JP2016017758A - Travel support device and travel support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel support device that can present a travel lane where an effect on a user's vehicle is slight and allow the user's vehicle to start optimal lane change more safely and reliably before approaching a junction where a joining vehicle affects a travel of the user's vehicle.SOLUTION: A travel support device sets a travel route of a user's vehicle, detects a junction section on the travel route of the user's vehicle when the travel route of the user's vehicle is a main lane, and determines a degree of difficulty in joining at the junction section. According to the degree of difficulty in joining, the device sets a lane change completion location, a location to complete lane change from a first main lane where a joining vehicle joins to a second main lane adjacent to the first main lane. Additionally, according to the degree of difficulty in joining, the device sets a lane change restarting location, a location to restart lane change to return from the second main lane to the first main lane. For example, the first main lane is a traveling lane and the second main lane is a passing lane.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a travel support apparatus and a travel support method that support a lane change at a merging point of a vehicle.

  As a conventional technique, there is a “lane change control device” that changes lanes before merging when the distance from the own vehicle to the merging point becomes a certain distance (for example, 400 m) (see Patent Document 1). Further, as a similar technique, there is a “vehicle operation control device” that changes lanes before merging when the arrival time at the merging point is within a certain time (for example, 10 seconds before) (see Patent Document 2). ).

Japanese Patent Laid-Open No. 11-144197 JP 11-328597 A

When changing lanes in a merged situation, it is necessary to consider the following two types of traffic flow changes.
The first traffic flow change is a current traffic flow change that changes sequentially, and is a raw traffic flow change that can be grasped for the first time when actually approaching the junction.
The second traffic flow change is a traffic flow change that can be derived from statistical information and empirical rules, etc., and statistically depends on the steady factors of the merging lane (branch line) (length of acceleration lane, radius of curvature R, gradient, etc.) It is traffic flow change that can grasp the trend.
At the actual merge point, the first traffic flow change is caused by largely reflecting the influence of the second traffic flow change.

In the prior art, as in Patent Document 1 and Patent Document 2, the lane change is simply performed before a certain distance or a certain time before joining, and the second factor cannot be considered. For this reason, depending on the situation of the merging lane, it may be unexpectedly dense traffic flow, and there is a possibility that the lane may be changed unnecessarily, or the lane may be approached excessively and the lane cannot be changed safely. there were.
The object of the present invention is to consider the second change in traffic flow, such that the influence of the merging vehicle is reduced before the vehicle approaches the merging section at the merging point where the merging vehicle affects the traveling of the own vehicle. It is an object to provide a travel support device and a travel support method that presents a travel lane so that an optimum lane change can be started more safely and reliably.

  In order to solve the above-described problem, a travel support device according to an aspect of the present invention sets a travel route of a host vehicle and sets a merging section on the travel route of the host vehicle when the travel route of the host vehicle is a main line. Detect and determine the merge difficulty level of the merge section. In addition, a lane change end position that is a position for ending the lane change from the first main lane where the merging vehicle joins to the second main lane adjacent to the first main lane according to the difficulty of merging. Set. For example, the first main lane is a traveling lane. The second main lane is an overtaking lane.

  According to one aspect of the present invention, the lane change end position, which is a position for ending the lane change from the traveling lane to the overtaking lane, according to the merging difficulty level, and again for returning from the overtaking lane to the traveling lane By setting the re-lane change start position, which is the position where the lane change starts, the influence is reduced before the vehicle approaches the merging section at the junction where the merging vehicle affects the running of the own vehicle. Such a driving lane can be presented.

It is a figure which shows the structural example of a vehicle. It is a block diagram which shows the structural example of the traveling control apparatus which concerns on 1st Embodiment of this invention. It is a figure which shows the 1st merged condition which concerns on 1st Embodiment of this invention. It is a figure which shows the 2nd merged condition which concerns on 1st Embodiment of this invention. It is a flowchart which shows the flow of a process of the traveling control apparatus which concerns on 1st Embodiment of this invention. It is a block diagram which shows the structural example of the traveling control apparatus which concerns on 2nd Embodiment of this invention.

<First Embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to the accompanying drawings.
Here, as an example, a case where the vehicle is an autonomous driving vehicle (a vehicle that can automatically travel without human driving) will be described. However, in practice, the vehicle may be either an autonomous vehicle or a non-automated vehicle.
In the first embodiment, in a self-driving car, if the merging situation such as a junction or interchange on the highway is on the traveling route of the own vehicle, the merging situation in advance so that the lane can be changed at an appropriate position. A method for calculating the lane change position will be described.

FIG. 1 is a hardware configuration diagram of a vehicle.
As shown in FIG. 1, the vehicle includes a position detection unit 1, a map database 2, a navigation unit 3, a vehicle speed sensor 4, a travel control device 5, a power train controller 6, a power train 7, and a brake controller. 8, a brake unit 9, a yaw rate sensor 10, a laser scanner 11, and a steering motor controller 12.

  The position detection unit 1 detects the current position of the host vehicle and sends the position information to the navigation unit 3 and the travel control device 5. For example, the position detection unit 1 detects the current position of the host vehicle by GPS (Global Positioning System). It is also possible to detect the current position of the host vehicle by a combination of a gyro sensor, a vehicle speed sensor, and the like. It is also possible to detect the current position of the host vehicle through inter-vehicle communication or road-to-vehicle communication. That is, any existing technology for detecting the current position of the vehicle can be applied as long as it can be implemented in the vehicle. Actually, the position detection unit 1 may be mounted on the navigation unit 3 or the travel control device 5.

  The map database 2 has map information including the road shape in the vicinity of the merging point (the merging point and its surroundings). For example, the map database 2 includes road information in the map information. The road information includes information on the shape of the road, the gradient, the number of lanes, the legal speed (restricted speed), the presence / absence of a junction, and the like. The map database 2 sends map information to the navigation unit 3 and the travel control device 5 in response to requests from the navigation unit 3 and the travel control device 5. That is, the navigation unit 3 and the travel control device 5 have a function (map information acquisition unit) for acquiring map information. In practice, the map database 2 may be mounted on the navigation unit 3 or the travel control device 5.

The navigation unit 3 displays the map information obtained from the map database 2 on the display, and when the destination is set by the occupant, the current position of the host vehicle obtained by the position detection unit 1 is used as the current location, from the current location to the destination. The travel route is set, and the result is displayed on the display to present the travel route information to the occupant, and the travel route information is sent to the travel control device 5. That is, the navigation unit 3 has a function of setting the traveling route of the own vehicle (own vehicle route setting unit). The navigation unit 3 is a car navigation system that is electrically connected to the travel control device 5. However, actually, the navigation unit 3 may be a communication terminal (smart phone, tablet terminal, etc.) electrically connected to the travel control device 5, other attached devices, or the like. The navigation unit 3 may be a part of the travel control device 5.
The vehicle speed sensor 4 measures the vehicle speed by detecting a pulse signal (vehicle speed signal) generated in proportion to the rotation of the wheel or axle, and sends it to the travel control device 5. Actually, the traveling control device 5 may measure the vehicle speed based on the vehicle speed signal from the vehicle speed sensor 4. For example, the vehicle speed sensor 4 is a rotary encoder attached to a wheel.

  The travel control device 5 is an integrated circuit including an A / D conversion circuit, a D / A conversion circuit, a processor, and a memory. The processor calculates a target vehicle speed according to a program stored in the memory, and the target vehicle speed and the current vehicle speed are calculated. When the acceleration is necessary, the driving force operation amount is calculated and sent to the power train controller 6, and when the deceleration is necessary, the braking force operation amount is calculated and sent to the brake controller 8. Similarly, the processor calculates a target route according to a program stored in the memory, and calculates a target steering operation amount and sends it to the steering motor controller 12 when steering is necessary. For example, the traveling control device 5 is an electronic control device (ECU) mounted on a vehicle. The processor is a CPU, a microprocessor, a microcontroller, or a semiconductor integrated circuit (LSI) having a dedicated function. The memory is a RAM, ROM, EEPROM, flash memory, or the like. Further, a storage medium such as a HDD or SSD, a removable disk such as a DVD, or a storage medium (media) such as an SD memory card may be used together with or instead of the above memory. In practice, the traveling control device 5 may be the navigation unit 3 itself.

  The power train controller 6 controls the power train 7 so as to realize the driving force operation amount set by the travel control device 5. The power train 7 is a drive system provided with a power transmission mechanism, and transmits a driving force (drive torque) generated in a drive source of the vehicle to the wheels to rotate the wheels. The drive source of the vehicle is not limited to a general engine, and may be an electric motor or a hybrid configuration in which the engine and the motor are combined.

  The brake controller 8 controls the braking force of the brake unit 9 attached to the front, rear, left and right wheels (at least the driving wheels) so as to realize the braking force operation amount set by the traveling control device 5. The brake unit 9 generally brakes the wheel using frictional force. The brake unit 9 is generally a hydraulic disc brake. However, a drum brake, a parking (side) brake, an air brake, an exhaust brake, and the like are also known. That is, as a fluid, brake fluid (oil) or compressed air is generally used. The brake unit 9 is not limited to a device that applies a braking force with fluid pressure, and may be an electric brake device or the like.

  The yaw rate sensor 10 sends the measured yaw rate to the travel control device 5. In practice, lateral acceleration may be used instead of the yaw rate. The laser scanner 11 sends the measured surrounding situation to the travel control device 5. Here, the laser scanner 11 is provided in the front part and rear part of a vehicle. Actually, the laser scanner 11 may be provided at a side surface portion (for example, a side mirror) or other position of the vehicle. The laser scanner 11 may be an in-vehicle camera.

  The steering motor controller 12 controls a steering motor (not shown) so as to realize the target steering operation amount, and changes the direction of the wheels. For example, the steering motor is an actuator or the like that moves a wheel in a steering system that employs steer-by-wire (SBW) technology. The steering motor may be an electric motor for assisting an electric power steering device (EPS). The electric power steering device (EPS) is roughly classified into a column assist type, a pinion assist type, a rack assist type, and the like depending on a place where the electric motor assists.

  Here, an FF vehicle (engine front wheel drive vehicle) is assumed as the vehicle, but an FR vehicle (front engine rear wheel drive vehicle), 4WD (four wheel drive vehicle), or the like may actually be used. Of course, midship is acceptable. Further, as in e4WD (registered trademark), a motor assist type vehicle in which one of the front and rear wheels is driven by power from an engine and the other wheel is appropriately driven by a power from an electric motor via a clutch. good.

(Details of the travel control device)
Hereinafter, a configuration example of the travel control device 5 according to the first embodiment will be described.
As illustrated in FIG. 2, the travel control device 5 according to the first embodiment includes a merging point detection unit 5a, a merging difficulty determination unit 5b, a lane change end position setting unit 5c, and a relane change start position setting unit. 5d, own vehicle position recognizing unit 5e, own vehicle state recognizing unit 5f, surrounding state estimating unit 5g, target route setting unit 5h, target steering setting unit 5i, and target speed setting unit 5j.

  The junction point detection unit 5 a detects (extracts) a junction point on the travel route of the host vehicle set by the navigation unit 3. In addition, the merge point detection part 5a may detect the merge section between a merge start point and a merge end point by detecting a merge start point and a merge end point as a merge point. That is, the merge point according to the present embodiment may be a merge section. In this case, the merging point detector 5a is a merging section detector. Moreover, you may make it the junction point detection part 5a detect a junction point, only when the driving route of the own vehicle is a main road. Here, the merging point detection unit 5a determines whether or not there is a merging point that requires a lane change on the travel route of the own vehicle in the map information obtained from the map database 2. FIG. 3 shows an example of a situation where there is a meeting point that requires a lane change. The road shown in FIG. 3 includes a merging lane X1, a traveling lane X2 (main line: left lane), and an overtaking lane X3 (main line: right lane) like an expressway. The merging lane X1 finally intersects the traveling lane X2 at the merging point, but immediately before the merging point, an accelerating lane Y for accelerating the merging vehicle to the speed of the vehicle traveling on the traveling lane X2 is provided. The acceleration lane Y is a part of the merge lane X1. In such a scene, when the travel route of the own vehicle is in the travel lane X2, another vehicle may join from the merge lane X1. In order for the own vehicle to pass smoothly without being influenced by other vehicles, it is often better to change the lane from the driving lane X2 to the passing lane X3 in advance. That is, the merge point when the travel route before the merge point is the travel lane X2 is a merge point that requires a lane change. Therefore, when the traveling route before the merging point is the traveling lane X2, a merging point that requires lane change is detected. Note that a merge point when the traveling route of the vehicle is a main road is referred to as a “merge point”.

Merging difficulty determination unit 5b, against the junction detected by the junction detecting section 5a, it determines merging difficulty D _a. When there are a plurality of detected merge points, the merge difficulty level _Da is determined for each merge point. In this embodiment, junction detection unit 5a, when the traveling route of the vehicle is the main road only, it is sufficient to determine the confluence difficulty D _a. In other words, the merge point (confluence point) on the main road is the target of the determination of the merge difficulty level. Here, confluent difficulty determination unit 5b, by calculating the merging difficulty D _a according to the road conditions and the like, to determine the specific digitized merged difficulty D _a. Usually, the legal speed of the merging lane X1 is set lower than that of the traveling lane X2 and the overtaking lane X3. For this reason, it is necessary to accelerate in the acceleration lane Y and match the speed with the vehicle traveling in the traveling lane X2. At this time, if the distance of the acceleration lane Y is short, the vehicles to be merged cannot be sufficiently accelerated, and the acceleration may be continued even after the lane is changed to the traveling lane X2, and the speed may need to be adjusted. Alternatively, the vehicle to be joined suddenly accelerates suddenly, exceeds the speed of the vehicle traveling on the traveling lane X2, changes the lane to the traveling lane X2, and then travels on the traveling lane X2 while decelerating. It may be necessary to adjust the speed. Thus, as the distance of the acceleration lane Y is short, since the speed adjustment becomes difficult, merging difficulty determination unit 5b, the shorter the length L _a of the acceleration lane Y is higher confluence difficulty D _a . In this case, merging difficulty _{D a,} using the length _{L a} of the acceleration lane Y, and legal speed _{V d} of the travel lane X2, and a legal speed _{V m} of the confluence lane X1, the following equation (1) Can be expressed as:

ここで、（１）式で表した合流難易度Ｄ_ａは、加速車線Ｙ全体を使って走行車線の速度まで加速した場合に必要となる加速度を示している。そのため、この合流難易度Ｄ_ａの値が大きいことは、それだけ急加速をしながら速度を調整しなければならなくなることを意味している。（１）式を用いることで、加速車線Ｙの長さＬ_ａが短いほど、及び／又は、走行車線Ｘ２の法定速度Ｖ_ｄと合流車線Ｘ１の法定速度Ｖ_ｍとの速度差が大きいほど、合流難易度Ｄ_ａが高くなる。

Here shows the acceleration necessary when accelerated to the speed of the driving lane by using (1) were merged difficulty D _a is the expressed by the formula, an acceleration lane Y whole. Therefore, it is the value of the merged difficulty D _a is large, which means that will have to adjust the speed while the rapid acceleration correspondingly. (1) By using the equation, as the length L _a of the acceleration lane Y is short, and / or, the greater the speed difference between the legal speed V _m of the legal speed V _d and merging lane X1 of the travel lane X2 is, confluence difficulty _{D a} increases.

Merging difficulty determination unit 5b, in addition to the length of the acceleration lane Y, it may be determined merging difficulty D _a in accordance with the shape of the merging lane X1. For example, as shown in FIG. 4, when the merging lane X1 is curved, the curvature of the merging lane X1 is very large, and it is difficult to increase the speed during traveling. Therefore, the speed when the merged vehicle reaches the acceleration lane Y is lower than when the curvature of the merged lane X1 is small. As a result, the speed difference from the traveling lane X2 becomes large and it becomes difficult to adjust. In this case, the merging difficulty level D _a is expressed by the following equation (2) using the general acceleration lane length L, the legal speed V _d of the traveling lane X2, and the assumed speed Vc of the merging lane X1. Can be expressed as:

Here, the length L of the general accelerating lane may be set to the length of the accelerating lane in a general merging situation with reference to the road structure ordinance. If the curvature ρ of the merging lane X1 is recorded in the map database 2, the assumed speed Vc of the merging lane X1 is calculated using the curvature ρ, the lateral acceleration _ay0, and the legal speed V _m of the merging lane X1. It can be expressed as the following formula (3).

Here, the lateral acceleration _ay0 is a lateral G generated when the vehicle is turning and may be set to a value that does not make the passenger feel uncomfortable, for example, about 1.5 m / s ² . (2) By using the equation, the greater the curvature of the merging lane X1 [rho is larger, merged difficulty D _a is increased. When the vehicle turns, the wider the lane width of the merging lane X1, the more the vehicle can turn with a curvature that has more margin than the original curvature ρ. On the contrary, the narrower the lane width of the merging lane X1, the more the vehicle must turn with a curvature close to the original curvature ρ. Therefore, as the lane width of the merging lane X1 is narrow, merging difficulty D _a is increased. Also, even if the curvature of the merging lane is small, the narrower the lane width, the more the merging vehicle must travel to the narrow lane, and there is a possibility that sufficient speed adjustment to the merging point is not possible Therefore, the confluence difficulty _{D a} increases. In particular, when the non-automatic operation wheel in the merging lane is ahead is affected by the operating speed of a non-automatic operation vehicle during pacing, further, merging difficulty D _a is increased.

Furthermore, merging difficulty determination unit 5b, in addition to the above, it may be determined merging difficulty D _a in accordance with the gradient of the merging lane X1. For example, if the merging lane X1 is an uphill (uphill road), the merging lane X1 may have a slope, and the section of the lane has poor visibility, and it is difficult to increase the speed when traveling on the merging lane X1. For this reason, acceleration starts after the prospect is improved, and the acceleration lane may not be fully used. In this case, the confluence difficulty level D _a indicates that if the distance L _v with a poor view of the acceleration lane Y is recorded in the map database 2, the distance L _v with a bad view and the length L of the general acceleration lane If the legal speed V _d of the travel lane X2, using a legal speed V _m of the confluence lane X1, can be expressed as (4) below.

（４）式を用いることで、合流車線Ｘ１の勾配がきつく（傾斜角度が大きく）、見通しが悪いほど、合流難易度Ｄ_ａが高くなる。
更に、上記の（１）式、（２）式及び（４）式の合流難易度Ｄ_ａを組み合わせることで、下記の（５）式のように表すこともできる。

(4) By using the equation, tightly gradient of merging lane X1 is (large tilt angle), as the poor outlook merging difficulty D _a is increased.
Moreover, the above (1), (2) and (4) By combining the merging difficulty D _a of formula can also be expressed as (5) below.

Merging difficulty determination unit 5b, the above equation (1), (2), and outputs the (4) and (5) merging difficulty D _a obtained using either expression. However, in practice, the equation (1), (2) and (4) respectively may be comprehensively determined confluence difficulty D _a obtained using the equation. For example, the total value (sum) or maximum value of the merging difficulty level D _a obtained by using each of the above formulas (1), (2), and (4) is set as the final merging difficulty level D _a. May be output as At this time, according to the importance, it may be weighted for each merging difficulty D _a.

Lane change end position setting unit 5c obtains the merging difficulty D _a which is output from the merging difficulty determination unit 5b, it sets a lane change end position Z1 that has been described in FIG. 3 or FIG. 4. The lane change end position Z1 is a position on the overtaking lane X3 when the lane change for the own vehicle to move from the traveling lane X2 to the overtaking lane X3 is completed. That is, the target position on the overtaking lane when moving to the overtaking lane. For example, a lane change end position setting unit 5c, away relative starting positions of the acceleration lane Y, may be set lane change end position Z1 at a position separated by a distance P _s (6) below.

Here, the acceleration a _m is an occupant may be set in the grade which is not objectionable (for example, 1.5 m / s ²⁾ when riding acceleration lane Y. The inter-vehicle time T during travel may be set to a generally safe inter-vehicle time (for example, about 3 seconds). The parameter w _s for the distance may be set to a value equal to or greater than the speed difference V _d −V _m between the travel lane X2 and the merge lane X1. At this time, has become multiplied by the parameter w _s (6) formula, when the merging vehicle is accelerated at an acceleration a _m, with respect to time missing to reach the required speed, to the distance . For example, when the parameter w _s for the distance is V _d −V _m , the amount by which the inter-vehicle distance between the merging vehicle and the own vehicle decreases when the merging vehicle continues to accelerate further in the running lane X2 for the shortage time. The estimated value is added to the estimated distance required for normal driving. As a result, the greater merging difficulty D _a is the lane change end position Z1 will be set at a position distant upstream from the junction (forward), the speed of the merging vehicle is sufficiently accelerated Even if the lanes merge immediately after the acceleration lane Y starts, a sufficient inter-vehicle distance can be secured.

Re lane change start position setting unit 5d obtains a merging difficulty D _a which is output from the merging difficulty determination unit 5b, it sets a re-lane change start position Z2. The re-lane change start position Z2 is a position on the overtaking lane X3 when the own vehicle starts a second lane change for returning from the overtaking lane X3 to the traveling lane X2. That is, the starting point of lane change when returning to the travel lane. For example, re-lane change start position setting unit 5d, the re-lane change start position Z2, away with respect to the position-ending acceleration lane Y, is set at a position separated by a distance P _d (7) below It ’s fine.

上記の（７）式も、上記の（６）式と同様に、合流難易度Ｄ_ａが大きくなればなるほど、再車線変更開始位置Ｚ２は合流地点よりも下流側（後ろ）の遠くの位置に設定されることになり、加速車線Ｙの終了時に十分加速できずに合流車が合流してきた場合においても、十分な車間距離を確保することができる。

The above equation (7), like the above (6), the larger merging difficulty D _a is the position distant re lane change start position Z2 downstream of the junction (back) Even when the merging vehicle joins without being sufficiently accelerated at the end of the acceleration lane Y, a sufficient inter-vehicle distance can be ensured.

The own vehicle position recognition unit 5e recognizes the current position of the own vehicle when the output signal from the position detection unit 1 is input.
The own vehicle state recognition unit 5f recognizes the speed (vehicle speed) of the own vehicle when the output signal from the vehicle speed sensor 4 is input, and determines the yaw rate of the own vehicle when the output signal from the yaw rate sensor 10 is input. recognize.
When the output signal from the laser scanner 11 is input, the surrounding state estimation unit 5g estimates the position and speed of other vehicles around the own vehicle. Here, the surrounding state estimation unit 5g estimates the relative position and relative speed between the host vehicle and the other vehicle.
The own vehicle position recognition unit 5e, the own vehicle state recognition unit 5f, and the surrounding state estimation unit 5g may be input terminals provided in the traveling control device 5.

  The target route setting unit 5h recognizes the lane change end position set by the lane change end position setting unit 5c, the relane change start position set by the relane change start position setting unit 5d, and the own vehicle position recognition unit 5e. The current position of the host vehicle, the vehicle speed recognized by the host vehicle state recognizing unit 5f, and the relative position and relative speed of the surrounding other vehicle estimated by the surrounding state estimating unit 5g are acquired. The target route setting unit 5h calculates and sets a target route of the host vehicle necessary for automatic steering in accordance with the acquired various pieces of information. When setting the target route, the target route setting unit 5h sets a sufficient distance in the traveling direction with respect to the current position of the host vehicle recognized by the host vehicle position recognition unit 5e. For example, only the distance that can travel for a certain time (for example, about 5 seconds) at the vehicle speed recognized by the own vehicle state recognition unit 5f is set for the current position of the own vehicle. First, the navigation unit 3 refers to the map database 2 and sets a route that is a base (foundation) of a route actually traced by the vehicle. For example, the map database 2 may record road boundary information, and the navigation unit 3 may calculate a line (route) that passes through the center of the road boundary and use the line as a base route. When the vehicle approaches the lane change end position Z1 set by the lane change end position setting unit 5c with respect to the base route, and the lane change end position Z1 appears in the target route, the lane change end position Z1 is reached. The route is corrected to change the lane to the overtaking lane X3. Further, after passing the re-lane change start position Z2 set by the re-lane change start position setting unit 5d, the route is corrected so as to change the lane from the overtaking lane X3 to the travel lane X2. At this time, when the inter-vehicle time can be a predetermined value (for example, 3 seconds or more) based on the relative position and relative speed with respect to the other surrounding vehicles estimated by the surrounding state estimation unit 5g, the route is corrected. In order to correct the route for changing the lane, the centers of the road boundaries of the traveling lane X2 and the overtaking lane X3 may be smoothly connected by combining a clothoid curve or an arc.

  The target steering setting unit 5i calculates and sets the target steering amount of the host vehicle so as to trace the target route set by the target route setting unit 5h. For example, in setting the target steering amount, PID control (Proportional Integral Derivative Controller) is set so that a deviation (opening) from the target route at the forward gazing point is fed back to the steering angle, and the operation amount is set as the target steering operation. Output as a quantity.

  The target speed setting unit 5j calculates the target vehicle speed in order to automatically control the speed of the host vehicle, compares the target vehicle speed with the current vehicle speed, and calculates the driving force manipulated variable when acceleration is required. It is sent to the power train controller 6, and when deceleration is required, the braking force operation amount is calculated and sent to the brake controller 8. If the legal speed of each lane is recorded in the map database 2, the target speed is set as an upper limit value with reference to the legal speed of each lane. Furthermore, PID control is performed such that the ambient state estimation unit 5g acquires the relative distance and relative speed with the preceding vehicle, and feeds back the distance to the preceding vehicle to be equal to or greater than a certain distance (for example, generally safe inter-vehicle distance). The operation amount may be set as the target speed.

(Processing of the travel control device)
A processing flow of the travel control device 5 according to the first embodiment will be described with reference to the flowchart of FIG. The details of the processing contents are as described above.
The junction point detection unit 5a determines whether there is a junction point on the travel route of the host vehicle set by the navigation unit 3 (step S101). If it is determined that there is a merging point on the traveling route of the own vehicle (Yes in step S101), the merging point on the traveling route of the own vehicle is detected, and the process proceeds to step S102. At this time, when there are a plurality of merge points, all the merge points are detected.

The joining difficulty level determination unit 5b determines the joining difficulty level of the detected joining point (step S102). At this time, when there are a plurality of detected joining points, the joining difficulty level is determined for each joining point. Further, in the present embodiment, the junction detection unit 5a, when the traveling route of the vehicle is the main road only, it is sufficient to determine the confluence difficulty D _a. In other words, the merge point (confluence point) on the main road is the target of the determination of the merge difficulty level. For example, the merge difficulty determination unit 5b increases the merge difficulty as the acceleration lane is shorter at the merge point. Alternatively, the merge difficulty determination unit 5b increases the merge difficulty as the curvature of the merge lane increases when the merge lane that merges with the main line is curved at the merge point. Alternatively, the merging difficulty level determination unit 5b increases the merging difficulty level as the lane width of the merging lane is narrower. Alternatively, the merging difficulty level determination unit 5b increases the merging difficulty level as the angle of inclination of the merging lane is larger (the slope is steeper).

  The merging difficulty level determination unit 5b provides a threshold for the merging difficulty level itself. If the determined merging difficulty level is equal to or less than the threshold value, the merging difficulty level is invalidated and the merging difficulty level is not set. good. For example, the merging difficulty level determination unit 5b lowers the merging difficulty level as the conditions (acceleration lane length, merging lane curvature, lane width, gradient, etc.) are closer to appropriate ones. For this reason, the difficulty level of joining may be less than or equal to a threshold value. At this time, when the merging difficulty level is equal to or less than the threshold, the merging difficulty level may be invalidated and the merging difficulty level may not be set. Thereby, when the merging difficulty level is sufficiently low, the lane change to the overtaking lane X3 is not performed at the merging point, and the risk due to the lane change can be reduced.

  Further, the lane change end position setting unit 5c sets a lane change end position that is a position at which the lane change from the traveling lane to the overtaking lane is ended according to the merging difficulty (step S103). At this time, the lane change end position setting unit 5c sets the lane change end position at a position farther upstream than the merging point as the merging difficulty level is higher. In particular, the lane change end position is set at a position farther upstream than the merge start point of the merge section.

Further, the re-lane change start position setting unit 5d sets a re-lane change start position that is a position at which the lane change is started again for returning from the overtaking lane to the traveling lane according to the difficulty of joining (step S104). ). At this time, the re-lane change start position setting unit 5d sets the re-lane change start position at a position farther downstream than the merge point as the merge difficulty increases. In particular, the relane change start position is set at a position farther downstream than the merge end point of the merge section.
When the setting from step S102 to step S104 is completed, or when it is determined that there is no merging point on the traveling route of the own vehicle (No in step S101), the process proceeds to step S105.

  The target route setting unit 5h recognizes the lane change end position set by the lane change end position setting unit 5c, the relane change start position set by the relane change start position setting unit 5d, and the own vehicle position recognition unit 5e. The current position of the host vehicle, the vehicle speed recognized by the host vehicle state recognizing unit 5f, and the relative position and relative speed of the surrounding vehicle estimated by the surrounding state estimating unit 5g are acquired, and the target route is determined according to the acquired information. Calculate and set (step S105). At this time, the target route may be output (or notified) to the target steering setting unit 5i and the target speed setting unit 5j automatically or upon request. The target steering setting unit 5i calculates and sets the target steering amount according to the target route. The target speed setting unit 5j calculates and sets the target speed according to the target route.

  The navigation unit 3 determines whether or not the vehicle has approached the lane change end position set in step S103 (step S106). When it is determined that the vehicle is approaching the lane change end position (Yes in step S106), the above settings from step S102 to step S105 are newly performed, and the newly set lane change end position and the re-lane are set. The target route is corrected based on the change start position (step S107). Actually, when it is determined that the vehicle is approaching the lane change end position (Yes in Step S106), the process may move to Step S102 instead of Step S107. When the correction of the route in step S107 is completed, when it is determined that the vehicle has not approached the lane change end position (No in step S106), or when the lane change end position is not set, step S108 Migrate to

  The vehicle controls traveling according to the set target route (step S108). Here, the steering motor controller 12 controls the steering motor so as to realize (achieve) the target steering amount set by the target steering setting unit 5i. When the target speed set by the target speed setting unit 5j is equal to or higher than the current vehicle speed, the power train controller 6 controls the power train 7 to realize the target speed set by the target speed setting unit 5j. . The brake controller 8 controls the brake unit 9 to decelerate when the target speed set by the target speed setting unit 5j is smaller than the current vehicle speed.

(Modification)
In the processing of the travel control device 5 shown in FIG. 5, from step S101 to step S104, when the occupant sets the target location, the offline calculation is performed in advance (in advance), and after step S105, You may make it calculate online based on a present position. Thereby, when the confluence state on a highway etc. exists on the driving | running route of the own vehicle, the position which performs a suitable lane change in advance can be calculated.

  In the above description, instead of the legal speeds of the merging lane, traveling lane, and overtaking lane, the actual traveling speed (current speed or average speed, etc.) in each lane is determined by inter-vehicle communication or road-to-vehicle communication. It may be obtained and used. For example, from the viewpoint of legal speed, vehicles in each lane are traveling at the same speed, but in reality, there are merging vehicles and shunting vehicles in the traveling lane, so the speed of the vehicle traveling in the traveling lane Tends to be slightly slower than the legal speed. Further, since the overtaking lane is used to overtake a vehicle that travels in the main lane relatively slowly, the overtaking lane has a relatively higher speed than the traveling lane.

  In the above description, the presence or absence of a merging vehicle when the vehicle passes the merging point is judged or predicted by inter-vehicle communication, road-to-vehicle communication, or the like, or by road traffic information, and the own vehicle passes the merging point. The above processing may be performed only when it is determined or predicted that a merging vehicle exists. In addition, when it is judged or predicted that the merging vehicle does not exist when the own vehicle passes the merging point, the above-described process may not be performed.

In the above description, the confluence state on the expressway is assumed, but in reality, the confluence state on the general national road and the main local roads, and the decrease in the number of lanes on the road with multiple lanes. It can also be applied to merging situations.
Also, when the main road and the main road meet on the driving route of the own vehicle, only the main road that is or is planned to be driven is treated as an official main road, and the other main roads are handled as merge lanes. Thus, the present embodiment can be applied.

Further, in FIGS. 3 and 4 described above, it is assumed that the main road is two lanes on one side, but actually, three or more lanes on one side may be used. The merging lane may be a climbing lane or a dedicated lane.
In FIGS. 3 and 4, since the vehicle is assumed to be in a left-handed country (such as Japan), the overtaking lane is the lane on the right side of the driving lane. In the case of a country (such as the United States), the overtaking lane is the left lane of the traveling lane. That is, in the case of left-hand traffic and right-hand traffic, the arrangement of the overtaking lane with respect to the traveling lane and the arrangement of the merging lane with respect to the main lane at the merging point are reversed left and right with respect to the traveling direction of the host vehicle.

  Also, using a navigation unit or in-vehicle monitor as a notification device for recognizing notification contents to the vehicle occupant, the "set lane change end position and re-lane change start position" or "set target route, It is preferable to display or voice-guide the “target speed and target steering amount”. When the vehicle is a non-automatic driving vehicle, by displaying or voice-inducing the “set lane change end position and re-lane change start position” or “set target route, target speed, and target steering amount”, The driver can be prompted to change the lane appropriately, and the vehicle can be guided to the target route. In addition, even if it is an autonomous driving vehicle, when automatic driving control is not operating, it becomes a non-automatic driving vehicle. That is, the travel control device, the navigation unit, and the like are one of travel support devices that support the lane change of the vehicle.

  The travel support apparatus according to the first embodiment is centered on the travel control apparatus 5 according to the first embodiment, and the vehicle position detection unit 1, the map database 2, the navigation unit 3, the vehicle speed sensor 4, and the power train controller 6 described above. The power train 7, the brake controller 8, the brake unit 9, the yaw rate sensor 10, the laser scanner 11, and the steering motor controller 12 are arbitrarily combined.

(Effect of 1st Embodiment)
According to 1st Embodiment, there exist the following effects.
(1) The travel support apparatus according to the first embodiment sets a travel route of the own vehicle, detects a merging section on the traveling route of the own vehicle when the traveling route of the own vehicle is a main line, Determine the confluence difficulty. In addition, a lane change end position that is a position for ending the lane change from the first main lane where the merging vehicle joins to the second main lane adjacent to the first main lane according to the difficulty of merging. Set. For example, the first main lane is a traveling lane. The second main lane is an overtaking lane.
As a result, in the merging section where the merging vehicle affects the traveling of the own vehicle, before the own vehicle approaches the merging section, a traveling lane is presented so that the influence of the merging vehicle in the merging section is reduced. It is possible to select a lane that can travel safely and smoothly while reducing the influence of the merged vehicle.

(2) The travel support device described above may increase the degree of difficulty of merging as the acceleration lane for accelerating the merging vehicle in the merging lane that merges with the main line in the merging section is shorter.
As a result, the merging section where the accelerating lane is short and the merging vehicle may not be able to adjust the speed sufficiently will travel longer on the overtaking lane and reduce the influence of the merging vehicle so that it can travel safely and smoothly. Become.

(3) In the driving support device described above, when the merging lane that merges with the main line is curved in the merging section, the degree of merging difficulty may be increased as the curvature of the merging lane increases.
As a result, the merging section in which the curvature of the merging lane is large and the merging vehicle may not be able to adjust the speed sufficiently can travel on the overtaking lane longer and can travel safely and smoothly with reduced influence of the merging vehicle It becomes like this.

(4) The travel support device described above may increase the difficulty of merging as the lane width of the merging lane that merges with the main line in the merging section is narrower.
As a result, the merging vehicle must travel precisely according to the narrow lane, and the merging section that may not be able to adjust the speed sufficiently travels in the overtaking lane longer, reducing the influence of the merging vehicle And will be able to travel safely and smoothly.

(5) The travel support device described above may increase the degree of difficulty in joining as the slope of the joining lane that joins the main line in the joining section increases.
As a result, the merging section where the lane of the merging lane is steep and the prospects are poor and the merging vehicle may not be able to adjust the speed sufficiently will travel longer in the overtaking lane, reducing the influence of the merging vehicle and ensuring safety. It will be able to run smoothly.

(6) It is preferable that the above-described travel support device sets the lane change end position at a position farther upstream than the merging section as the merging difficulty level is higher.
As a result, the more likely that the merging vehicle is not able to adjust the speed sufficiently, the faster the merging vehicle moves to the overtaking lane. It is possible to drive safely and smoothly by reducing the influence.

(7) The travel support device further includes a re-lane change start position that is a position at which the lane change is started again for returning from the second main lane to the first main lane according to the difficulty of joining. Set.
As a result, after passing through the merge section, it is possible to return to the original lane safely and smoothly.
(8) When the position where the lane change is started again is set, the travel support device sets the re-lane change start position at a position farther downstream than the merging section as the merging difficulty level is higher. It is preferable.
As a result, the possibility that the merging vehicle is not sufficiently adjusted in speed will return to the traveling lane later, so that the influence of the merging vehicle can be reduced and the vehicle can travel safely and smoothly.

(9) The travel support device sets a target route according to the lane change end position, calculates and sets a target vehicle speed according to the target route, compares the target vehicle speed with the current vehicle speed, If necessary, calculate the driving force operation amount and send it to the vehicle's powertrain controller.If deceleration is required, calculate the braking force operation amount and send it to the vehicle's brake controller, depending on the target route. It is preferable to calculate and set the target steering amount and send the target steering amount to the steering motor controller of the own vehicle. At this time, the power train controller controls the power train of the own vehicle so as to realize the driving force operation amount. The brake controller controls the brake unit of the host vehicle so as to realize the braking force operation amount. The steering motor controller controls the steering motor of the host vehicle so as to realize the target steering amount.
As a result, automatic traveling control (automatic driving) can be realized according to the set target route, target speed, and target steering amount.
(10) The travel support device may further include a notification device that allows the passenger of the vehicle to recognize the notification content, and may notify the occupant of the lane change end position.
As a result, the set target route, target speed, and target steering amount can be recognized by the occupant and reflected in driving.

Second Embodiment
The second embodiment of the present invention will be described below.
In the second embodiment, a method of calculating the lane change position in the merged state in advance when road traffic information (congestion information or the like) indicating the traffic flow in the vicinity of the merged point can be acquired in advance will be described. In addition, about a vehicle, it is the same as that of 1st Embodiment.

(Details of the travel control device)
Hereinafter, a configuration example of the travel control device 5 according to the second embodiment will be described.
As shown in FIG. 6, in the configuration of the travel control device 5 according to the second embodiment, a traffic information acquisition unit 13 is further added to the configuration of the travel control device 5 according to the first embodiment shown in FIG. Has been. The traffic information acquisition unit 13 obtains in advance road traffic information indicating a traffic flow situation near the junction. In FIG. 6, as an example, the traffic information acquisition unit 13 is described as being independent from the navigation unit 3 and the travel control device 5, but in reality, the traffic information acquisition unit 13 is the navigation unit 3 or It may be mounted on the travel control device 5.

For example, the traffic information acquisition unit 13 stores a statistically jammed section and time, and the length of the jam and outputs the information. In this case, the traffic information acquisition unit 13, in terms of the length of the traffic jam on the upstream side of the junction and L _ts, the length of the traffic jam on the downstream side of the junction was L _ta, the L _ts and L The longer one of _ta is output as the traffic jam length L _t . Here, the traffic information acquisition unit 13 stores the current (latest) traffic flow status using a road traffic information communication system (VICS (registered trademark): Vehicle Information and Communication System) without storing information in advance. The road traffic information shown may be obtained.

Merging difficulty determination unit 5b obtains road traffic information of junction corresponding from the traffic information acquisition unit 13, in accordance with the contents of traffic information, changing the merging difficulty D _a. In this case, merging difficulty _{D a} has a length _{L t} of the congestion, the length _{L a} of the acceleration lane Y, and bad visibility distance _{L v,} and legal speed _{V d} of the travel lane X2, the merging lane X1 Using the assumed speed Vc, it can be expressed as the following equation (8).

このとき、合流難易度判定部５ｂは、渋滞の長さＬ_ｔが大きく合流難易度Ｄ_ａが負値（マイナス）となった場合には、合流難易度Ｄ_ａに無効値（ｉｎｖａｌｉｄ ｖａｌｕｅ）を入力し、Ｌ_ｔａ及びＬ_ｔｓの長さ自体を、車線変更終了位置設定部５ｃと再車線変更開始位置設定部５ｄとに出力する。

In this case, merging difficulty determination unit 5b, if the length _{L t} is larger merging difficulty _{D a} traffic jam is a negative value (minus) is invalid value confluence difficulty _{D a} a (invalid value) Then, the lengths of L _ta and L _ts are output to the lane change end position setting unit 5c and the re-lane change start position setting unit 5d.

In this case, the lane change end position setting unit 5c may set the lane end position at a position separated by a distance _{Lts in a} direction away from the position where the acceleration lane Y starts (for example, the merge start point). As a result, the lane can be changed to the overtaking lane X3 before the traffic jam starts, and the influence of the traffic jam caused by the junction can be reduced.
Further, in this case, if the relane change start position setting unit 5d sets the relane change start position at a position separated by the distance _{Lta in a} direction away from the position where the acceleration lane Y ends (for example, the merge end point). good. As a result, the traffic lane can be changed to the traveling lane X2 after the traffic jam ends, and the influence of the traffic jam caused by the junction can be reduced.

  Thus, in 2nd Embodiment, the merge difficulty determination part 5b determines a merge difficulty according to the condition of the traffic flow near a merge point. At this time, the merging difficulty level determination unit 5b increases the merging difficulty level as the traffic flow near the merging point is worse. Further, the lane change end position setting unit 5c sets the lane change end position at a position farther upstream than the merging point as the traffic flow near the merging point is worse (the degree of merging difficulty is higher). Further, the relane change start position setting unit 5d sets the relane change start position at a position farther downstream than the merge point as the traffic flow in the vicinity of the merge point is worse (the merge difficulty is higher).

In addition, the merging difficulty level determination unit 5b does not set (unset) the merging difficulty level when the traffic flow near the merging point is good. For example, the merging difficulty level determination unit 5b decreases the merging difficulty level as the traffic flow near the merging point is better. For this reason, the difficulty level of joining may be less than or equal to a threshold value. At this time, if the merging difficulty level is equal to or lower than the threshold, the merging difficulty level may be invalidated and the merging difficulty level may not be set (not set). The lane change end position setting unit 5c and the re-lane change start position setting unit 5d do not set the lane change end position and the re-lane change start position, respectively, when the merging difficulty level is not set or is equal to or less than the threshold (not set). ). Or the traffic information acquisition part 13 inputs an invalid value into _Lta and _Lts , when it is judged from the information regarding the traffic flow situation near the merge point that the traffic volume is statistically small at midnight etc. It outputs to the difficulty determination part 5b. The merge difficulty determination unit 5b inputs invalid values to all of D _a , L _ta , and L _ts and outputs the invalid values to the lane change end position setting unit 5c and the re-lane change start position setting unit 5d. Actually, when the merging difficulty level determination unit 5b determines that the traffic volume is statistically sufficiently small at midnight or the like from the information on the traffic flow conditions near the merging point, all of D _a , L _ta , and L _ts An invalid value may be input to and output to the lane change end position setting unit 5c and the re-lane change start position setting unit 5d. In this case, the lane change end position setting unit 5c and the re-lane change start position setting unit 5d need not output anything. Alternatively, invalid values may be input to the respective coordinate information of the lane change position and the re-lane change start position and output to the target route setting unit 5h. As a result, when the traffic volume is sufficiently small, the lane change to the overtaking lane X3 is not performed at the junction, and the risk due to the lane change can be reduced.

In addition, in 2nd Embodiment, about another effect | action, since it is the same as that of 1st Embodiment, it omits.
The travel support apparatus according to the second embodiment is centered on the travel control apparatus 5 according to the second embodiment, and the vehicle position detection unit 1, the map database 2, the navigation unit 3, the vehicle speed sensor 4, and the power train controller 6 described above. The power train 7, the brake controller 8, the brake unit 9, the yaw rate sensor 10, the laser scanner 11, and the steering motor controller 12 are arbitrarily combined.

(Effect of 2nd Embodiment)
According to 2nd Embodiment, there exist the following effects.
(1) The travel support apparatus according to the second embodiment includes the same technical features (configuration and operation) as the travel support apparatus according to the first embodiment, and exhibits the same operational effects.
(2) Furthermore, the above-described travel support device is able to obtain road traffic information of the merging section in advance, and the degree of merging difficulty is increased as the traffic flow in the merging section is worse as judged from the road traffic information. It is preferable.
As a result, when there is a traffic jam caused by the merged vehicle, the lane is changed to the overtaking lane, so that the influence of the merged vehicle can be reduced and the vehicle can travel safely and smoothly.

(3) When the position where the lane change is finished is set, the travel support device changes the lane to a position farther upstream than the merging section as the traffic flow in the merging section is worse (the merging difficulty is higher). It is preferable to set the end position.
As a result, when the traffic flow is poor (the degree of difficulty in joining is high), the influence is taken into consideration and the lane is quickly changed to the overtaking lane. Therefore, the influence of traffic congestion caused by the joining car is reduced and the vehicle travels safely and smoothly. become able to.

(4) It is preferable that the above-described travel support device sets the relane change start position at a position farther downstream than the merging section as the traffic flow in the merging section is worse (the degree of merging difficulty is higher).
As a result, when the traffic flow is bad, the influence is taken into consideration and the lane change is made so that the vehicle returns to the traveling lane later, so that the influence of the traffic jam caused by the merged vehicle can be reduced and the vehicle can travel safely and smoothly.

(5) The above-mentioned travel support device does not set the lane change end position and the re-lane change start position when the traffic flow in the merging section is good (the merging difficulty level is not set or not more than a threshold value) It is preferable that the setting is made.
As a result, if there is little traffic and you can drive smoothly without changing to the overtaking lane, you will not need to change lanes and you can reduce the risks associated with changing lanes. You can run.

(Relationship between each embodiment)
Note that the above embodiments can be implemented in combination. For example, you may enable it to switch between 1st Embodiment and 2nd Embodiment by the operation mode selection of the traveling control apparatus 5, etc.
As mentioned above, although embodiment of this invention was explained in full detail, actually, it is not restricted to said embodiment, Even if there is a change of the range which does not deviate from the summary of this invention, it is included in this invention.

DESCRIPTION OF SYMBOLS 1 Position detection unit 2 Map database 3 Navigation unit 4 Vehicle speed sensor 5 Travel control apparatus 5a Junction point detection part 5b Junction difficulty determination part 5c Lane change end position setting part 5d Relane change start position setting part 5e Own vehicle position recognition part 5f Own vehicle state recognition unit 5g Ambient state estimation unit 5h Target route setting unit 5i Target steering setting unit 5j Target speed setting unit 6 Powertrain controller 7 Powertrain 8 Brake controller 9 Brake unit 10 Yaw rate sensor 11 Laser scanner 12 Steering motor controller 13 Traffic Information acquisition unit

Claims (14)

A vehicle route setting unit for setting the travel route of the vehicle;
A merging section detector for detecting a merging section on the traveling route when the traveling route is a main line;
A confluence difficulty determination unit for determining the confluence difficulty of the confluence section;
A lane change end position that is a position to end the lane change from the first main lane where the confluence meets to the second main lane adjacent to the first main lane according to the merging difficulty level A lane change end position setting unit for setting
A driving support apparatus comprising:   The merging difficulty level determination unit increases the merging difficulty level as the acceleration lane for accelerating the merging vehicle in the merging lane that merges with the main line in the merging section is shorter. Driving support device.   The merging difficulty determining unit increases the merging difficulty as the curvature of the merging lane increases when the merging lane that merges with the main line is curved in the merging section. The driving assistance device according to claim 1 or 2.   The merging difficulty level determination unit increases the merging difficulty level as the lane width of the merging lane that merges with the main line in the merging section is narrower. The driving support device according to 1.   5. The merging difficulty level determination unit increases the merging difficulty level as the gradient of the merging lane that merges with the main line increases in the merging section. The driving support apparatus according to the description.   The merging difficulty level determination unit is configured to increase the merging difficulty level as the traffic flow in the merging section is worse as judged from road traffic information indicating the traffic flow state of the merging section obtained in advance. The driving support device according to any one of claims 1 to 5.   The lane change end position setting unit sets the lane change end position at a position farther upstream than the merging section as the merging difficulty level is higher. The driving support device according to claim 1.   The lane change end position setting unit sets the lane change end position to non-set when the merging difficulty level is not set or not more than a threshold value. The driving support device according to one item. A re-lane change start position setting unit for setting a re-lane change start position that is a position for starting a lane change for returning from the second main lane to the first main lane according to the merging difficulty level; The travel support device according to any one of claims 1 to 8, further comprising:   The re-lane change start position setting unit sets the re-lane change start position at a position farther downstream than the merging section as the merging difficulty level is higher. Driving support device.   The re-lane change start position setting unit makes the re-lane change start position non-set when the merging difficulty level is not set or not more than a threshold value. The driving support apparatus according to the description. A target route setting unit that sets a target route according to the lane change end position;
The target vehicle speed is calculated and set according to the target route, the target vehicle speed is compared with the current vehicle speed, and if acceleration is required, the driving force manipulated variable is calculated and sent to the powertrain controller of the host vehicle. A target speed setting unit that calculates a braking force operation amount and sends it to the brake controller of the vehicle when deceleration is required;
A target steering setting unit that calculates and sets a target steering amount according to the target route, and sends the target steering amount to a steering motor controller of the host vehicle;
The travel support apparatus according to any one of claims 1 to 11, further comprising: It further comprises a notification device for notifying the occupant of the vehicle so that the notification content can be recognized.
The lane change end position setting unit sends the lane change end position to the notification device,
The travel support device according to any one of claims 1 to 12, wherein the notification device notifies the occupant of the lane change end position. Set the travel route of your vehicle,
Detect a merged section on the travel route when the travel route is a main line,
Determine the difficulty level of the merge section,
A lane change end position that is a position to end the lane change from the first main lane where the confluence meets to the second main lane adjacent to the first main lane according to the merging difficulty level A driving support method characterized in that the driving support method is set.

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