JP2021109576A - Travel assistance method and travel assistance device for vehicle - Google Patents

Abstract

To provide a travel assistance method and travel assistance device for a vehicle that, when a traffic jam is occurring in an adjacent lane, prevent an increase in time taken to pass the adjacent lane in which the traffic jam is occurring, by setting a profile for a target vehicle speed corresponding to a traveling operation of a nearby vehicle.SOLUTION: It is determined whether, in an adjacent lane L2, which is adjacent to an own lane L1 on which the own vehicle V1 travels, there is a first section Z1 where a congestion is occurring. It is determined whether the own vehicle V1 enters a second section Z2 adjacent to the first section Z1, in the own lane L1. When it is determined that the own vehicle V1 enters the second section Z2, a profile is generated such that the vehicle speed of the own vehicle V1 when the own vehicle enters the second section Z2 becomes equal to or lower than a predetermined vehicle speed. The vehicle speed of the own vehicle V1 is autonomously controlled based on the generated profile.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle traveling support method and a traveling support device that autonomously control the vehicle speed of the own vehicle.

Based on the information outside the vehicle recognized by the image processing device, the congestion status of the adjacent lane adjacent to the own vehicle's lane is determined, and if it is determined that the adjacent lane is congested, Adaptive Cruise Control (ACC) It is known that by changing the target vehicle speed for control to a preset low vehicle speed for traffic jams, travel control is performed at a vehicle speed that matches the feeling of the driver (Patent Document 1).

Japanese Unexamined Patent Publication No. 2009-214838

However, in the above-mentioned prior art, while the adjacent lane is congested, the vehicle passes through the congested adjacent lane in order to maintain a low vehicle speed until the vehicle passes through the congested section even if no vehicle enters from the adjacent lane. It takes longer to do.

An object to be solved by the present invention is to provide a vehicle traveling support method and a traveling support device that suppress a long time required for passing through an adjacent lane in which a traffic jam is occurring.

The present invention determines whether or not there is a first section in which congestion occurs in an adjacent lane adjacent to the own lane, and whether or not the own vehicle enters the second section of the own lane adjacent to the first section. Is determined. When it is determined that the own vehicle enters the second section, it is determined whether or not there is another vehicle that changes lanes from the first section to the second section in the first section. Then, the position where the own vehicle starts accelerating is set using the judgment result of whether or not there is another vehicle changing lanes, and the target is such that the own vehicle starts accelerating at the position where the own vehicle starts accelerating. Use the vehicle speed profile to support the driving of your vehicle.

According to the present invention, when a traffic jam is occurring in an adjacent lane, it is possible to prevent the time required for passing through the adjacent lane where the traffic jam is occurring from becoming long.

FIG. 1 is a block diagram showing an embodiment of a traveling support system according to the present invention. FIG. 2 is a flowchart showing an example of driving control processing in the traveling support device of the traveling support system shown in FIG. FIG. 3 is a plan view showing an example of a driving scene in which the driving support system shown in FIG. 1 executes driving control. FIG. 4 is a plan view showing another example of a driving scene in which the driving support system shown in FIG. 1 executes driving control. FIG. 5A is a plan view showing an example of setting a position at which the own vehicle starts accelerating by the traveling support device of the traveling support system shown in FIG. FIG. 5B is a plan view showing another example of setting the position at which the own vehicle starts accelerating by the traveling support device of the traveling support system shown in FIG. FIG. 6 is a plan view showing the yaw angle formed by another vehicle changing lanes and an adjacent lane in the embodiment of the present invention. FIG. 7A is a plan view showing still another example of setting the position at which the own vehicle starts accelerating by the traveling support device of the traveling support system shown in FIG. FIG. 7B is a plan view showing still another example of setting the position at which the own vehicle starts accelerating by the traveling support device of the traveling support system shown in FIG. FIG. 8 is a flowchart showing an example of the subroutine of step S7 shown in FIG. FIG. 9A is a flowchart showing an example of the subroutine of step S71 shown in FIG. FIG. 9B is a flowchart showing another example of the subroutine of step S71 shown in FIG. FIG. 10 is a flowchart showing an example of the subroutine of step S73 shown in FIG.

FIG. 1 is a block diagram showing a traveling support system 1000 which is an embodiment of the traveling support system according to the present invention. The travel support system 1000 of the present embodiment includes a travel support device 100 and a vehicle controller 200. The travel support device 100 of the present embodiment includes a communication device 111, the vehicle controller 200 also includes a communication device 211, and the travel support device 100 and the vehicle controller 200 exchange information with each other by wired communication or wireless communication.

More specifically, the driving support system 1000 of the present embodiment includes a sensor 1, a navigation device 2, a map information 3 stored in a readable recording medium, a vehicle information detection device 4, and an environment recognition device 5. The object recognition device 6, the travel support device 100, and the vehicle controller 200 are provided. Each of these sensors 1, the navigation device 2, the map information 3 stored in a readable recording medium, the own vehicle information detection device 4, the environment recognition device 5, the object recognition device 6, and the traveling support device 100. As shown in FIG. 1, the devices are connected by a CAN (Controller Area Network) or other in-vehicle LAN in order to exchange information with each other.

The sensor 1 of the present embodiment detects information about the driving environment including the presence of obstacles located around the own vehicle, such as the front, side, and the entire circumference of the own vehicle, and other conditions around the own vehicle. .. The sensor 1 of the present embodiment includes a device for recognizing environmental information around the own vehicle, for example, a camera including an image sensor such as a CCD, an ultrasonic camera, an infrared camera, and the like. The camera of the present embodiment is installed in the own vehicle, images the surroundings of the own vehicle, and acquires image data including the target vehicle existing around the own vehicle.

The sensor 1 of the present embodiment includes a distance measuring sensor, and the distance measuring sensor calculates a relative distance and a relative speed between the own vehicle and an object. The information of the object detected by the distance measuring sensor is output to the processor 10. As the distance measuring sensor, a laser radar, a millimeter wave radar or the like (LRF or the like), a LiDAR (light detection and ranging) unit, an ultrasonic radar or the like known at the time of filing can be used.

As the sensor 1 of the present embodiment, one or more cameras and a distance measuring sensor can be adopted. The sensor 1 of the present embodiment complements the information lacking in the detection information by integrating or synthesizing a plurality of different sensor information such as the detection information of the camera and the detection information of the distance measuring sensor, and surrounds the own vehicle. It has a sensor fusion function that can be used as environmental information. This sensor fusion function may be incorporated into the environment recognition device 5, the object recognition device 6, or other controller or logic.

Objects detected by the sensor 1 are road lane boundaries, center lines, road signs, medians, guardrails, curbs, highway side walls, road signs, traffic lights, pedestrian crossings, construction sites, accident sites, and traffic restrictions. including. Objects detected by the sensor 1 include automobiles (other vehicles) other than the own vehicle, motorcycles, bicycles, and pedestrians. The object detected by the sensor 1 includes an obstacle. Obstacles are objects that may affect the running of your vehicle. The sensor 1 detects at least information about obstacles.

The navigation device 2 of the present embodiment refers to the map information 3 and calculates a travel lane / travel route from the current position detected by the own vehicle information detection device 4 to the destination. The traveling lane or traveling route is a linear shape in which the road, direction (up / down) and lane on which the own vehicle travels are identified. The travel route includes information on the travel lane. Hereinafter, the traveling lane may be abbreviated as a lane.

The map information 3 of the present embodiment is stored in a readable state in a recording medium provided in the travel support device 100, the in-vehicle device, or the server device, and is used for route generation and / or operation control. The map information 3 of the present embodiment includes road information, facility information, and attribute information thereof. Road information and road attribute information include road width, radius of curvature, shoulder structure, road traffic regulations (speed limit, lane changeability), road confluences, branch points, lane increase / decrease positions, etc. Contains information. The map information 3 of the present embodiment is so-called high-definition map information, and according to the high-definition map information, the movement locus for each lane can be grasped. High-definition map information includes two-dimensional position information and / or three-dimensional position information at each map coordinate, road / lane boundary information at each map coordinate, road attribute information, lane up / down information, lane identification information, and connection destination. Includes lane information.

Further, the map information 3 of the present embodiment includes information on the track boundary indicating the boundary between the track on which the own vehicle travels and the rest. The runway on which the own vehicle travels is a road on which the own vehicle travels, and the form of the runway is not particularly limited. The track boundary exists on each of the left and right sides with respect to the traveling direction of the own vehicle. The form of the track boundary is not particularly limited, and examples thereof include road markings and road structures. Examples of the track boundary of the road marking include a lane boundary line and a center line. Further, the runway boundary of the road structure includes, for example, a median strip, a guardrail, a curb, a tunnel, or a side wall of a highway. Note that the track boundary is set in advance in the map information 3 for a point (for example, inside an intersection) where the track boundary cannot be clearly specified. The preset track boundaries are fictitious track boundaries, not road markings or road structures that actually exist.

The own vehicle information detection device 4 of the present embodiment acquires detection information regarding the state of the own vehicle. The state of the own vehicle includes the current position, speed, acceleration, attitude, and vehicle performance of the own vehicle. These may be acquired from the vehicle controller 200 of the own vehicle, or may be acquired from each sensor of the own vehicle. The own vehicle information detection device 4 of the present embodiment acquires the current position of the own vehicle based on the information acquired from the GPS (Global Positioning System) unit, the gyro sensor, and the odometry of the own vehicle. Further, the own vehicle information detection device 4 of the present embodiment acquires the speed and acceleration of the own vehicle from the vehicle speed sensor of the own vehicle. Further, the own vehicle information detection device 4 of the present embodiment acquires the attitude data of the own vehicle from the inertial measurement unit (IMU) of the own vehicle.

The environment recognition device 5 of the present embodiment obtains position information acquired by the sensor 1, image information around the own vehicle, object recognition information obtained from distance measurement information, and information on the environment constructed based on map information. recognize. The environment recognition device 5 of the present embodiment generates environmental information around the own vehicle by integrating a plurality of pieces of information. The object recognition device 6 of the present embodiment also uses the map information 3 and predicts the recognition and movement of the object around the own vehicle by using the image information and the distance measurement information around the own vehicle acquired by the sensor 1.

The vehicle controller 200 of the present embodiment is an in-vehicle computer such as an electronic control unit (ECU), and electronically controls a drive mechanism 210 that controls the driving of the vehicle. The vehicle controller 200 controls a drive device, a braking device, and a steering device included in the drive mechanism 210 to drive the own vehicle according to a target vehicle speed and a target travel route. A control command based on the operation plan of the own vehicle is input to the vehicle controller 200 from the travel support device 100. The target vehicle speed, target travel route, and operation plan of the own vehicle will be described later.

The drive mechanism 210 of the present embodiment includes an electric motor and / or an internal combustion engine as a traveling drive source, a power transmission device including a drive shaft and an automatic transmission for transmitting the output from these traveling drive sources to the drive wheels, and power transmission. It includes a drive device that controls the device, a braking device that brakes the wheels, a steering device that controls the total steering wheel according to the steering angle of the steering wheel (so-called steering wheel), and the like. A control signal corresponding to the target vehicle speed is input to the vehicle controller 200 from the traveling support device 100. The vehicle controller 200 generates each control signal of the drive mechanism 210 based on the control signal input from the travel support device 100, and executes control of the driving behavior including acceleration / deceleration of the vehicle. By transmitting control information to the drive device of the drive mechanism 210, the speed control of the vehicle can be autonomously controlled.

Further, the vehicle controller 200 of the present embodiment uses any one or more of the lane information stored in the map information 3, the information recognized by the environment recognition device 5, and the information acquired by the object recognition device 6. The steering device of the drive mechanism 210 is controlled so that the own vehicle travels while maintaining a predetermined lateral position (position in the left-right direction of the vehicle) with respect to the target travel path. The steering device includes a steering actuator, and the steering actuator includes a motor and the like attached to a column shaft of the steering. A control signal corresponding to the target travel route is input to the vehicle controller 200 from the travel support device 100. The steering device of the drive mechanism 210 executes steering control of the vehicle based on a control signal input from the vehicle controller 200. By transmitting control information to the steering device of the drive mechanism 210, the steering control of the vehicle can be autonomously controlled.

The travel support device 100 of the present embodiment executes control to support the travel of the own vehicle by controlling the operation of the own vehicle. As shown in FIG. 1, the travel support device 100 of the present embodiment includes a processor 10. The processor 10 serves as an operation circuit that functions as a travel support device 100 by executing a ROM (Read Only Memory) 12 in which a program for executing operation control of the own vehicle is stored and a program stored in the ROM 12. It is a computer including a CPU (Central Processing Unit) 11 and a RAM (Random Access Memory) 13 that functions as an accessible storage device. The processor 10 of the present embodiment controls various functions by the cooperation of the software for realizing the above functions and the above-mentioned hardware. The processor 10 includes a communication device 111 and an output device 110, and issues various output or input commands, information reading permission or information provision commands to the vehicle controller 200, the navigation device 2, the map information 3, and the own vehicle information detection device. 4. Output to the environment recognition device 5 and the object recognition device 6. The processor 10 exchanges information with the sensor 1, the navigation device 2, the map information 3, the own vehicle information detection device 4, the environment recognition device 5, the object recognition device 6, and the vehicle controller 200.

The processor 10 of the present embodiment includes a destination setting unit 120, a route planning unit 130, an operation planning unit 140, a travelable area calculation unit 150, a route generation unit 160, and a driving behavior control unit 170. Each controls its own function. The processor 10 of the present embodiment includes the destination setting unit 120, the route planning unit 130, the operation planning unit 140, the travelable area calculation unit 150, the route generation unit 160, and the driving behavior control unit 170, respectively. It is composed of software for realizing or executing each process and cooperation with the above-mentioned hardware.

The procedure for controlling the processor 10 of the present embodiment will be described with reference to FIG. FIG. 2 is a flowchart for explaining the procedure of the operation control process of the traveling support system according to the present embodiment. The outline of the driving control process executed by the driving support device 100 will be described with reference to FIG.

First, in step S1 of FIG. 2, the processor 10 executes a process of acquiring the current position of the own vehicle based on the detection result of the own vehicle information detection device 4 by the destination setting unit 120, and in the subsequent step S2. Executes the process of setting the destination of the own vehicle. The destination may be user-entered or predicted. In the following step S3, the processor 10 acquires various detection information including the map information 3 by the route planning unit 130. In the following step S4, the processor 10 sets the travel lane (or travel route) for the destination set by the destination setting unit 120 by the route planning unit 130. The processor 10 sets the traveling lane by the route planning unit 130 using the information obtained from the environment recognition device 5 and the object recognition device 6 in addition to the map information 3 and the self-position information. The processor 10 sets the road on which the own vehicle travels by the route planning unit 130, but sets the lane in which the own vehicle travels on the road, not limited to the road.

In the following step S5, the processor 10 executes a process of planning the driving behavior of the own vehicle at each point on the route by the driving planning unit 140. The driving plan defines driving behavior such as progress (GO) and stop (No-GO) at each point. For example, when turning right at an intersection, it is determined whether or not to stop at the position of the stop line, and the progress of a vehicle in the oncoming lane is determined.

In the following step S6, in order to execute the driving action planned in step S5, the processor 10 is subjected to the environment recognition device 5 and the object recognition device 6 in addition to the map information 3 and the self-position information by the travelable area calculation unit 150. Using the information obtained from the above, a process of calculating a travelable area (also referred to as a travelable area) around the own vehicle is executed. The travelable area is not limited to the lane in which the own vehicle travels, and may be a lane adjacent to the lane in which the own vehicle travels (also referred to as an adjacent lane). Further, the travelable area may be any area as long as the vehicle can travel, and may be a region other than the area recognized as a lane on the road.

In the following step S7, the processor 10 executes a process of generating a target travel route on which the own vehicle travels by the route generation unit 160. In addition, the processor 10 calculates the target vehicle speed and the profile of the target vehicle speed when traveling along the target travel route by the driving behavior control unit 170. The processor 10 may calculate the target deceleration and the target acceleration with respect to the current vehicle speed, and their profiles, in place of or in combination with the target vehicle speed. The calculated target vehicle speed is fed back to the target travel route generation process, and the target travel route is generated so as to suppress changes in the behavior of the vehicle and movements (behavior) that the occupants of the vehicle feel uncomfortable. May be good. The generated target traveling route may be fed back to the target vehicle speed calculation process to calculate the target vehicle speed so as to suppress changes in the behavior of the vehicle and movements (behaviors) that make the occupants of the vehicle feel uncomfortable.

In step S8, the processor 10 executes a process of formulating an operation plan for driving the generated target travel route to the own vehicle. Further, the processor 10 executes a process of formulating an operation plan for traveling the own vehicle at the calculated target vehicle speed. Then, in step S9, the output device 110 of the processor 10 outputs a control command and a control command value based on the operation plan to the vehicle controller 200 via the communication device 111, and operates the drive mechanism 210 which is various actuators.

The vehicle controller 200 inputs a vertical force and a lateral force that control the traveling position of the own vehicle based on the command value from the processor 10. According to these inputs, the behavior of the vehicle body and the behavior of the wheels are controlled so that the own vehicle autonomously travels following the target travel route. Based on these controls, at least one of the drive actuator and the braking actuator of the vehicle body drive mechanism 210 operates autonomously as necessary, and autonomous operation control to the destination is executed. NS. Of course, the drive mechanism 210 can also be operated according to the command value based on the manual operation.

The driving support device 100 of the present embodiment autonomously controls the vehicle speed of the own vehicle based on the profile of the target vehicle speed calculated by the processor 10 by the driving behavior control unit 170, but if a predetermined condition is satisfied, the target vehicle speed is controlled. The profile is updated, and the vehicle speed of the own vehicle is autonomously controlled based on the updated profile. Specifically, the traveling support device 100 of the present embodiment determines whether or not there is a first section in which congestion occurs in the adjacent lane adjacent to the own lane in which the own vehicle travels, and determines whether or not there is a first section in the own lane. It is determined whether or not the own vehicle enters the second section adjacent to the first section. When it is determined that the own vehicle does not enter the second section, the vehicle speed of the own vehicle is autonomously controlled based on the profile of the original target vehicle speed without updating the profile of the target vehicle speed. On the other hand, when it is determined that the own vehicle enters the second section, the profile of the target vehicle speed is updated, and the vehicle speed of the own vehicle is autonomously controlled based on the updated profile.

FIG. 3 is a plan view showing an example of a driving scene in which the driving support system 1000 of the present embodiment executes driving control. In the driving scene of FIG. 3, in the adjacent lane L2 adjacent to the own lane L1 in which the own vehicle V1 is traveling, another vehicle V2'entering a right turn from the adjacent lane L2 to the side road L3 leading to the shopping mall or the like moves in the traveling direction. It is a driving scene in which the vehicle is traveling at a low speed to change.

In the traveling scene shown in FIG. 3, the traveling support device 100 of the present embodiment determines whether or not there is a first section Z1 in which congestion occurs in the adjacent lane L2. In the traveling scene shown in FIG. 3, since the traffic jam caused by the six other vehicles V2 is generated in the adjacent lane L2 with V2'beginning, the traveling support device 100 of the present embodiment has the first section shown in FIG. It is determined that there is Z1. Next, the traveling support device 100 of the present embodiment determines whether or not the own vehicle V1 enters the second section Z2 adjacent to the first section Z1 in the own lane L1. In the driving scene shown in FIG. 3, since there are only two lanes, the own lane L1 and the adjacent lane L2, the own vehicle V1 traveling straight on the own lane L1 has no choice but to travel in the own lane L1 without congestion. do not have. Therefore, the traveling support device 100 of the present embodiment determines that the own vehicle V1 enters the second section Z2 shown in FIG. Since it is determined that the own vehicle V1 enters the second section Z2, the traveling support device 100 of the present embodiment updates the profile of the target vehicle speed and autonomously controls the vehicle speed of the own vehicle V1 based on the updated profile.

FIG. 4 is a plan view showing an example of a running scene different from that of FIG. The driving support system 1000 of the present embodiment also executes driving control in the driving scene shown in FIG. In the driving scene of FIG. 4, at a confluence point (hereinafter, also referred to as an X-shaped confluence point) in which the confluence and the branch are composed of the same lane, the other is in the adjacent lane L2 adjacent to the own lane L1 in which the own vehicle V1 travels. This is a driving scene in which the vehicle V2 is congested.

In the traveling scene shown in FIG. 4, the traveling support device 100 of the present embodiment determines whether or not there is a first section Z1 in which congestion occurs in the adjacent lane L2. In the driving scene shown in FIG. 4, for example, the other vehicle V2 ”decelerates due to a vehicle changing lanes from the adjacent lane L2 to the own vehicle V1, causing congestion due to 10 other vehicles V2 to occur in the adjacent lane L2. In this case, the travel support device 100 of the present embodiment determines that there is the first section Z1 shown in FIG. 3. Next, the travel support device 100 of the present embodiment is the first in the own lane L1. It is determined whether or not the own vehicle V1 enters the second section Z2 adjacent to the section Z1. In the traveling scene shown in FIG. 4, since there is another vehicle V3 running in parallel with the own vehicle V1, the own vehicle V1 Therefore, the traveling support device 100 of the present embodiment determines that the own vehicle V1 enters the second section Z2 shown in FIG. 4. The own vehicle V1 determines that the own vehicle V1 enters the second section Z2. The travel support device 100 of the present embodiment updates the profile of the target vehicle speed, and autonomously controls the vehicle speed of the own vehicle V1 based on the updated profile.

The traveling support device 100 of the present embodiment first determines whether or not there is a first section Z1 in the adjacent lane L2 in any of the traveling scenes of FIGS. 3 and 4. When determining whether or not there is the first section Z1, the travel support device 100 of the present embodiment uses, for example, map information 3, and whether or not there is a branch in the adjacent lane L2 in front of the own vehicle V1. Is determined. When it is determined that there is a branch in the adjacent lane L2 in front of the own vehicle V1, the traveling support device 100 of the present embodiment determines whether or not there are a plurality of rows of other vehicles V2 in the adjacent lane L2. .. A sensor 1 such as an in-vehicle camera is used for this determination. When it is determined that there are a plurality of other vehicles V2 in the adjacent lane L2, the traveling support device 100 of the present embodiment uses a sensor 1 such as an in-vehicle camera or a distance measuring sensor to use the plurality of other vehicles V2. Detects the average vehicle speed of. Then, it is determined whether or not the average vehicle speed of the plurality of other vehicles V2 is equal to or less than the predetermined average vehicle speed, and if it is equal to or less than the predetermined average vehicle speed, it is determined that there is the first section Z1. On the other hand, when the average vehicle speed of the plurality of other vehicles V2 is equal to or higher than the predetermined average vehicle speed, it is determined that there is no first section Z1. Here, the number of the plurality of other vehicles V2 forming a convoy is not particularly limited, but may be, for example, at least three or more. Further, the predetermined average vehicle speed is not particularly limited, and an appropriate value can be set.

Alternatively, in order to determine whether or not there is the first section Z1 in the adjacent lane L2, the travel support device 100 of the present embodiment communicates with the outside of the own vehicle V1 by the communication device 111, and is self-reliant. Information may be obtained from the outside of the vehicle V1. In this case, the traveling support device 100 of the present embodiment determines whether or not there is the first section Z1 in the adjacent lane L2 by using the information obtained from the outside of the own vehicle V1. The information obtained from the outside of the own vehicle V1 is, for example, the information obtained by communicating with the outside of the own vehicle V1 by the communication device 111 of the traveling support device 100 of the present embodiment. It may be road congestion information, or the communication device 111 of the travel support device 100 of the present embodiment can perform inter-vehicle communication with another vehicle V2 traveling around the own vehicle V1. It may be detection information regarding the current position, speed, acceleration, posture, etc., and environmental information around the other vehicle V2.

In the traveling scene shown in FIG. 3, since the other vehicle V2'changes the traveling direction toward the frontage road L3, the other vehicle V2 travels at a relatively slow vehicle speed. On the other hand, in the traveling scene shown in FIG. 4, for example, when the X-shaped confluence point is on the motorway, the other vehicles V2 and V2 "do not always travel at a low speed. In the scene, when the own vehicle V1 driving the own lane L1 and a row of a plurality of other vehicles V2 driving the adjacent lane L2 travel at a relatively high vehicle speed instead of a low speed, the vehicle speed of the own vehicle V1 is used. When the difference from the average vehicle speed of a plurality of other vehicles V2 is large, the own vehicle V1 passes through the lane of the other vehicle V2 in consideration of the entry of the other vehicle V2 from the adjacent lane L2 into the own lane L1. Sometimes the vehicle speed is suppressed. Even in such a driving scene, the traveling support device 100 of the present embodiment executes driving control. That is, in the present embodiment, it occurs in the first section Z1 of the adjacent lane L2. The congestion of the vehicle V2 does not necessarily mean that the train of other vehicles V2 travels at a low speed.

In a traveling scene in which the own vehicle V1 and the other vehicle V2 travel at a relatively high vehicle speed, in order to determine whether or not there is a first section Z1 in the adjacent lane L2, the traveling support device 100 of the present embodiment is, for example, , The vehicle speed of the own vehicle V1 is detected by a sensor 1 such as a vehicle speed sensor, and whether or not there are a plurality of rows of other vehicles V2 in the adjacent lane L2 is determined by a sensor 1 such as an in-vehicle camera. When it is determined that there are a plurality of other vehicles V2 in the adjacent lane L2, the traveling support device 100 of the present embodiment uses a sensor 1 such as an in-vehicle camera or a distance measuring sensor to use the plurality of other vehicles V2. Detects the average vehicle speed of. Then, it is determined whether or not the difference between the vehicle speed of the own vehicle V1 and the average vehicle speed of the plurality of other vehicles V2 is equal to or greater than a predetermined value, and when it is determined that the difference is equal to or greater than the predetermined value, the present embodiment The travel support device 100 determines that there is a first section Z1. Further, using the map information 3 and the own vehicle information detection device 4, the travel support device 100 of the present embodiment has the own vehicle V1 entering the second section Z2 adjacent to the first section Z1 in the own lane L1. Judge whether or not. When it is determined that the own vehicle V1 enters the second section Z2, the traveling support device 100 of the present embodiment updates the profile of the target vehicle speed and autonomously controls the vehicle speed of the own vehicle V1 based on the updated profile. .. On the other hand, when the difference between the vehicle speed of the own vehicle V1 and the average vehicle speed of the plurality of other vehicles V2 is equal to or less than a predetermined value, the travel support device 100 of the present embodiment does not have the first section Z1. judge. Here, the number of the plurality of other vehicles V2 forming a convoy is not particularly limited, but may be, for example, at least three or more. Further, the predetermined value is not particularly limited, and an appropriate value can be set.

In the driving scenes as shown in FIGS. 3 and 4, when it is determined that the own vehicle V1 enters the second section Z2, the traveling support device 100 of the present embodiment creates and updates the profile of the target vehicle speed. When creating a profile of the target vehicle speed, the travel support device 100 of the present embodiment has at least one other vehicle V2 that changes lanes from the first section Z1 to the second section Z2 in the first section Z1. Is determined by a sensor 1 such as an in-vehicle camera. When it is determined that there is at least one other vehicle V2 that changes lanes, a position P at which the own vehicle V1 starts accelerating is set in the second section Z2 in front of at least one other vehicle V2. On the other hand, when it is determined that there is no other vehicle V2 that changes lanes, the own vehicle V1 enters the second section Z2 so that the own vehicle V1 starts accelerating when entering the second section Z2. At the position, the position P at which the own vehicle V1 starts accelerating is set. As a result, when traffic congestion occurs in the adjacent lane, it is possible to prevent the time required for passing through the adjacent lane where the traffic congestion occurs from becoming long.

In the first section Z1, in order to determine whether or not there is at least one other vehicle V2 that changes lanes from the first section Z1 to the second section Z2, the traveling support device 100 of the present embodiment is, for example, an adjacent lane. The operation of the blinker of another vehicle V2 traveling on L2 is detected by using a sensor 1 such as an in-vehicle camera. When the direction in which the blinker of the other vehicle V2 is operating indicates a lane change from the first section Z1 to the second section Z2, the traveling support device 100 of the present embodiment has the first section Z1 to the second section. It is determined that there is another vehicle V2 that changes lanes in Z2. On the other hand, when the blinker operation is not detected for any other vehicle V2 traveling in the adjacent lane L2, or the direction in which the blinker of the other vehicle V2 is operating changes from the first section Z1 to the second section Z2. When the lane change is not indicated, the travel support device 100 of the present embodiment determines that there is no other vehicle V2 that changes lanes from the first section Z1 to the second section Z2.

FIG. 5A is a plan view showing an example of setting the position P at which the own vehicle V1 starts accelerating by the traveling support device 100 of the present embodiment. In the traveling scene shown in FIG. 5A, at the X-shaped confluence point shown in FIG. 4, one of the other vehicles V2 traveling in the adjacent lane L2 is the other vehicle V2a, and the own vehicle V1 is traveling in the own lane L1. This is a driving scene in which the blinker on the L1 side of the own lane is operated in order to change lanes. In this driving scene, the traveling support device 100 of the present embodiment detects the operation of the blinker of the other vehicle V2a by using the sensor 1 such as an in-vehicle camera, and the direction in which the blinker is operating is on the second section Z2 side. Therefore, it is determined that the other vehicle V2a changes lanes from the first section Z1 to the second section Z2. Based on this determination, the traveling support device 100 of the present embodiment sets a position Pa in which the own vehicle V1 starts accelerating in front of the other vehicle V2a in the second section Z2. As a result, it is possible to urge another vehicle V2a to change lanes before the own vehicle V1 starts accelerating.

FIG. 5B is a plan view showing another example of setting the position P at which the own vehicle V1 starts accelerating by the traveling support device 100 of the present embodiment. In the traveling scene shown in FIG. 5B, at the X-shaped confluence point shown in FIG. 4, two other vehicles V2b and V2c of the other vehicles V2 traveling in the adjacent lane L2 are traveling on their own vehicle V1. This is a driving scene in which the blinker on the L1 side of the own lane is operated in order to change the lane to the lane L1. In this driving scene, the traveling support device 100 of the present embodiment detects the operation of the blinkers of the other vehicles V2a and V2c by using the sensor 1 such as an in-vehicle camera, and the direction in which the blinkers are operating is the second section Z2. Since it is on the side, it is determined that the other vehicles V2a and V2c change lanes from the first section Z1 to the second section Z2. Based on this determination, the travel support device 100 of the present embodiment sets the position Pb at which the own vehicle V1 starts accelerating in the second section Z2, but as in the travel scene shown in FIG. 5B, the first When there are a plurality of other vehicles that change lanes from the first section Z1 to the second section Z2, the traveling support device 100 of the present embodiment is the closest to the head of the traffic jam in the adjacent lane L2 among the other vehicles V2a and V2c. The position Pb at which the own vehicle V1 starts accelerating is set ahead of the other vehicle V2c. As a result, it is possible to prompt the two other vehicles V2b and V2c to change lanes before the own vehicle V1 starts accelerating.

In the first section Z1, the means for determining whether or not there is at least one other vehicle V2 that changes lanes from the first section Z1 to the second section Z2 is not limited to detecting the operation of the blinker of the other vehicle V2. The traveling support device 100 of the present embodiment changes lanes from the first section Z1 to the second section Z2 by detecting, for example, the yaw angle formed by the adjacent lane L2 and the other vehicle V2 by a sensor 1 such as an in-vehicle camera. It may be determined whether or not there is another vehicle V2. When the yaw angle is equal to or greater than the predetermined yaw angle, the traveling support device 100 of the present embodiment determines that there is another vehicle that changes lanes from the first section Z1 to the second section Z2. On the other hand, when the yaw angle is equal to or less than the predetermined yaw angle, the traveling support device 100 of the present embodiment determines that there is no other vehicle that changes lanes from the first section Z1 to the second section Z2. The yaw angle detected by the traveling support device 100 of the present embodiment may be detected together with the detection of the operation of the blinker.

FIG. 6 is a plan view showing the yaw angle formed by the other vehicle V2 changing lanes and the adjacent lane L2 in the present embodiment. In FIG. 6, the other vehicle V2 is trying to change lanes from the adjacent lane L2 to the own lane L1. In the present embodiment, the yaw angle refers to an angle α formed by a straight line SL1 parallel to the adjacent lane L2 and a straight line SL2 passing through the center of another vehicle V2. The value of the predetermined yaw angle of the present embodiment is not particularly limited, and an appropriate value can be set.

FIG. 7A is a plan view showing an example of setting the position P at which the own vehicle V1 starts accelerating by the traveling support device 100 of the present embodiment. In the traveling scene shown in FIG. 7A, at the X-shaped confluence point shown in FIG. 4, one of the other vehicles V2 traveling in the adjacent lane L2 is the other vehicle V2d, and the own vehicle V1 is traveling in the own lane L1. This is a driving scene in which the traveling direction is changed toward the own lane L1 in order to change the lane. In this driving scene, the traveling support device 100 of the present embodiment detects the yaw angle α of another vehicle V2d using a sensor 1 such as an in-vehicle camera, and if the yaw angle α is equal to or greater than a predetermined yaw angle, another It is determined that the vehicle V2d changes lanes from the first section Z1 to the second section Z2. Based on this determination, the traveling support device 100 of the present embodiment sets a position Pc in which the own vehicle V1 starts accelerating in front of the other vehicle V2d in the second section Z2. As a result, it is possible to prompt the other vehicle V2d to change lanes before the own vehicle V1 starts accelerating.

FIG. 7B is a plan view showing another example of setting the position P at which the own vehicle V1 starts accelerating by the traveling support device 100 of the present embodiment. In the traveling scene shown in FIG. 7B, at the X-shaped confluence point shown in FIG. 4, two other vehicles V2e and V2f of the other vehicles V2 traveling in the adjacent lane L2 are traveling on their own vehicle V1. This is a traveling scene in which the traveling direction is changed toward the own lane L1 in order to change the lane to the lane L1. In this driving scene, the traveling support device 100 of the present embodiment detects the yaw angle α of other vehicles V2e and V2f using a sensor 1 such as an in-vehicle camera, and the yaw angle α is both equal to or higher than a predetermined yaw angle. It is determined that the other vehicles V2e and V2f change lanes from the first section Z1 to the second section Z2. Based on this determination, the travel support device 100 of the present embodiment sets the position Pd at which the own vehicle V1 starts accelerating in the second section Z2. Similar to FIG. 5B, in the traveling scene shown in FIG. 7B, there are a plurality of other vehicles that change lanes from the first section Z1 to the second section Z2. In the traveling scene shown in FIG. 7B, in the traveling support device 100 of the present embodiment, the own vehicle V1 is located in front of the other vehicle V2f closest to the head of the traffic jam in the adjacent lane L2 among the other vehicles V2e and V2f. Set the position Pd to start acceleration. As a result, it is possible to prompt the two other vehicles V2e and V2f to change lanes before the own vehicle V1 starts accelerating.

When setting the position P at which the own vehicle V1 starts accelerating, if the traveling support device 100 of the present embodiment is in front of the other vehicle V2, the own vehicle V1 is placed at an appropriate position in the second section Z2. The position P to start acceleration can be set. For example, the traveling support device 100 of the present embodiment has its own vehicle V1 in front of the distance required for the other vehicle V2 to change lanes from the position of the other vehicle V2 that changes lanes from the first section Z1 to the second section Z2. Sets the position P where will start accelerating.

Further, when creating and updating the profile of the target vehicle speed, the traveling support device 100 of the present embodiment generates a profile such that the vehicle speed of the own vehicle V1 when entering the second section Z2 is equal to or less than the predetermined vehicle speed. do. The value of the predetermined vehicle speed is not particularly limited, and an appropriate value (for example, 10 km / h to 40 km / h) may be set so as to dispel the anxiety of the occupant when the own vehicle V1 enters the second section Z2. can. The own vehicle V1 may drive at a vehicle speed equal to or lower than the predetermined vehicle speed until the position P at which the own vehicle V1 starts accelerating after entering the second section Z2 at a vehicle speed equal to or lower than the predetermined vehicle speed.

Alternatively, or in addition to this, when creating and updating a profile of the target vehicle speed, the traveling support device 100 of the present embodiment uses a sensor 1 such as an in-vehicle camera or a distance measuring sensor to obtain a second. The average vehicle speed of a plurality of other vehicles V2 traveling in one section Z1 is detected. Then, when the own vehicle V1 enters the second section Z2 so that the difference from the average vehicle speeds of the plurality of other vehicles V2 is less than a predetermined value (for example, 20 km / h), the own vehicle V1 enters the second section Z2. to the calculated target vehicle speed _{V T} of the vehicle V1. By making the vehicle speed when the own vehicle V1 enters the second section Z2 closer to the average vehicle speed of the other vehicle V2, the anxiety of the occupants can be eliminated. Even if the own vehicle V1 enters the second section Z2 at a vehicle speed in which the difference from the average vehicle speeds of the plurality of other vehicles V2 is equal to or less than a predetermined value, and then drives at a constant speed to the position P where the own vehicle V1 starts accelerating. good. Alternatively, the own vehicle V1 reaches the position P where the own vehicle V1 starts accelerating after entering the second section Z2 at a vehicle speed in which the difference from the average vehicle speeds of the plurality of other vehicles V2 is equal to or less than a predetermined value. You may slow down until you do. Alternatively, the own vehicle V1 enters the second section Z2 at a vehicle speed in which the difference from the average vehicle speeds of the plurality of other vehicles V2 is equal to or less than a predetermined value, and then until the vehicle speed of the own vehicle V1 reaches the predetermined vehicle speed. After decelerating and the vehicle speed of the own vehicle V1 reaches a predetermined vehicle speed, the vehicle may be driven at a constant speed until the position P at which the own vehicle V1 starts accelerating is reached.

Next, the operation control process according to the present embodiment will be described with reference to FIGS. 8 to 10. 8 to 10 are flowcharts showing operation control processing in the processor 10 of the present embodiment. The operation control process described below is executed by the travel support device 100 of the present embodiment at predetermined time intervals.

FIG. 8 is an example of the subroutine of step S7 shown in FIG. The processor 10 of the present embodiment calculates the profile of the target vehicle speed in step S7 of FIG. When calculating the profile of the target vehicle speed, the processor 10 of the present embodiment performs processing according to the procedure shown in FIG. 8, for example.

In step S71, the processor 10 determines whether or not there is a first section Z1 in which congestion is occurring in the adjacent lane L2. If it is determined that there is no first section Z1 (step S71: NO), the process proceeds to step S8 of FIG. On the other hand, if it is determined that there is the first section Z1 (step S71: YES), the process proceeds to step S72.

In step S72, the processor 10 determines whether or not the own vehicle V1 enters the second section Z2 by using the map information 3 and the own vehicle information detection device 4. If it is determined that the own vehicle V1 does not enter the second section Z2 (step S71: NO), the process proceeds to step S8 of FIG. On the other hand, when it is determined that the own vehicle V1 enters the second section Z2 (step S71: YES), the process proceeds to step S73, and the processor 10 updates the profile of the target vehicle speed by the driving behavior control unit 170. ..

FIG. 9A is an example of the subroutine of step S71 shown in FIG. When determining whether or not there is a first section Z1 in which congestion is occurring in the adjacent lane L2, the processor 10 of the present embodiment performs the determination process by, for example, the procedure shown in FIG. 9A.

In step S711, the processor 10 determines from the map information 3 whether or not there is a branch in the adjacent lane L2 in front of the own vehicle V1. If there is no branch in the adjacent lane L2 in front of the own vehicle V1 (step S7111: NO), the process proceeds to step S8 in FIG. On the other hand, if there is a branch in the adjacent lane L2 in front of the own vehicle V1 (step S711: YES), the process proceeds to step S712.

In step S712, the processor 10 uses a sensor 1 such as an in-vehicle camera to determine whether or not there are a plurality of other vehicles V2 in the adjacent lane L2. If there are no lanes of a plurality of other vehicles V2 in the adjacent lane L2 (step S712: NO), the process proceeds to step S8 of FIG. On the other hand, if there are a plurality of other vehicles V2 in the adjacent lane L2 (step S712: YES), the process proceeds to step S713, and the sensors 1 such as the in-vehicle camera and the distance measuring sensor are used to perform the plurality of other vehicles. Detects the average vehicle speed of the vehicle line of vehicle V2.

In step S714, the processor 10 determines whether or not the average vehicle speed of the plurality of other vehicles V2 is equal to or lower than the predetermined average vehicle speed. When the average vehicle speed of the plurality of other vehicles V2 is equal to or higher than the predetermined average vehicle speed (step S714: NO), the process proceeds to step S8 of FIG. On the other hand, when the average vehicle speed of the plurality of other vehicles V2 is equal to or lower than the predetermined average vehicle speed (step S714: YES), the process proceeds to step S72 of FIG.

FIG. 9B is another example of the subroutine in step S71 shown in FIG. When determining whether or not there is a first section Z1 in which congestion is occurring in the adjacent lane L2, the processor 10 of the present embodiment determines by, for example, the procedure shown in FIG. 9B instead of the routine of FIG. 9A. Processing can be performed.

In step S711', the processor 10 detects the vehicle speed of the own vehicle V1. In step S712', the processor 10 uses a sensor 1 such as an in-vehicle camera to determine whether or not there are a plurality of other vehicles V2 in the adjacent lane L2. If there are no lanes of a plurality of other vehicles V2 in the adjacent lane L2 (step S712': NO), the process proceeds to step S8 of FIG. On the other hand, if there are a plurality of other vehicles V2 in the adjacent lane L2 (step S712': YES), the process proceeds to step S713'.

In step S713', the processor 10 detects the average vehicle speed of a row of a plurality of other vehicles V2 by using a sensor 1 such as an in-vehicle camera or a distance measuring sensor. In step S714', the processor 10 determines whether or not the difference between the vehicle speed of the own vehicle V1 and the average vehicle speed of the plurality of other vehicles V2 is equal to or greater than a predetermined value. When the difference between the vehicle speed of the own vehicle V1 and the average vehicle speed of the plurality of other vehicles V2 is equal to or less than a predetermined value (step S714': NO), the process proceeds to step S8 of FIG. On the other hand, when the difference between the vehicle speed of the own vehicle V1 and the average vehicle speed of the plurality of other vehicles V2 is equal to or more than a predetermined value (step S714': YES), the process proceeds to step S72 of FIG.

FIG. 10 is an example of the subroutine of step S73 shown in FIG. When updating the profile of the target vehicle speed, the processor 10 of the present embodiment can perform the update process by, for example, the procedure shown in FIG.

In step S731, the processor 10 detects the average vehicle speed of a plurality of other vehicles V2 traveling in the first section Z1 by using a sensor 1 such as an in-vehicle camera or a distance measuring sensor. In step S732, the processor 10 enters the second section Z2 at a vehicle speed such that the own vehicle V1 enters the second section Z2 at a vehicle speed equal to or lower than the predetermined vehicle speed or at a vehicle speed such that the difference from the average vehicle speed detected in step S731 is equal to or less than the predetermined value. calculates a target vehicle speed V _T of the access time of the vehicle V1 to the second zone Z2.

In step S733, the processor 10 determines in the first section Z1 whether or not there is at least one other vehicle that changes lanes from the first section Z1 to the second section Z2 by a sensor 1 such as an in-vehicle camera. If there is at least one other vehicle V2 that changes lanes from the first section Z1 to the second section Z2 (step S733: YES), the process proceeds to step S734, and the second section Z2 is ahead of the other vehicle V2 that changes lanes. Set the position P at which the own vehicle V1 starts accelerating. Until the position P set from the current position of the vehicle V1, after traveling control so as to run the vehicle V1 at the target vehicle speed V _T below the vehicle speed, the travel control to start the acceleration at the position P Execute. On the other hand, if there is no other vehicle V2 that changes lanes from the first section Z1 to the second section Z2 (step S733: NO), the process proceeds to step S735, and the own vehicle V1 moves when entering the second section Z2. The position P at which the own vehicle V1 starts accelerating is set at the position where the own vehicle V1 enters the second section Z2 so as to start the acceleration. The processor 10 updates the profile of the target vehicle speed in step S734 and step S735, and proceeds to step S8 of FIG.

As described above, according to the vehicle travel support device 100 and the travel support method according to the present embodiment, the first section in which congestion occurs in the adjacent lane L2 adjacent to the own lane L1 in which the own vehicle V1 travels. It is determined whether or not there is Z1, and whether or not the own vehicle V1 enters the second section Z2 adjacent to the first section Z1 in the own lane L1. When it is determined that the own vehicle V1 enters the second section Z2, a profile of the target vehicle speed of the own vehicle V1 is generated, and the vehicle speed of the own vehicle V1 is autonomously controlled based on the generated profile. Generating the profile of the target vehicle speed of the own vehicle V1 determines whether or not there is another vehicle V2 that changes lanes from the first section Z1 to the second section Z2 in the first section Z1 and changes the lane. Using the determination result of whether or not the vehicle V2 is present, the position P at which the own vehicle V1 starts accelerating is set in the second section Z2, and the acceleration is started at the position P where the own vehicle V1 starts accelerating. Generate a profile of the target vehicle speed. As a result, when traffic jams occur in the adjacent lane L2, it is possible to prevent the time required to pass through the adjacent lane L2 where the traffic jams occur from becoming long, which makes the occupant feel uncomfortable. Feeling) can also be suppressed.

Further, according to the vehicle travel support device 100 and the travel support method according to the present embodiment, when the profile of the target vehicle speed of the own vehicle V1 is generated, the average vehicle speed of a plurality of other vehicles V2 traveling in the first section Z1 is generated. Is detected, and the own vehicle V1 at the time of entering the second section Z2 enters the second section Z2 at a vehicle speed in which the difference from the average vehicle speeds of the plurality of other vehicles V2 is equal to or less than a predetermined value. Calculate the target vehicle speed. Then, a profile of the target vehicle speed is generated based on the calculated target vehicle speed. As a result, it is possible to eliminate the anxiety of the occupants caused by the difference between the vehicle speed when the own vehicle V1 enters the second section Z2 and the average vehicle speed of the plurality of other vehicles V2. Further, it is possible to set a low speed to match the plurality of average vehicle speed of the other vehicle V2 traveling the first zone Z1 that congestion has occurred in the target vehicle speed V _T, the vehicle V1 is the second zone Z2 the target vehicle speed V _T at the time of entering can be set appropriately, the vehicle V1 can be suppressed the sense of discomfort given to the passenger when entering the second zone Z2.

Further, according to the vehicle travel support device 100 and the travel support method according to the present embodiment, when the profile of the target vehicle speed of the own vehicle V1 is generated, the lane is changed from the first section Z1 to the second section Z2. When it is determined that the vehicle V2 is present, the position P at which the own vehicle V1 starts accelerating is set in the second section Z2 in front of the other vehicle V2 that changes lanes. As a result, up to the position of the other vehicle V2 that changes lanes, the running of the own vehicle V1 may be hindered by changing the lane of the other vehicle V2. Since the vehicle speed of the own vehicle V1 can be suppressed up to the position of the vehicle V2 and the position P at which the own vehicle V1 starts accelerating can be set at a position beyond the position where the other vehicle V2 changes lanes, the own vehicle V1 is the first. It is possible to prevent the time required to pass through the section Z1 from becoming long. Further, before the own vehicle V1 starts accelerating, the other vehicle V2 can be urged to change lanes.

Further, according to the vehicle traveling support device 100 and the traveling support method according to the present embodiment, when there are a plurality of other vehicles V2 that change lanes, the closest to the beginning of the traffic jam among the plurality of other vehicles V2. A position P at which the own vehicle V1 starts accelerating is set ahead of the other vehicle V2. As a result, after the own vehicle V1 starts accelerating, the other vehicle V2 changes lanes from the first section Z1 to the second section Z2 in front of the own vehicle V1, so that the own vehicle V1 cannot accelerate. It is possible to suppress the occurrence of a situation. That is, it is possible to suppress the occurrence of a situation in which the own vehicle V1 repeats acceleration and deceleration in the second section Z2, and it is possible to suppress deterioration of the ride quality of the occupant.

Further, according to the vehicle traveling support device 100 and the traveling support method according to the present embodiment, the other vehicle V2 changes lanes from the first section Z1 to the second section Z2 from the position of the other vehicle V2 that changes lanes. The position P at which the own vehicle V1 starts accelerating is set ahead of the distance required for. As a result, it is possible to prevent the own vehicle V1 from starting acceleration before the other vehicle V2 completes the lane change from the first section Z1 to the second section Z2.

Further, according to the vehicle travel support device 100 and the travel support method according to the present embodiment, when the profile of the target vehicle speed of the own vehicle V1 is generated, the lane is changed from the first section Z1 to the second section Z2. When it is determined that there is no vehicle V2, the position P at which the own vehicle V1 starts accelerating is set at the position where the own vehicle V1 enters the second section Z2. As a result, the position P at which the own vehicle V1 starts accelerating is the position where the own vehicle V1 enters the second section Z2. Therefore, when the own vehicle V1 enters the second section Z2, the vehicle speed of the own vehicle V1 is increased. Since the vehicle speed of the own vehicle V1 after the own vehicle V1 enters the second section Z2 can be increased while suppressing the pressure, the time for the own vehicle V1 to travel in the second section Z2 can be shortened.

Further, according to the vehicle travel support device 100 and the travel support method according to the present embodiment, the own vehicle V1 from the approach to the second section Z2 to the arrival at the position P where the own vehicle V1 starts accelerating. Drive at a vehicle speed below the specified vehicle speed. As a result, up to the position of the other vehicle V2 to change lanes, the running of the own vehicle V1 may be hindered by the lane change of the other vehicle V2. Therefore, the lane is changed in preparation for the lane change of the other vehicle V2. Up to the position of the other vehicle V2, the vehicle speed of the own vehicle V1 can be suppressed so that the vehicle speed is equal to or less than the predetermined vehicle speed, and the anxiety of the occupants can be eliminated.

Further, according to the vehicle travel support device 100 and the travel support method according to the present embodiment, the own vehicle V1 is determined from the approach to the second section Z2 to the arrival at the position P where the own vehicle V1 starts accelerating. Drive at high speed. As a result, it is possible to eliminate the anxiety of the occupants caused by the change in the relative vehicle speed of the own vehicle V1 with respect to the average vehicle speed of the plurality of other vehicles V2.

Further, according to the vehicle traveling support device 100 and the traveling support method according to the present embodiment, it is determined whether or not there is a branch in the adjacent lane L2 in front of the own vehicle V1, and there is a branch in the adjacent lane L2. In addition, it is determined whether or not there are a plurality of lanes of other vehicles V2 in the adjacent lane L2, and if there are a plurality of lanes of other vehicles V2 in the adjacent lane L2, the average vehicle speed of the plurality of other vehicles V2 is calculated. To detect. Then, it is determined whether or not the average vehicle speed of the plurality of other vehicles V2 is equal to or less than the predetermined average vehicle speed, and if the average vehicle speed of the plurality of other vehicles V2 is equal to or less than the predetermined average vehicle speed, there is a first section Z1. Judge and create a profile of the target vehicle speed of the own vehicle V1. As a result, a profile of the target vehicle speed of the own vehicle V1 is created regardless of the vehicle speed of the own vehicle V1, and the anxiety of the occupants caused by the difference between the vehicle speed of the own vehicle V1 and the average vehicle speed of a plurality of other vehicles V2 is eliminated. Can be done.

Further, according to the vehicle traveling support device 100 and the traveling support method according to the present embodiment, the vehicle speed of the own vehicle V1 is detected, and it is determined whether or not there are a plurality of other vehicles V2 in the adjacent lane L2. , When there are a plurality of other vehicles V2 in the adjacent lane L2, the average vehicle speed of the plurality of other vehicles V2 is detected, and the difference between the vehicle speed of the own vehicle V1 and the average vehicle speed of the plurality of other vehicles V2 is determined. Determine if it is greater than or equal to the value. Then, when the difference between the vehicle speed of the own vehicle V1 and the average vehicle speed of the plurality of other vehicles V2 is equal to or more than a predetermined value, it is determined that there is the first section Z1 and a profile of the target vehicle speed of the own vehicle V1 is created. do. As a result, even when the own vehicle V1 and the plurality of other vehicles V2 are driving at a relatively high vehicle speed, the profile of the target vehicle speed of the own vehicle V1 is created, and the vehicle speed of the own vehicle V1 and the plurality of others It is possible to eliminate the anxiety of the occupants caused by the difference from the average vehicle speed of the vehicle V2.

Further, according to the vehicle traveling support device 100 and the traveling support method according to the present embodiment, the operation of the blinker of the other vehicle V2 is detected, and the operating direction of the blinker of the other vehicle V2 is from the first section Z1. When indicating a lane change to the second section Z2, it is determined that there is another vehicle V2 that changes lanes from the first section Z1 to the second section Z2. As a result, it is possible to detect the other vehicle V2 that changes lanes without detecting the yaw angle α formed by the other vehicle V2 and the adjacent lane L2.

Further, according to the vehicle travel support device 100 and the travel support method according to the present embodiment, when the yaw angle α formed by the adjacent lane L2 and the other vehicle V2 is detected and the yaw angle α is equal to or greater than the predetermined yaw angle. , It is determined that there is another vehicle V2 that changes lanes from the first section to the second section. As a result, it is possible to detect another vehicle V2 that changes lanes without operating the blinker.

Further, according to the vehicle traveling support device 100 and the traveling support method according to the present embodiment, the first section Z1 and the second section Z2 exist at an X-shaped merging point in which the merging and branching are in the same lane. .. As a result, when traffic jams occur in the adjacent lane L2 at the X-shaped confluence, it is possible to prevent the time required to pass through the adjacent lane L2 where the traffic jams occur from becoming long. , The discomfort (feeling of sluggishness) of the occupant can also be suppressed.

1000 ... Driving support system 1 ... Sensor 2 ... Navigation device 3 ... Map information 4 ... Own vehicle information detection device 5 ... Environment recognition device 6 ... Object recognition device 100 ... Driving support device 10 ... Processor 11 ... CPU
12 ... ROM
13 ... RAM
120 ... Destination setting unit 130 ... Route planning unit 140 ... Driving planning unit 150 ... Travelable area calculation unit 160 ... Route generation unit 170 ... Driving behavior control unit 110 ... Output device 111 ... Communication device 200 ... Vehicle controller 210 ... Drive mechanism 211 ... Communication device V1 ... Own vehicle V2 ... Other vehicle V2'... Other vehicle that changes the traveling direction V2 "... Other vehicle that has decelerated V2a, V2b, V2c, V2d, V2e, V2f ... Other vehicle that changes lane V3 ... Other Vehicle α ... Yaw angle formed by other vehicle and adjacent lane SL1 ... Straight line parallel to adjacent lane L2 SL2 ... Straight line passing through the center of other vehicle L1 ... Own lane L2 ... Adjacent lane L3 ... Side road Z1 ... First section Z2 ... First position Pa, Pb, Pc, Pd ... vehicle target vehicle speed when entering the position V T _... second section where the vehicle starts to accelerate the two sections P ... vehicle starts acceleration

Claims (14)

In a vehicle driving support method that generates a profile of a target vehicle speed and autonomously controls the vehicle speed of the own vehicle based on the generated profile.
It is determined whether or not there is a first section in which congestion is occurring in the adjacent lane adjacent to the own lane in which the own vehicle is traveling.
It is determined whether or not the own vehicle enters the second section adjacent to the first section in the own lane.
When it is determined that the own vehicle enters the second section, a profile is generated so that the vehicle speed of the own vehicle when entering the second section is equal to or less than a predetermined vehicle speed, and based on the generated profile. Autonomously control the vehicle speed of the own vehicle
The step of generating the profile is
In the first section, a step of determining whether or not there is another vehicle that changes lanes from the first section to the second section,
Using the determination result of whether or not there is another vehicle that changes lanes, the step of setting the position where the own vehicle starts accelerating, and the step of setting the position where the own vehicle starts accelerating.
The step of generating a profile that starts acceleration at the position where the own vehicle starts accelerating, and
Vehicle driving support methods, including. The step of generating the profile is
A step of detecting the average vehicle speed of a plurality of other vehicles traveling in the first section, and
The target vehicle speed of the own vehicle at the time of approaching the second section is set so that the own vehicle enters the second section at a vehicle speed at which the difference from the average vehicle speed of the plurality of other vehicles is equal to or less than a predetermined value. Steps to calculate and
A step of generating the profile based on the target vehicle speed, and
The vehicle traveling support method according to claim 1. The step of generating the profile is
When it is determined that there is another vehicle that changes lanes, claim 1 or 2 includes a step of setting a position in which the own vehicle starts accelerating in front of the other vehicle in the second section. The described vehicle driving support method. According to claim 3, when there are a plurality of other vehicles that change lanes, the position at which the own vehicle starts accelerating is set in front of the other vehicle closest to the head of the traffic jam among the plurality of other vehicles. The vehicle driving support method described. The vehicle according to claim 3 or 4, wherein the position at which the own vehicle starts accelerating is set ahead of the distance required for the other vehicle to change lanes from the position of the other vehicle that changes lanes. Driving support method. The step of generating the profile is
Claim 1 or 2 including a step of setting a position at which the own vehicle starts accelerating at a position where the own vehicle enters the second section when it is determined that there is no other vehicle changing the lane. The vehicle running support method described in. The item according to any one of claims 1 to 5, wherein the own vehicle travels at a vehicle speed equal to or lower than the predetermined vehicle speed from the approach to the second section to the arrival at the position where the own vehicle starts accelerating. Vehicle driving support method. The vehicle according to any one of claims 1 to 5 and 7, wherein the own vehicle travels at a constant speed from the approach to the second section to the arrival at the position where the own vehicle starts acceleration. Driving support method. The step of determining whether or not there is the first section is
In front of the own vehicle, it is determined whether or not there is a branch in the adjacent lane, and
When there is a branch in the adjacent lane, it is determined whether or not there are a plurality of other vehicles in the adjacent lane.
When there are lanes of a plurality of other vehicles in the adjacent lane, the average vehicle speed of the plurality of other vehicles is detected.
It is determined whether or not the average vehicle speed of the plurality of other vehicles is equal to or lower than the predetermined average vehicle speed.
The vehicle traveling support method according to any one of claims 1 to 8, further comprising a step of determining that there is the first section when the average vehicle speed of the plurality of other vehicles is equal to or lower than a predetermined average vehicle speed. .. The step of determining whether or not there is the first section is
Detecting the vehicle speed of the own vehicle,
It is determined whether or not there are a plurality of other vehicles in the adjacent lane, and the result is determined.
When there are lanes of a plurality of other vehicles in the adjacent lane, the average vehicle speed of the plurality of other vehicles is detected.
It is determined whether or not the difference between the vehicle speed of the own vehicle and the average vehicle speed of the plurality of other vehicles is equal to or greater than a predetermined value.
Any one of claims 1 to 8, which includes a step of determining that there is the first section when the difference between the vehicle speed of the own vehicle and the average vehicle speed of the plurality of other vehicles is equal to or greater than a predetermined value. The vehicle driving support method described in the section. The step of determining whether or not there is at least one other vehicle that changes lanes is
Detects the operation of the blinker of another vehicle and
Claims 1 to 1, which include a step of determining that there is another vehicle changing the lane when the direction in which the blinker of the other vehicle is operating indicates a lane change from the first section to the second section. The vehicle traveling support method according to any one of 10. The step of determining whether or not there is at least one other vehicle that changes lanes is
The yaw angle between the adjacent lane and another vehicle is detected.
The vehicle traveling support method according to any one of claims 1 to 10, further comprising a step of determining that there is another vehicle that changes lanes when the yaw angle is equal to or greater than a predetermined yaw angle. The vehicle traveling support method according to any one of claims 1 to 12, wherein the first section and the second section exist at an X-shaped merging point in which the merging and branching are in the same lane. In a vehicle driving support device including a processor that generates a profile of a target vehicle speed and autonomously controls the vehicle speed of the own vehicle based on the generated profile.
The processor
It is determined whether or not there is a first section in which congestion is occurring in the adjacent lane adjacent to the own lane in which the own vehicle is traveling.
It is determined whether or not the own vehicle enters the second section adjacent to the first section in the own lane.
When it is determined that the own vehicle enters the second section, a profile is generated so that the vehicle speed of the own vehicle when entering the second section is equal to or less than a predetermined vehicle speed, and based on the generated profile. Autonomously control the vehicle speed of the own vehicle
When generating the profile,
In the first section, it is determined whether or not there is another vehicle that changes lanes from the first section to the second section.
Using the determination result of whether or not there is another vehicle that changes lanes, the position where the own vehicle starts accelerating is set.
A vehicle traveling support device that generates a profile that starts acceleration at a position where the own vehicle starts accelerating.

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