JP2017058841A - Drive support device of vehicle and drive support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately grasp the presence/absence of a rear approaching vehicle in a lane of a lane change destination when changing a lane of an own vehicle.SOLUTION: A drive support ECU 10 being a drive support device which supports the drive of an own vehicle comprises: a trajectory creation part which acquires a traveling position of the own vehicle at a prescribed acquisition cycle, and creates a traveling trajectory of the own vehicle from the traveling position; a traveling position acquisition part which acquires a traveling position of a rear vehicle which travels behind the own vehicle; a distance calculation part which calculates an inter-vehicle distance being a distance between the traveling position of the rear vehicle and the traveling position of the own vehicle; a lateral position calculation part which calculates a lateral position being a relative position of the rear vehicle with respect to the traveling trajectory in a direction orthogonal to the traveling trajectory in the traveling position of the rear vehicle; and an approaching vehicle determination part which determines the presence/absence of the rear approaching vehicle which approaches the own vehicle in a lane of a lane change destination on the basis of the inter-vehicle distance and the lateral position when changing a lane of the own vehicle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle driving support apparatus and a driving support method.

  Conventionally, various driving support technologies for supporting driving by a driver in a vehicle have been proposed. For example, when the vehicle changes lanes on a road with multiple lanes, based on the relative position of the rear vehicle, it is determined whether there is a vehicle approaching rearward that is in close proximity to the vehicle in the lane to which the lane is changed, A technique for notifying the driver of the vehicle when there is a vehicle approaching in the rear is known (see, for example, Patent Document 1).

JP2015-41127A

  By the way, it is conceivable that the relative position of the rear vehicle with respect to the host vehicle changes due to a lane curve or the like. Specifically, when at least one of the own vehicle and the rear vehicle travels a lane curve, the relative position of the rear vehicle may change to the left or right with respect to the traveling direction of the own vehicle. In this case, it is erroneously determined that there is no rear approaching vehicle even though there is a rear approaching vehicle in the lane change destination lane of the own vehicle, or that there is a rear approaching vehicle even though there is no rear approaching vehicle. There is a risk of being judged.

  The present invention has been made in view of the above circumstances, and a main object of the present invention is a driving support device that can properly grasp the presence or absence of a vehicle approaching rearward in a lane to which the lane is changed when the own vehicle changes lanes. And providing a driving support method.

  Hereinafter, means for solving the above-described problems and the effects thereof will be described.

  A driving support device and a driving support method according to the present invention are driving support devices that support driving of a host vehicle, and acquire a traveling position of the host vehicle at a predetermined acquisition cycle and generate a traveling locus of the host vehicle from the traveling position. A trajectory generating unit, a travel position acquiring unit that acquires a travel position of a rear vehicle that travels behind the host vehicle, and a distance calculation that calculates an inter-vehicle distance that is a distance between the travel position of the rear vehicle and the travel position of the host vehicle A lateral position calculation unit that calculates a lateral position that is a relative position of the rear vehicle with respect to the travel locus in a direction orthogonal to the travel locus at the travel position of the rear vehicle, and the inter-vehicle distance and the lateral distance when the lane of the host vehicle is changed. An approaching vehicle determination unit that determines whether there is a backward approaching vehicle that approaches the vehicle in the lane to which the lane is changed based on the position.

  According to the above configuration, the presence / absence of a vehicle approaching rearward is determined based on the lateral position that is the relative position of the rear vehicle with respect to the travel locus in the direction orthogonal to the travel locus of the host vehicle. In this case, the relative position of the rear vehicle with respect to the own vehicle at that time is grasped at the trajectory position traced back in the past to the current position of the rear vehicle. That is, it is possible to grasp which lane the rear vehicle is traveling without being affected by a relative position change between the own vehicle and the rear vehicle due to a lane curve or the like. For this reason, when the own vehicle changes lanes, the presence or absence of a vehicle approaching rearward in the lane of the lane change destination in the own vehicle can be properly grasped.

The schematic block diagram of a driving assistance system. The figure which shows the detection area | region of a radar apparatus. (A)-(c) is a figure which shows the traveling position of the own vehicle and a back vehicle, (d) is a figure which shows the relative positional relationship of the own vehicle and a back vehicle on the basis of the traveling locus of the own vehicle. The figure which shows the locus | trajectory shift | offset | difference in case a skid has occurred in the own vehicle. The flowchart which shows the process of back approaching vehicle determination. The flowchart which shows the process of horizontal position correction | amendment.

  Hereinafter, an embodiment in which a vehicle driving support device is embodied will be described with reference to the drawings. The driving support apparatus according to the present embodiment is mounted on a vehicle, and performs various driving support processes when the driver drives the vehicle. First, a schematic configuration of the driving support system will be described with reference to FIG.

  In FIG. 1, a driving support ECU 10 that is a driving support device is a computer including a CPU, a ROM, a RAM, an I / O, and the like. In the driving support ECU 10, the CPU implements various functions by executing a program installed in the ROM. Connected to the driving support ECU 10 are a radar device 21 as a distance measuring device, an imaging device 22, a direction indicator 23, a vehicle speed sensor 24, a yaw rate sensor 25, a steering angle sensor 26, and a navigation device 27. A detection signal and various types of information are input to the driving assistance ECU 10.

  The radar device 21 is a device that detects an object by transmitting an electromagnetic wave as a transmission wave and receiving the reflected wave, and is configured by, for example, a millimeter wave radar or a laser radar. As shown in FIG. 2, the radar device 21 is attached to the rear portion of the host vehicle 40 and has a range of a predetermined angle toward the rear of the host vehicle 40 around the optical axis (for example, 3 of the road 60 in FIG. 2). A region (detection region F) extending over a range including a lane is scanned with a radar signal. In this scanning, an object existing in a range from the own vehicle 40 to about 200 m is detected. Then, ranging data is created based on the time from when the electromagnetic wave is transmitted toward the rear of the vehicle until the reflected wave is received, and the created data is sequentially output to the driving support ECU 10. The distance measurement data includes information on the direction in which the object exists, the distance to the object, and the relative speed.

  The imaging device 22 is an in-vehicle camera, and includes a CCD camera, a CMOS image sensor, a near infrared camera, and the like. The imaging device 22 images the surrounding environment including the vicinity of the host vehicle and the road ahead in the traveling direction, generates image data representing the captured image, and sequentially outputs the image data to the driving support ECU 10.

  The direction indicator 23 is a device that displays the traveling direction of the host vehicle outside the vehicle. The direction indicator 23 includes an operation lever that is operated by the driver to any one of the left instruction position, the neutral position, and the right instruction position, and outputs an operation signal corresponding to the position of the operation lever to the driving support ECU 10. The vehicle speed sensor 24 is provided on a rotating shaft that transmits power to the wheels of the vehicle, and outputs a detection signal according to the vehicle speed.

  The yaw rate sensor 25 includes a vibrator such as a tuning fork, and detects the yaw angle of the own vehicle by detecting distortion generated in the vibrator based on the yaw moment of the own vehicle. The steering angle sensor 26 detects an operation angle of the steering wheel, that is, a steering angle.

  The navigation device 27 calculates the current position of the host vehicle 40 using the GPS signal received by the GPS receiver and information acquired by various sensors including the G sensor, and the map stored in the navigation device 27. Based on the information, a guide route from the current position to the destination is calculated.

  Further, an alarm device 31 and a steering device 32 are connected to the driving support ECU 10. The alarm device 31 notifies the driver that a dangerous situation has occurred in the own vehicle, that some prohibited action has been performed, and the like, for example, a speaker provided in the passenger compartment. When the control command is output from the driving support ECU 10, the alarm device 31 notifies the driver by voice or the like. Not only the warning by the warning device 31 but also the steering device 32 may give a notification to the driver by applying a reaction force against vibration and driving operation from the steering wheel to the driver. Moreover, you may make it alert | report to a driver | operator by the display of display panels, such as a display provided in the instrument panel.

  In addition, when the host vehicle changes lanes, the driving assistance ECU 10 performs control to determine whether there is a vehicle approaching rearward that comes close to the host vehicle in the lane to which the lane is changed. Specifically, the driving assistance ECU 10 realizes the functions of the trajectory generation unit 11, the lane change determination unit 12, the travel position acquisition unit 13, the skid amount calculation unit 16, the distance calculation unit 14, and the approaching vehicle determination unit 15.

  The trajectory generation unit 11 acquires a travel position of the host vehicle at a predetermined cycle, and generates a travel trajectory of the host vehicle based on the acquired plurality of travel positions. Specifically, the yaw angle is acquired from the yaw rate sensor 25 at a predetermined cycle, the direction of the host vehicle is calculated from the yaw angle, the vehicle speed of the host vehicle is acquired from the vehicle speed sensor 24, and the yaw angle and the vehicle speed are obtained. Based on this, the travel position of the vehicle is acquired at a predetermined cycle. Then, a travel locus of the host vehicle is generated based on the acquired plurality of travel positions. Note that the steering angle may be acquired from the steering angle sensor 26 at a predetermined period, and the direction of the host vehicle may be calculated based on the steering angle.

  The lane change determination unit 12 determines the lane of the lane change destination of the own vehicle. Specifically, image data around the own vehicle is acquired from the imaging device 22, and white lines (partition lines) extending left and right with respect to the traveling direction of the own vehicle are recognized from the image data. Then, the lane change determination unit 12 calculates an angle formed by the traveling direction of the own vehicle and the lane marking. Based on the angle, the lane change determination and the lane to which the lane is changed travels. It is determined which lane of the left and right adjacent lanes in the own lane. In addition, you may make it perform said determination based not only on the angle which the own vehicle's advancing direction and lane line make, but on the distance between the own vehicle and lane line in the lane width direction. Further, the above determination may be made based on the operation signal acquired from the direction indicator 23 or the yaw angle acquired from the yaw rate sensor 25.

  The travel position acquisition unit 13 acquires distance measurement data from the radar device 21 and acquires the travel position of the rear vehicle based on the distance measurement data. The distance calculation unit 14 calculates the inter-vehicle distance between the host vehicle and the rear vehicle based on the travel position of the rear vehicle. The approaching vehicle determination unit 15 determines the presence or absence of a vehicle approaching backward when the lane of the host vehicle is changed. Moreover, the approaching vehicle determination unit 15 outputs a command signal to the alarm device 31 or the steering device 32 when it is determined that there is a rear approaching vehicle.

  By the way, it is conceivable that the relative position of the rear vehicle with respect to the host vehicle changes due to a lane curve or the like. Specifically, it is conceivable that the relative position of the rear vehicle changes to the left or right with respect to the traveling direction of the host vehicle. In this case, it is erroneously determined that there is no rear approaching vehicle even though there is a rear approaching vehicle in the lane change destination lane of the own vehicle, or that there is a rear approaching vehicle even though there is no rear approaching vehicle. There is a risk of being judged.

  Therefore, in the present embodiment, in addition to calculating the inter-vehicle distance between the host vehicle and the rear vehicle, the trajectory position traced back to the past of the host vehicle to the current position of the rear vehicle is compared to the host vehicle at that time. Know the relative position of the vehicle behind you. Then, it is determined whether or not there is a vehicle approaching rearward by determining whether or not the rear vehicle is traveling in the lane to which the lane is changed in the own vehicle based on the relative position (lane determination).

  Specifically, the distance calculation unit 14 calculates an inter-vehicle distance between the host vehicle and the rear vehicle, and calculates a lateral position that is a relative position of the rear vehicle with respect to the travel locus in a direction orthogonal to the travel locus of the own vehicle. To do. The approaching vehicle determination unit 15 determines that the inter-vehicle distance between the host vehicle and the rear vehicle is a predetermined threshold (for example, 70 m) or less, and the lateral position of the rear vehicle is within a predetermined range (for example, 1.. 75m to 5.25m), it is determined that there is a rear approaching vehicle. At this time, a command signal is output to the alarm device 31 or the steering device 32 and the driver is notified by the alarm device 31 or the steering device 32. The above range may be set based on the width of the adjacent lane.

  An outline of lane determination will be described with reference to FIG. In FIG. 3, the host vehicle 40 travels on the own lane 62, which is the center lane, on the left curve of the road 60 of three lanes on one side, and the rear vehicles 41 to 43 travel on the lanes 61 to 63 behind the host vehicle 40. Shows the situation. The inter-vehicle distance between the host vehicle 40 and the rear vehicles 41 to 43 is equal to or less than a threshold value. FIGS. 3A to 3C show traveling positions of the own vehicle 40 and the rear vehicles 41 to 43, respectively. FIG. 3D shows the own vehicle 40 based on the traveling locus T of the own vehicle 40. The relative positional relationship between the rear wheels 41 to 43 is shown.

  As shown in FIG. 3A, when the rear vehicle 41 travels in the left adjacent lane 61, due to the left curve of the road 60, the rear vehicle 41 travels in a lane farther from the left adjacent lane 61. Misunderstood. Further, as shown in FIG. 3B, when the rear vehicle 42 travels in the right adjacent lane 63, the rear vehicle 42 is closer to the right adjacent lane 63 due to the left curve of the road 60 (that is, the own lane). 62) is mistakenly recognized as traveling.

  Further, as shown in FIG. 3C, when the rear vehicle 43 travels in the own lane 62, the left curve of the road 60 causes the rear vehicle 43 to be far from the own lane 62 (that is, the left adjacent lane 61). ) Is misrecognized as driving.

  On the other hand, as shown in FIG. 3D, when the lateral positions of the rear vehicles 41 to 43 are calculated based on the travel locus T of the own vehicle 40, the own vehicle 40 travels to the current position of the rear vehicles 41 to 43. The relative positions of the rear vehicles 41 to 43 are ascertained by tracing back the trajectory T. That is, it is possible to grasp which lane 61 to 63 the rear vehicles 41 to 43 are traveling without being affected by a relative position change that occurs before and after the traveling direction of the vehicle due to the curve of the road 60. For this reason, the presence or absence of a vehicle approaching backward can be determined appropriately.

  Further, when the host vehicle 40 travels along a lane curve, it is conceivable that a side slip of the host vehicle 40 occurs due to a road surface condition or the like. The lateral position of the rear vehicle 41 changes based on the travel locus T. Therefore, in this embodiment, in addition to calculating the lateral position of the rear vehicle 41, the side slip amount calculated by the side slip amount calculating unit 16 is calculated, and the side position is corrected based on the side slip amount. Yes.

  The change in the lateral position when a side slip occurs in the host vehicle 40 will be described with reference to FIG. When a side slip occurs in the host vehicle 40 due to the curve of the road 60, the travel locus T of the host vehicle 40 is expanded outside the curve with respect to the reference course C corresponding to the curvature of the road 60 (that is, the right lane) 63 side). In addition, after the occurrence of skidding, the swell of the travel locus T of the host vehicle 40 is eliminated by correcting the course of the driver. In this case, a section from A1 to A2 in FIG. 4 is a deviation section S in which a locus deviation due to a side slip occurs, and the lateral position of the rear vehicle 41 is corrected in the deviation section S.

  Specifically, for the lateral position correction of the rear vehicle 41, the skid amount calculation unit 16 calculates an estimated yaw angle estimated to occur according to the curvature of the road 60 and an actual yaw angle actually generated in the host vehicle 40. A comparison is made, and a skid amount is calculated based on the comparison result. The estimated yaw angle is not only determined from the lane marking data acquired from the front image of the host vehicle, but may be determined based on the steering angle and the vehicle speed of the host vehicle 40. The actual yaw angle may be obtained from the detection value of the yaw rate sensor 25 mounted on the host vehicle 40. The estimated yaw angle may be calculated based on the map information of the navigation device 27.

  In addition to this, an estimated lateral acceleration estimated to occur in the host vehicle 40 based on the estimated yaw angle and vehicle speed is calculated, and an actual lateral acceleration actually generated in the host vehicle 40 based on the actual yaw angle and vehicle speed. And the amount of skid may be calculated based on the difference between the actual lateral acceleration and the estimated lateral acceleration. If the actual yaw angle is smaller than the estimated yaw angle, the skid amount calculation unit 16 determines that the side slip of the host vehicle 40 has occurred. Further, the skid amount calculator 16 calculates the skid amount based on the difference between the estimated yaw angle and the actual yaw angle.

  Here, when a side slip occurs, unlike the side movement at the time of lane change, the course correction to the reverse side is performed immediately after the side movement due to the side slip. Therefore, after it is determined that a side slip has occurred, if it is subsequently determined that there is a course correction, it is determined that a side slip has occurred. In the present embodiment, when the actual yaw angle is smaller than the estimated yaw angle and the actual yaw angle is larger than the estimated yaw angle, it is determined that the course correction after the side slip has been performed. ing.

  Then, the distance calculation unit 14 performs the lateral position correction based on the amount of side slip of the host vehicle 40 in the deviation section S where the locus deviation due to the side slip has occurred. In this case, the correction of the lateral position suppresses the deviation of the lateral position due to the occurrence of the side slip in the own vehicle 40.

  Next, the process of determining the approaching vehicle performed by the driving assistance ECU 10 will be described using the flowchart of FIG. This process is repeatedly performed by the driving assistance ECU 10 at a predetermined cycle.

  First, in steps S11 and S12, the travel position of the host vehicle is acquired at a predetermined cycle, and a travel locus of the host vehicle is generated based on a plurality of travel positions acquired in time series. In the subsequent step S13, it is determined whether there is a rear vehicle. Here, the determination of the presence or absence of a rear vehicle is performed based on distance measurement data about an object in the detection area acquired by the radar device 21. For objects that are not moving in the same direction as the vehicle, such as oncoming vehicles, vehicles that are stopped on the road shoulders, road structures, etc. Exclude from car.

  If YES in step S13, the process proceeds to step S14, and the traveling position of the rear vehicle is acquired. In subsequent step S15, it is determined whether or not the own vehicle changes lanes. If YES in step S15, the process proceeds to steps S16 and S17, and the lateral position that is the relative position of the rear vehicle with respect to the travel locus in the direction orthogonal to the travel locus of the own vehicle, and the inter-vehicle distance between the own vehicle and the rear vehicle, Is calculated.

  In step S18, the lateral position is corrected based on the side slip amount of the host vehicle. This will be described with reference to the subroutine of FIG. In FIG. 6, in step S31, the estimated yaw angle is calculated, and in step S32, the actual yaw angle is acquired.

  In the subsequent step S33, it is determined whether or not a side slip has occurred in the own vehicle based on the estimated yaw angle and the actual yaw angle. At this time, the presence or absence of skidding is determined based on the difference between the estimated yaw angle and the actual yaw angle being greater than or equal to a predetermined value. Specifically, when the difference obtained by subtracting the actual yaw angle from the estimated yaw angle is equal to or greater than a predetermined value Th1, it is considered that the traveling locus of the vehicle is inflated with respect to the lane curve, and subsequently, When the difference obtained by subtracting the estimated yaw angle from the actual yaw angle is equal to or greater than the predetermined value Th2, it is considered that the swelling of the travel locus of the host vehicle is being corrected. In these cases, it is determined that skidding has occurred. Th1 and Th2 may be the same value or different values.

  If “YES” in the step S33, the process proceeds to a step S34 to calculate a skid amount. At this time, the amount of skid is calculated based on the elapsed time from the time when the difference between the estimated yaw angle and the actual yaw angle occurs and the difference between the yaw angles. Further, in the subsequent step S35, a shift section where it is determined that a side slip has occurred is stored. At this time, the section in which the travel locus of the own vehicle is swollen with respect to the curve of the lane and the section in which the swelling of the travel locus of the own vehicle is corrected are stored as a shift section. On the other hand, if NO in step S33, the process proceeds to step S36.

  In step S36, it is determined whether or not the lateral position is to be corrected. Here, it is determined that the lateral position is corrected when the traveling position of the rear vehicle is in the shift section. If “YES” in the step S36, the process proceeds to a step S37 to correct the lateral position based on the side slip amount of the own vehicle.

  Returning to the description of FIG. 5, in step S19, the presence / absence of a vehicle approaching rearward is determined based on the inter-vehicle distance and the corrected lateral position. When YES is determined in the step S19, the process proceeds to a step S20 so as to notify the driver of the own vehicle that there is a vehicle approaching backward by the alarm device 31 or the steering device 32, and thereafter, the present process is terminated. On the other hand, if the answer is NO in any of steps S13, S15, and S19, the process ends.

  As mentioned above, according to this embodiment explained in full detail, the following outstanding effects are acquired.

  Based on the lateral position that is the relative position of the rear vehicles 41 to 43 with respect to the travel locus T in the direction orthogonal to the travel locus T of the host vehicle 40, the presence / absence of a rear approaching vehicle is determined. In this case, the relative positions of the rear vehicles 41 to 43 with respect to the host vehicle 40 at that time are grasped at the track positions traced back in the past from the travel track T of the host vehicle 40 to the current positions of the rear vehicles 41 to 43. That is, it is grasped which lane the rear vehicles 41 to 43 are traveling without being affected by a relative position change generated between the own vehicle 40 and the rear vehicles 41 to 43 due to lane curves or the like. The For this reason, when the own vehicle 40 changes lanes, the presence or absence of a vehicle approaching backward in the lane of the own vehicle 40 in the lane change destination can be properly grasped.

  The lateral position is corrected based on the side slip amount of the host vehicle 40. In this case, the shift of the lateral position due to the occurrence of skidding in the host vehicle 40 is suppressed. For this reason, even if a side slip occurs in the own vehicle 40, it is possible to accurately grasp which lane the rear vehicles 41 to 43 are traveling.

  It was set as the structure which correct | amends the lateral position of the back vehicles 41-43 in the deviation area S in which the locus | trajectory deviation of the own vehicle 40 has arisen. In this case, the lateral positions of the rear wheels 41 to 43 are corrected in the deviation section S from when the side slip occurs until the bulge of the travel locus T is eliminated by the course correction. Therefore, it is possible to accurately grasp which lane the rear vehicles 41 to 43 are traveling at any locus position in the deviation section S where the locus deviation occurs.

(Other embodiments)
You may change said embodiment as follows, for example.

  -You may make it the structure which acquires the lane width of the own lane and an adjacent lane, and sets the predetermined range of a horizontal position variably based on the lane width. In this case, even if the lane width in which the own vehicle or the rear vehicle is traveling is changed, it is possible to appropriately determine the presence or absence of the vehicle approaching the rear.

  -You may acquire the relative speed of the back vehicle with respect to the own vehicle, and make small the threshold value of the inter-vehicle distance in determination of the presence or absence of a back approaching vehicle based on a relative speed. For this reason, it is possible to determine the presence or absence of a vehicle approaching rearward by taking into account the relative speed of the rear vehicle traveling in the lane change destination lane in the own vehicle.

  Although the radar device 21 is used as the distance measuring device, the present invention is not limited to this, and any configuration such as a locator, an image sensor, or a lidar can be used. The image sensor may be a compound eye camera such as a stereo camera.

  -Although it was set as the structure which acquires a yaw angle from the yaw rate sensor 25, it is not restricted to this, The lane line ahead of the advancing direction of the own vehicle is acquired based on the imaging information of the imaging device 22, and the lane line and the own vehicle progress It is good also as a structure which acquires the angle | corner which makes with a direction as a yaw angle.

  The driving support ECU 10 may be allowed to execute a function such as TJA (Traffic Jam Assist) that automates low-speed driving in a traffic jam, or may be configured to execute these functions. In the embodiment, the driver drives a vehicle on which the driving assistance ECU 10 is mounted. However, the driving assistance ECU 10 is provided with an automatic driving function or a vehicle having an automatic driving function according to the embodiment. The ECU 10 may be mounted.

  DESCRIPTION OF SYMBOLS 10 ... Driving assistance ECU (driving assistance device), 11 ... Trajectory generation part, 13 ... Traveling position acquisition part, 14 ... Distance calculation part (distance calculation part, lateral position calculation part), 15 ... Approaching vehicle determination part, 40 ... Auto Cars, 41-43 ... rear cars.

Claims (6)

A driving support device (10) for supporting driving of the host vehicle (40),
A trajectory generator (11) that acquires the travel position of the host vehicle at a predetermined acquisition cycle, and generates a travel trajectory of the host vehicle from the travel position;
A travel position acquisition unit (13) for acquiring a travel position of a rear vehicle (41 to 43) traveling behind the host vehicle;
A distance calculation unit (14) that calculates an inter-vehicle distance that is a distance between the traveling position of the rear vehicle and the traveling position of the host vehicle;
A lateral position calculation unit (14) that calculates a lateral position that is a relative position of the rear vehicle with respect to the traveling locus in a direction orthogonal to the traveling locus at the traveling position of the rear vehicle;
An approaching vehicle determination unit (15) for determining whether there is a backward approaching vehicle approaching the host vehicle in the lane to which the lane is changed based on the inter-vehicle distance and the lateral position when changing the lane of the own vehicle;
A driving support apparatus comprising: A side slip amount calculating section (16) for calculating a side slip amount of the host vehicle in a lane width direction when a side slip occurs in the host vehicle;
The driving support device according to claim 1, wherein the lateral position calculation unit corrects the lateral position based on the side slip amount. The side slip amount calculation unit stores a section in which a shift in the lane width direction of the travel locus of the own vehicle with respect to a reference course according to a curvature of the lane occurs as a shift section,
The driving assistance device according to claim 2, wherein the lateral position calculation unit corrects the lateral position based on the side slip amount when the rear vehicle travels in the deviation section.   The approaching vehicle determination unit determines that there is the backward approaching vehicle that approaches the host vehicle based on the fact that the lateral position is within a predetermined range, obtains the width of the lane, The driving support device according to any one of claims 1 to 3, wherein the predetermined range is variably set on the basis of the vehicle.   The approaching vehicle determination unit determines that there is a rear approaching vehicle approaching the host vehicle based on the inter-vehicle distance being equal to or less than a predetermined threshold, and the relative speed of the rear vehicle with respect to the host vehicle. The driving assistance device according to any one of claims 1 to 4, wherein the threshold value is variably set based on the relative speed. A driving support method executed by a driving support device (10) that supports driving of the host vehicle (40),
Acquiring a travel position of the host vehicle at a predetermined acquisition cycle, and generating a travel locus of the host vehicle from the travel position;
Acquiring a traveling position of a rear vehicle (41-43) traveling behind the host vehicle;
Calculating an inter-vehicle distance, which is a distance between the travel position of the rear vehicle and the travel position of the host vehicle;
Calculating a lateral position that is a relative position of the rear vehicle with respect to the travel locus in a direction orthogonal to the travel locus at the travel position of the rear vehicle;
When changing the lane of the host vehicle, based on the inter-vehicle distance and the lateral position, determining the presence or absence of a vehicle approaching rearward that approaches the host vehicle in the lane of the lane change destination;
A driving support method comprising:

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