JP6299496B2 - Driving support device and driving support method - Google Patents

Description

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

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

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

In the conventional technology, it is considered that the vehicle changes lanes from the driving lane to the overtaking lane while avoiding the merging point, but after the vehicle actually passes through the merging point, the vehicle travels from the overtaking lane. Not considering returning to the lane. For this reason, there is a problem that the driver must change from the overtaking lane to the traveling lane after the driver actually determines whether or not there is a surrounding vehicle when passing through the junction of the own vehicle.
The object of the present invention is to consider the behavior of the merging vehicle before the vehicle actually passes the merging point in consideration of the above problems, and the vehicle travels from the overtaking lane of the main line after passing the merging point. It is to provide a driving support device and a driving support method for determining a point for completing a lane change to a lane.

  In order to solve the above-described problem, the driving support device according to one aspect of the present invention detects the current position of the host vehicle, determines the lane that is the course of the host vehicle from the current position of the host vehicle, and If there is a merging point on the route, determine the difficulty level of the merging vehicle when the merging vehicle merges with the first main lane at the merging point, and the first main line when the vehicle passes the merging point If you plan to travel in the second main lane adjacent to the lane, before your vehicle passes through the merge point, the first vehicle from the second main lane after passing through the merge point, depending on the difficulty of the merge A lane change completion point that is a point for completing the lane change to the main lane is determined. For example, the first main lane is a traveling lane. The second main lane is an overtaking lane.

  According to one aspect of the present invention, before the vehicle actually passes the merge point, the behavior of the merge vehicle based on the difficulty of the merge is taken into consideration, and the vehicle is moved from the overtaking lane of the main line after passing the merge point. A point for completing the lane change in the travel lane can be determined.

It is a figure which shows the structural example of a vehicle. It is a figure which shows the structural example of the traveling control apparatus which concerns on 1st Embodiment of this invention. It is a flowchart which shows the flow of a process of the traveling control apparatus which concerns on 1st Embodiment. It is the 1st schematic diagram of the merge section concerning a 1st embodiment. It is a 2nd schematic diagram of the confluence | merging area which concerns on 1st Embodiment. It is a 3rd schematic diagram of the confluence | merging area which concerns on 1st Embodiment. It is a figure which shows the structural example of the traveling control apparatus which concerns on 2nd Embodiment of this invention. It is a flowchart which shows the flow of a process of the traveling control apparatus which concerns on 2nd Embodiment. It is the 1st schematic diagram of the merge section concerning a 2nd embodiment. It is a 2nd schematic diagram of the confluence | merging area which concerns on 2nd Embodiment. It is a 3rd schematic diagram of the merge area which concerns on 2nd Embodiment. It is a figure which shows the structural example of the traveling control apparatus which concerns on 3rd Embodiment of this invention. It is a flowchart which shows the flow of a process of the traveling control apparatus which concerns on 3rd Embodiment. It is the 1st schematic diagram of the merge section concerning a 3rd embodiment. It is a 2nd schematic diagram of the confluence | merging area which concerns on 3rd Embodiment. It is a 3rd schematic diagram of the confluence | merging area which concerns on 3rd Embodiment.

<First Embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to the accompanying drawings.
Here, as an example, a case where the vehicle is an autonomous driving vehicle (a vehicle that can automatically travel without human driving) will be described. However, in practice, the vehicle may be either an autonomous vehicle or a non-automated vehicle.
In the first embodiment, in a self-driving car, if the merging situation such as a junction or interchange on the highway is on the traveling route of the own vehicle, the merging situation in advance so that the lane can be changed at an appropriate position. A method for calculating the lane change position will be described.
FIG. 1 is a hardware configuration diagram of a vehicle.
As shown in FIG. 1, the vehicle includes a position detection unit 1, a data management unit 2, a navigation unit 3, a vehicle speed sensor 4, a travel control device 5, a power train controller 6, a power train 7, and a brake. A controller 8, a brake unit 9, a yaw rate sensor 10, a laser scanner 11, and a steering motor controller 12 are provided.

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

  The data management unit 2 manages various types of data such as map information including the road shape in the vicinity of the merging point (the merging point and its surroundings) and vehicle travel history information. For example, the data management unit 2 acquires and stores map information from the outside through communication, and periodically updates it. The map information includes road information. The road information includes information on the road shape, gradient, number of lanes, legal speed (limit speed), presence / absence of a junction, and the like. The data management unit 2 sends map information to the navigation unit 3 and the travel control device 5 in response to requests from the navigation unit 3 and the travel control device 5. That is, the navigation unit 3 and the travel control device 5 have a function (map information acquisition unit) for acquiring map information. Actually, the data management unit 2 may be mounted on the navigation unit 3 or the travel control device 5.

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

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

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

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

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

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

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

(Details of the travel control device)
In the first embodiment, the traveling control device 5 determines the lane (the lane that is scheduled to travel) that is the course of the host vehicle based on the current position of the host vehicle, and the merging point (or merging point) on the course of the host vehicle. Understand that there is a section), and determine the difficulty of joining the joining vehicle (the vehicle scheduled to join the main lane) from the slope of the joining lane leading to the joining point. As a result, from the situation where the host vehicle is temporarily traveling in the overtaking lane to avoid the merging vehicle, the vehicle returns to the lane from the overtaking lane after passing the merging point (the lane change to return to the original lane) ) When determining the lane return completion point, which makes it easy for the merging vehicle to join the driving lane and at the same time allows the vehicle to smoothly return from the overtaking lane to the driving lane after passing the merging point. To do.

Specifically, when the vehicle is traveling on the main road of the expressway, it is assumed that there is a merging vehicle before passing the merging point, the vehicle changes its lane from the driving lane to the overtaking lane, and the overtaking lane is changed. After traveling and passing through the merge point, when trying to return to the travel lane while traveling from the overtaking lane, determine the merge difficulty level of the merge vehicle due to the gradient of the merge lane in advance, and quickly, A lane return to the driving lane that does not affect the merged vehicle is planned.
Here, the traveling lane refers to a main lane in which the host vehicle is traveling or scheduled to travel. Further, the overtaking lane refers to a main lane adjacent to the traveling lane on a road with two or more lanes on one side. Normally, the main lane at the extreme end (closer to the outside) that merges with the merge lane at the merge point is the travel lane. Further, since the merge lane merges with the travel lane at the merge point, the merge point is the end of the merge lane.

Hereinafter, each structure in the traveling control apparatus 5 is demonstrated.
As shown in FIG. 2, the travel control device 5 includes a host vehicle position detection unit 51, a map database 52, a travel lane determination unit 53, a merge difficulty determination unit 54, and a lane return completion point determination unit 55. Prepare.
The own vehicle position detection unit 51 has a function of detecting the current position of the own vehicle. For example, the vehicle position detection unit 51 detects the current position of the vehicle from the output signal of the position detection unit 1. Actually, the vehicle position detection unit 51 may be the position detection unit 1 itself or may be linked to the position detection unit 1. The map database 52 includes information such as the number of lanes, the legal speed of each lane, the presence / absence of a merging point, and the road gradient as road information in the map information. For example, the data management unit 2 stores map information in the map database 52 constantly or temporarily. Actually, the map database 52 may be the data management unit 2 itself or may be linked to the data management unit 2. The traveling lane determination unit 53 determines from the road information the lane (planned lane to be traveled) of the host vehicle from the current position of the host vehicle, and determines the presence or absence of a junction point on the path of the host vehicle. Have The merge difficulty level determination unit 54 has a function of determining the merge difficulty level when the merged vehicle merges with the main lane.

In the first embodiment, the merge difficulty determination unit 54 includes a road gradient determination unit 54a. The road gradient determination unit 54a has a function of determining the gradient of the merge lane on which the merged vehicle travels. Thereby, the merging difficulty level determination unit 54 has a function of determining and quantifying the merging difficulty level resulting from the road gradient.
The lane return completion point determination unit 55 changes the lane from the driving lane to the overtaking lane in advance in order to avoid the merging point of the own vehicle, and the vehicle passes the merging point in the situation where the vehicle is traveling in the overtaking lane. The function to determine the lane return completion point, which is the point where the vehicle completes the lane return from the overtaking lane to the traveling lane after passing the merging point, taking into account the behavior of the merging vehicle based on the difficulty of merging Have. Here, the lane return completion point is determined based on the difficulty level of the merged vehicle so that the distance the host vehicle travels in the overtaking lane is short and does not affect the merged vehicle. That is, the lane return completion point is a target point for lane change when returning to the lane, and is a point on the travel lane. In the drawing, for the sake of simplicity, “lane return” is simply referred to as “return”.

(Processing flow of the travel control device)
Next, with reference to the flowchart of FIG. 3 and schematic diagrams of the merging point in FIGS. 4 to 6, regarding the first embodiment, in the merging situation where the host vehicle travels in the main lane of the merging point of the expressway, A control procedure for calculating a point at which the own vehicle passes the merging point and then returns to the lane after taking the merging difficulty will be described in consideration of the merging difficulty according to the “gradient” of the merging lane on which the merging vehicle travels.

  Note that the control described in steps S101 to S105 in FIG. 3 confirms the existence of a merged point on the route of the own vehicle, and legally determines the merged lane, the gradient of the merged lane, the traveling lane, and the overtaking lane in the vicinity of the merged point. This corresponds to the operation of acquiring information such as speed and determining the degree of difficulty in joining due to the slope of the joining lane. The control described from step S106 to step S108 corresponds to the operation of quickly determining the lane return completion point in consideration of the merging difficulty level of the merging vehicle and the travel distance of the host vehicle in the overtaking lane. Here, as a specific example, assuming an merging vehicle in the vicinity of a merging point between a merging lane having a steep slope and a highway, an operation for returning the lane to the traveling lane after the merging point will be described.

First, the traveling lane determination unit 53 determines the lane in which the vehicle is traveling and the vehicle on the basis of the current position of the vehicle obtained from the vehicle position detection unit 51 and the information stored in the map database 52. A lane that is the course of the vehicle is detected (step S101).
Next, the traveling lane determination unit 53, based on the current position of the own vehicle and the information stored in the map database 52, joins the meeting point within the specified distance from the current position of the own vehicle on the course of the own vehicle. It is determined whether or not there is (step S102). If it is determined that there is no merging point within a specified distance from the current position of the host vehicle (No in step S102), the host vehicle basically continues to travel in the traveling lane, but the operation of step S102 is performed at a certain cycle. By repeating the above, the presence or absence of the meeting point is continuously confirmed.

  When it is determined that there is a merged point within a specified distance from the current position of the host vehicle (Yes in step S102), the traveling lane determining unit 53 determines the merged lane, the traveling lane, and the overtaking lane from the map database 52. Data relating to the legal speed (step S103) and the gradient of the merging lane (step S104) are acquired. Then, the traveling lane determining unit 53 outputs the acquired data to the merge difficulty determining unit 54.

  The merging difficulty level determination unit 54 determines and quantifies the merging difficulty level of the merging vehicle using information on the legal speed of the merging lane, the legal speed of the traveling lane, and the gradient of the merging lane, and based on the merging difficulty level. Thus, the distance required for speed adjustment for the joining vehicle to join the main lane is estimated (step S105). At this time, the road gradient determination unit 54a of the merge difficulty determination unit 54 determines the gradient of the merge lane. Graph 1 in FIG. 4 (b) is a graph showing the relationship between the gradient and the speed difference in the situation shown in FIG. 4 (a). However, since the speed difference and the speed adjustment distance are proportional, It is considered that the relationship of the adjustment distance is as shown in the graph 1. The adjustment distance is the distance traveled while accelerating from the moment when the merged vehicle enters the travel lane to the legal speed of the travel lane. The speed difference is a difference between the speed at the moment when the merged vehicle enters the travel lane and the legal speed of the travel lane. From Graph 1, the speed of the merged vehicle at the moment of entering the driving lane is lower when the gradient is steep than when the merged lane is uphill (uphill road). It can be seen that the difference from the legal speed of the driving lane is large and the adjustment distance becomes long. Conversely, if the merging lane is downhill, deceleration may be necessary to suppress the speed of the merging vehicle when the slope is steep. That is, it can be said that the more difficult the merging lane is, the more difficult the merging difficulty is. Therefore, based on the graph 1, the graph 2 in FIG. 4B shows a tendency that the adjustment distance becomes long when the merging difficulty is high. In this example, there is a merging lane with a steep slope, and the merging difficulty is high enough that the speed cannot be adjusted before the merging vehicle merges with the main lane. It can be determined that a long adjustment distance is required.

  Next, the lane return completion point determination unit 55 calculates the value of “D1 + D4−D2” using the distances D1, D2, D3, and D4 shown in FIG. 5 (step S106). At this time, D1 is a distance required for adjusting the speed of the merging vehicle in the traveling lane, and can be calculated using the speed at the moment when the merging vehicle enters the traveling lane, the speed difference between the legal speeds, and the acceleration of the merging vehicle. Further, D4 is an inter-vehicle distance (for example, 45 m in the case of 60 km / h) that should be held in order for the host vehicle and the merged vehicle to smoothly travel after returning to the lane. At this time, since the merging vehicle has not yet reached the driving lane, it is assumed that the merging vehicle has entered the driving lane after a certain time (t seconds). Assume that the distance is D2. Note that D2 is a positive (plus) distance when the vehicle is in front of the merged vehicle, and a negative (minus) distance when the vehicle is behind the merged vehicle.

The lane return completion point determination unit 55 determines the distances “D3” and “D1 + D4” from the point where the vehicle starts to return to the travel lane (lane return start point) to the point where the lane return is completed (lane return completion point). -D2 "is compared (step S107). In the first embodiment, a plurality of points (nodes) that are candidates for the lane return completion point are prepared, and the lane return completion points are selected in order from the closest position to the vehicle position after a predetermined time (t seconds). , D3 is calculated. Therefore, if D3 does not satisfy “D3> D1 + D4-D2”, a lane return completion point that is one point away from the vehicle position is selected, and “D3” and “D1 + D4-D2” Compare the value. This calculation is repeated until D3 is obtained. However, in practice, the method of obtaining D3 is not limited to the above method, and may be obtained by directly solving “D3> D1 + D4-D2.”
The lane return completion point determination unit 55 calculates D3 such that the result of step S107 becomes “D3> D1 + D4-D2”, and then adds D3 to the traveling direction coordinates of the lane return start point, thereby lane return completion point Is determined (step S108).

  As described above, in the first embodiment, when a merging vehicle in the vicinity of a merging point between a merging lane having a steep slope and a highway is assumed, the lane is returned to the traveling lane after the merging point. After determining the merging difficulty of the merging vehicle, taking into account the behavior of the merging vehicle at the merging point before actually arriving at the merging point, determine the lane return completion point according to the merging difficulty of the merging vehicle Therefore, it is possible to quickly and smoothly return to the driving lane. That is, after the vehicle has passed the merging point, the timing at which the merging vehicle merges with the traveling lane is estimated according to the difficulty level of merging, and the lane return completion point so that the distance that the vehicle travels in the overtaking lane is shortened Can be determined.

  Specifically, as shown in FIGS. 6A and 6B, when the merging lane has a steep slope, the speed of the merging vehicle is lower than that of the merging vehicle (a vehicle traveling on the main line). This tends to increase the difference in speed between the merging vehicle and the merging vehicle, thus increasing the difficulty of merging. In this case, since the speed of the merging vehicle is not sufficient, it can be assumed that the merging vehicle continues to accelerate after the merging of the main line. Therefore, considering the presence of a merging vehicle that is accelerating on the traveling lane, it is difficult for the vehicle to return to the traveling lane near the merging point, and the lane return completion point is set farther than the merging point. That is, the return point is set so that the lane return is completed later.

(Modification)
In the above description, when the vehicle passes through the merge point by judging or predicting the presence or absence of the merge vehicle when the vehicle passes through the merge point by vehicle-to-vehicle communication or road-to-vehicle communication, etc. The above-described processing may be performed only when it is determined or predicted that a merging vehicle exists. In addition, when it is judged or predicted that the merging vehicle does not exist when the own vehicle passes the merging point, the above-described process may not be performed.

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

  When the vehicle is an autonomous driving vehicle, it is preferable that the travel control device performs travel control for lane change according to the determined lane return completion point. At this time, the lane return completion point determination unit 55 calculates a command value according to the determined lane return completion point, and calculates the calculated command value for the automatic travel control device that automatically controls the traveling of the host vehicle according to the command value. Send. The automatic travel control device is composed of a powertrain controller 6, a brake controller 8, and a steering motor controller 12 of the host vehicle. For example, the lane return completion point determination unit 55 calculates and sets the target route, the target speed, and the target steering amount according to the lane return completion point. Then, the target vehicle speed is compared with the current vehicle speed. When acceleration is required, a driving force operation amount is calculated and sent to the powertrain controller 6 of the host vehicle. When deceleration is required, the braking force operation amount is calculated. It may be calculated and sent to the brake controller 8 of the own vehicle, and the target steering amount may be sent to the steering motor controller 12 of the own vehicle. The power train controller 6 controls the power train 7 of the own vehicle so as to realize the driving force operation amount. The brake controller 8 controls the brake unit 9 of the own vehicle so as to realize the braking force operation amount. The steering motor controller 12 controls the steering motor of the host vehicle so as to realize the target steering amount. In this case, priority is given to performing the lane change travel control according to the determined lane return completion point even while the platoon travel control or the ACC travel control is in operation.

  In addition, as a notification device for notifying the passenger of the vehicle in a recognizable manner, the determined lane return completion point (and / or lane return start point) is displayed or voice guidance using the navigation unit 3 or an in-vehicle monitor. It is preferable. If the vehicle is a non-automatic driving vehicle, the driver will prompt the driver to change the lane and return the vehicle to the lane by displaying or audibly guiding the determined lane return completion point (and / or lane return start point). You can be guided to the completion point. In addition, even if it is an autonomous driving vehicle, when automatic driving control is not operating, it becomes a non-automatic driving vehicle. That is, the navigation unit 3, the travel control device 5, and the like are one of travel support devices that support the lane change of the vehicle.

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

(Effect of 1st Embodiment)
According to 1st Embodiment, there exist the following effects.
(1) The driving support apparatus according to the first embodiment detects the current position of the host vehicle, determines the lane that is the course of the host vehicle from the current position of the host vehicle, and a merging point is on the path. If there is, the degree of difficulty of merging the merging vehicle when the merging vehicle merges with the first main lane at the merging point is determined, and the second adjacent to the first main lane when the own vehicle passes the merging point. If you plan to travel in the main lane of the vehicle, before your vehicle passes through the merge point, the vehicle changes the lane from the second main lane to the first main lane after passing the merge point according to the difficulty of the merge. Determine the lane change completion point, which is the completion point. For example, the first main lane is a traveling lane. The second main lane is an overtaking lane.
According to this driving support device, when the own vehicle passes the merging point and then returns from the overtaking lane to the traveling lane, the lane return completion point is determined by the behavior of the merging vehicle according to the merging difficulty of the merging vehicle. Therefore, it is possible to return to the travel lane promptly and smoothly.

(2) It is preferable that the travel support device described above determines the gradient of the merge lane and determines the difficulty of merging caused by the gradient of the merge lane.
In this case, since the merging difficulty due to the slope of the merging lane is determined, the steeper grading of the merging lane is a situation where the merging vehicle cannot sufficiently adjust the speed, and it can be determined that the merging difficulty is higher. it can.

(3) In another aspect, the driving support device described above is a timing at which the merging vehicle joins the main lane in consideration of the behavior of the merging vehicle based on the merging difficulty of the merging vehicle after the own vehicle passes the merging point. Is determined, a point at which the lane return from the overtaking lane to the traveling lane is completed is determined, and a lane return completion point is determined so that the distance that the vehicle travels in the overtaking lane is shortened.
According to this driving support device, after passing through the merging point, the lane return completion point corresponding to the merging difficulty is determined based on the merging difficulty level of the merging vehicle. It is possible to return to the driving lane without giving

(4) In the travel support device described above, it is preferable that the lane change completion point is set at a position farther downstream than the merging point as the merging difficulty level is higher.
As a result, the higher the probability that the merging vehicle cannot adjust the speed sufficiently, the slower the vehicle will return to the traveling lane, so that the influence of the merging vehicle in the traveling lane can be reduced and the vehicle can travel safely and smoothly. become.

(5) The travel support device further includes an automatic travel control device that automatically controls the travel of the vehicle according to the command value,
It is preferable to calculate the target vehicle speed and the target steering amount as command values according to the lane change completion point, and to automatically control the traveling of the host vehicle according to the target vehicle speed and the target steering amount.
As a result, automatic traveling control (automatic driving) can be realized according to the lane change completion point.
(6) The above-described travel support device may further include a notification device that allows the occupant of the vehicle to recognize the notification contents, and may notify the occupant of the lane return completion point.
As a result, the lane change completion point can be recognized by the occupant and reflected in driving.

Second Embodiment
The second embodiment of the present invention will be described below.
In the second embodiment, the travel control device 5 is caused by the length of the acceleration lane that is a part of the merge lane when the own vehicle attempts to return from the overtaking lane to the travel lane after passing through the merge point. The merging difficulty level of the merging vehicle is determined, and the lane return to the traveling lane is performed promptly and without affecting the merging vehicle.

Hereinafter, each structure in the traveling control apparatus 5 is demonstrated.
The configuration other than the following is common to the first embodiment. A duplicate description of the configuration common to the first embodiment is avoided, and here, different points will be mainly described.
As shown in FIG. 7, the merge difficulty determination unit 54 according to the second embodiment includes an acceleration lane determination unit 54b.
The acceleration lane determination unit 54b has a function of determining the length of the acceleration lane for accelerating the merged vehicle to the legal speed of the main lane in the merged lane. Thereby, the merging difficulty level determination unit 54 has a function of determining and quantifying the merging difficulty level resulting from the length of the acceleration lane.
In practice, the merge difficulty determination unit 54 according to the second embodiment may include the road gradient determination unit 54a shown in the first embodiment together with the acceleration lane determination unit 54b.

Next, with reference to the flowchart of FIG. 8 and the schematic diagrams of the merging points in FIGS. 9 to 11, regarding the second embodiment, in the merging situation where the own vehicle travels in the main lane of the merging point of the expressway, Control procedure to calculate the point at which the vehicle will return to the lane after passing through the merging point, taking into consideration the difficulty of merging according to the length of the accelerating lane of the merging lane where the merging vehicle will travel Will be described.
The control described in steps S101 to S103 and steps S106 to S108 in FIG. 8 is basically the same as the control (see FIG. 3) shown in the first embodiment. The control described in step S201 to step S202 in FIG. 8 corresponds to an operation for determining the merging difficulty due to the length of the acceleration lane. Here, as a specific example, assuming an merging vehicle in the vicinity of a merging point between a merging lane with a short acceleration lane and a highway, an operation for returning the lane to the traveling lane after the merging point will be described.

  First, the traveling lane determination unit 53 determines the lane in which the vehicle is traveling and the vehicle on the basis of the current position of the vehicle obtained from the vehicle position detection unit 51 and the information stored in the map database 52. A lane that is the course of the vehicle is detected (step S101). Next, the traveling lane determination unit 53, based on the current position of the own vehicle and the information stored in the map database 52, joins the meeting point within the specified distance from the current position of the own vehicle on the course of the own vehicle. It is determined whether or not there is (step S102). When there is a meeting point within a specified distance from the current position of the host vehicle (Yes in step S102), the legal speed (step S103) of the merging lane, the traveling lane and the overtaking lane from the map database 52, and the acceleration lane The data regarding the length (step S201) is acquired. Then, the traveling lane determining unit 53 outputs the acquired data to the merge difficulty determining unit 54.

  Next, the merging difficulty level determination unit 54 uses information on the legal speed of the merging lane, the legal speed of the traveling lane, and the length of the accelerating lane, and is necessary for speed adjustment for the merging vehicle to merge into the main lane. The distance is estimated (step S202). At this time, the accelerating lane determining unit 54b of the merging difficulty level determining unit 54 accelerates the merging vehicle to the legal speed of the main lane in the merging oblique line, and calculates the legal speed of the main lane and the current vehicle speed of the merging vehicle. Determine the length of the acceleration lane to make the speed difference zero. Graph 3 in FIG. 9B is a graph showing the relationship between the acceleration and the speed difference in the situation as shown in FIG. 9A. However, since the speed difference and the speed adjustment distance are proportional, It is considered that the relationship of the adjustment distance is as shown in the graph 3. Graph 3 means that the greater the acceleration, the smaller the speed difference. However, because there is a situation where there is no acceleration that makes the speed difference zero, there is a case where the speed of the own vehicle becomes lower than the legal speed at the moment of entering the traveling lane. In particular, the shorter the acceleration lane, the greater the required acceleration. Therefore, compared with the case where the acceleration lane is long, since the speed at the moment when the merged vehicle enters the traveling lane is low, it can be seen that the difference from the legal speed of the traveling lane is large and the adjustment distance becomes long. In other words, the shorter the length of the merging lane, the higher the difficulty of merging. Therefore, based on the graph 3, the graph 4 in FIG. 9B shows a tendency that the adjustment distance becomes longer when the confluence difficulty level is high. In this example, there is a short merging lane, and there is a high degree of difficulty in merging such that sufficient speed adjustment is not possible before the merging vehicle merges into the main lane, so long adjustments to merge into the main lane It can be determined that distance is required.

Next, the lane return completion point determination unit 55 calculates the value of “D1 + D4−D2” using the distances D1, D2, D3, and D4 shown in FIG. 10 (step S106), and the own vehicle moves to the travel lane. The distance D3 from the point where the return of the vehicle starts (lane return start point) to the point where the lane return is completed (lane return completion point) is compared with the value of “D1 + D4-D2” (step S107).
The lane return completion point determination unit 55 calculates D3 (travel direction distance from the lane return start point to the lane return completion point) such that the result of step S107 is “D3> D1 + D4-D2”, and then starts the lane return A lane return completion point is determined by adding D3 to the traveling direction coordinates of the point (step S108).

  As described above, in the second embodiment, assuming a merging vehicle in the vicinity of the merging point between the merging lane with a short acceleration lane and the expressway, when performing lane return to the traveling lane after the merging point, Before arriving at the merging point, consider the behavior of the merging vehicle at the merging point, determine the merging difficulty level of the merging vehicle, and then determine the lane return completion point according to the merging difficulty level of the merging vehicle This makes it possible to quickly and smoothly return to the driving lane. That is, after the vehicle has passed the merging point, the timing at which the merging vehicle merges with the traveling lane is estimated according to the difficulty level of merging, and the lane return completion point so that the distance that the vehicle travels in the overtaking lane is shortened Can be determined.

  Specifically, as shown in FIGS. 11 (a) and 11 (b), when the accelerating lane is short, the speed adjustment of the merging vehicle tends to be insufficient and the acceleration tends to be insufficient. And the speed difference between the two becomes large, and the difficulty of joining increases. In this case, since the speed of the merging vehicle is not sufficient, it can be assumed that the merging vehicle continues to accelerate after the merging of the main line. Therefore, considering the presence of a merging vehicle that is accelerating on the traveling lane, it is difficult for the vehicle to return to the traveling lane near the merging point, and the lane return completion point is set farther than the merging point. That is, the return point is set so that the lane return is completed later.

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

(Effect of 2nd Embodiment)
According to 2nd Embodiment, there exist the following effects.
(1) The travel support apparatus according to the second embodiment includes the same technical features (configuration and operation) as the travel support apparatus according to the first embodiment, and exhibits the same operational effects.
(2) Furthermore, it is preferable that the travel support device described above determines the length of the acceleration lane that is a part of the merging lane, and determines the degree of merging difficulty caused by the length of the accelerating lane.
In this case, since the merge difficulty level resulting from the length of the acceleration lane is determined, it can be determined that the merge difficulty level is higher as the acceleration lane is shorter and the speed cannot be adjusted sufficiently.

<Third Embodiment>
The third embodiment of the present invention will be described below.
In the third embodiment, when the own vehicle tries to return from the overtaking lane to the driving lane after passing through the merging point, the traveling control device 5 determines the merging from the road shape of the merging lane and the traffic situation near the merging point. The merging difficulty level of the vehicle is determined, and the lane return to the traveling lane is performed quickly and without affecting the merging vehicle.

Hereinafter, each structure in the traveling control apparatus 5 is demonstrated.
The configurations other than the following are common to the first and second embodiments. A duplicate description of the configuration common to the first and second embodiments is avoided, and here, different points will be mainly described.
As shown in FIG. 12, the merge difficulty determination unit 54 includes a road shape determination unit 54c, a traffic condition determination unit 54d, a traffic condition prediction unit 54e, and an overall difficulty determination unit 54f. Here, the traffic situation determination unit 54d includes a traffic situation prediction unit 54e. That is, the traffic situation prediction unit 54e is a part of the traffic situation determination unit 54d.

  The road shape determination unit 54c has a function of determining the road shape of the merged lane. Thereby, the merging difficulty level determination unit 54 has a function of determining and quantifying the merging difficulty level resulting from the road shape. Here, the road shape includes a road gradient and curve, a merging section, a length of an acceleration lane, and the like. Therefore, the road shape determination unit 54c has both functions of the road gradient determination unit 54a shown in the first embodiment and the acceleration lane determination unit 54b shown in the second embodiment.

The traffic situation judgment unit 54d has a function of judging the traffic situation (congestion situation or the like) at the junction. Thereby, the merging difficulty level determination unit 54 has a function of determining and quantifying the merging difficulty level resulting from the traffic situation.
The traffic condition predicting unit 54e acquires road traffic information (congestion information, etc.) from the infrastructure outside the vehicle, and based on this road traffic information, predicts the traffic situation when the own vehicle actually reaches the junction. Have Thereby, the traffic condition determination part 54d determines the traffic condition of a junction. The merging difficulty level determination unit 54 has a function of determining and quantifying the merging difficulty level resulting from the difference between the predicted vehicle speed that changes depending on traffic conditions and the legal vehicle speed of the traveling lane.

  The comprehensive difficulty level determination unit 54f has a function of determining and quantifying a total merge difficulty level (total difficulty level) by comprehensively determining a plurality of merge difficulty levels caused by each of a plurality of factors. Have. For example, the total difficulty level determination unit 54f may use a total value (sum) or a maximum value of a plurality of merging difficulty levels resulting from each of a plurality of factors as a total difficulty level. At this time, the comprehensive difficulty level determination unit 54f may weight each merging difficulty level according to the importance level.

  Next, with reference to the flowchart of FIG. 13 and the schematic diagrams of the merging points in FIGS. 14 to 16, regarding the third embodiment, in the merging situation where the host vehicle travels in the main lane of the merging point of the expressway. In consideration of the difficulty of merging according to the `` road shape and traffic conditions '' of the merging lane where the merging vehicle will travel, calculate the point where the vehicle will return to the lane after passing the merging point A control procedure to be performed will be described.

  Note that the control described in steps S101 to S103 and steps S106 to S108 in FIG. 13 is basically the same as the control shown in the first embodiment (see FIG. 3). The control described in step S301 to step S302 in FIG. 13 corresponds to an operation for determining the degree of difficulty in joining due to the complexity of the road shape of the joining lane. The control described from step S303 to step S305 corresponds to the operation of determining the traffic condition when reaching the junction and determining the speed adjustment required distance due to traffic congestion. The control described in step S306 corresponds to the operation of determining the total merge difficulty level. Here, as a specific example, assuming that there is a possibility of traffic congestion near the merge point due to the merge vehicle near the merge point between the merge lane and the expressway where the road shape is complex, after the merge point The operation for returning the lane to the traveling lane will be described.

  First, the traveling lane determination unit 53 determines the lane in which the vehicle is traveling and the vehicle on the basis of the current position of the vehicle obtained from the vehicle position detection unit 51 and the information stored in the map database 52. A lane that is the course of the vehicle is detected (step S101). At this time, the traveling lane determining unit 53 determines whether there is a meeting point within a specified distance from the current position of the own vehicle on the course of the own vehicle (step S102). If there is no merging point within a specified distance from the current position of the host vehicle, the lane in which the host vehicle is traveling and the lane that is the course of the host vehicle are detected again after a certain period of time (return to step S101). . When there is a meeting point within a specified distance from the current position of the host vehicle, the map database 52 reads the legal speed of the merging lane, the traveling lane and the overtaking lane (step S103) and the road shape of the merging lane (step S301). ) Then, the traveling lane determining unit 53 outputs the acquired data to the merge difficulty determining unit 54.

  Next, the merging difficulty level determination unit 54 uses information on the legal speed of the merging lane, the legal speed of the traveling lane, and the length of the accelerating lane, and is necessary for speed adjustment for the merging vehicle to merge into the main lane. The distance is estimated (step S302). At this time, the road shape determination unit 54c of the merge difficulty determination unit 54 determines the road shape of the merge lane. The graph 5 in FIG. 14B is a graph showing the relationship between the curvature (R) of the road and the speed difference in the situation as shown in FIG. 14A, but the speed difference and the speed adjustment distance are in a proportional relationship. Therefore, it is considered that the relationship between the curvature of the road and the adjustment distance is as shown in the graph 5. Graph 5 shows that when the road curvature is large, that is, when the road is close to a straight line, the speed difference is small, and conversely, when the road curvature is small, that is, when the road has a sharp curve, the speed difference is large. Become. As a result, it can be said that the steeper curvature of the confluence lane (the greater the inclination angle), the higher the confluence difficulty. Therefore, based on the graph 5, in the graph 6 of FIG.14 (b), the adjustment distance tends to become long when the confluence difficulty is high. In this example, there is a merging lane with a sharp curve, and there is a high degree of difficulty in merging where sufficient speed adjustment is not possible before the merging vehicle merges with the main lane. It can be judged that a long adjustment distance is required.

  Further, the traffic condition determination unit 54d of the merge difficulty determination unit 54 determines the traffic condition when the merge point is reached (step S303). At this time, the traffic condition prediction unit 54e of the traffic condition determination unit 54d acquires road traffic information (congestion information, etc.) from the infrastructure outside the vehicle, and based on this road traffic information, the own vehicle actually moves to the junction. The traffic situation at the time of arrival can also be predicted. For example, the traffic situation determination unit 54d can acquire road traffic information at a junction by using a road traffic information communication system (VICS (registered trademark): Vehicle Information and Communication System). Further, the traffic situation prediction unit 54e can predict the traffic jam situation when reaching the confluence, based on statistical data that differs depending on the time zone, even if it is not current information.

When the traffic situation determination unit 54d determines that a traffic jam has occurred (step S304), an additional speed adjustment is required due to the occurrence of the traffic jam. Therefore, the traffic situation determination unit 54d performs speed adjustment for the merged vehicle to join the main lane. A necessary distance is estimated (step S305).
In addition, when the traffic jam occurs, the total difficulty level determination unit 54f of the merging difficulty level determination unit 54 is affected by two factors: difficulty in merging due to road shape and difficulty in merging due to traffic congestion. Therefore, the total difficulty level of merging is determined (step S306). For example, the total difficulty determination unit 54f can calculate the total difficulty of joining by adding up the difficulty of joining due to each factor. Therefore, even when there is no traffic jam, only the confluence difficulty due to the road shape is determined.

  Next, the lane return completion point determination unit 55 calculates the value of “D1 + D4−D2” using the distances D1, D2, D3, and D4 shown in FIG. 15 (step S106), and the own vehicle moves to the travel lane. The distance D3 from the point where the return of the vehicle starts (lane return start point) to the point where the lane return is completed (lane return completion point) is compared with the value of “D1 + D4-D2” (step S107). The lane return completion point determination unit 55 calculates D3 (travel direction distance from the lane return start point to the lane return completion point) such that the result of step S107 is “D3> D1 + D4-D2”, and then starts the lane return A lane return completion point is determined by adding D3 to the traveling direction coordinates of the point (step S108).

  As described above, in the third embodiment, a merging vehicle in the vicinity of a merging point between a merging lane having a complicated road shape and a highway is assumed, and a possibility of occurrence of traffic congestion in the vicinity of the merging point is assumed. After determining the overall difficulty level of the merging vehicle, the lane return completion point is determined according to the merging difficulty level of the merging vehicle, enabling quick and smooth lane return to the driving lane. Become. That is, after the vehicle has passed the merging point, the timing at which the merging vehicle merges with the traveling lane is estimated according to the difficulty level of merging, and the lane return completion point so that the distance that the vehicle travels in the overtaking lane is shortened Can be determined.

  Specifically, as shown in FIGS. 16 (a) and 16 (b), when there is a confluence lane with a sharp curve and traffic congestion occurs near the confluence, the speed adjustment of the confluence vehicle is not sufficient. The acceleration tends to be insufficient, and the speed difference between the merging vehicle and the main line vehicle also increases, so the difficulty of merging increases. In this case, it can be assumed that the merging vehicle is traveling at a low speed even while traveling on the main line. Therefore, in consideration of the occurrence of traffic congestion on the travel lane, it is difficult for the vehicle to return to the travel lane near the junction, and the lane return completion point is set farther than the junction. That is, the return point is set so that the lane return is completed later.

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

(Effect of the third embodiment)
According to 3rd Embodiment, there exist the following effects.
(1) The travel support apparatus according to the third embodiment includes the same technical features (configuration and operation) as the travel support apparatus according to the first or second embodiment, and exhibits the same operational effects.
(2) Furthermore, it is preferable that the driving support device described above determines the road shape of the merging lane and determines the difficulty level of merging caused by the road shape.
In this case, the merging difficulty level resulting from the road shape at the merging point is determined. Therefore, the more complicated the shape is, the more the speed of the merging vehicle cannot be adjusted, and it can be determined that the merging difficulty level is high.

(3) It is preferable that the travel support device described above determines the traffic situation at the junction and determines the difficulty of joining due to the traffic situation.
In this case, since the confluence difficulty due to the change in traffic conditions is determined, the more congested the road is, the more congested vehicles are unable to adjust the speed, and the confluence difficulty is high. Can be determined.

(4) The above-mentioned driving support device acquires road traffic information (congestion information, etc.) from the infrastructure outside the vehicle, and based on this road traffic information, the traffic situation at the time when the vehicle actually reaches the junction is obtained. It is preferable to predict and determine the difficulty of merging due to the difference between the predicted vehicle speed that changes according to traffic conditions and the legal vehicle speed of the traveling lane.
In this case, since the traffic situation at the time of arrival at the junction is predicted, it is possible to determine the difficulty of joining by a more reliable traffic situation.

(5) When the above-described travel support device determines the merging difficulty level, it comprehensively determines a plurality of merging difficulty levels caused by each of a plurality of factors, and is a total difficulty level that is a total merging difficulty level. Is preferable.
In this case, when there are two or more factors that affect the merge difficulty, the difficulty due to each factor is comprehensively considered, so return to the driving lane based on the result of comprehensively determining the merge difficulty Can do.

(Common items of each embodiment)
Note that the above embodiments can be implemented in combination. For example, in the travel control device 5 described above, the merge difficulty determination unit 54 includes a road gradient determination unit 54a, an acceleration lane determination unit 54b, a road shape determination unit 54c, a traffic situation determination unit 54d, and an overall difficulty determination. The unit 54f and the traffic situation prediction unit 54e may all be provided. At this time, you may enable it to switch each embodiment by the operation mode selection etc. of the traveling control apparatus 5. FIG.

  In each of the above embodiments, the merging difficulty level determination unit 54 sets a threshold value for the merging difficulty level itself. If the determined merging difficulty level is equal to or less than the threshold value, the merging difficulty level is invalidated. The degree may be not set. For example, the merging difficulty level determination unit 54 determines that the merging difficulty level is lower as the conditions (gradient, acceleration section length, road shape of the merging lane, etc.) are closer to appropriate ones. For this reason, the difficulty level of joining may be less than or equal to a threshold value. At this time, when the merging difficulty level is equal to or less than the threshold, the merging difficulty level may be invalidated and the merging difficulty level may not be set. Thereby, when the merging difficulty level is sufficiently low, it is not necessary to adjust the completion point of the lane return after passing the merging point, and the processing load and the influence on the behavior of the own vehicle can be reduced.

  In each of the above embodiments, the presence or absence of a merging vehicle when the vehicle passes the merging point is determined or predicted by vehicle-to-vehicle communication, road-to-vehicle communication, or the like, or by road traffic information. Each of the above-described embodiments may be implemented only when it is determined or predicted that a merging vehicle exists when passing the vehicle. In addition, when it is judged or predicted that the merging vehicle does not exist when the own vehicle passes the merging point, the above-described embodiments may not be performed.

In each of the above embodiments, the confluence state on the highway is assumed, but in actuality, it depends on the confluence state on the general national road and the main local road, and the decrease in the number of lanes on the road of multiple lanes. The present invention can also be applied to merged situations. The merging lane may be a climbing lane or a dedicated lane.
In each of the above embodiments, it is assumed that the main line is four lanes on one side, but it is not actually limited to four lanes on one side.

In each of the above embodiments, since the vehicle is assumed to be in a right-handed country (such as the United States), the overtaking lane is the left lane of the traveling lane, but the vehicle is a left-handed country (Japan). In the case of a country, etc., the overtaking lane is the lane on the right side of the traveling lane. That is, in the case of right-hand traffic and left-hand traffic, the arrangement of the overtaking lane with respect to the traveling lane and the arrangement of the merging lane with respect to the main lane at the merging point are reversed with respect to the traveling direction of the own vehicle.
As mentioned above, although embodiment of this invention was explained in full detail, actually, it is not restricted to said embodiment, Even if there is a change of the range which does not deviate from the summary of this invention, it is included in this invention.

DESCRIPTION OF SYMBOLS 1 Position detection unit 2 Data management unit 3 Navigation unit 4 Vehicle speed sensor 5 Travel control device 51 Own vehicle position detection part 52 Map database 53 Driving lane judgment part 54 Junction difficulty judgment part 54a Road gradient judgment part 54b Acceleration lane judgment part 54c Road Shape determination unit 54d Traffic condition determination unit 54e Traffic condition prediction unit 54f Total difficulty determination unit 55 Lane return completion point determination unit (lane change completion point determination unit)
6 Powertrain controller 7 Powertrain 8 Brake controller 9 Brake unit 10 Yaw rate sensor 11 Laser scanner 12 Steering motor controller

Claims (12)

A vehicle position detector for detecting the current position of the vehicle;
A traveling lane determination unit that determines the lane that is the course of the own vehicle from the current position of the own vehicle,
When there is a merging point on the route, a merging difficulty determining unit that determines a merging difficulty level of the merging vehicle when the merging vehicle merges with the first main lane at the merging point;
Before the vehicle passes through the merge point, the first vehicle lane from the second main lane adjacent to the first main lane after passing the merge point according to the difficulty of the merge. A lane change completion point determination unit that determines a lane change completion point, which is a point where the lane change is completed,
A driving support apparatus comprising:   The merge difficulty determination unit includes a road gradient determination unit that determines a gradient of a merge lane that merges with the first main lane at the merge point, and determines the merge difficulty caused by the gradient. The travel support apparatus according to claim 1.   The merge difficulty determination unit includes an acceleration lane determination unit that determines a length of an acceleration lane that is a part of a merged lane that merges with the first main lane at the merge point, and determines the length of the acceleration lane. The travel support device according to claim 1, wherein the resulting difficulty of joining is determined.   The merging difficulty level determination unit includes a road shape determination unit that determines a road shape of a merging lane that merges with the first main lane at the merging point, and determines the merging difficulty level due to the road shape. The travel support device according to any one of claims 1 to 3, wherein   The said joining difficulty determination part is provided with the traffic condition judgment part which judges the traffic condition of the said confluence | merging point, The said joining difficulty level resulting from the said traffic condition is determined, The Claim 1 to Claim 4 characterized by the above-mentioned. The driving support device according to any one of the above. The traffic condition determination unit includes a traffic condition prediction unit that obtains road traffic information from infrastructure outside the vehicle and predicts a traffic condition when the host vehicle reaches the merge point, and determines the traffic condition of the merge point And
The said merging difficulty level determination part determines the said merging difficulty level resulting from the difference of the predicted vehicle speed which changes with the said traffic conditions, and the legal vehicle speed of a said 1st main line lane. Driving support device.   The said confluence difficulty determination part is provided with the comprehensive difficulty determination part which determines the comprehensive confluence difficulty resulting from each of a some factor as said confluence difficulty. The driving support device according to any one of the above.   The lane change completion point determination unit estimates a timing at which the merging vehicle merges with the first main lane according to the merging difficulty level after the own vehicle passes the merging point, and the own vehicle The travel support device according to any one of claims 1 to 7, wherein the lane change completion point is determined so that a distance traveled along the main lane of the vehicle is shortened.   9. The lane change completion point determination unit sets the lane change completion point at a position farther downstream than the merging point as the merging difficulty level is higher. The driving support device according to any one of the above. An automatic travel control device that automatically controls the traveling of the vehicle according to the command value;
The lane change completion point determination unit calculates a target vehicle speed and a target steering amount as the command values according to the lane change completion point, and sends the target vehicle speed and the target steering amount to the automatic travel control device.
The travel support device according to any one of claims 1 to 9, wherein the automatic travel control device automatically controls travel of the host vehicle according to the target vehicle speed and the target steering amount. It further comprises a notification device for notifying the occupant of the vehicle so that the notification content can be recognized
The lane change completion point determination unit sends the lane change completion point to the notification device,
The travel support device according to any one of claims 1 to 10, wherein the notification device notifies the occupant of the lane change completion point. Detect the current position of your vehicle,
From the current position of your vehicle as the starting point, determine the lane that will be the course of your vehicle,
If there is a merging point on the route, determine the merging difficulty level of the merging vehicle when the merging vehicle merges with the first main lane at the merging point;
Before the vehicle passes through the merge point, a point at which the vehicle completes a lane change from the second main lane to the first main lane after passing the merge point is determined according to the merge difficulty. A driving support method characterized by:

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