JP2010115959A - Lane change support device - Google Patents

Lane change support device Download PDF

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JP2010115959A
JP2010115959A JP2008288877A JP2008288877A JP2010115959A JP 2010115959 A JP2010115959 A JP 2010115959A JP 2008288877 A JP2008288877 A JP 2008288877A JP 2008288877 A JP2008288877 A JP 2008288877A JP 2010115959 A JP2010115959 A JP 2010115959A
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vehicle
lane change
speed
acceleration
relative acceleration
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Yuki Yoshihama
勇樹 吉浜
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Toyota Motor Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a lane change support device properly determining safety of a lane change to perform predetermined safety control. <P>SOLUTION: The lane change support device includes: a lane change detection means for detecting lane change of a vehicle; a relative acceleration detection means for detecting the relative acceleration of an approaching vehicle that approaches from behind the vehicle and running on a target lane; a speed detection means for detecting the speed of the vehicle; and a control means for calculating the limit driving force of the vehicle based on the speed detected by the speed detection means, and performing the predetermined safety control if the difference between a limit acceleration calculated by dividing the calculated limit driving force by vehicle weight and the relative acceleration based on the result of detection by the relative acceleration detection means is equal to or smaller than a threshold value. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、車両が車線変更する際に、後方から接近する車両との衝突危険性を判断して警告や車両制御等を行なう車線変更支援装置に関する。   The present invention relates to a lane change support device that performs a warning, vehicle control, and the like by determining the risk of collision with a vehicle approaching from behind when the vehicle changes lanes.

従来、車線変更や本線への合流等の際に、車線変更先（又は合流先）を後方から接近する車両を監視し、車線変更の安全性を確認して警告等を行なう装置について研究が進められ、実用化が図られている。   Conventionally, when a lane change or merging into the main line, etc., research has progressed on a device that monitors vehicles approaching the lane change destination (or destination) from the rear, confirms the safety of lane change, and gives warnings etc. Has been put to practical use.

センサヘッドで物標を検出し、運転者に車線変更の意志がある場合には、検出物標までの距離及び相対速度情報に基づいて車線変更を止めるように運転者に報知する車両用後側方監視装置についての発明が開示されている（例えば、特許文献１参照）。
特開平８−１８５５９９号公報 The rear side of the vehicle that detects the target with the sensor head and informs the driver to stop the lane change based on the distance to the detected target and relative speed information when the driver intends to change the lane The invention about the way monitoring device is disclosed (for example, refer to Patent Document 1).
JP-A-8-185599

しかしながら、上記従来の装置の如く、相対速度のみに基づいて車線変更の安全性を確認するのでは、安全性の判断において精度に欠けることとなる。   However, if the safety of the lane change is confirmed based only on the relative speed as in the above-described conventional device, the accuracy of the safety judgment is lacking.

本発明はこのような課題を解決するためのものであり、車線変更の安全性をより正確に判断して所定の安全制御を行なうことが可能な車線変更支援装置を提供することを、主たる目的とする。   SUMMARY OF THE INVENTION The present invention is intended to solve such problems, and a main object of the present invention is to provide a lane change support device capable of more accurately determining the safety of lane change and performing predetermined safety control. And

上記目的を達成するための本発明の一態様は、
自車両が行なう車線変更を検知するための車線変更検知手段と、
前記自車両の車線変更先の車線を前記自車両の後方側から接近する接近車両における、前記自車両から見た相対加速度を検出するための相対加速度検出手段と、
前記自車両の速度を検出する速度検出手段と、
前記速度検出手段により検出された速度に基づいて自車両の限界駆動力を算出し、該算出した限界駆動力を車重で除して算出される限界加速度と、前記相対加速度検出手段により検出された相対加速度と、の差が閾値以下である場合に所定の安全制御を行なう制御手段と、
を備える車線変更支援装置である。 In order to achieve the above object, one embodiment of the present invention provides:
Lane change detection means for detecting a lane change performed by the host vehicle;
Relative acceleration detecting means for detecting relative acceleration seen from the own vehicle in an approaching vehicle approaching the lane to which the lane of the own vehicle is changed from the rear side of the own vehicle;
Speed detecting means for detecting the speed of the host vehicle;
A limit driving force of the host vehicle is calculated based on the speed detected by the speed detecting means, and a limit acceleration calculated by dividing the calculated limit driving force by a vehicle weight and detected by the relative acceleration detecting means. Control means for performing predetermined safety control when a difference between the relative acceleration and the relative acceleration is equal to or less than a threshold value;
Is a lane change assisting device.

この本発明の一態様によれば、速度検出手段により検出された速度に基づく自車両の限界駆動力を算出し、算出した限界駆動力を車重で除して算出される限界加速度と、相対加速度検出手段による検出結果に基づく相対加速度と、の差が閾値以下である場合に所定の安全制御を行なうため、車線変更の安全性をより正確に判断して所定の安全制御を行なうことができる。   According to this aspect of the present invention, the limit driving force of the host vehicle is calculated based on the speed detected by the speed detection means, the limit acceleration calculated by dividing the calculated limit driving force by the vehicle weight, and relative Since the predetermined safety control is performed when the difference between the relative acceleration based on the detection result by the acceleration detection means is equal to or less than the threshold value, the safety of the lane change can be determined more accurately and the predetermined safety control can be performed. .

本発明によれば、車線変更の安全性をより正確に判断して所定の安全制御を行なうことが可能な車線変更支援装置を提供することができる。   ADVANTAGE OF THE INVENTION According to this invention, the lane change assistance apparatus which can determine the safety | security of a lane change more correctly and can perform predetermined safety control can be provided.

以下、本発明を実施するための最良の形態について、添付図面を参照しながら実施例を挙げて説明する。   Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings.

以下、本発明の一実施例に係る車線変更支援装置１について説明する。図１は、本発明の一実施例に係る車線変更支援装置１のシステム構成例である。   Hereinafter, a lane change support device 1 according to an embodiment of the present invention will be described. FIG. 1 is a system configuration example of a lane change support device 1 according to an embodiment of the present invention.

車線変更支援装置１は、主要な構成として、車線変更検知用装置１０と、相対加速度検出用装置２０と、車速センサー３０と、勾配センサー３５と、車線変更支援用ＥＣＵ（Electronic Control Unit）４０と、を備える。   The lane change support device 1 includes, as main components, a lane change detection device 10, a relative acceleration detection device 20, a vehicle speed sensor 30, a gradient sensor 35, and a lane change support ECU (Electronic Control Unit) 40. .

車線変更検知用装置１０は、例えば、ＧＰＳ（Global Positioning System）受信機や地図データを記憶した記憶装置、加速度センサー、ステアリング操舵角センサー、ターンシグナルレバースイッチ、車載カメラ、マイクロコンピュータ等を含む。なお、本発明における「車線変更」とは、複数車線の道路における車線変更の他、有料道路における合流路から本線への合流等を広く含む。   The lane change detection device 10 includes, for example, a GPS (Global Positioning System) receiver, a storage device storing map data, an acceleration sensor, a steering steering angle sensor, a turn signal lever switch, an in-vehicle camera, a microcomputer, and the like. The “lane change” in the present invention broadly includes, for example, merging from a merging path to a main line on a toll road, in addition to lane changes on a multi-lane road.

これらの構成による車線変更検知の手法は様々であり詳細な説明を省略するが、例えばＧＰＳ受信機及び地図データによって自車両が有料道路の合流路を走行している場合、車載カメラの画像を用いて合流地点の道路区画線までの距離を認識すれば、自車両がこれらら車線変更を行なうことが判断でき、車線変更までの時間等を算出することができる。複数車線の道路における車線変更の場合は、ステアリング操舵角や横方向加速度が閾値以上であり、且つターンシグナルレバースイッチによって方向指示器が操作されていることが検出されている場合に、自車両がこれから車線変更を行なうと判断することができる。更に、自動車線変更制御を行なっている車両においてはその制御状態によって判断することができる。   There are various lane change detection methods based on these configurations, and detailed description thereof is omitted. For example, when the host vehicle is traveling along the toll road of the toll road using a GPS receiver and map data, an on-vehicle camera image is used. By recognizing the distance to the road demarcation line at the merge point, it can be determined that the host vehicle changes these lanes, and the time until the lane change can be calculated. In the case of a lane change on a multi-lane road, if the steering steering angle or lateral acceleration is greater than or equal to the threshold and it is detected that the turn signal lever switch is operating the direction indicator, It can be determined from this that the lane change will be performed. Furthermore, in the vehicle which is performing vehicle line change control, it can judge by the control state.

車線変更検知用装置１０は、このようにして自車両の車線変更を検知すると、車線変更が行なわれている（又は、行なわれようとしている；以下同じ）旨を示す信号を車線変更支援用ＥＣＵ４０に出力する。   When the lane change detection device 10 detects the lane change of the host vehicle in this manner, the lane change support ECU 40 sends a signal indicating that the lane change is being performed (or is going to be performed; the same applies hereinafter). Output to.

相対加速度検出用装置２０は、例えばミリ波レーダー等のレーダー装置、車車間通信装置、ステレオカメラ装置等を含む。ミリ波レーダー装置は、例えば、変調信号発生装置、ＶＣＯ（Voltage-Controlled Oscillator）、送信用アンテナ、アレイアンテナ、ミキサー、ローパスフィルター、Ａ／Ｄ変換器、ＤＳＰ（Digital Signal Processor）等を備える。   The relative acceleration detection device 20 includes, for example, a radar device such as a millimeter wave radar, an inter-vehicle communication device, a stereo camera device, and the like. The millimeter wave radar device includes, for example, a modulation signal generator, a VCO (Voltage-Controlled Oscillator), a transmitting antenna, an array antenna, a mixer, a low-pass filter, an A / D converter, a DSP (Digital Signal Processor), and the like.

以下、係る構成を有するミリ波レーダー装置の動作について説明する。変調信号発生装置が三角波を変調した変調信号を出力すると、ＶＣＯは、三角波の勾配に応じて周波数が増減するように変調された送信用信号を出力する。この送信用信号は、送信用アンテナにより車両後側方に放射される。送信用信号の一部はミキサーに出力される。アレイアンテナは、複数のアンテナ素子を有する。各アンテナ素子が受信した受信波信号は、順次選択されてミキサーに出力される。これにより、受信波信号がダウンコンバートされて、ビート信号が生成される。   The operation of the millimeter wave radar apparatus having such a configuration will be described below. When the modulation signal generator outputs a modulation signal obtained by modulating a triangular wave, the VCO outputs a transmission signal modulated so that the frequency increases or decreases according to the gradient of the triangular wave. This transmission signal is radiated to the rear side of the vehicle by the transmission antenna. Part of the transmission signal is output to the mixer. The array antenna has a plurality of antenna elements. Received wave signals received by each antenna element are sequentially selected and output to the mixer. As a result, the received wave signal is down-converted to generate a beat signal.

ビート信号は、ローパスフィルターを介してＡ／Ｄ変換器に入力され、変調信号発生装置の変調信号（又はＶＣＯの送信用信号）と同期したタイミングでデジタル信号に変換され、ＤＳＰに出力される。ＤＳＰは、入力されたデジタル信号に対してＦＭ−ＣＷレーダーの原理を適用して物標との距離及び相対速度を算出し、ＤＢＦ（Digital Beam Forming）によって物標の方位角を算出する。ＦＭ−ＣＷやＤＢＦの詳細については、既に種々の文献等が公知となっているため、説明を省略する。   The beat signal is input to the A / D converter via a low-pass filter, converted to a digital signal at a timing synchronized with the modulation signal (or VCO transmission signal) of the modulation signal generator, and output to the DSP. The DSP calculates the distance and relative velocity with the target by applying the principle of FM-CW radar to the input digital signal, and calculates the azimuth of the target by DBF (Digital Beam Forming). The details of FM-CW and DBF have already been publicly known and various descriptions thereof will be omitted.

車速センサー３０は、例えば、車両の各車輪に取り付けられた車輪速センサーとスキッドコントロールコンピューターからなり、車輪速センサーが出力する車輪速パルス信号をスキッドコントロールコンピューターが車速矩形波パルス信号（車速信号Ｖ０）に変換して出力する。 The vehicle speed sensor 30 includes, for example, a wheel speed sensor attached to each wheel of the vehicle and a skid control computer. The skid control computer outputs a wheel speed pulse signal output from the wheel speed sensor to the vehicle speed rectangular wave pulse signal (vehicle speed signal V 0). ) And output.

勾配センサー３５は、Ｇセンサーの出力する加速度に、車輪速センサーの出力値から得られる車速の微分値を加味して、道路勾配を算出して出力する。なお、勾配センサー３５の機能は車線変更支援用ＥＣＵ４０が担うものとしてもよい。   The gradient sensor 35 calculates and outputs a road gradient by adding the differential value of the vehicle speed obtained from the output value of the wheel speed sensor to the acceleration output from the G sensor. The function of the gradient sensor 35 may be performed by the lane change assist ECU 40.

車線変更支援用ＥＣＵ４０は、例えば、ＣＰＵ（Central Processing Unit）を中心としてＲＯＭ（Read Only Memory）やＲＡＭ（Random Access Memory）等がバスを介して相互に接続されたマイクロコンピュータであり、その他、ＨＤＤ（Hard Disc Drive）やＤＶＤ（Digital Versatile Disk）ドライブ、ＣＤ−Ｒ（Compact Disc-Recordable）ドライブ、ＥＥＰＲＯＭ（Electronically Erasable and Programmable Read Only Memory）等の記憶装置やＩ／Ｏポート、タイマー、カウンター等を備える。ＲＯＭには、ＣＰＵが実行するプログラムやデータが格納されている。   The lane change assist ECU 40 is, for example, a microcomputer in which a ROM (Read Only Memory), a RAM (Random Access Memory), and the like are connected to each other via a bus with a central processing unit (CPU) as a center. (Hard Disc Drive), DVD (Digital Versatile Disk) drive, CD-R (Compact Disc-Recordable) drive, EEPROM (Electronically Erasable and Programmable Read Only Memory) and other storage devices, I / O ports, timers, counters, etc. Prepare. The ROM stores programs and data executed by the CPU.

車線変更支援用ＥＣＵ４０には、運転者に警告を行なうためのスピーカー５０、バイブレータ、発光装置等が接続される。また、自動操舵制御や自動制動制御を行なう場合は、パワーステアリング装置、電子制御式ブレーキ装置（ＥＣＢ）等が接続される。   The lane change assisting ECU 40 is connected with a speaker 50, a vibrator, a light emitting device and the like for warning the driver. When performing automatic steering control or automatic braking control, a power steering device, an electronically controlled brake device (ECB), or the like is connected.

車線変更支援用ＥＣＵ４０は、上記各構成要素の出力に基づいて車線変更の安全性を判断し、判断結果に基づいて所定の安全制御を行なう。車線変更の安全性は、自車両の限界加速度及び接近車両との相対加速度に基づいて判断する。   The lane change assist ECU 40 determines the safety of the lane change based on the output of each of the above components, and performs predetermined safety control based on the determination result. The safety of the lane change is determined based on the limit acceleration of the host vehicle and the relative acceleration with the approaching vehicle.

図２は、車線変更支援用ＥＣＵ４０により実行される特徴的な処理の流れを示すフローチャートである。本フローは、例えば所定周期をもって繰り返し実行される。   FIG. 2 is a flowchart showing a flow of characteristic processing executed by the lane change assisting ECU 40. This flow is repeatedly executed with a predetermined cycle, for example.

まず、車線変更検知用装置１０から入力された信号を参照し、自車両が車線変更を行なおうとしているか否か（又は車線変更を行なっているか否か；以下同じ）を判定する（Ｓ１００）。自車両が車線変更を行なおうとしていないと判定した場合は、何も処理を行なわず本フローの１ルーチンを終了する。   First, referring to the signal input from the lane change detection device 10, it is determined whether or not the host vehicle is changing the lane (or whether or not the lane is changed; the same applies hereinafter) (S100). . If it is determined that the host vehicle is not going to change lanes, no processing is performed and one routine of this flow is terminated.

自車両が車線変更を行なおうとしていると判定した場合は、車速センサー３０から入力された車速信号Ｖ０に基づいて、限界駆動力｛Ｆｋ（Ｖ０）−Ｆｌ（Ｖ０）｝を算出する（Ｓ１０２）。 If it is determined that the host vehicle is about to change lanes, the limit driving force {Fk (V 0 ) −Fl (V 0 )} is calculated based on the vehicle speed signal V 0 input from the vehicle speed sensor 30. (S102).

限界駆動力｛Ｆｋ（Ｖ０）−Ｆｌ（Ｖ０）｝は、自車両の駆動装置がその時点の車速に応じて出力可能な駆動力であるアベイラビリティ上限Ｆｋ（Ｖ０）から、走行抵抗Ｆｌ（Ｖ０）を差し引いて求められる。 The limit driving force {Fk (V 0 ) −Fl (V 0 )} is calculated from the availability upper limit Fk (V 0 ), which is the driving force that the driving device of the host vehicle can output according to the vehicle speed at that time, and the running resistance Fl It is obtained by subtracting (V 0 ).

図３は、アベイラビリティ上限Ｆｋ（Ｖ０）、走行抵抗Ｆｌ（Ｖ０）、及び限界駆動力｛Ｆｋ（Ｖ０）−Ｆｌ（Ｖ０）｝を求めるためのマップの一例である。なお、このようなマップが車線変更支援用ＥＣＵ４０のＲＯＭ等に予め記憶されていてもよいし、駆動系の制御装置からアベイラビリティ上限Ｆｋ（Ｖ０）を取得するようにしてもよい。また、マップに代えて関数等を用いてもよい。 FIG. 3 is an example of a map for obtaining the availability upper limit Fk (V 0 ), the running resistance Fl (V 0 ), and the limit driving force {Fk (V 0 ) −Fl (V 0 )}. Such a map may be stored in advance in the ROM or the like of the lane change assisting ECU 40, or the availability upper limit Fk (V 0 ) may be acquired from a drive system control device. A function or the like may be used instead of the map.

ここで、走行抵抗Ｆｌ（Ｖ０）は、勾配センサー３５の出力に応じて修正されてよい。この場合、勾配をパラメータとする関数によって走行抵抗Ｆｌ（Ｖ０）を導出してもよいし、勾配毎のマップを用意してもよい。 Here, the running resistance Fl (V 0) may be corrected in accordance with the output of the gradient sensor 35. In this case, the running resistance Fl (V 0 ) may be derived by a function using the gradient as a parameter, or a map for each gradient may be prepared.

続いて、限界駆動力｛Ｆｋ（Ｖ０）−Ｆｌ（Ｖ０）｝を自車両の車重で除して限界加速度Ａｃａｐを算出する（Ｓ１０４）。 Next, the limit acceleration Acap is calculated by dividing the limit driving force {Fk (V 0 ) −Fl (V 0 )} by the vehicle weight of the host vehicle (S 104).

次に、相対加速度検出用装置２０の出力に基づいて、自車両の車線変更先の車線を自車両の後方側から接近する接近車両における、自車両から見た相対加速度Ａｒｅｌを算出する（Ｓ１０６）。接近車両の特定は、例えば、受信波の強度が所定値以上であり、相対速度から自車両の車速を差し引いて算出される物標の絶対速度が所定速度以上であり、且つ自車両と略同一方向に走行しているものをまず車両と認識し、認識した車両のうち自車両後方の所定領域内にあるものを接近車両として特定する。   Next, based on the output of the relative acceleration detecting device 20, the relative acceleration Arel as seen from the own vehicle in the approaching vehicle approaching the lane of the own vehicle from the rear side of the own vehicle is calculated (S106). . The approaching vehicle is identified by, for example, the intensity of the received wave being a predetermined value or more, the absolute speed of the target calculated by subtracting the vehicle speed of the host vehicle from the relative speed is not less than the predetermined speed, and substantially the same as the host vehicle. A vehicle traveling in the direction is first recognized as a vehicle, and among the recognized vehicles, a vehicle in a predetermined area behind the host vehicle is specified as an approaching vehicle.

ここで、相対加速度Ａｒｅｌは、自車両の進行方向成分とする。従って、相対加速度検出用装置２０が相対速度Ｖｒｅｌと方位角φを出力している場合、車線変更支援用ＥＣＵ４０では相対速度Ｖｃを微分して自車両と接近車両を結ぶ直線上の相対加速度Ａｃを算出し、これにｃｏｓφを乗じて相対加速度Ａｒｅｌを算出することとなる（次式（１）。   Here, the relative acceleration Arel is a traveling direction component of the host vehicle. Therefore, when the relative acceleration detecting device 20 outputs the relative speed Vrel and the azimuth angle φ, the lane change assist ECU 40 differentiates the relative speed Vc to obtain the relative acceleration Ac on a straight line connecting the host vehicle and the approaching vehicle. The relative acceleration Arel is calculated by multiplying this by cos φ (the following equation (1)).

Ａｒｅｌ＝（ｄＶｒｅｌ／ｄｔ）×ｃｏｓφ …（１）   Arel = (dVrel / dt) × cosφ (1)

そして、算出した限界加速度Ａｃａｐから相対加速度Ａｒｅｌを差し引いた値が、閾値Ｋを超えるか否かを判定する（Ｓ１０８）。   Then, it is determined whether or not a value obtained by subtracting the relative acceleration Arel from the calculated limit acceleration Acap exceeds a threshold value K (S108).

算出した限界加速度Ａｃａｐから相対加速度Ａｒｅｌを差し引いた値が閾値Ｋを超える場合は、車線変更は安全であると判断し、何も処理を行なわずに本フローの１ルーチンを終了する。なお、これに限らず、車線変更が安全に行なうことができる旨を音声等によって運転者に報知してもよい。   If the value obtained by subtracting the relative acceleration Arel from the calculated limit acceleration Acap exceeds the threshold value K, it is determined that the lane change is safe, and one routine of this flow is terminated without performing any processing. However, the present invention is not limited to this, and the driver may be notified by voice or the like that the lane change can be performed safely.

一方、算出した限界加速度Ａｃａｐから相対加速度Ａｒｅｌを差し引いた値が閾値Ｋ以下である場合は、車線変更は安全でないと判断し、所定の安全制御を行なう（Ｓ１１０）。   On the other hand, if the value obtained by subtracting the relative acceleration Arel from the calculated limit acceleration Acap is equal to or less than the threshold value K, it is determined that the lane change is not safe, and predetermined safety control is performed (S110).

所定の安全制御とは、前述の如く、スピーカー５０によって運転者に音声で警告を行なうものであってもよいし、バイブレータや発光装置等を用いてもよい。また、自動操舵制御や自動制動制御を行なって車線変更に係る動作を抑制又は禁止してもよい。後者の場合、ステアリングＥＣＵやブレーキＥＣＵといった制御装置に対して干渉制御のための信号を送出する。   As described above, the predetermined safety control may be to give a warning to the driver by the speaker 50, or may use a vibrator, a light emitting device, or the like. Moreover, you may suppress or prohibit the operation | movement which concerns on lane change by performing automatic steering control or automatic braking control. In the latter case, a signal for interference control is sent to a control device such as a steering ECU or a brake ECU.

このように、本実施例の車線変更支援装置１では、車速に基づくアベイラビリティ上限Ｆｋ（Ｖ０）や走行抵抗Ｆｌ（Ｖ０）を用いて限界駆動力｛Ｆｋ（Ｖ０）−Ｆｌ（Ｖ０）｝を算出し、これに基づいて限界加速度Ａｃａｐを算出するため、限界加速度Ａｃａｐが現実の限界加速度に近い値となる。従って、車線変更の安全性を正確に判断することができる。 Thus, in the lane change assist device 1 of the present embodiment, the limit driving force {Fk (V 0 ) −Fl (V 0 ) using the availability upper limit Fk (V 0 ) and the running resistance Fl (V 0 ) based on the vehicle speed. )} Is calculated and the limit acceleration Acap is calculated based on the calculated value. The limit acceleration Acap is close to the actual limit acceleration. Therefore, it is possible to accurately determine the safety of lane change.

なお、本実施例の手法に加えて、接近車両との相対速度や距離に基づく判断等を行なってもよいのは勿論である。例えば、算出した限界加速度Ａｃａｐから相対加速度Ａｒｅｌを差し引いた値が閾値Ｋを超える場合であっても、接近車両との相対速度が非常に大きい場合や、距離が非常に短い場合は、所定の安全制御を行なってもよい。このように他の態様の判断・制御と組み合わせることによって、より正確な安全性判断を行なうことが可能となる。   Of course, in addition to the method of the present embodiment, determination based on the relative speed and distance to the approaching vehicle may be performed. For example, even when the value obtained by subtracting the relative acceleration Arel from the calculated limit acceleration Acap exceeds the threshold value K, if the relative speed with the approaching vehicle is very large or the distance is very short, the predetermined safety Control may be performed. In this way, by combining with the determination / control of another aspect, it is possible to perform more accurate safety determination.

以上説明した本実施例の車線変更支援装置１によれば、車線変更の安全性をより正確に判断して所定の安全制御を行なうことができる。   According to the lane change support device 1 of the present embodiment described above, it is possible to more accurately determine the safety of lane change and perform predetermined safety control.

以上、本発明を実施するための最良の形態について実施例を用いて説明したが、本発明はこうした実施例に何等限定されるものではなく、本発明の要旨を逸脱しない範囲内において種々の変形及び置換を加えることができる。   The best mode for carrying out the present invention has been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the scope of the present invention. And substitutions can be added.

本発明は、自動車製造業や自動車部品製造業等に利用可能である。   The present invention can be used in the automobile manufacturing industry, the automobile parts manufacturing industry, and the like.

本発明の一実施例に係る車線変更支援装置１のシステム構成例である。1 is a system configuration example of a lane change support device 1 according to an embodiment of the present invention. 車線変更支援用ＥＣＵ４０により実行される特徴的な処理の流れを示すフローチャートである。It is a flowchart which shows the flow of the characteristic process performed by ECU40 for lane change assistance. アベイラビリティ上限Ｆｋ（Ｖ０）、走行抵抗Ｆｌ（Ｖ０）、及び限界駆動力｛Ｆｋ（Ｖ０）−Ｆｌ（Ｖ０）｝を求めるためのマップの一例である。Availability upper Fk (V 0), the running resistance Fl (V 0), and is an example of a map for determining the critical drive force {Fk (V 0) -Fl ( V 0)}.

符号の説明Explanation of symbols

１ 車線変更支援装置
１０ 車線変更検知用装置
２０ 相対加速度検出用装置
３０ 車速センサー
３５ 勾配センサー
４０ 車線変更支援用ＥＣＵ DESCRIPTION OF SYMBOLS 1 Lane change assistance apparatus 10 Lane change detection apparatus 20 Relative acceleration detection apparatus 30 Vehicle speed sensor 35 Gradient sensor 40 Lane change assistance ECU

Claims (1)

自車両が行なう車線変更を検知するための車線変更検知手段と、
前記自車両の車線変更先の車線を前記自車両の後方側から接近する接近車両における、前記自車両から見た相対加速度を検出するための相対加速度検出手段と、
前記自車両の速度を検出する速度検出手段と、
前記速度検出手段により検出された速度に基づく自車両の限界駆動力を算出し、該算出した限界駆動力を車重で除して算出される限界加速度と、前記相対加速度検出手段による検出結果に基づく相対加速度と、の差が閾値以下である場合に所定の安全制御を行なう制御手段と、
を備える車線変更支援装置。 Lane change detection means for detecting a lane change performed by the host vehicle;
Relative acceleration detecting means for detecting relative acceleration seen from the own vehicle in an approaching vehicle approaching the lane to which the lane of the own vehicle is changed from the rear side of the own vehicle;
Speed detecting means for detecting the speed of the host vehicle;
The limit driving force of the host vehicle is calculated based on the speed detected by the speed detecting unit, the limit acceleration calculated by dividing the calculated limit driving force by the vehicle weight, and the detection result by the relative acceleration detecting unit. Control means for performing predetermined safety control when the difference between the relative acceleration based on the threshold acceleration is less than a threshold value;
A lane change support device.
JP2008288877A 2008-11-11 2008-11-11 Lane change support device Withdrawn JP2010115959A (en)

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JP2013254385A (en) * 2012-06-07 2013-12-19 Denso Corp Driver support device
US8855833B2 (en) 2010-10-29 2014-10-07 Denso Corporation Vehicle dynamic control platform between application and controlled object
US9014916B2 (en) 2010-10-29 2015-04-21 Denso Corporation Vehicle dynamic control apparatus and vehicle dynamic control system using the same
CN109455137A (en) * 2017-09-06 2019-03-12 本田技研工业株式会社 Drive supporting device and driving support method
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CN111231952A (en) * 2020-02-28 2020-06-05 北京百度网讯科技有限公司 Vehicle control method, device and equipment

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012096620A (en) * 2010-10-29 2012-05-24 Denso Corp Vehicle motion control device and vehicle motion control system having the same
US8855833B2 (en) 2010-10-29 2014-10-07 Denso Corporation Vehicle dynamic control platform between application and controlled object
US9014916B2 (en) 2010-10-29 2015-04-21 Denso Corporation Vehicle dynamic control apparatus and vehicle dynamic control system using the same
US9180862B2 (en) 2010-10-29 2015-11-10 Denso Corporation Vehicle dynamic control apparatus and vehicle dynamic control system using the same
JP2013254385A (en) * 2012-06-07 2013-12-19 Denso Corp Driver support device
CN109455137A (en) * 2017-09-06 2019-03-12 本田技研工业株式会社 Drive supporting device and driving support method
JP2019046392A (en) * 2017-09-06 2019-03-22 本田技研工業株式会社 Operation support device and operation support method
US11180139B2 (en) 2017-09-06 2021-11-23 Honda Motor Co., Ltd. Driving support device and driving support method
CN110371111A (en) * 2018-04-11 2019-10-25 现代自动车株式会社 Device and method for controlling the lane changing of vehicle
CN111231952A (en) * 2020-02-28 2020-06-05 北京百度网讯科技有限公司 Vehicle control method, device and equipment
CN111231952B (en) * 2020-02-28 2021-08-03 北京百度网讯科技有限公司 Vehicle control method, device and equipment

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