部４が出力した検出結果、及び前記ステップＳ１０２で設定した目標車速Ｖ1accに基づき、下記（１）式に従って車間距離Ｌ1accを算出（予測）する。車間距離Ｌ1accとしては、例えば、図２（ｂ）に示すように、自車両Ａが加速して、前記ステップＳ１０２で設定した目標車速Ｖ1accに自車両Ａの車速Ｖ1が到達したときの、自車線の前方車両Ｂと自車両Ａとの車間距離がある。   Subsequently, the process proceeds to step S103, where the controller 5 calculates the inter-vehicle distance L1acc according to the following equation (1) based on the detection results output by the radar unit 1 and the vehicle speed detection unit 4 and the target vehicle speed V1acc set in step S102. Calculate (predict). As the inter-vehicle distance L1acc, for example, as shown in FIG. 2B, the host vehicle A accelerates and the host vehicle lane when the vehicle speed V1 of the host vehicle A reaches the target vehicle speed V1acc set in step S102. There is an inter-vehicle distance between the preceding vehicle B and the host vehicle A.

Ｌ1acc＝Ｌ1―１/２×αa×（（Ｖ1acc―Ｖ1）/αa）2 ………（１）
ここで、αaは、予め設定した加速度であり、加速方向を正値とする。
また、コントローラ５は、レーダー部１及び車速検出部４が出力した検出結果、及び前記ステップＳ１０２で設定した目標車速Ｖ1accに基づき、下記（２）式に従って車間距離Ｌ2accを算出する。車間距離Ｌ2accとしては、例えば、自車両Ａが加速して、自車両Ａの車速Ｖ1が前記ステップＳ１０２で設定した目標車速Ｖ1accに到達したときの、自車両Ａと自車線の後方車両Ｃとの車間距離がある。 L1acc = L1-1 / 2 × αa × ((V1acc−V1) / αa) 2 (1)
Here, αa is a preset acceleration, and the acceleration direction is a positive value.
The controller 5 calculates the inter-vehicle distance L2acc according to the following equation (2) based on the detection results output from the radar unit 1 and the vehicle speed detection unit 4 and the target vehicle speed V1acc set in step S102. As the inter-vehicle distance L2acc, for example, when the host vehicle A accelerates and the vehicle speed V1 of the host vehicle A reaches the target vehicle speed V1acc set in step S102, the host vehicle A and the rear vehicle C of the host lane There is a distance between cars.

Ｌ2acc＝Ｌ2＋１/２×αa×（（Ｖ1acc―Ｖ1）/αa）2 ………（２）
図４は、隣接車両Ｄが自車線へ車線変可能か否かの判定方法の説明図である。
続いてステップＳ１０４に移行して、コントローラ５は、レーダー部１が出力した検出結果、及び前記ステップＳ１０３で算出した車間距離Ｌ1acc、Ｌ2accに基づき、自車両Ａに対する各隣接車両Ｄの相対位置を算出する。続いて、コントローラ５は、算出した相対位置に基づいて、自車両Ａが加速して、前記ステップＳ１０２で設定した目標車速Ｖ1accに自車両Ａの車速Ｖ1が到達したときの、自車線へ車線変更可能な隣接車両Ｄの数（以下、合流可能台数Ｎaccとも呼ぶ）を計数する。具体的には、コントローラ５は、レーダー部１が検出した隣接車両Ｄのうちから、各隣接車両Ｄを順に選択する。そして、コントローラ５は、選択した隣接車両Ｄに以下の（ａ）〜（ｄ）の処理を実行する。 L2acc = L2 + 1/2 × αa × ((V1acc−V1) / αa) 2 (2)
FIG. 4 is an explanatory diagram of a method for determining whether or not the adjacent vehicle D can change to the own lane.
In step S104, the controller 5 calculates the relative position of each adjacent vehicle D with respect to the host vehicle A based on the detection result output from the radar unit 1 and the inter-vehicle distances L1acc and L2acc calculated in step S103. To do. Subsequently, the controller 5 changes the lane to the own lane when the own vehicle A accelerates based on the calculated relative position and the vehicle speed V1 of the own vehicle A reaches the target vehicle speed V1acc set in step S102. The number of possible adjacent vehicles D (hereinafter also referred to as the number Nacc capable of joining) is counted. Specifically, the controller 5 sequentially selects each adjacent vehicle D from among the adjacent vehicles D detected by the radar unit 1. Then, the controller 5 performs the following processes (a) to (d) on the selected adjacent vehicle D.

（ａ）コントローラ５は、選択した隣接車両（以下、選択隣接車両とも呼ぶ）Ｄと自車両Ａとの前後方向の車間距離Ｌ3、選択隣接車両Ｄの車速Ｖ2、及び前記ステップＳ１０２で設定した目標車速Ｖ1accに基づき、下記（３）式に従って干渉予測時間ＴＴCを算出する。干渉予測時間ＴＴCとしては、例えば、選択隣接車両Ｄと自車両Ａとが干渉するまでに要する時間の予測値がある。
ＴＴC＝Ｌ3/（Ｖ1acc―Ｖ2） ………（３） (A) The controller 5 determines the front-rear distance L3 between the selected adjacent vehicle (hereinafter also referred to as a selected adjacent vehicle) D and the host vehicle A, the vehicle speed V2 of the selected adjacent vehicle D, and the target set in step S102. Based on the vehicle speed V1acc, the predicted interference time TTC is calculated according to the following equation (3). As the interference prediction time TTC, for example, there is a predicted value of the time required until the selected adjacent vehicle D and the host vehicle A interfere with each other.
TTC = L3 / (V1acc-V2) (3)

（ｂ）選択隣接車両Ｄと自車両Ａとの前後方向の車間距離Ｌ3、及び選択隣接車両Ｄの車速Ｖ2に基づき、下記（４）式に従って車間時間ＴHWを算出する。
ＴHW＝Ｌ3/Ｖ2 ………（４）
（ｃ）コントローラ５は、図４に示すように、算出した干渉予測時間ＴＴCが設定時間minＴＴC以上（ＴＴC≧minＴＴC）であり且つ車間時間ＴHWが設定時間minＴHW以上（ＴHW≧minＴHW）であるか否かを判定する。そして、コントローラ５は、ＴＴC≧minＴＴCで且つＴHW≧minＴHWであると判定した場合には、選択隣接車両Ｄが自車線へ車線変できると判定する。一方、コントローラ５は、コントローラ５は、ＴＴC＜minＴＴCまたはＴHW＜minＴHWであると判定した場合には、選択隣接車両Ｄが自車線へ車線変できないと判定する。 (B) On the basis of the inter-vehicle distance L3 between the selected adjacent vehicle D and the host vehicle A and the vehicle speed V2 of the selected adjacent vehicle D, an inter-vehicle time THW is calculated according to the following equation (4).
THW = L3 / V2 (4)
(C) As shown in FIG. 4, the controller 5 determines whether or not the calculated interference prediction time TTC is equal to or greater than the set time minTTC (TTC ≧ minTTC) and the inter-vehicle time THW is equal to or greater than the set time minTHW (THW ≧ minTHW). Determine whether. When the controller 5 determines that TTC ≧ minTTC and THW ≧ minTHW, the controller 5 determines that the selected adjacent vehicle D can change to the own lane. On the other hand, if the controller 5 determines that TTC <minTTC or THW <minTHW, the controller 5 determines that the selected adjacent vehicle D cannot change its lane to the own lane.

（ｄ）コントローラ５は、選択隣接車両Ｄが自車線へ車線変できると判定すると、合流可能台数Ｎaccに１を加算する。
これにより、各隣接車両Ｄに対し、上記（ａ）〜（ｄ）の処理を実行することで、合流可能台数Ｎaccが、自車線へ車線変更可能な隣接車両Ｄの数となる。 (D) When the controller 5 determines that the selected adjacent vehicle D can change the lane to the own lane, the controller 5 adds 1 to the mergeable number Nacc.
Thereby, by executing the processes (a) to (d) for each adjacent vehicle D, the number Nacc that can be merged becomes the number of adjacent vehicles D that can change the lane to the own lane.

続いてステップＳ１０５に移行して、コントローラ５は、前記ステップＳ１０４で算出（予測）した合流可能台数Ｎaccが前記ステップＳ１０１で設定した加速時台数Ｎaccopt（ステップＳ１０２〜Ｓ１０６のフローが繰り返し実行され、ステップＳ１０５で合流可能台数Ｎaccを設定した場合には、前回ステップＳ１０５で設定した合流可能台数Ｎacc）よりも大きいか否かを判定する。そして、コントローラ５は、合流可能台数Ｎaccが加速時台数Ｎaccoptよりも大きいと判定した場合には、合流可能台数Ｎaccを加速時台数Ｎaccoptとして設定するとともに、前記ステップＳ１０２で設定した目標車速Ｖ1accを加速時目標車速Ｖ1acc*として設定する。これにより、コントローラ５は、前記ステップＳ１０４で算出（予測）した隣接車両Ｄの数（合流可能台数Ｎacc）のうちの最大値を加速時台数Ｎaccoptとするとともに隣接車両Ｄの数（合流可能台数Ｎacc）が最大となる目標車速Ｖ1accのうち最小の目標車速Ｖ1accを加速時目標車速Ｖ1acc*とする。一方、コントローラ５は、合流可能台数Ｎaccが加速時台数Ｎaccopt以下であると判定した場合には、加速時台数Ｎaccopt及び加速時目標車速Ｖ1acc*を維持する。   Subsequently, the process proceeds to step S105, and the controller 5 repeats the steps of the number Naccopt at acceleration Naccopt calculated (predicted) in step S104 set in step S101 (the flow of steps S102 to S106 is repeatedly executed). If the mergeable number Nacc is set in S105, it is determined whether it is larger than the mergeable number Nacc) set in the previous step S105. If the controller 5 determines that the number Nacc that can be merged is larger than the number Naccopt during acceleration, the controller 5 sets the number Nacc that can be merged as the number Naccopt during acceleration and accelerates the target vehicle speed V1acc set in step S102. Set as the target vehicle speed V1acc *. As a result, the controller 5 sets the maximum value of the number of adjacent vehicles D (number Nacc that can be merged) calculated (predicted) in step S104 as the number Naccopt during acceleration and the number of adjacent vehicles D (number Nacc that can be merged). ) Is the minimum target vehicle speed V1acc among the target vehicle speeds V1acc that maximizes the target vehicle speed V1acc *. On the other hand, when the controller 5 determines that the mergeable number Nacc is equal to or less than the acceleration number Naccopt, the controller 5 maintains the acceleration number Naccopt and the acceleration target vehicle speed V1acc *.

続いてステップＳ１０６に移行して、コントローラ５は、前記ステップＳ１０３で算出した車間距離Ｌ1acc、つまり、加速時目標車速Ｖ1acc*に自車両Ａの車速Ｖ1が到達したときの、自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1（Ｌ1acc）が加速時設定閾値thＬ1よりも小さい（Ｌ1acc＜thＬ1）か否かを判定する。加速時設定閾値thＬ1としては、例えば、予め定めた値がある。そして、コントローラ５は、Ｌ1acc＜thＬ1と判定した場合には（Yes）ステップＳ１０７に移行する。一方、コントローラ５は、Ｌ1acc≧thＬ1と判定した場合には（Yes）前記ステップＳ１０２に移行する。   Subsequently, the process proceeds to step S106, where the controller 5 moves the vehicle B ahead of the own lane when the vehicle speed V1 of the own vehicle A reaches the inter-vehicle distance L1acc calculated in step S103, that is, the acceleration target vehicle speed V1acc *. It is determined whether the inter-vehicle distance L1 (L1acc) between the vehicle and the host vehicle A is smaller than the acceleration threshold value thL1 (L1acc <thL1). As the acceleration setting threshold thL1, for example, there is a predetermined value. If the controller 5 determines that L1acc <thL1 (Yes), the controller 5 proceeds to step S107. On the other hand, if the controller 5 determines that L1acc ≧ thL1 (Yes), the controller 5 proceeds to step S102.

前記ステップＳ１０７では、コントローラ５は、車速検出部４が出力した検出結果に基づき、自車両Ａの車速Ｖ1を目標車速Ｖ1dccとして設定する。また、コントローラ５は、運転支援処理で用いる変数（例えば、合流可能台数Ｎdcc、減速時台数Ｎdccopt、減速時目標車速Ｖ1dcc*）を０に設定する（初期化する）。減速時台数Ｎdccoptとしては、例えば、自車両Ａが減速した場合に隣接車線を走行している周囲車両（隣接車両Ｄ）のうち自車線へ車線変更可能な隣接車両Ｄの数がある。   In step S107, the controller 5 sets the vehicle speed V1 of the host vehicle A as the target vehicle speed V1dcc based on the detection result output by the vehicle speed detection unit 4. Further, the controller 5 sets (initializes) variables used in the driving support process (for example, the number Ndcc that can be merged, the number Ndccopt during deceleration, and the target vehicle speed during deceleration V1dcc *) to 0. The number Ndccopt during deceleration includes, for example, the number of adjacent vehicles D that can change lanes to the own lane among the surrounding vehicles (adjacent vehicles D) that are traveling in the adjacent lane when the own vehicle A decelerates.

続いてステップＳ１０８に移行して、コントローラ５は、前記ステップＳ１０７で設定した目標車速Ｖ1dcc（ステップＳ１０７〜Ｓ１１のフローが繰り返し実行され、ステップＳ１０８で目標車速Ｖ1dccを設定した場合には、前回ステップＳ１０８で設定した目標車速Ｖ1dcc）から速度変化量ΔＶ1（＞０）を減算する。そして、コントローラ５は、減算結果を目標車速Ｖ1dccとして設定する。これにより、コントローラ５が、目標車速Ｖ1dccを徐々に低減し、自車両Ａの車速Ｖ1よりも遅い目標車速Ｖ1accを複数設定する。   Subsequently, the process proceeds to step S108, and the controller 5 repeats the target vehicle speed V1dcc set in step S107 (the flow of steps S107 to S11 is repeatedly executed. If the target vehicle speed V1dcc is set in step S108, the controller 5 performs the previous step S108. The speed change amount ΔV1 (> 0) is subtracted from the target vehicle speed V1dcc set in step (1). Then, the controller 5 sets the subtraction result as the target vehicle speed V1dcc. Thereby, the controller 5 gradually reduces the target vehicle speed V1dcc and sets a plurality of target vehicle speeds V1acc slower than the vehicle speed V1 of the host vehicle A.

続いてステップＳ１０９に移行して、コントローラ５は、レーダー部１及び車速検出部４が出力した検出結果、及び前記ステップＳ１０８で設定した目標車速Ｖ1dccに基づき、下記（５）式に従って車間距離Ｌ1dccを算出（予測）する。車間距離Ｌ1dccとしては、例えば、図２（ｃ）に示すように、自車両Ａが減速して、前記ステップＳ１０８で設定した目標車速Ｖ1dccに自車両Ａの車速Ｖ1が到達したときの、自車線の前方車両Ｂと自車両Ａとの車間距離がある。   Subsequently, the process proceeds to step S109, where the controller 5 calculates the inter-vehicle distance L1dcc according to the following equation (5) based on the detection results output by the radar unit 1 and the vehicle speed detection unit 4 and the target vehicle speed V1dcc set in step S108. Calculate (predict). As the inter-vehicle distance L1dcc, for example, as shown in FIG. 2C, the host vehicle A decelerates and the host vehicle lane when the vehicle speed V1 of the host vehicle A reaches the target vehicle speed V1dcc set in step S108. There is an inter-vehicle distance between the preceding vehicle B and the host vehicle A.

Ｌ1dcc＝Ｌ1＋１/２×αd×（（Ｖ1dcc―Ｖ1）/αd）2 ………（５）
ここで、αdは、予め設定した減速度であり、減速方向を正値とする。
また、コントローラ５は、レーダー部１及び車速検出部４が出力した検出結果、及び前記ステップＳ１０８で設定した目標車速Ｖ1dccに基づき、下記（６）式に従って車間距離Ｌ2dccを算出する。車間距離Ｌ2dccとしては、例えば、自車両Ａが減速して、自車両Ａの車速Ｖ1が前記ステップＳ１０８で設定した目標車速Ｖ1dccに到達したときの、自車両Ａと自車線の後方車両Ｃとの車間距離がある。 L1dcc = L1 + 1/2 × αd × ((V1dcc−V1) / αd) 2 (5)
Here, αd is a preset deceleration, and the deceleration direction is a positive value.
Further, the controller 5 calculates the inter-vehicle distance L2dcc according to the following equation (6) based on the detection results output from the radar unit 1 and the vehicle speed detection unit 4 and the target vehicle speed V1dcc set in step S108. As the inter-vehicle distance L2dcc, for example, when the own vehicle A decelerates and the vehicle speed V1 of the own vehicle A reaches the target vehicle speed V1dcc set in step S108, the own vehicle A and the rear vehicle C in the own lane There is a distance between cars.

Ｌ2dcc＝Ｌ2―１/２×αd×（（Ｖ1dcc―Ｖ1）/αd）2 ………（６）
続いてステップＳ１１０に移行して、コントローラ５は、レーダー部１が出力した検出結果、及び前記ステップＳ１０９で算出した車間距離Ｌ1dcc、Ｌ2dccに基づき、自車両Ａに対する各隣接車両Ｄの相対位置を算出する。続いて、コントローラ５は、算出した相対位置に基づいて、自車両Ａが減速して、前記ステップＳ１０８で設定した目標車速Ｖ1dccに自車両Ａの車速Ｖ1が到達したときの、自車線へ車線変更可能な隣接車両Ｄの数（以下、合流可能台数Ｎdccとも呼ぶ）を計数する。具体的には、コントローラ５は、レーダー部１が検出した隣接車両Ｄのうちから、各隣接車両Ｄを順に選択する。そして、コントローラ５は、選択した隣接車両Ｄに以下の（ａ）〜（ｄ）の処理を実行する。 L2dcc = L2-1 / 2 × αd × ((V1dcc−V1) / αd) 2 (6)
In step S110, the controller 5 calculates the relative position of each adjacent vehicle D with respect to the host vehicle A based on the detection result output from the radar unit 1 and the inter-vehicle distances L1dcc and L2dcc calculated in step S109. To do. Subsequently, the controller 5 changes the lane to the own lane when the own vehicle A decelerates based on the calculated relative position and the vehicle speed V1 of the own vehicle A reaches the target vehicle speed V1dcc set in step S108. The number of possible adjacent vehicles D (hereinafter also referred to as the number Ndcc that can be joined) is counted. Specifically, the controller 5 sequentially selects each adjacent vehicle D from among the adjacent vehicles D detected by the radar unit 1. Then, the controller 5 performs the following processes (a) to (d) on the selected adjacent vehicle D.

（ａ）コントローラ５は、選択した隣接車両（選択隣接車両）Ｄと自車両Ａとの前後方向の車間距離Ｌ3、選択隣接車両Ｄの車速Ｖ2、及び前記ステップＳ１０８で設定した目標車速Ｖ1dccに基づき、下記（７）式に従って干渉予測時間ＴＴCを算出する。
ＴＴC＝Ｌ3/（Ｖ1dcc―Ｖ2） ………（７）
（ｂ）選択隣接車両Ｄと自車両Ａとの前後方向の車間距離Ｌ3、及び選択隣接車両Ｄの車速Ｖ2に基づき、下記（８）式に従って車間時間ＴHWを算出する。
ＴHW＝Ｌ3/Ｖ2 ………（８） (A) The controller 5 is based on the longitudinal distance L3 between the selected adjacent vehicle (selected adjacent vehicle) D and the host vehicle A, the vehicle speed V2 of the selected adjacent vehicle D, and the target vehicle speed V1dcc set in step S108. The interference prediction time TTC is calculated according to the following equation (7).
TTC = L3 / (V1dcc-V2) (7)
(B) The inter-vehicle time THW is calculated according to the following equation (8) based on the front-to-rear distance L3 between the selected adjacent vehicle D and the host vehicle A and the vehicle speed V2 of the selected adjacent vehicle D.
THW = L3 / V2 (8)

（ｃ）コントローラ５は、図４に示すように、算出した干渉予測時間ＴＴCが設定時間minＴＴC以上（ＴＴC≧minＴＴC）であり且つ車間時間ＴHWが設定時間minＴHW以上（ＴHW≧minＴHW）であるか否かを判定する。そして、コントローラ５は、ＴＴC≧minＴＴCで且つＴHW≧minＴHWであると判定した場合には、選択隣接車両Ｄが自車線へ車線変できると判定する。一方、コントローラ５は、コントローラ５は、ＴＴC＜minＴＴCまたはＴHW＜minＴHWであると判定した場合には、選択隣接車両Ｄが自車線へ車線変できないと判定する。 (C) As shown in FIG. 4, the controller 5 determines whether or not the calculated interference prediction time TTC is equal to or greater than the set time minTTC (TTC ≧ minTTC) and the inter-vehicle time THW is equal to or greater than the set time minTHW (THW ≧ minTHW). Determine whether. When the controller 5 determines that TTC ≧ minTTC and THW ≧ minTHW, the controller 5 determines that the selected adjacent vehicle D can change to the own lane. On the other hand, if the controller 5 determines that TTC <minTTC or THW <minTHW, the controller 5 determines that the selected adjacent vehicle D cannot change its lane to the own lane.

（ｄ）コントローラ５は、選択隣接車両Ｄが自車線へ車線変できると判定すると、合流可能台数Ｎdccに１を加算する。
これにより、各隣接車両Ｄに対し、上記（ａ）〜（ｄ）の処理を実行することで、合流可能台数Ｎdccが、自車線へ車線変更可能な隣接車両Ｄの数となる。 (D) When the controller 5 determines that the selected adjacent vehicle D can change the lane to the own lane, the controller 5 adds 1 to the number Ndcc that can be joined.
Accordingly, by executing the processes (a) to (d) for each adjacent vehicle D, the number Ndcc that can be merged becomes the number of adjacent vehicles D that can change the lane to the own lane.

続いてステップＳ１１１に移行して、コントローラ５は、前記ステップＳ１１０で算出（予測）した合流可能台数Ｎdccが前記ステップＳ１０７で設定した減速時台数Ｎdccopt（ステップＳ１０７〜Ｓ１１のフローが繰り返し実行され、ステップＳ１１１で合流可能台数Ｎdccを設定した場合には、前回ステップＳ１１１で設定した合流可能台数Ｎdcc）よりも大きいか否かを判定する。そして、コントローラ５は、合流可能台数Ｎdccが減速時台数Ｎdccoptよりも大きいと判定した場合には、合流可能台数Ｎdccを減速時台数Ｎdccoptとして設定するとともに、前記ステップＳ１０８で設定した目標車速Ｖ1dccを減速時目標車速Ｖ1dcc*として設定する。これにより、コントローラ５は、前記ステップＳ１１０で算出（予測）した隣接車両Ｄの数（合流可能台数Ｎdcc）のうちの最大値を加速時台数Ｎdccoptとするとともに隣接車両Ｄの数（合流可能台数Ｎdcc）が最大となる目標車速Ｖ1dccのうち最大の目標車速Ｖ1dccを減速時目標車速Ｖ1dcc*とする。一方、コントローラ５は、合流可能台数Ｎdccが減速時台数Ｎdccopt以下であると判定した場合には、減速時台数Ｎdccopt及び減速時目標車速Ｖ1dcc*を維持する。   Subsequently, the process proceeds to step S111, and the controller 5 determines that the number Ndcc that can be merged calculated (predicted) in step S110 is the number Ndccopt during deceleration set in step S107 (the flow of steps S107 to S11 is repeatedly executed). If the mergeable number Ndcc is set in S111, it is determined whether it is larger than the mergeable number Ndcc) set in the previous step S111. If the controller 5 determines that the number Ndcc that can be merged is greater than the number Ndccopt during deceleration, the controller 5 sets the number Ndcc that can be merged as the number Ndccopt during deceleration and decelerates the target vehicle speed V1dcc set in step S108. Set as the target vehicle speed V1dcc *. As a result, the controller 5 sets the maximum value of the number of adjacent vehicles D calculated (predicted) in step S110 (the number Ndcc that can be merged) as the number Ndccopt during acceleration and the number of adjacent vehicles D (the number Ndcc that can be merged). The maximum target vehicle speed V1dcc out of the target vehicle speed V1dcc with the maximum ()) is set as the deceleration target vehicle speed V1dcc *. On the other hand, if the controller 5 determines that the mergeable number Ndcc is equal to or less than the deceleration number Ndccopt, the controller 5 maintains the deceleration number Ndccopt and the deceleration target vehicle speed V1dcc *.

続いてステップＳ１１２に移行して、コントローラ５は、前記ステップＳ１０７で算出した車間距離Ｌ2dcc、つまり、減速時目標車速Ｖ1dcc*に自車両Ａの車速Ｖ1が到達したときの、自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2（Ｌ2dcc）が減速時設定閾値thＬ2よりも小さい（Ｌ2dcc＜thＬ2）か否かを判定する。加速時設定閾値thＬ1としては、例えば、予め定めた値がある。そして、コントローラ５は、Ｌ2dcc＜thＬ2と判定した場合には（Yes ）ステップＳ１１３に移行する。一方、コントローラ５は、Ｌ2dcc≧thＬ2と判定した場合には（Yes ）前記ステップＳ１０８に移行する。   Subsequently, the process proceeds to step S112, in which the controller 5 determines the own vehicle A and the own lane when the vehicle speed V1 of the own vehicle A reaches the inter-vehicle distance L2dcc calculated in step S107, that is, the deceleration target vehicle speed V1dcc *. It is determined whether the inter-vehicle distance L2 (L2dcc) with the rear vehicle C is smaller than the deceleration threshold value thL2 (L2dcc <thL2). As the acceleration setting threshold thL1, for example, there is a predetermined value. If the controller 5 determines that L2dcc <thL2 (Yes), the controller 5 proceeds to step S113. On the other hand, if the controller 5 determines that L2dcc ≧ thL2 (Yes), the controller 5 proceeds to step S108.

前記ステップＳ１１３では、コントローラ５は、前記ステップＳ１０５で設定した加速時台数Ｎaccoptが前記ステップＳ１１１で設定した減速時台数Ｎdccopt以下（Ｎdccopt≧Ｎaccopt）であるか否かを判定する。そして、コントローラ５は、Ｎdccopt≧Ｎaccoptと判定した場合には（Yes）ステップＳ１１４に移行する。一方、コントローラ５は、Ｎdccopt＜Ｎaccoptと判定した場合には（No）ステップＳ１１５に移行する。   In step S113, the controller 5 determines whether or not the acceleration number Naccopt set in step S105 is less than or equal to the deceleration number Ndccopt set in step S111 (Ndccopt ≧ Naccopt). If the controller 5 determines that Ndccopt ≧ Naccopt (Yes), the controller 5 proceeds to step S114. On the other hand, if the controller 5 determines that Ndccopt <Naccopt (No), the controller 5 proceeds to step S115.

前記ステップＳ１１４では、コントローラ５は、自車両Ａが減速して、前記ステップＳ１１１で設定した減速時目標車速Ｖ1dcc*と自車両Ａの車速Ｖ1とが一致するように自車両Ａの制駆動力を制御する指令（減速指令）を制駆動力制御部６に出力した後、この演算処理を終了する。これにより、制駆動力制御部６が、制動力の発生及び駆動力の低減の少なくともいずれかを行う。そして、自車両Ａが減速し、自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1が増大し、自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2が低減する。   In step S114, the controller 5 decelerates the host vehicle A so that the deceleration target vehicle speed V1dcc * set in step S111 and the vehicle speed V1 of the host vehicle A coincide with each other. After the command (deceleration command) to be controlled is output to the braking / driving force control unit 6, the calculation process is terminated. Thereby, the braking / driving force control unit 6 performs at least one of generation of braking force and reduction of driving force. And the own vehicle A decelerates, the inter-vehicle distance L1 between the front vehicle B and the own vehicle A in the own lane increases, and the inter-vehicle distance L2 between the own vehicle A and the rear vehicle C in the own lane decreases.

前記ステップＳ１１５では、コントローラ５は、自車両Ａが加速して、前記ステップＳ１０５で設定した加速時目標車速Ｖ1acc*と自車両Ａの車速Ｖ1とが一致するように自車両Ａの制駆動力を制御する指令（加速指令）を制駆動力制御部６に出力した後、この演算処理を終了する。これにより、制駆動力制御部６が、制動力の低減及び駆動力の増大の少なくともいずれかを行う。そして、自車両Ａが加速し、自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1が低減し、自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2が増大する。
（動作その他）
次に、本実施形態の運転支援装置を搭載した車両の動作について説明する。 In step S115, the controller 5 accelerates the host vehicle A and increases the braking / driving force of the host vehicle A so that the acceleration target vehicle speed V1acc * set in step S105 matches the vehicle speed V1 of the host vehicle A. After the command (acceleration command) to be controlled is output to the braking / driving force control unit 6, this calculation process is terminated. As a result, the braking / driving force control unit 6 performs at least one of the reduction of the braking force and the increase of the driving force. Then, the own vehicle A accelerates, the inter-vehicle distance L1 between the front vehicle B and the own vehicle A in the own lane decreases, and the inter-vehicle distance L2 between the own vehicle A and the rear vehicle C in the own lane increases.
(Operation other)
Next, the operation of the vehicle equipped with the driving support device of this embodiment will be described.

自車両Ａの走行中、図２（ａ）に示すように、自車線の左側に自車線（本線）に合流する隣接車線（合流車線）が存在し、その合流車線に３台の隣接車両Ｄ（以下、先頭側から隣接車両Ｄ1、隣接車両Ｄ2、隣接車両Ｄ3とも呼ぶ）が走行していたとする。また、隣接車両Ｄ1、Ｄ2、Ｄ3が自車線側のウィンカーを点滅させていたとする。すると、コントローラ５が、隣接車両Ｄ1、Ｄ2、Ｄ3に自車線へ車線変更する意図があると判定し、運転支援処理を実行する。続いて、コントローラ５が、車速検出部４が出力した検出結果に基づき、自車両Ａの車速Ｖ1を目標車速Ｖ1accとして設定する（図３のステップＳ１０１）。続いて、コントローラ５が、合流可能台数Ｎacc、加速時台数Ｎaccopt、及び加速時目標車速Ｖ1acc*を０に設定する（図３のステップＳ１０１）。   While the host vehicle A is traveling, as shown in FIG. 2A, there is an adjacent lane (merging lane) that merges with the host lane (main line) on the left side of the own lane, and three adjacent vehicles D are in the merging lane. Assume that the adjacent vehicle D1, the adjacent vehicle D2, and the adjacent vehicle D3 are running from the head side. Further, it is assumed that the adjacent vehicles D1, D2, and D3 blink the blinker on the own lane side. Then, the controller 5 determines that the adjacent vehicles D1, D2, and D3 have an intention to change lanes to the own lane, and executes driving support processing. Subsequently, the controller 5 sets the vehicle speed V1 of the host vehicle A as the target vehicle speed V1acc based on the detection result output by the vehicle speed detection unit 4 (step S101 in FIG. 3). Subsequently, the controller 5 sets the number Nacc that can be merged, the number Naccopt during acceleration, and the target vehicle speed V1acc * during acceleration to 0 (step S101 in FIG. 3).

続いて、コントローラ５が、設定した目標車速Ｖ1accに速度変化量ΔＶ1（＞０）を加算し、加算結果を目標車速Ｖ1accとして設定する（図３のステップＳ１０２）。続いて、コントローラ５が、設定した目標車速Ｖ1acc、並びにレーダー部１及び車速検出部４が出力した検出結果基づき、図２（ｂ）に示すように、自車両Ａが加速して、自車両Ａの車速Ｖ1が目標車速Ｖ1accに到達したときの、自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1accを算出する（図３のステップＳ１０３）。また、コントローラ５が、設定した目標車速Ｖ1acc、及びレーダー部１及び車速検出部４が出力した検出結果に基づき、自車両Ａが加速して、自車両Ａの車速Ｖ1が目標車速Ｖ1accに到達したときの、自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2accを算出する（図３のステップＳ１０３）。   Subsequently, the controller 5 adds the speed change amount ΔV1 (> 0) to the set target vehicle speed V1acc, and sets the addition result as the target vehicle speed V1acc (step S102 in FIG. 3). Subsequently, based on the target vehicle speed V1acc set by the controller 5 and the detection results output by the radar unit 1 and the vehicle speed detection unit 4, the host vehicle A accelerates as shown in FIG. When the vehicle speed V1 reaches the target vehicle speed V1acc, an inter-vehicle distance L1acc between the vehicle B ahead of the host lane and the host vehicle A is calculated (step S103 in FIG. 3). Further, based on the target vehicle speed V1acc set by the controller 5 and the detection results output by the radar unit 1 and the vehicle speed detection unit 4, the host vehicle A accelerates and the vehicle speed V1 of the host vehicle A reaches the target vehicle speed V1acc. The inter-vehicle distance L2acc between the host vehicle A and the rear vehicle C of the host lane is calculated (step S103 in FIG. 3).

図５は、運転支援装置の動作を説明するための説明図である。
続いて、コントローラ５が、算出した車間距離Ｌ1acc、Ｌ2acc、及びレーダー部１が出力した検出結果に基づき、自車両Ａに対する各隣接車両Ｄ1、Ｄ2、Ｄ3の相対位置を算出する（図３のステップＳ１０４）。続いて、コントローラ５が、算出した相対位置に基づき、自車線へ車線変更可能な隣接車両Ｄ1、Ｄ2、Ｄ3の数、つまり、図４、図５に示すように、図４（ａ）（ｂ）（ｃ）それぞれの斜線状の領域内に「加速時」がある隣接車両Ｄ1、Ｄ2、Ｄ3の数（合流可能台数Ｎacc）を計数する（図３のステップＳ１０４）。ここで、算出した合流可能台数Ｎaccが加速時台数Ｎaccoptよりも大きいとする。すると、コントローラ５が、合流可能台数Ｎaccを加速時台数Ｎaccoptとして設定し、目標車速Ｖ1accを加速時目標車速Ｖ1acc*として設定する（図３のステップＳ１０５）。続いて、コントローラ５が、算出した車間距離Ｌ1accが加速時設定閾値thＬ1よりも大きい、つまり、自車線の前方車両Ｂに自車両Ａがもっと接近してもかまわないと判定し、前記ステップＳ１０２から上記フローを繰り返し実行する。 FIG. 5 is an explanatory diagram for explaining the operation of the driving support apparatus.
Subsequently, the controller 5 calculates the relative positions of the adjacent vehicles D1, D2, and D3 with respect to the host vehicle A based on the calculated inter-vehicle distances L1acc and L2acc and the detection result output by the radar unit 1 (step of FIG. 3). S104). Subsequently, based on the calculated relative position, the number of adjacent vehicles D1, D2, and D3 whose lanes can be changed to the own lane, that is, as shown in FIGS. 4 and 5, FIG. (C) Count the number of adjacent vehicles D1, D2, D3 (the number Nacc that can be merged) having “at the time of acceleration” in each shaded area (step S104 in FIG. 3). Here, it is assumed that the calculated mergeable number Nacc is larger than the acceleration number Naccopt. Then, the controller 5 sets the number Nacc that can be merged as the number Naccopt during acceleration, and sets the target vehicle speed V1acc as the target vehicle speed V1acc * during acceleration (step S105 in FIG. 3). Subsequently, the controller 5 determines that the calculated inter-vehicle distance L1acc is greater than the acceleration setting threshold thL1, that is, the host vehicle A may approach the vehicle B ahead of the host lane, and from step S102 described above. Repeat the above flow.

上記フローを繰り返し実行するうちに、Ｌ1acc＜thＬ1になると、コントローラ５が、前記ステップＳ１０６の判定を「Yes」とする。続いて、コントローラ５が、車速検出部４が出力した検出結果に基づき、自車両Ａの車速Ｖ1を目標車速Ｖ1dccとして設定する（図３のステップＳ１０７）。続いて、コントローラ５が、合流可能台数Ｎdcc、減速時台数Ｎdccopt、及び減速時目標車速Ｖ1dcc*を０に設定する（図３のステップＳ１０７）。   If L1acc <thL1 during repeated execution of the above flow, the controller 5 sets the determination in step S106 to “Yes”. Subsequently, the controller 5 sets the vehicle speed V1 of the host vehicle A as the target vehicle speed V1dcc based on the detection result output by the vehicle speed detection unit 4 (step S107 in FIG. 3). Subsequently, the controller 5 sets the number Ndcc that can be merged, the number Ndccopt during deceleration, and the target vehicle speed V1dcc * during deceleration to 0 (step S107 in FIG. 3).

続いて、コントローラ５が、設定した目標車速Ｖ1dccから速度変化量ΔＶ1（＞０）を減算し、減算結果を目標車速Ｖ1dccとして設定する（図３のステップＳ１０８）。続いて、コントローラ５が、設定した目標車速Ｖ1dcc、並びにレーダー部１及び車速検出部４が出力した検出結果に基づき、図２（ｃ）に示すように、自車両Ａが減速して、自車両Ａの車速Ｖ1が目標車速Ｖ1dccに到達したときの、自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1dccを算出する（図３のステップＳ１０９）。また、コントローラ５が、設定した目標車速Ｖ1dcc、及びレーダー部１及び車速検出部４が出力した検出結果に基づき、自車両Ａが減速して、自車両Ａの車速Ｖ1が目標車速Ｖ1dccに到達したときの、自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2dccを算出する（図３のステップＳ１１０）。   Subsequently, the controller 5 subtracts the speed change amount ΔV1 (> 0) from the set target vehicle speed V1dcc, and sets the subtraction result as the target vehicle speed V1dcc (step S108 in FIG. 3). Subsequently, based on the set target vehicle speed V1dcc and the detection results output by the radar unit 1 and the vehicle speed detection unit 4, the controller 5 decelerates the host vehicle A as shown in FIG. An inter-vehicle distance L1dcc between the vehicle B ahead of the host lane and the host vehicle A when the vehicle speed V1 of A reaches the target vehicle speed V1dcc is calculated (step S109 in FIG. 3). Further, based on the target vehicle speed V1dcc set by the controller 5 and the detection results output by the radar unit 1 and the vehicle speed detection unit 4, the host vehicle A decelerates and the vehicle speed V1 of the host vehicle A reaches the target vehicle speed V1dcc. The inter-vehicle distance L2dcc between the host vehicle A and the rear vehicle C of the host lane is calculated (step S110 in FIG. 3).

続いて、コントローラ５は、算出した車間距離Ｌ1dcc、Ｌ2dcc、及びレーダー部１が出力した検出結果に基づき、自車両Ａに対する各隣接車両Ｄ1、Ｄ2、Ｄ3の相対位置を算出する（図３のステップＳ１１０）。続いて、コントローラ５が、算出した相対位置に基づき、自車線へ車線変更可能な隣接車両Ｄ1、Ｄ2、Ｄ3の数、つまり、図４、図５に示すように、図４（ａ）（ｂ）（ｃ）それぞれの斜線状の領域内に「減速時」がある隣接車両Ｄ1、Ｄ2、Ｄ3の数（合流可能台数Ｎdcc）を計数する（図３のステップＳ１０４）。ここで、算出した合流可能台数Ｎdccが減速時台数Ｎdccoptよりも大きいとする。すると、コントローラ５が、合流可能台数Ｎdccを減速時台数Ｎdccoptとして設定し、目標車速Ｖ1dccを減速時目標車速Ｖ1dcc*として設定する（図３のステップＳ１１１）。続いて、コントローラ５が、算出した車間距離Ｌ2dccが減速時設定閾値thＬ2よりも大きい、つまり、自車線の後方車両Ｃに自車両Ａがもっと接近してもかまわないと判定し、前記ステップＳ１０８から上記フローを繰り返し実行する。   Subsequently, the controller 5 calculates the relative positions of the adjacent vehicles D1, D2, and D3 with respect to the host vehicle A based on the calculated inter-vehicle distances L1dcc and L2dcc and the detection result output by the radar unit 1 (step of FIG. 3). S110). Subsequently, based on the calculated relative position, the number of adjacent vehicles D1, D2, and D3 whose lanes can be changed to the own lane, that is, as shown in FIGS. 4 and 5, FIG. (C) Count the number of adjacent vehicles D1, D2 and D3 (number of possible merging Ndcc) having “at the time of deceleration” in each shaded area (step S104 in FIG. 3). Here, it is assumed that the calculated mergeable number Ndcc is larger than the deceleration number Ndccopt. Then, the controller 5 sets the number Ndcc that can be merged as the number Ndccopt during deceleration, and sets the target vehicle speed V1dcc as the target vehicle speed V1dcc * during deceleration (step S111 in FIG. 3). Subsequently, the controller 5 determines that the calculated inter-vehicle distance L2dcc is greater than the deceleration time setting threshold thL2, that is, the host vehicle A may approach the rear vehicle C of the host lane, and from the step S108. Repeat the above flow.

上記フローを繰り返し実行するうちに、Ｌ2dcc＜thＬ2になると、コントローラ５が、前記ステップＳ１１２の判定を「Yes」とする。ここで、図５に示すように、加速時台数Ｎaccoptが減速時台数Ｎdccoptより大きかったとする。すると、コントローラ５が、Ｎdccopt＜Ｎaccoptと判定する（図３のステップＳ１１３「No」）。続いて、コントローラ５が、加速指令を制駆動力制御部６に出力する（図３のステップＳ１１５）。これにより、制駆動力制御部６が、コントローラ５が加速指令を出力すると、設定した加速時目標車速Ｖ1acc*と自車両Ａの車速Ｖ1とが一致するように自車両Ａの制駆動力を制御する。そして、自車両Ａを加速し、自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1が低減し、自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2が増大する。   If L2dcc <thL2 during the repeated execution of the above flow, the controller 5 sets the determination in step S112 to "Yes". Here, as shown in FIG. 5, it is assumed that the number Naccopt during acceleration is larger than the number Ndccopt during deceleration. Then, the controller 5 determines that Ndccopt <Naccopt (step S113 “No” in FIG. 3). Subsequently, the controller 5 outputs an acceleration command to the braking / driving force control unit 6 (step S115 in FIG. 3). As a result, when the controller 5 outputs an acceleration command, the braking / driving force control unit 6 controls the braking / driving force of the host vehicle A so that the set target vehicle speed V1acc * during acceleration matches the vehicle speed V1 of the host vehicle A. To do. Then, the host vehicle A is accelerated, the inter-vehicle distance L1 between the front vehicle B on the own lane and the own vehicle A is reduced, and the inter-vehicle distance L2 between the own vehicle A and the rear vehicle C on the own lane is increased.

このように、本実施形態では、コントローラ５が、自車両Ａが加速した場合に自車線へ車線変更可能な隣接車両Ｄの数である加速時台数Ｎaccopt、及び自車両Ａが減速した場合に自車線へ車線変更可能な隣接車両Ｄの数である減速時台数Ｎdccoptを算出する。そして、本実施形態では、コントローラ５が、算出した加速時台数Ｎaccoptが減速時台数Ｎdccoptより大きい場合には、自車両Ａが加速するように自車両Ａの制御及び運転者への報知の少なくとも一方を行う。一方、本実施形態では、コントローラ５が、算出した加速時台数Ｎaccoptが減速時台数未満である場合には、自車両Ａが減速するように自車両Ａの制御及び運転者への報知の少なくとも一方を行う。それゆえ、本実施形態では、自車両Ａが加速した場合の自車線へ車線変更可能な隣接車両Ｄの数（車線変更可能台数）が、自車両Ａが減速した場合の車線変更可能台数よりも大きい場合に、自車両Ａを加速できる。一方、本実施形態では、自車両Ａが減速した場合の車線変更可能台数が自車両Ａが減速した場合の車線変更可能台数よりも大きい場合に、自車両Ａを減速できる。これにより、本実施形態では、隣接車線から自車線へ車線変更可能な隣接車両Ｄの数を増大できる。   Thus, in this embodiment, when the own vehicle A accelerates, the controller 5 increases the number Naccopt during acceleration, which is the number of adjacent vehicles D that can change lanes to the own lane, and when the own vehicle A decelerates. The number Ndccopt during deceleration, which is the number of adjacent vehicles D that can change lanes to the lane, is calculated. In this embodiment, when the calculated acceleration number Naccopt is larger than the deceleration number Ndccopt, the controller 5 controls at least one of the own vehicle A and notifies the driver so that the own vehicle A accelerates. I do. On the other hand, in the present embodiment, when the calculated acceleration number Naccopt is less than the deceleration number, the controller 5 controls at least one of the own vehicle A and notifies the driver so that the own vehicle A decelerates. I do. Therefore, in the present embodiment, the number of adjacent vehicles D that can change lanes to the own lane when the own vehicle A accelerates (the number of lanes that can be changed) is larger than the number that can change the lane when the own vehicle A decelerates. When it is large, the host vehicle A can be accelerated. On the other hand, in the present embodiment, the host vehicle A can be decelerated when the number of lane changeable vehicles when the host vehicle A decelerates is larger than the number of lane changeable vehicles when the host vehicle A decelerates. Thereby, in this embodiment, the number of the adjacent vehicles D which can change a lane from an adjacent lane to the own lane can be increased.

本実施形態では、図１の車速検出部４が自車速検出部を構成する。以下同様に、図１のレーダー部１が隣接車速検出部及び車間距離検出部を構成する。また、図１のコントローラ５、図３のステップＳ１０１〜Ｓ１１２が車線変更可能台数算出部を構成する。さらに、図１のコントローラ５、図３のステップＳ１１３、Ｓ１１４、Ｓ１１５が車線変更運転支援部を構成する。また、図１のコントローラ５、図３のステップＳ１０１〜Ｓ１０６が加速時変数設定部を構成する。さらに、図１のコントローラ５、図３のステップＳ１０７〜Ｓ１１２が減速時変数設定部を構成する。   In the present embodiment, the vehicle speed detection unit 4 in FIG. 1 constitutes the own vehicle speed detection unit. Similarly, the radar unit 1 in FIG. 1 constitutes an adjacent vehicle speed detection unit and an inter-vehicle distance detection unit. Further, the controller 5 in FIG. 1 and steps S101 to S112 in FIG. 3 constitute a lane changeable number calculating section. Further, the controller 5 in FIG. 1 and steps S113, S114, and S115 in FIG. 3 constitute a lane change driving support unit. 1 and steps S101 to S106 in FIG. 3 constitute an acceleration variable setting unit. Further, the controller 5 in FIG. 1 and steps S107 to S112 in FIG. 3 constitute a deceleration time variable setting unit.

（本実施形態の効果）
本実施形態は、次のような効果を奏する。
（１）コントローラ５が、自車両Ａが加速した場合に自車線へ車線変更可能な隣接車両Ｄの数である加速時台数Ｎaccopt、及び自車両Ａが減速した場合に自車線へ車線変更可能な隣接車両Ｄの数である減速時台数Ｎdccoptを算出する。そして、コントローラ５が、算出した加速時台数Ｎaccoptが減速時台数Ｎdccoptより大きい場合には、自車両Ａが加速するように自車両Ａの制御及び運転者への報知の少なくとも一方を行う。一方、コントローラ５が、算出した加速時台数Ｎaccoptが減速時台数未満である場合には、自車両Ａが減速するように自車両Ａの制御及び運転者への報知の少なくとも一方を行う。 (Effect of this embodiment)
This embodiment has the following effects.
(1) The controller 5 can change the lane to the own lane when the own vehicle A accelerates, and the number Naccopt of accelerations, which is the number of adjacent vehicles D that can change the lane to the own lane, and the own vehicle A decelerates. The number Ndccopt during deceleration, which is the number of adjacent vehicles D, is calculated. When the calculated acceleration number Naccopt is larger than the deceleration number Ndccopt, the controller 5 controls at least one of the own vehicle A and notifies the driver so that the own vehicle A accelerates. On the other hand, when the calculated acceleration number Naccopt is less than the deceleration number, the controller 5 controls at least one of the own vehicle A and notifies the driver so that the own vehicle A decelerates.

このような構成によれば、自車両Ａが加速した場合の自車線へ車線変更可能な隣接車両Ｄの数（車線変更可能台数）が、自車両Ａが減速した場合の車線変更可能台数よりも大きい場合に、自車両Ａを加速できる。一方、自車両Ａが減速した場合の車線変更可能台数が自車両Ａが減速した場合の車線変更可能台数よりも大きい場合に、自車両Ａを減速できる。これにより、隣接車線から自車線へ車線変更可能な隣接車両Ｄの数を増大できる。   According to such a configuration, the number of adjacent vehicles D that can change lanes to the own lane when the own vehicle A accelerates (the number that can change lanes) is greater than the number that can change lanes when the own vehicle A decelerates. When it is large, the host vehicle A can be accelerated. On the other hand, the host vehicle A can be decelerated when the number of lane changeable vehicles when the host vehicle A decelerates is larger than the number of lane changeable vehicles when the host vehicle A decelerates. Thereby, the number of the adjacent vehicles D which can change lanes from an adjacent lane to the own lane can be increased.

（２）コントローラ５が、目標車速Ｖ1acc（＞Ｖ1）を複数設定し、設定した目標車速Ｖ1accそれぞれに自車両Ａの車速Ｖ1が到達したときの、自車線へ車線変更可能な隣接車両Ｄの数（合流可能台数Ｎacc）を予測する。続いて、コントローラ５が、予測した隣接車両Ｄの数（合流可能台数Ｎacc）のうちの最大値を加速時台数Ｎaccoptとするとともに隣接車両Ｄの数（合流可能台数Ｎacc）が最大となる目標車速Ｖ1accのうち最小の目標車速Ｖ1accを加速時目標車速Ｖ1acc*とする。一方、コントローラ５が、目標車速Ｖ1dcc（＜Ｖ1）を複数設定し、設定した目標車速Ｖ1dccそれぞれに自車両Ａの車速Ｖ1が到達したときの、自車線へ車線変更可能な隣接車両Ｄの数（合流可能台数Ｎdcc）を予測する。続いて、コントローラ５が、予測した隣接車両Ｄの数（合流可能台数Ｎdcc）のうちの最大値を減速時台数Ｎdccoptとするとともに隣接車両Ｄの数（合流可能台数Ｎdcc）が最大となる目標車速Ｖ1dccのうち最大の目標車速Ｖ1dccを減速時目標車速Ｖ1dcc*とする。続いて、コントローラ５が、加速時台数Ｎaccoptが減速時台数Ｎdccoptより大きい場合には、自車両Ａが加速して、加速時目標車速Ｖ1acc*と自車両Ａの車速Ｖ1とが一致するように自車両Ａの制御及び運転者への報知の少なくとも一方を行う。一方、コントローラ５が、加速時台数Ｎaccoptが減速時台数Ｎdccopt未満である場合には、自車両Ａが減速して、減速時目標車速Ｖ1dcc*と自車両Ａの車速Ｖ1とが一致するように自車両Ａの制御及び運転者への報知の少なくとも一方を行う。
このような構成により、自車両Ａの加速度及び減速度の過度の増大を抑制できる。 (2) The controller 5 sets a plurality of target vehicle speeds V1acc (> V1), and when the vehicle speed V1 of the own vehicle A reaches each of the set target vehicle speeds V1acc, the number of adjacent vehicles D that can change lanes to the own lane Predict the (number of possible merging Nacc). Subsequently, the controller 5 sets the maximum value of the predicted number of adjacent vehicles D (the number Nacc that can be merged) as the acceleration-time number Naccopt and the target vehicle speed that maximizes the number of the adjacent vehicles D (the number Nacc that can be merged). The minimum target vehicle speed V1acc in V1acc is set as the acceleration target vehicle speed V1acc *. On the other hand, when the controller 5 sets a plurality of target vehicle speeds V1dcc (<V1) and the vehicle speed V1 of the host vehicle A reaches each of the set target vehicle speeds V1dcc, the number of adjacent vehicles D that can change lanes to the host lane ( Predict the possible number of mergers (Ndcc). Subsequently, the controller 5 sets the maximum value of the predicted number of adjacent vehicles D (the number Ndcc that can be merged) as the deceleration number Ndccopt and the target vehicle speed that maximizes the number of the adjacent vehicles D (the number Ndcc that can be merged). The maximum target vehicle speed V1dcc of V1dcc is set as the deceleration target vehicle speed V1dcc *. Subsequently, when the controller Naccopt is greater than the deceleration number Ndccopt, the host vehicle A accelerates and the acceleration target vehicle speed V1acc * and the vehicle speed V1 of the host vehicle A coincide with each other. At least one of the control of the vehicle A and the notification to the driver is performed. On the other hand, when the number Naccopt during acceleration is less than the number Ndccopt during deceleration, the own vehicle A decelerates so that the target vehicle speed V1dcc * during deceleration matches the vehicle speed V1 of the own vehicle A. At least one of the control of the vehicle A and the notification to the driver is performed.
With such a configuration, an excessive increase in the acceleration and deceleration of the host vehicle A can be suppressed.

（変形例）
なお、上記実施形態では、加速時設定閾値thＬ1、減速時設定閾値thＬ2として予め定めた値を用いる例を示したが、他の構成を採用してもよい。例えば、自車両Ａの車速Ｖ1に基づいて加速時設定閾値thＬ1、及び減速時設定閾値thＬ2を設定する構成としてもよい。具体的には、コントローラ５は、自車両Ａと隣接車両Ｄとの位置関係に基づき、隣接車両Ｄの車線変更のためのスペース（例えば、自車両Ａの前方及び後方のスペース）をより積極的に増大させる要求（以下、増減要求とも呼ぶ）があるか否かを判定する。例えば、コントローラ５は、自車両Ａと隣接車両Ｄとの前後方向の車間距離Ｌ3のうち最小の車間距離Ｌ3が設定距離以下（Ｌ3≦設定距離）であるか否かを判定する。そして、コントローラ５は、Ｌ3＞設定距離と判定した場合には、増減要求がないと判定する。一方、コントローラ５は、Ｌ3≦設定距離と判定した場合には、増減要求があると判定する。 (Modification)
In the above embodiment, an example is shown in which predetermined values are used as the acceleration setting threshold thL1 and the deceleration setting threshold thL2, but other configurations may be employed. For example, the acceleration setting threshold thL1 and the deceleration setting threshold thL2 may be set based on the vehicle speed V1 of the host vehicle A. Specifically, based on the positional relationship between the host vehicle A and the adjacent vehicle D, the controller 5 more actively uses spaces for changing the lane of the adjacent vehicle D (for example, spaces ahead and behind the host vehicle A). It is determined whether or not there is a request to increase (hereinafter also referred to as an increase / decrease request). For example, the controller 5 determines whether or not the minimum inter-vehicle distance L3 among the inter-vehicle distances L3 between the host vehicle A and the adjacent vehicle D is equal to or less than the set distance (L3 ≦ set distance). When the controller 5 determines that L3> the set distance, it determines that there is no increase / decrease request. On the other hand, if it is determined that L3 ≦ the set distance, the controller 5 determines that there is an increase / decrease request.

図６は、加速時設定閾値thＬ1及び減速時設定閾値thＬ2の設定方法の説明図である。
そして、コントローラ５は、増減要求がないと判定すると、下記（９）式に従って加速時設定閾値thＬ1、減速時設定閾値thＬ2を算出する。
thＬ1＝ＴHW1×Ｖ1＋thＬ10
thＬ2＝ＴHW2×Ｖ1＋thＬ20 ………（９）
ここで、ＴHW1、ＴHW2は、最小車間時間であり、一般的な交通状態では４〜５秒に設定する。これにより、コントローラ５は、自車両Ａの車速Ｖ1が大きいほど自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1及び自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2を増大でき、自車両Ａの車速Ｖ1に応じた安心感のある車間距離Ｌ1、Ｌ2を確保できる。 FIG. 6 is an explanatory diagram of a method of setting the acceleration setting threshold thL1 and the deceleration setting threshold thL2.
When determining that there is no increase / decrease request, the controller 5 calculates the acceleration setting threshold thL1 and the deceleration setting threshold thL2 according to the following equation (9).
thL1 = THW1 × V1 + thL10
thL2 = THW2 × V1 + thL20 (9)
Here, THW1 and THW2 are minimum inter-vehicle time, and are set to 4 to 5 seconds in a general traffic state. Thus, the controller 5 can increase the inter-vehicle distance L1 between the front vehicle B and the own vehicle A in the own lane and the inter-vehicle distance L2 between the own vehicle A and the rear vehicle C in the own lane as the vehicle speed V1 of the own vehicle A increases. Therefore, the inter-vehicle distances L1 and L2 can be secured with a sense of security corresponding to the vehicle speed V1 of the host vehicle A.

また、thＬ10は、自車両Ａが停止したときに確保すべき自車両Ａと自車線の前方車両Ｂとの車間距離である。さらに、thＬ20は、自車両Ａが停止したときに確保すべき自車両Ａと自車線の後方車両Ｃとの車間距離である。thＬ10、thＬ20は、例えば、一般的な交通状態では１〜３ｍに設定する。これにより、コントローラ５は、自車両Ａの車速Ｖ1が０となり、自車両Ａが停車しても十分な車間距離Ｌ1、Ｌ2を確保できる。   Further, thL10 is the inter-vehicle distance between the host vehicle A to be secured when the host vehicle A stops and the vehicle B ahead of the host lane. Further, thL20 is the inter-vehicle distance between the own vehicle A and the rear vehicle C in the own lane that should be secured when the own vehicle A stops. For example, thL10 and thL20 are set to 1 to 3 m in a general traffic state. As a result, the controller 5 can secure the sufficient inter-vehicle distances L1 and L2 even if the vehicle speed V1 of the host vehicle A becomes 0 and the host vehicle A stops.

一方、コントローラ５は、増減要求があると判定すると、下記（１０）式に従って加速時設定閾値thＬ1、減速時設定閾値thＬ2を算出する。
thＬ1＝ＴHW1hosei1×Ｖ1＋thＬ10
thＬ2＝ＴHW2hosei2×Ｖ1＋thＬ20 ………（６）
ここで、ＴHW1hosei1＜ＴHW1、ＴHW2hosei2＜ＴHW2に設定する。これにより、コントローラ５は、増減要求があると判定した場合には、増減要求がないと判定した場合に比べ、加速時設定閾値thＬ1、減速時設定閾値thＬ2、つまり、自車線の前方車両Ｂ及び後方車両Ｃと自車両Ａとの車間距離の最低値（以下、最低車間距離とも呼ぶ）を低減できる。それゆえ、コントローラ５は、隣接車両Ｄの車線変更のためのスペースをより積極的に増大できる（自車両Ａの位置の変更可能な範囲が広がる）。そのため、コントローラ５は、隣接車両Ｄの車線変更のためのスペースをより確保しやすくできる。 On the other hand, when determining that there is an increase / decrease request, the controller 5 calculates the acceleration setting threshold thL1 and the deceleration setting threshold thL2 according to the following equation (10).
thL1 = THW1hosei1 × V1 + thL10
thL2 = THW2hosei2 × V1 + thL20 (6)
Here, THW1hosei1 <THW1 and THW2hosei2 <THW2 are set. Thereby, when the controller 5 determines that there is an increase / decrease request, the controller 5 sets the acceleration setting threshold thL1 and the deceleration setting threshold thL2, that is, the vehicle B ahead of the own lane and The minimum value of the inter-vehicle distance between the rear vehicle C and the host vehicle A (hereinafter also referred to as the minimum inter-vehicle distance) can be reduced. Therefore, the controller 5 can more actively increase the space for changing the lane of the adjacent vehicle D (the range in which the position of the host vehicle A can be changed is widened). Therefore, the controller 5 can more easily secure a space for changing the lane of the adjacent vehicle D.

なお、本実施形態では、加速時設定閾値thＬ1、減速時設定閾値thＬ2を上記（６）式に従って算出する例を示したが、他の構成を採用することもできる。例えば、下記（７）に従って算出する構成としてもよい。
thＬ1＝ＴHW1×Ｖ1＋thＬ10’
thＬ2＝ＴHW2×Ｖ1＋thＬ20’ ………（７） In the present embodiment, an example is shown in which the acceleration setting threshold thL1 and the deceleration setting threshold thL2 are calculated according to the above equation (6). However, other configurations may be employed. For example, it is good also as a structure calculated according to following (7).
thL1 = THW1 × V1 + thL10 '
thL2 = THW2 × V1 + thL20 '(7)

ここで、thＬ10’＜thＬ10、thＬ20’＜thＬ20に設定する。これにより、コントローラ５は、増減要求があると判定した場合には、増減要求がないと判定した場合に比べ、加速時設定閾値thＬ1、減速時設定閾値thＬ2、つまり、自車線の前方車両Ｂ及び後方車両Ｃと自車両Ａとの最低車間距離を低減できる。それゆえ、コントローラ５は、隣接車両Ｄの車線変更のためのスペースをより積極的に増大できる（自車両Ａの位置の変更可能な範囲が広がる）。そのため、コントローラ５は、上記（６）式に従って加速時設定閾値thＬ1、減速時設定閾値thＬ2を算出する場合と同様に、隣接車両Ｄの車線変更のためのスペースをより確保しやすくできる。   Here, thL10 '<thL10 and thL20' <thL20 are set. Thereby, when the controller 5 determines that there is an increase / decrease request, the controller 5 sets the acceleration setting threshold thL1 and the deceleration setting threshold thL2, that is, the vehicle B ahead of the own lane and The minimum inter-vehicle distance between the rear vehicle C and the host vehicle A can be reduced. Therefore, the controller 5 can more actively increase the space for changing the lane of the adjacent vehicle D (the range in which the position of the host vehicle A can be changed is widened). Therefore, the controller 5 can more easily secure a space for changing the lane of the adjacent vehicle D, as in the case of calculating the acceleration setting threshold thL1 and the deceleration setting threshold thL2 according to the above equation (6).

図７は、車間時間ＴHW1hosei1及びＴHW2hosei2の設定方法の説明図である。
また、コントローラ５は、ナビゲーション部３が出力した検出結果に基づき、図７（ａ）、（ｂ）の制御マップに従って、隣接車両Ｄから合流車線終点までの距離Ｌ4が短いほど車間時間ＴHW1hosei1、ＴHW2hosei2を小さくする。図７（ａ）の制御マップでは、距離Ｌ4が設定値thＬ4より大きい範囲では、距離Ｌ4の大きさに関わらず、車間時間ＴHW1hosei1を予め定めた設定値ＴHW1kijunに設定する。一方、図７（ａ）の制御マップでは、距離Ｌ4が設定値thＬ4未満の範囲では、距離Ｌ4が短いほど車間時間ＴHW1hosei1を直線的に減少させる。また、図７（ｂ）の制御マップでは、距離Ｌ4が設定値thＬ4より大きい範囲では、距離Ｌ4の大きさに関わらず、車間時間ＴHW2hosei2を予め定めた設定値ＴHW2kijunに設定する。一方、図７（ｂ）の制御マップでは、距離Ｌ4が設定値thＬ4未満の範囲では、距離Ｌ4が短いほど車間時間ＴHW2hosei2を直線的に減少させる。これにより、コントローラ５は、隣接車両Ｄが合流車線終点に近づくほど、加速時設定閾値thＬ1、減速時設定閾値thＬ2、つまり、自車線の前方車両Ｂ及び後方車両Ｃと自車両Ａとの最低車間距離を低減できる。それゆえ、コントローラ５は、隣接車両Ｄの車線変更のためのスペースをより積極的に増大できる（自車両Ａの位置の変更可能な範囲が広がる）。そのため、隣接車両Ｄの車線変更のためのスペースをより確保しやすくできる。 FIG. 7 is an explanatory diagram of a method for setting the inter-vehicle time THW1hosei1 and THW2hosei2.
Further, based on the detection result output from the navigation unit 3, the controller 5 determines the inter-vehicle time THW1hosei1, THW2hosei2 as the distance L4 from the adjacent vehicle D to the merging lane end point is shorter according to the control maps of FIGS. 7 (a) and 7 (b). Make it smaller. In the control map of FIG. 7A, in the range where the distance L4 is larger than the set value thL4, the inter-vehicle time THW1hosei1 is set to a predetermined set value THW1kijun regardless of the size of the distance L4. On the other hand, in the control map of FIG. 7A, in the range where the distance L4 is less than the set value thL4, the inter-vehicle time THW1hosei1 decreases linearly as the distance L4 is shorter. In the control map of FIG. 7B, in the range where the distance L4 is larger than the set value thL4, the inter-vehicle time THW2hosei2 is set to a predetermined set value THW2kijun regardless of the size of the distance L4. On the other hand, in the control map of FIG. 7B, in the range where the distance L4 is less than the set value thL4, the inter-vehicle time THW2hosei2 decreases linearly as the distance L4 is shorter. As a result, the controller 5 sets the acceleration setting threshold thL1 and the deceleration setting threshold thL2, that is, the minimum distance between the front vehicle B and the rear vehicle C of the own lane and the own vehicle A as the adjacent vehicle D approaches the merging lane end point. The distance can be reduced. Therefore, the controller 5 can more actively increase the space for changing the lane of the adjacent vehicle D (the range in which the position of the host vehicle A can be changed is widened). Therefore, it is easier to secure a space for changing the lane of the adjacent vehicle D.

図８は、加速時設定閾値thＬ1及び減速時設定閾値thＬ2の設定方法の説明図である。
なお、本実施形態では、コントローラ５が、隣接車両Ｄから合流車線終点までの距離Ｌ4が短いほど車間時間ＴHW1hosei1、ＴHW2hosei2を小さくする例を示したが、他の構成を採用してもよい。例えば、コントローラ５が、図８（ａ）、（ｂ）に示すように、隣接車両Ｄから合流車線終点までの距離Ｌ4が短いほど加速時設定閾値thＬ1、減速時設定閾値thＬ2を小さくする構成としてもよい。この場合、加速時設定閾値thＬ1、減速時設定閾値thＬ2の変更態様は、距離Ｌ4に対して線形であってもよく、非線形であってもよい。また、上述したように、コントローラ５が、自車両Ａの車速Ｖ1が大きいほど加速時設定閾値thＬ1、減速時設定閾値thＬ2を大きくする構成を組み合わせてもよい。 FIG. 8 is an explanatory diagram of a method for setting the acceleration setting threshold thL1 and the deceleration setting threshold thL2.
In the present embodiment, the controller 5 reduces the inter-vehicle time THW1hosei1 and THW2hosei2 as the distance L4 from the adjacent vehicle D to the merging lane end point is shorter. However, other configurations may be adopted. For example, as shown in FIGS. 8A and 8B, the controller 5 decreases the acceleration setting threshold thL1 and the deceleration setting threshold thL2 as the distance L4 from the adjacent vehicle D to the end of the merging lane is shorter. Also good. In this case, the changing mode of the acceleration setting threshold thL1 and the deceleration setting threshold thL2 may be linear or non-linear with respect to the distance L4. Moreover, as described above, the controller 5 may be configured to increase the acceleration setting threshold thL1 and the deceleration setting threshold thL2 as the vehicle speed V1 of the host vehicle A increases.

本実施形態では、図１のコントローラ５が閾値設定部及び閾値低減部を構成する。
（本変形例の効果）
本変形例は、第１実施形態の効果（１）（２）に加え、次のような効果を奏する。
（１）コントローラ５が、加速時目標車速Ｖ1acc*に自車両Ａの車速Ｖ1が到達したときの、自車線の前方車両Ｂと自車両Ａとの車間距離Ｌ1が加速時設定閾値thＬ1以上となるように、加速時台数Ｎaccopt及び加速時目標車速Ｖ1acc*を設定する。また、コントローラ５が、減速時目標車速Ｖ1dcc*に自車両Ａの車速Ｖ1が到達したときの、自車両Ａと自車線の後方車両Ｃとの車間距離Ｌ2が減速時設定閾値thＬ2以上となるように、減速時台数Ｎdccopt及び減速時目標車速Ｖ1dcc*を設定する。続いて、コントローラ５が、自車両Ａの車速Ｖ1に基づいて加速時設定閾値thＬ1及び減速時設定閾値thＬ2を設定する。 In the present embodiment, the controller 5 in FIG. 1 constitutes a threshold setting unit and a threshold reduction unit.
(Effect of this modification)
This modification has the following effects in addition to the effects (1) and (2) of the first embodiment.
(1) The inter-vehicle distance L1 between the vehicle B ahead of the host lane and the host vehicle A when the vehicle speed V1 of the host vehicle A reaches the target vehicle speed V1acc * during acceleration reaches the acceleration set threshold thL1 or more. As described above, the number Naccopt during acceleration and the target vehicle speed V1acc * during acceleration are set. Further, when the controller 5 reaches the target vehicle speed V1dcc * when the vehicle speed V1 of the host vehicle A reaches the inter-vehicle distance L2 between the host vehicle A and the rear vehicle C in the host lane is equal to or greater than the deceleration setting threshold thL2. In addition, the deceleration number Ndccopt and the deceleration target vehicle speed V1dcc * are set. Subsequently, the controller 5 sets the acceleration setting threshold thL1 and the deceleration setting threshold thL2 based on the vehicle speed V1 of the host vehicle A.

このような構成により、自車両Ａの車速Ｖ1を考慮して加速時設定閾値thＬ1、減速時設定閾値thＬ2を設定できる。これにより、自車両Ａの位置の変更可能な範囲をより適切に設定でき、隣接車両Ｄの車線変更のためのスペースをより適切に設定できる。   With this configuration, the acceleration setting threshold thL1 and the deceleration setting threshold thL2 can be set in consideration of the vehicle speed V1 of the host vehicle A. Thereby, the range which can change the position of the own vehicle A can be set more appropriately, and the space for the lane change of the adjacent vehicle D can be set more appropriately.

（２）コントローラ５が、隣接車両Ｄから合流車線終点までの距離Ｌ4が短いほど加速時設定閾値thＬ1及び減速時設定閾値thＬ2を小さくする。
このような構成により、隣接車両Ｄが自車線へ車線変更できない事態を防止でき、隣接車両Ｄが合流車線終点で行き詰まってしまうことを防止できる。 (2) The controller 5 decreases the acceleration setting threshold thL1 and the deceleration setting threshold thL2 as the distance L4 from the adjacent vehicle D to the merging lane end point is shorter.
With such a configuration, it is possible to prevent a situation in which the adjacent vehicle D cannot change the lane to the own lane, and it is possible to prevent the adjacent vehicle D from getting stuck at the merging lane end point.

１ レーダー部（隣接車速検出部、車間距離検出部）
４ 車速検出部（自車速検出部）
５ コントローラ５（車線変更可能台数算出部、車線変更運転支援部、加速時変数設定部、減速時変数設定部、閾値設定部、閾値低減部） 1 Radar (adjacent vehicle speed detector, inter-vehicle distance detector)
4 Vehicle speed detector (own vehicle speed detector)
5 Controller 5 (number of lane changeable number calculation unit, lane change driving support unit, acceleration variable setting unit, deceleration variable setting unit, threshold setting unit, threshold reduction unit)

Claims (4)

自車両の車速を検出する自車速検出部と、
隣接車線を走行している車両である隣接車両の車速を検出する隣接車速検出部と、
前記自車両と前記隣接車両との前後方向の車間距離を検出する車間距離検出部と、
前記自車速検出部が検出した車速、前記隣接車速検出部が検出した車速、及び前記車間距離検出部が検出した車間距離に基づいて、前記自車両が加速した場合に自車線へ車線変更可能な前記隣接車両の数である加速時台数及び前記自車両が減速した場合に自車線へ車線変更可能な前記隣接車両の数である減速時台数を算出する車線変更可能台数算出部と、
前記車線変更可能台数算出部が算出した前記加速時台数が前記減速時台数より大きい場合には前記自車両が加速するように前記自車両の制御及び運転者への報知の少なくとも一方を行い、前記車線変更可能台数算出部が算出した前記加速時台数が前記減速時台数未満である場合には前記自車両が減速するように前記自車両の制御及び運転者への報知の少なくとも一方を行う車線変更運転支援部と、を備えたことを特徴とする運転支援装置。 A vehicle speed detection unit for detecting the vehicle speed of the vehicle;
An adjacent vehicle speed detection unit that detects the vehicle speed of an adjacent vehicle that is a vehicle traveling in an adjacent lane;
An inter-vehicle distance detector that detects an inter-vehicle distance in the front-rear direction between the host vehicle and the adjacent vehicle;
Based on the vehicle speed detected by the own vehicle speed detection unit, the vehicle speed detected by the adjacent vehicle speed detection unit, and the inter-vehicle distance detected by the inter-vehicle distance detection unit, the lane can be changed to the own lane when the own vehicle accelerates. A lane changeable number calculating unit that calculates the number of adjacent vehicles that is the number of adjacent vehicles and the number of adjacent vehicles that can be lane changed to the own lane when the host vehicle is decelerated, and
When the acceleration number calculated by the lane changeable number calculation unit is larger than the deceleration number, at least one of controlling the own vehicle and notifying the driver so that the own vehicle accelerates, Lane change that performs at least one of control of the host vehicle and notification to the driver so that the host vehicle decelerates when the number of units at the time of acceleration calculated by the lane changeable number calculating unit is less than the number of units at the time of deceleration A driving support apparatus comprising: a driving support unit. 前記車線変更可能台数算出部は、
前記自車速検出部が検出した車速よりも速い目標車速を複数設定し、設定した目標車速それぞれに前記自車両の車速が到達したときの、自車線へ車線変更可能な前記隣接車両の数を予測し、予測した前記車線変更可能な前記隣接車両の数のうちの最大値を前記加速時台数とするとともに前記車線変更可能な前記隣接車両の数が最大となる目標車速のうち最小の目標車速を加速時目標車速とする加速時変数設定部と、
前記自車速検出部が検出した車速よりも遅い目標車速を複数設定し、設定した目標車速それぞれに前記自車両の車速が到達したときの、自車線へ車線変更可能な前記隣接車両の数を予測し、予測した前記車線変更可能な前記隣接車両の数のうちの最大値を前記減速時台数とするとともに前記車線変更可能な前記隣接車両の数が最大となる目標車速のうち最大の目標車速を減速時目標車速とする減速時変数設定部と、を備え、
前記車線変更運転支援部は、前記加速時変数設定部が算出した前記加速時台数が前記減速時変数設定部が算出した前記減速時台数より大きい場合には、前記自車両が加速して、前記加速時変数設定部が算出した前記加速時目標車速と前記自車両の車速とが一致するように前記自車両の制御及び運転者への報知の少なくとも一方を行い、前記加速時変数設定部が算出した前記加速時台数が前記減速時変数設定部が算出した前記減速時台数未満である場合には、前記自車両が減速して、前記減速時変数設定部が算出した前記減速時目標車速と前記自車両の車速とが一致するように前記自車両の制御及び運転者への報知の少なくとも一方を行うことを特徴とする請求項１に記載の運転支援装置。 The lane changeable number calculating section is
A plurality of target vehicle speeds faster than the vehicle speed detected by the own vehicle speed detection unit are set, and the number of adjacent vehicles whose lanes can be changed to the own lane when the vehicle speed reaches the set target vehicle speed is predicted. The maximum value of the predicted number of adjacent vehicles that can change lanes is used as the number of vehicles at the time of acceleration, and the minimum target vehicle speed is selected among the target vehicle speeds that maximize the number of adjacent vehicles that can change lanes. An acceleration variable setting unit for setting a target vehicle speed during acceleration;
A plurality of target vehicle speeds slower than the vehicle speed detected by the own vehicle speed detection unit are set, and the number of adjacent vehicles whose lanes can be changed to the own lane when the vehicle speed reaches the set target vehicle speed is predicted. The maximum value of the predicted number of adjacent vehicles that can change the lane is set as the number of vehicles at the time of deceleration, and the maximum target vehicle speed among the target vehicle speeds that maximizes the number of adjacent vehicles that can change the lane is determined. A deceleration-time variable setting unit for setting a target vehicle speed during deceleration,
The lane change driving support unit, when the acceleration number calculated by the acceleration variable setting unit is larger than the deceleration number calculated by the deceleration variable setting unit, the host vehicle accelerates, The acceleration variable setting unit calculates at least one of control of the own vehicle and notification to the driver so that the acceleration target vehicle speed calculated by the acceleration variable setting unit matches the vehicle speed of the own vehicle. When the number of accelerations is less than the number of decelerations calculated by the deceleration variable setting unit, the host vehicle decelerates, and the deceleration target vehicle speed calculated by the deceleration variable setting unit and the The driving support device according to claim 1, wherein at least one of control of the host vehicle and notification to a driver is performed so that a vehicle speed of the host vehicle matches. 前記加速時変数設定部は、前記加速時目標車速に前記自車両の車速が到達したときの、前記自車線の前方車両と前記自車両との車間距離が、設定した加速時設定閾値以上となるように、前記加速時台数及び前記加速時目標車速を設定し、
前記減速時変数設定部は、前記減速時目標車速に前記自車両の車速が到達したときの、前記自車両と前記自車線の後方車両との車間距離が、設定した減速時設定閾値以上となるように、前記減速時台数及び前記減速時目標車速を設定し、
前記自車速検出部が検出した車速に基づいて前記加速時設定閾値及び前記減速時設定閾値を設定する閾値設定部を備えたことを特徴とする請求項２に記載の運転支援装置。 The acceleration variable setting unit is configured such that an inter-vehicle distance between the vehicle ahead of the own lane and the own vehicle when the vehicle speed of the own vehicle reaches the target vehicle speed during acceleration is equal to or greater than a set acceleration setting threshold. As described above, the number of vehicles at the time of acceleration and the target vehicle speed at the time of acceleration are set,
In the deceleration time variable setting unit, the inter-vehicle distance between the host vehicle and the vehicle behind the host lane when the vehicle speed of the host vehicle reaches the target vehicle speed during deceleration is equal to or greater than a set threshold value during deceleration. As described above, the number of vehicles at the time of deceleration and the target vehicle speed at the time of deceleration are set,
The driving support device according to claim 2, further comprising a threshold setting unit configured to set the acceleration setting threshold and the deceleration setting threshold based on the vehicle speed detected by the host vehicle speed detection unit. 前記加速時変数設定部は、前記加速時目標車速に前記自車両の車速が到達したときの、前記自車線の前方車両と前記自車両との車間距離が、設定した加速時設定閾値以上となるように、前記加速時台数及び前記加速時目標車速を設定し、
前記減速時変数設定部は、前記減速時目標車速に前記自車両の車速が到達したときの、前記自車両と前記自車線の後方車両との車間距離が、設定した減速時設定閾値以上となるように、前記減速時台数及び前記減速時目標車速を設定し、
前記隣接車両が前記自車両の走行車線に合流する合流車線を走行している場合に前記隣接車両から合流車線終点までの距離を検出する終点距離検出部と、
前記終点距離検出部が検出した距離が短いほど前記加速時設定閾値及び前記減速時設定閾値を小さくする閾値低減部と、を備えたことを特徴とする請求項２または３に記載の運転支援装置。
The acceleration variable setting unit is configured such that an inter-vehicle distance between the vehicle ahead of the own lane and the own vehicle when the vehicle speed of the own vehicle reaches the target vehicle speed during acceleration is equal to or greater than a set acceleration setting threshold. As described above, the number of vehicles at the time of acceleration and the target vehicle speed at the time of acceleration are set,
In the deceleration time variable setting unit, the inter-vehicle distance between the host vehicle and the vehicle behind the host lane when the vehicle speed of the host vehicle reaches the target vehicle speed during deceleration is equal to or greater than a set threshold value during deceleration. As described above, the number of vehicles at the time of deceleration and the target vehicle speed at the time of deceleration are set,
An end point distance detecting unit that detects a distance from the adjacent vehicle to the end point of the merged lane when the adjacent vehicle is traveling in a merged lane that merges with the travel lane of the host vehicle;
The driving support device according to claim 2, further comprising: a threshold reduction unit that decreases the acceleration setting threshold and the deceleration setting threshold as the distance detected by the end point distance detection unit is shorter. .
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