JP2018203118A - Lane change support device - Google Patents

Abstract

To provide a lane change support device capable of reducing a discomfort felt by a driver in lane change support for performing steering control and acceleration control of a vehicle.SOLUTION: A lane change support device 100 executes lane change support for performing steering control and acceleration control of a vehicle V so as to perform lane change. The lane change support device 100 comprises: a recognition part 11 for recognizing an intention of a driver of receiving lane change support based on an operation performed by a driver; an elapsed time determination part 12 for determining whether or not an elapsed time since the recognition part 11 recognizes the intention, reached a standby time; a steering control part 14 for, when it is determined that the elapsed time reached the standby time by the elapsed time determination part 12 or a preset control start condition is satisfied by steering performed by the driver before the elapsed time reaches the standby time, starting the steering control; and an acceleration control part 15 for starting acceleration control when the steering control is started, and not starting the acceleration control before the steering control is started.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a lane change support device.

  2. Description of the Related Art Conventionally, there is known an apparatus that performs acceleration control of a vehicle when the vehicle changes lanes from a traveling lane toward an adjacent lane. For example, in the vehicle travel control device described in Patent Document 1, the time from when the driver activates the winker until the vehicle acceleration control is started is determined based on the type of the adjacent lane on the side indicated by the winker. It is changing.

JP 2010-95033 A

  By the way, in addition to the above-described device that performs vehicle acceleration control, a device that performs vehicle steering control so as to change lanes is known. In such an apparatus, generally, the steering control of the vehicle is started when the time elapsed since the driver operated the blinker reaches a preset standby time.

  Therefore, when a device for performing vehicle steering control is combined with a device for performing vehicle acceleration control as described in Patent Document 1, for example, the vehicle acceleration control is started after the driver operates the blinker. When the waiting time is shorter than the waiting time, the vehicle starts accelerating before the vehicle starts to move sideways even though the driver is not operating. For this reason, it will be too close to a driver | operator's front vehicle, and a driver | operator may be discomforted.

  Therefore, an object of the present invention is to provide a lane change support device that can reduce a sense of discomfort given to a driver in lane change support that performs steering control and acceleration control of a vehicle.

  The present invention is a lane change support device that performs lane change support for performing vehicle steering control and vehicle acceleration control so as to change lanes from a traveling lane toward an adjacent lane, based on the operation of a driver. A recognition unit for recognizing an intention to receive a driver's lane change support, and whether or not an elapsed time that has elapsed since the recognition unit has recognized the intention has reached a preset standby time. When the elapsed time determination unit and the elapsed time determination unit determine that the elapsed time has reached the standby time, or before the elapsed time reaches the standby time, a control start preset by the driver's steering is started. A steering control unit that starts steering control for lane change support when the conditions are satisfied, and acceleration control for lane change support when steering control is started, and acceleration before steering control is started Start control There comprises an acceleration control unit.

  ADVANTAGE OF THE INVENTION According to this invention, the discomfort given to a driver | operator in the lane change assistance which performs steering control and acceleration control of a vehicle can be reduced.

It is a block diagram which shows the structure of the vehicle provided with the lane change assistance apparatus which concerns on one Embodiment. It is a top view for demonstrating lane change assistance. It is a flowchart which shows the process at the time of starting steering control and acceleration control in lane change assistance in one Embodiment. It is a block diagram which shows the structure of the vehicle provided with the lane change assistance apparatus which concerns on a reference form. It is a flowchart which shows the process at the time of starting steering control and acceleration control in the lane change assistance in a reference form.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram illustrating a configuration of a vehicle including a lane change support device according to an embodiment. A lane change support device 100 shown in FIG. 1 is mounted on a vehicle V such as a passenger car, for example, and assists the driver in changing the lane of the vehicle V. In the lane change support device 100 according to the present embodiment, lane change support for performing steering control and acceleration control of the vehicle V so as to change the lane from the traveling lane toward the adjacent lane is executed. The “traveling lane” is a lane in which the vehicle V is traveling before changing lanes. The “adjacent lane” is a lane adjacent to the travel lane and is a lane to which the vehicle V is changed. “Lane change support” is driving support for automatically changing the lane of a vehicle. Further, the lane change assist device 100 may execute lane change assist from a state in which the vehicle V travels in the travel lane while performing travel control such as ACC [Adaptive Cruise Control] and LKA [Lane Keeping Assist]. .

  The lane change assist device 100 includes an external sensor 1, an internal sensor 2, a direction indicator detection unit 3, a direction indicator lever 4, an HMI [Human Machine Interface] 5, an actuator 6, and an ECU [Electronic Control Unit] 10. .

  The external sensor 1 is a detection device that detects an external situation that is surrounding information of the vehicle V. The external sensor 1 includes a camera, for example. The camera is provided on the back side of the windshield of the vehicle V, for example. The camera transmits imaging information related to the external situation of the vehicle V to the ECU 10. The camera may be a monocular camera or a stereo camera. The stereo camera has two imaging units arranged so as to reproduce binocular parallax.

  The external sensor 1 may include a radar [Radar] or a rider [LIDER: Laser Imaging Detection and Ranging]. The radar detects an obstacle outside the vehicle V using radio waves (for example, millimeter waves). The radar detects an obstacle by transmitting a radio wave around the vehicle V and receiving the radio wave reflected by the obstacle. The radar transmits the detected obstacle information to the ECU 10.

  The rider detects an obstacle outside the vehicle V using light. The rider transmits light around the vehicle V, receives the light reflected by the obstacle, measures the distance to the reflection point, and detects the obstacle. The rider transmits the detected obstacle information to the ECU 10.

  The internal sensor 2 is a detection device that detects the traveling state of the vehicle V and the driving operation of the driver. The internal sensor 2 includes at least a vehicle speed sensor. The vehicle speed sensor is a detector that detects the speed of the vehicle V. As the vehicle speed sensor, for example, a wheel speed sensor that is provided for a wheel of the vehicle V or a drive shaft that rotates integrally with the wheel and detects the rotation speed of the wheel is used. The vehicle speed sensor transmits the detected vehicle speed information to the ECU 10.

  The internal sensor 2 may include a steering angle sensor, an acceleration sensor, or a yaw rate sensor. The steering angle sensor is provided for the steering shaft of the vehicle V, and detects the rotation angle (steering angle) of the steering wheel by the driver. The steering angle sensor transmits the detected steering angle information to the ECU 10.

  The acceleration sensor is a detector that detects the acceleration of the vehicle V. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects acceleration in the longitudinal direction of the vehicle V and a lateral acceleration sensor that detects lateral acceleration of the vehicle V. For example, the acceleration sensor transmits acceleration information of the vehicle V to the ECU 10. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle V. As the yaw rate sensor, for example, a gyro sensor can be used. The yaw rate sensor transmits the detected yaw rate information of the vehicle V to the ECU 10.

  The direction indicator detector 3 detects the operation of the direction indicator lever 4 by the driver. The direction indicator lever 4 is a lever for switching the direction indicator of the vehicle V to a lighting state. The direction indicator lever 4 is provided, for example, on the right side of the steering column of the vehicle V. When the direction indicator lever 4 is pushed upward, the left direction indicator is switched to a lighting state and when it is pushed downward, the direction of the right direction is increased. Switch the indicator to the lit state. Here, the direction indicator lever 4 in the present embodiment functions as an input device for inputting an intention of the driver to receive lane change support.

  Specifically, the direction indicator lever 4 can be operated in two stages, upward and downward. When the direction indicator lever 4 is pushed upward and returned by one step, lane change support processing for the left adjacent lane (recognition of the driver's intention to receive lane change support described later) is started. When the direction indicator lever 4 is pushed up to the upper second stage, the left direction indicator is switched to the lighting state. In this case, the lane change support process is not started.

  Similarly, when the direction indicator lever 4 is pushed downward and returned by one step, the lane change support process for the adjacent lane on the right side is started. When the direction indicator lever 4 is pushed down to the second stage below, the right direction indicator is switched to the lighting state. In this case, the lane change support process is not started. The direction indicator detection unit 3 transmits the operation result of the direction indicator lever 4 by the driver to the ECU 10 as direction indicator information. The start of the lane change support process using the direction indicator lever 4 is not limited to the above-described method.

  The HMI 5 is an interface for outputting and inputting information between the driver and the lane change assisting device 100. The HMI 5 includes, for example, a display panel that displays image information to the driver, a speaker for outputting sound, an operation button or a touch panel for the driver to perform an input operation, and the like. The HMI 5 transmits information input by the driver (for example, ON / OFF of lane change support execution permission) to the ECU 10. The lane change support process is not started even when the driver operates the direction indicator lever 4 when the execution permission of the lane change support is OFF.

  Further, the HMI 5 performs display display of image information according to a control signal from the ECU 10 and audio output from a speaker. Note that the lane change assist device 100 does not necessarily need to include the HMI 5.

  The actuator 6 is a device that executes traveling control of the vehicle V. The actuator 6 includes at least a throttle actuator, a brake actuator, and a steering actuator. The throttle actuator controls the driving force of the vehicle V by controlling the amount of air supplied to the engine (throttle opening) according to a control signal from the ECU 10. In the case where the vehicle V is a hybrid vehicle or an electric vehicle, a control signal from the ECU 10 may be input to a motor as a power source to control the driving force without including a throttle actuator.

  The brake actuator controls the brake system according to a control signal from the ECU 10 and controls the braking force applied to the wheels of the vehicle V. As the brake system, for example, a hydraulic brake system can be used. The steering actuator controls driving of an assist motor that controls steering torque in the electric power steering system in accordance with a control signal from the ECU 10. Thereby, the steering actuator controls the steering torque of the vehicle V.

  The ECU 10 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], a CAN [Controller Area Network] communication circuit, and the like as physical configurations. In the ECU 10, for example, various functions are realized by loading a program stored in the ROM into the RAM and executing the program loaded in the RAM by the CPU. The ECU 10 may be composed of a plurality of electronic control units.

  ECU10 has the recognition part 11, the elapsed time determination part 12, the control start condition determination part 13, the steering control part 14, and the acceleration control part 15 as a functional structure.

  The recognition unit 11 recognizes the driver's intention to receive lane change support based on the driver's operation. The recognition unit 11 receives the direction indicator information corresponding to the operation of the direction indicator lever 4 by the driver from the direction indicator detection unit 3. When the direction indicator lever 4 including information indicating that the direction indicator lever 4 has been operated up to the first stage to the right or left is received, the recognition unit 11 provides lane change support by the lane change support device 100. Recognize intent to receive. The recognition unit 11 also recognizes the lane change direction (right direction or left direction) that the driver wants.

  The elapsed time determination unit 12 sets the elapsed time, which is the time that has elapsed since the recognition unit 11 recognizes the driver's intention to receive lane change support by the lane change support device 100, to a preset standby time. It is determined whether it has been reached. “Standby time” means that after the recognition unit 11 recognizes the driver's intention to receive lane change support by the lane change support device 100, the lane change support device 100 does not start steering control for lane change support. It is time to wait. The waiting time is, for example, a time for checking whether or not the vehicle V can change lanes from the traveling lane toward the adjacent lane, and is set to 3 seconds as an example.

  Based on the detection result of the external sensor 1 and / or the detection result of the internal sensor 2 (steering angle information or the like), the control start condition determination unit 13 determines whether a control start condition set in advance by the driver's steering is satisfied. Determine. The control start condition is a condition for determining the intention of early execution of the lane change support by the driver.

  For example, the control start condition determination unit 13 recognizes the intention of the driver 11 to receive the driver's lane change support, and then the driver moves toward the lane change direction based on the detection result of the internal sensor 2. When the steering wheel is rotated more than a preset angle, it is determined that the control start condition is satisfied by the driver's steering.

  The control start condition determination unit 13 may recognize the lateral position of the vehicle V in the traveling lane (position in the lane width direction) based on the detection result of the external sensor 1 by a known method. After the recognizing unit 11 recognizes the intention to receive the driver's lane change support, the control start condition determining unit 13 presets the lateral position of the vehicle V in the lane change direction by the driver's steering. When the vehicle moves more than the distance, it is determined that the control start condition is satisfied by the driver's steering.

  The steering control unit 14 determines whether or not the vehicle V is in a state where the lane can be changed from the traveling lane to the adjacent lane. For example, the steering control unit 14 changes the lane of the vehicle V based on the detection results (imaging information, obstacle information, etc.) of the external sensor 1 and the detection results (vehicle speed information, acceleration information, yaw rate information, etc.) of the internal sensor 2. When determining whether or not there is a possibility of contact with an obstacle such as another vehicle.

  In addition, when it is determined that the vehicle V is in a state where the lane can be changed from the traveling lane to the adjacent lane, the steering control unit 14 determines that the elapsed time has reached the standby time by the elapsed time determination unit 12. Then, steering control for lane change support is started. The steering control may be any control that moves the vehicle V from the traveling lane toward the adjacent lane, and a well-known control can be employed.

  Furthermore, when it is determined that the vehicle V is in a state where the lane can be changed from the traveling lane to the adjacent lane, the steering control unit 14 controls the control start condition determination unit even before the elapsed time reaches the standby time. When it is determined in step 13 that the control start condition is satisfied by the driver's steering, lane change assist steering control is started.

  The acceleration control unit 15 starts lane change assist acceleration control when the steering control unit 14 starts steering control. On the other hand, the acceleration control unit 15 does not start acceleration control for lane change support before steering control is started. The acceleration control may be any control that accelerates the speed of the vehicle V to a suitable speed for the vehicle V to move from the traveling lane toward the adjacent lane, and a well-known control can be employed.

  Note that “when steering control is started by the steering control unit 14” is not necessarily strictly limited to the time point when the steering control unit 14 starts steering control. It may be slightly deviated from the starting point. “When the steering control is started by the steering control unit 14” includes a time within a certain time after the steering actuator of the vehicle V is driven by the steering control. The fixed time may be 1 second, 3 seconds, or 5 seconds. That is, the acceleration control unit 15 may be configured to start the acceleration control within a certain time after the steering actuator of the vehicle V is driven by the steering control.

  Next, processing of the lane change support device 100 will be described with reference to FIGS. 2 and 3. FIG. 2 is a plan view for explaining lane change support. In FIG. 2, T1 to T4 indicate changes in state until the vehicle V traveling in the travel lane R1 executes lane change support and changes to the adjacent lane R2. T1 indicates a state in which the vehicle V is traveling in the travel lane R1. T2 indicates a state before the elapsed time reaches the standby time. T3 indicates a state in which steering control and acceleration control are performed after the elapsed time reaches the standby time. T4 shows a state in which the vehicle V completes the lane change and travels in the adjacent lane R2.

  FIG. 3 is a flowchart illustrating processing when steering control and acceleration control are started in the lane change support in the embodiment. The lane change support device 100 starts the flowchart shown in FIG. 3 at the timing when the driver turns on the ignition of the vehicle V or the timing when the driver turns on the execution permission of the lane change support by the HMI 5, for example. . Here, a case where a driver does not perform a special driving operation after indicating the intention to receive lane change support (a case where a driving operation that satisfies the control start condition is not performed) will be described.

  In step S <b> 10, the lane change assistance device 100 determines whether or not the recognition unit 11 has recognized the intention of the driver who is to receive lane change assistance. Specifically, the direction indicator detection unit 3 is a driver for changing the lane of the vehicle V from the traveling lane R1 toward the adjacent lane R2 in the vehicle V traveling in the traveling lane R1 (T1 in FIG. 2). When the direction indicator lever 4 is pushed up (or pushed down) by one step, the direction indicator information related to the operation is transmitted to the recognition unit 11 of the ECU 10. The recognition unit 11 recognizes a driver's intention to receive lane change support by the lane change support device 100 based on the direction indicator information.

  When the recognition unit 11 recognizes the driver's intention to receive lane change support (S10: YES), the lane change support device 100 proceeds to the process of S11. When the recognition unit 11 does not recognize the driver's intention to receive lane change support (S10: NO), the lane change support device 100 repeats the determination process of S10 again.

  In step S <b> 11, the recognition unit 11 transmits a steering control signal that causes the steering control unit 14 to perform steering control of the vehicle V. When the steering control unit 14 receives the steering control signal from the recognition unit 11, the steering control unit 14 enters a standby state in which it waits without starting the steering control. When the steering control unit 14 receives the steering control signal from the recognition unit 11, the steering control unit 14 turns on an acceleration suppression signal that suppresses acceleration control of the vehicle V with respect to the acceleration control unit 15, and performs acceleration control of the vehicle V. Send acceleration control signal. In the present embodiment, “suppress acceleration control” means that acceleration control of the vehicle V is not started.

  When receiving the acceleration control signal with the acceleration suppression signal turned ON from the steering control unit 14, the acceleration control unit 15 waits without starting the acceleration control (T2 in FIG. 2). In this case, the vehicle V maintains the current speed as an example. Further, the vehicle V may continue traveling control during standby when traveling control such as ACC is performed, or may travel according to the driver's acceleration / deceleration driving operation.

  The steering control unit 14 determines whether or not the vehicle V is in a state where the lane can be changed from the travel lane R1 to the adjacent lane R2 in the standby state. When the steering control unit 14 determines that the vehicle V is in a state where the lane can be changed, the lane change assisting apparatus 100 proceeds to the process of S12. On the other hand, when the steering control unit 14 determines that the vehicle V is not in a state where the lane can be changed, the lane change assisting apparatus 100 ends the flowchart shown in FIG. 3 and starts the flowchart again from the beginning. Note that the steering control unit 14 does not have to determine whether or not the vehicle V is in a lane changeable state in the standby state. In this case, whether or not the vehicle V is in a lane changeable state. The driver may determine whether or not.

  In step S12, the elapsed time determination unit 12 determines whether or not the elapsed time has reached the standby time. When it is determined that the elapsed time has reached the standby time (S12: YES), the elapsed time determination unit 12 transmits a steering control start signal for starting the steering control to the steering control unit 14. In this case, the lane change support device 100 proceeds to the process of S13. On the other hand, when the elapsed time determination unit 12 determines that the elapsed time has not reached the standby time (S12: NO), the lane change assist device 100 repeatedly performs the process of S12.

  In step S13, when the steering control unit 14 receives the steering control start signal from the elapsed time determination unit 12, the steering control unit 14 starts the steering control and enters the steering support execution state. That is, the vehicle V starts to move from the travel lane R1 toward the adjacent lane R2. In addition, when the steering control unit 14 receives the steering control start signal from the elapsed time determination unit 12, the steering control unit 14 turns off the acceleration suppression signal for suppressing the acceleration control of the vehicle V to the acceleration control unit 15, and accelerates the vehicle V. An acceleration control signal for performing When the acceleration control unit 15 receives the acceleration control signal with the acceleration suppression signal turned off from the steering control unit 14, the acceleration control unit 15 starts the acceleration control (T3 in FIG. 2).

  When the steering control of the vehicle V is started by the steering control unit 14 and the acceleration control of the vehicle V is started by the acceleration control unit 15, the lane change support is executed by a known procedure. When the vehicle V completes the lane change (T4 in FIG. 2), the lane change support device 100 ends the current lane change support and starts the flowchart shown in FIG. 3 again from the beginning.

  In step S12, the lane change assist device 100 determines that the control start condition is satisfied by the driver's steering by the control start condition determination unit 13 even before the elapsed time reaches the standby time. The process may proceed to step S13.

  As described above, according to the lane change assist device 100 according to the present embodiment, when the driver intends to change the lane of the vehicle V, the acceleration of the vehicle V is started until the steering control of the vehicle V is started. Control does not start. For this reason, it is suppressed that it approaches a front vehicle too much. Further, when the steering control of the vehicle V is started, the acceleration control of the vehicle V is started. For this reason, acceleration before the vehicle V starts moving from the traveling lane R1 toward the adjacent lane R2 is suppressed. Therefore, according to the lane change assist device 100, it is possible to reduce the uncomfortable feeling given to the driver in the lane change assist.

[Reference form]
Then, the lane change assistance apparatus 200 which concerns on a reference form is demonstrated. FIG. 4 is a block diagram illustrating a configuration of a vehicle V including the lane change assisting device 200 according to the reference mode. In FIG. 4, the same components as those in the above embodiment are denoted by the same reference numerals, and redundant description is omitted.

  Compared to the above embodiment, the lane change assist device 200 according to the reference mode performs acceleration control of the lane change assist with the first acceleration when the recognition unit 11 recognizes the driver's intention to receive the lane change assist. The difference is that the acceleration control is executed at a second acceleration larger than the first acceleration when the steering control is started.

  The first acceleration is, for example, an acceleration that does not cause a great sense of discomfort to the driver even before the vehicle V starts to move from the travel lane R1 toward the adjacent lane R2 by steering control. The first acceleration can be fine acceleration. The second acceleration is an acceleration larger than the first acceleration. The second acceleration can be an acceleration having an appropriate magnitude in order to execute the lane change support together with the steering control.

  The acceleration control unit 21 in the ECU 20 of the lane change assist device 200 starts the acceleration control of the lane change assist with the first acceleration when the recognizing unit 11 recognizes the intention of the driver to receive the lane change assist. When the steering control is started by the steering control unit 14, the acceleration control unit 21 executes the acceleration control with a second acceleration larger than the first acceleration.

  Hereinafter, the processing of the lane change support device 200 according to the reference embodiment will be described with reference to FIG.

  FIG. 5 is a flowchart showing processing when steering control and acceleration control are started in the lane change support in the reference mode. The lane change support device 200 starts the flowchart shown in FIG. 5 at the timing when the driver turns on the ignition of the vehicle V or the timing when the driver turns on the execution permission of the lane change support by the HMI 5, for example. . Here, a case where a driver does not perform a special driving operation after indicating the intention to receive lane change support (a case where a driving operation that satisfies the control start condition is not performed) will be described.

  In step S <b> 20, the lane change assistance device 200 determines whether or not the recognition unit 11 has recognized the intention of the driver who wants to receive lane change assistance. The recognition unit 11 recognizes a driver's intention to receive lane change support by the lane change support device 200 based on the direction indicator information.

  When the recognition unit 11 recognizes the driver's intention to receive lane change support (S20: YES), the lane change support apparatus 200 proceeds to the process of S21. If the recognition unit 11 does not recognize the driver's intention to receive lane change support (S20: NO), the lane change support device 200 repeats the determination process of S20 again.

  In step S <b> 21, the recognition unit 11 transmits a steering control signal that causes the steering control unit 14 to perform steering control of the vehicle V. When the steering control unit 14 receives the steering control signal from the recognition unit 11, the steering control unit 14 enters a standby state in which it waits without starting the steering control. In addition, when the steering control unit 14 receives the steering control signal from the recognition unit 11, the steering control unit 14 turns on an acceleration suppression signal that suppresses acceleration control of the vehicle V with respect to the acceleration control unit 21, and performs acceleration control of the vehicle V. Send acceleration control signal. In the present embodiment, “suppressing acceleration control” means that the acceleration applied to the vehicle V in the acceleration control is the first acceleration that is smaller than the second acceleration.

  When the acceleration control unit 21 receives an acceleration control signal with the acceleration suppression signal turned ON from the steering control unit 14, the acceleration control unit 21 starts acceleration control at the first acceleration. That is, the acceleration control unit 21 starts acceleration control at the first acceleration when the recognition unit 11 recognizes the driver's intention to receive lane change support.

  The steering control unit 14 determines whether or not the vehicle V is in a state where the lane can be changed from the travel lane R1 to the adjacent lane R2 in the standby state. When the steering control unit 14 determines that the vehicle V is in a state where the lane can be changed, the lane change assisting device 200 proceeds to the process of S22. On the other hand, if the steering control unit 14 determines that the vehicle V is not in a state where the lane can be changed, the lane change assisting apparatus 200 ends the flowchart shown in FIG. 5 and starts the flowchart again from the beginning. Note that the steering control unit 14 does not have to determine whether or not the vehicle V is in a lane changeable state in the standby state. In this case, whether or not the vehicle V is in a lane changeable state. The driver may determine whether or not.

  In step S22, the elapsed time determination unit 12 determines whether or not the elapsed time has reached the standby time. When it is determined that the elapsed time has reached the standby time (S22: YES), the elapsed time determination unit 12 transmits a steering control start signal for starting the steering control to the steering control unit 14. In this case, the lane change assisting device 200 proceeds to the process of S23. On the other hand, when the elapsed time determination unit 12 determines that the elapsed time has not reached the standby time (S22: NO), the lane change assist device 200 repeatedly performs the process of S22.

  In step S23, when the steering control unit 14 receives the steering control start signal from the elapsed time determination unit 12, the steering control unit 14 starts the steering control and enters the steering support execution state. That is, the vehicle V starts to move from the travel lane R1 toward the adjacent lane R2. In addition, when the steering control unit 14 receives the steering control start signal from the elapsed time determination unit 12, the steering control unit 14 turns off the acceleration suppression signal for suppressing the acceleration control of the vehicle V to the acceleration control unit 21, and accelerates the vehicle V. An acceleration control signal for performing When receiving the acceleration control signal with the acceleration suppression signal turned off from the steering control unit 14, the acceleration control unit 21 starts acceleration control at the second acceleration. That is, the acceleration control unit 21 performs acceleration control at the second acceleration when the steering control is started.

  When the steering control of the vehicle V is started by the steering control unit 14 and the acceleration control of the vehicle V is executed by the acceleration control unit 15, the lane change support is executed by a known procedure. When the vehicle V completes the lane change, the lane change support device 200 ends the current lane change support, and starts again the flowchart shown in FIG. 4 from the beginning.

  In step S22, the lane change assisting device 200 determines that the control start condition is satisfied by the driver's steering by the control start condition determination unit 13 even before the elapsed time reaches the standby time. The process may proceed to step S23.

  As described above, the lane change support device 200 according to the reference embodiment executes the lane change support for performing the steering control of the vehicle V and the acceleration control of the vehicle V so as to change the lane from the traveling lane R1 toward the adjacent lane R2. The lane change support device 200 is a recognition unit 11 that recognizes an intention to receive driver's lane change support based on a driver's operation, and a time that has elapsed since the recognition unit 11 recognized the intention. The elapsed time determination unit 12 that determines whether or not the elapsed time has reached a preset standby time, and the elapsed time determination unit 12 determines that the elapsed time has reached the standby time, or the elapsed time When the control start condition preset by the driver's steering is satisfied before the standby time is reached, the steering control unit 14 that starts the steering control for the lane change support, and the recognition unit 11 recognizes the intention And an acceleration control unit 21 that starts acceleration control for lane change support at the first acceleration and executes acceleration control at a second acceleration larger than the first acceleration when the steering control is started.

  According to the lane change assist device 200, when the driver intends to change the lane of the vehicle V, the vehicle V starts acceleration control at the first acceleration until the steering control of the vehicle V is started. To do. For this reason, compared with the case where a vehicle accelerates by 2nd acceleration before the steering control of the vehicle V is started, it is suppressed that it approaches a front vehicle too much. Further, when the steering control of the vehicle V is started, the acceleration control of the vehicle V by the second acceleration is started. For this reason, it is suppressed that the vehicle V begins to move toward the adjacent lane R2 from the driving lane R1 without sufficiently accelerating. Therefore, according to the lane change assist device 200, it is possible to reduce the uncomfortable feeling given to the driver in the lane change assist.

  As mentioned above, although preferred embodiment of this invention was described, this invention is not restricted to the said embodiment, You may deform | transform in the range which does not change the summary described in the claim.

  In the embodiment and the reference embodiment, the vehicle V may be provided with a dedicated switch or the like for inputting a driver's intention to receive lane change support by the lane change support devices 100 and 200. In this case, the recognition unit 11 may recognize the driver's intention to receive lane change support by the lane change support devices 100 and 200 based on the operation of the switch by the driver. The recognizing unit 11 recognizes the driver's intention to receive lane change support when the traveling state or the external situation of the vehicle V satisfies the setting condition based on the setting operation input in advance by the driver. May be. In addition, the recognition unit 11 may recognize the driver's intention to receive lane change support based on a voice operation (voice input) by the driver.

  Moreover, in the said embodiment and reference form, it is not necessary to necessarily provide the control start condition determination part 13. FIG. Regardless of whether or not the driver is steering, the lane change assist devices 100 and 200 may not start the steering control until the elapsed time determination unit 12 determines that the elapsed time has reached the standby time.

  DESCRIPTION OF SYMBOLS 11 ... Recognition part, 12 ... Elapsed time determination part, 13 ... Control start condition determination part, 14 ... Steering control part, 15 ... Acceleration control part, 100 ... Lane change support device, R1 ... Traveling lane, R2 ... Adjacent lane, V …vehicle.

Claims (1)

A lane change support device for performing lane change support for performing steering control of a vehicle and acceleration control of the vehicle so as to change lanes from a traveling lane toward an adjacent lane,
A recognition unit for recognizing an intention to receive the driver's lane change support based on a driver's operation;
An elapsed time determination unit that determines whether or not an elapsed time that has elapsed since the recognition unit has recognized the intention has reached a preset standby time;
When the elapsed time determination unit determines that the elapsed time has reached the standby time, or before the elapsed time reaches the standby time, a control start condition set in advance by the driver's steering is A steering control unit that starts the steering control of the lane change support when satisfied,
A lane change support device, comprising: an acceleration control unit that starts the acceleration control of the lane change support when the steering control is started and does not start the acceleration control before the steering control is started.

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