Lane change support device

Abstract

A lane change support device includes a control unit configured to execute a lane change control for automatically causing a vehicle to change lanes from a lane in which the vehicle is traveling to an adjacent lane. The control unit times a holding time during which an operation section for starting the lane change control by being operated to a predetermined operation position is continuously held at the operation position. When the timed holding time reaches a predetermined threshold time set in advance, the control unit starts the lane change control. The control unit calculates proficiency of an operator of the vehicle in operating the lane change support device during execution of the lane change control, and sets the threshold time used in a next lane change control based on the proficiency.

Description

Technical Field

[0001] The present invention relates to a lane change support device that enables a vehicle to automatically change lanes from the lane it is traveling in to an adjacent lane. Background Technology

[0002] Japanese Patent Application Publication No. 2018-103769 discloses a lane change support device that enables a vehicle to automatically change lanes from its current lane to an adjacent lane. The lane change support device detects the driver's operation of a control lever and times the duration for which the lever is held in a predetermined position. When the timed holding time reaches a predetermined threshold time, the lane change support device initiates lane change control. Summary of the Invention

[0003] In lane change assist devices, if the threshold time for determining the start of control is set too long, a discrepancy may sometimes occur between the timing when the driver intends to initiate a lane change and the actual timing when lane change control begins. Furthermore, depending on the situation, lane changes may sometimes fail to occur because the positional relationship between the vehicle and surrounding vehicles changes before lane change control begins. As a result, the usability of the device may be compromised, or it may cause inconvenience to the driver.

[0004] On the other hand, if the threshold time is set too short, the device may work even when the driver is unclear about the intention to use the device or when the driver fails to check the surrounding situation, which may affect safety.

[0005] The present invention was made to solve the aforementioned problems. Specifically, one object of the present invention is to provide a lane change support device that can optimize the start timing of lane change control by appropriately setting a threshold time used in the determination of control start.

[0006] The lane change support device involved in the technical solution of the present invention includes a control unit (10).

[0007] The control unit (10) is configured to perform lane change control (LCA) to automatically change the vehicle (VS) from the lane it is traveling in to an adjacent lane.

[0008] The control unit (10),

[0009] The time (Th) during which the operation unit (80) used to initiate lane change control (LCA control) by being operated to a predetermined operation position is held in the operation position (P1L, P1R) is timed.

[0010] When the timed hold time (Th) reaches a preset threshold time (Tv), lane change control (LCA control) begins.

[0011] The driver's proficiency (L) in operating the lane change assist device during the execution of the lane change control (LCA control) is calculated, and the threshold time (Tv) to be used in the next lane change control (LCA control) is set based on the proficiency (L).

[0012] Based on the above configuration, the control unit (10) calculates the driver's proficiency during the execution of lane change control (LCA control) and appropriately updates the threshold time (Tv) used in the next lane change control based on the calculated proficiency. As a result, lane change control (LCA control) can be executed safely and effectively, and the usability of the lane change support device can be improved.

[0013] In another technical solution of the vehicle change support device of the present invention

[0014] The control unit (10),

[0015] The previous proficiency level (L) n-1 ) and proficiency level (L) n The previous proficiency level (L) was compared with that of the previous proficiency level. n-1 The current proficiency level (L) is the calculated proficiency level during the previous execution of the lane change control (LCA control) operation. n The calculated proficiency level during the execution of the lane change control (LCA control) is the level of skill achieved in this specific instance.

[0016] In the current level of proficiency (L) n Compared to the previous level of proficiency (L) n-1 In the case of an increase, the threshold time (Tv) used in the next lane change control is shortened.

[0017] In the current level of proficiency (L) n Compared to the previous level of proficiency (L) n-1 If the threshold value is reduced, the threshold time (Tv) used in the next lane change control is extended.

[0018] According to this technical solution, the threshold time (Tv) can be appropriately extended or shortened according to the driver's proficiency, thereby achieving lane change control (LCA control) suitable for the driver.

[0019] In another technical solution of the lane change support device of the present invention

[0020] The proficiency level (L) is calculated based on an evaluation result (S) derived from the driver's driving condition during the execution of the lane change control (LCA) and an evaluation result (R) derived from the termination state of the lane change control (LCA). In this case, the driver's driving condition may include the driver's steering control and the surrounding vehicle conditions.

[0021] According to this technical solution, the proficiency level is calculated based on the driver's driving status during the execution of lane change control, such as maintaining steering control (whether the driver holds the steering wheel) and the surrounding vehicle conditions (whether the driver checks the surrounding vehicle conditions while performing LCA control). Therefore, an appropriate proficiency level reflecting the driver's actions during the execution of lane change control can be calculated. Furthermore, the proficiency level is calculated based on the termination state of lane change control (normal termination or abnormal termination). Therefore, an appropriate proficiency level reflecting the driver's understanding of the safety of lane change control can be calculated.

[0022] In another technical solution of the lane change support device of the present invention

[0023] The proficiency level (L) is calculated based on an evaluation score for the proficiency level determined by the driver's steering control status, an evaluation score for the proficiency level determined by the surrounding vehicle conditions, and an evaluation score for the proficiency level determined by the end status of the lane change control.

[0024] According to this technical solution, proficiency is quantified based on evaluation scores, thus enabling quantitative calculation of proficiency. Therefore, proficiency can be calculated objectively and is universally applicable.

[0025] In the above description, in order to help understand the invention, reference numerals used in the embodiments are added in parentheses for the constituent elements of the invention corresponding to the embodiments, but the constituent elements of the invention are not limited to the embodiments specified by the reference numerals. Attached Figure Description

[0026] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which the same reference numerals denote the same elements, and wherein:

[0027] Figure 1 This is a general configuration diagram of the lane change support device for the vehicle involved in this embodiment.

[0028] Figure 2 It is a plan view showing the installation locations of the radar sensor and camera sensor.

[0029] Figure 3 It is a diagram used to illustrate lane-related vehicle information.

[0030] Figure 4 This is a diagram used to illustrate the operation of the direction indicator lever.

[0031] Figure 5 This is a time diagram illustrating examples of timing, such as the driver's operation of the steering indicator lever, when lane change control is executed.

[0032] Figure 6 This is a flowchart illustrating the specific processing steps of the lane change control routine.

[0033] Figure 7 This is a schematic diagram illustrating the functional elements used for implementing proficiency assessment and threshold time update processing. Detailed Implementation

[0034] Hereinafter, the lane change support device (hereinafter also referred to as "this embodiment device") according to the accompanying drawings will be described. Identical components are labeled with the same reference numerals, and their names and functions are also the same. Therefore, they will not be described in detail again.

[0035] [constitute]

[0036] like Figure 1 As shown, this embodiment includes a driver support ECU 10 (control unit), a brake ECU 40, a steering ECU 50, an instrument panel ECU 60, and a navigation ECU 70. ECUs 10, 40, 50, 60, and 70 each have a microcomputer as their main component and are connected to each other via a CAN (Controller Area Network) (not shown) to send and receive information. Furthermore, ECU is short for Electronic Control Unit. A microcomputer includes a CPU, ROM, RAM, and interfaces, etc. The CPU executes instructions (programs, routines) stored in the ROM to perform various functions. Some or all of ECUs 10, 40, 50, 60, and 70 can also be combined into a single ECU as a controller. Hereinafter, the vehicle equipped with this embodiment will be referred to as "this vehicle VS".

[0037] The driver support ECU 10 is a central control device that provides driver support and, in this embodiment, implements lane change control. The driver support ECU 10 is connected to various sensors and switches, such as the surrounding sensor 20, steering angle sensor 30, steering torque sensor 31, vehicle speed sensor 32, accelerator sensor 33, brake sensor 34, yaw rate sensor 35, and hand-off sensor 36, and receives signals from these sensors and switches at predetermined intervals.

[0038] Steering angle sensor 30 detects the steering angle θ of a steering wheel (or steering shaft) not shown. Steering torque sensor 31 detects the steering torque acting on the steering shaft (not shown) of the vehicle VS due to steering wheel operation. Vehicle speed sensor 32 detects the vehicle speed of VS. Accelerator sensor 33 detects the amount of accelerator pedal operation (not shown). Brake sensor 34 detects the amount of brake pedal operation (not shown). Yaw rate sensor 35 detects the yaw rate of the vehicle VS.

[0039] The surrounding sensors 20 include a radar sensor 21 and a camera sensor 22. Specifically, as... Figure 2 As shown, the radar sensor 21 includes a central front radar sensor 21FC, a right front radar sensor 21FR, a left front radar sensor 21FL, a right rear radar sensor 21RR, and a left rear radar sensor 21RL. In this embodiment, each of the sensors 21FC, 21FR, 21FL, 21RR, and 21RL is a radar sensor, but this can be substituted, for example, by using other sensors such as gapped sonar.

[0040] The central front radar sensor 21FC is located in the front center of the vehicle body and detects three-dimensional objects in the area in front of the vehicle (VS). The right front radar sensor 21FR is located at the right front corner of the vehicle body and primarily detects three-dimensional objects in the right front area of ​​the vehicle (VS). The left front radar sensor 21FL is located at the left front corner of the vehicle body and primarily detects three-dimensional objects in the left front area of ​​the vehicle (VS). The right rear radar sensor 21RR is located at the right rear corner of the vehicle body and primarily detects three-dimensional objects in the right rear area of ​​the vehicle (VS). The left rear radar sensor 21RL is located at the left rear corner of the vehicle body and primarily detects three-dimensional objects in the left rear area of ​​the vehicle (VS).

[0041] The radar sensors 21FC, 21FR, 21FL, 21RR, and 21RL are essentially identical in configuration, differing only in their detection areas. Furthermore, this disclosure does not preclude the possibility that the radar sensors 21FC, 21FR, 21FL, 21RR, and 21RL may have different configurations. Additionally, hereinafter, when it is not necessary to separately distinguish between each radar sensor 21FC, 21FR, 21FL, 21RR, and 21RL, they may sometimes be simply referred to as radar sensor 21.

[0042] The radar sensor 21 includes a radar transceiver unit and a signal processing unit (not shown). The radar transceiver unit radiates millimeter-wave radio waves (hereinafter referred to as "millimeter waves") and receives millimeter waves (i.e., reflected waves) reflected by three-dimensional objects (e.g., other vehicles, pedestrians, bicycles, buildings, etc.) within the radiation range. Based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves, the signal processing unit acquires information (hereinafter referred to as peripheral information) representing the distance between the vehicle VS and the three-dimensional object, the relative speed between the vehicle VS and the three-dimensional object, and the relative position (direction) of the three-dimensional object relative to the vehicle VS at predetermined intervals, and supplies this information to the driver support ECU 10. Based on this peripheral information, the forward and backward direction components and lateral components of the distance between the vehicle VS and the three-dimensional object, as well as the forward and backward direction components and lateral components of the relative speed between the vehicle VS and the three-dimensional object, can be detected.

[0043] The camera sensor 22 includes a camera unit and a lane recognition unit. The lane recognition unit analyzes the image data captured by the camera unit to identify the white lines on the road. The camera sensor 22 (camera unit) captures images of the scene in front of the vehicle VS. The camera sensor 22 (lane recognition unit) supplies information related to the identified white lines to the driver support ECU 10.

[0044] The driving support ECU 10 is based on information supplied from the camera sensor 22, such as Figure 3 As shown, the lane centerline CL is set at the center of the width direction of the white lines WL to the left and right of the lane the vehicle is traveling in. Additionally, the driving support ECU10 calculates the curvature Cu of the curve of the lane centerline CL.

[0045] Additionally, the driver support ECU10 calculates the vehicle's position and orientation within the lane defined by the left and right white lines (WL). For example, as... Figure 3As shown, the driving support ECU 10 calculates the distance Dy between the reference point P (e.g., center of gravity position) of the vehicle VS and the lane centerline CL in the road width direction, which is the distance (lateral deviation) Dy that the vehicle VS deviates from the lane centerline CL in the road width direction. Additionally, the driving support ECU 10 calculates the angle between the direction of the lane centerline CL and the direction the vehicle VS is facing, which is the angle (yaw angle) θy that the direction the vehicle VS is facing is tilted horizontally relative to the direction of the lane centerline CL. Hereinafter, the information representing curvature Cu, lateral deviation Dy, and yaw angle θy (Cu, Dy, θy) will be referred to as lane-related vehicle information.

[0046] Information related to white lines, including "not limited to the lane of this vehicle, but also including the type of white lines detected by camera sensor 22 in adjacent lanes (solid lines, dashed lines), the distance between adjacent left and right white lines (lane width), the shape of the white lines, etc.," is also provided to the driver support ECU 10. When the white line is solid, vehicles are prohibited from crossing it to change lanes. On the other hand, when the white line is dashed (a white line formed intermittently at certain intervals), vehicles are allowed to cross it to change lanes. This lane-related vehicle information (Cu, Dy, θy) and information related to white lines are collectively referred to as lane information.

[0047] In addition, in this embodiment, the driving support ECU 10 calculates lane-related vehicle information (Cu, Dy, θy), but it is also possible to use the camera sensor 22 to calculate lane-related vehicle information (Cu, Dy, θy) and supply the calculation result to the driving support ECU 10 instead.

[0048] Here, the camera sensor 22 can also detect three-dimensional objects existing in front of the vehicle VS based on image data. Therefore, in addition to lane information, the camera sensor 22 can also obtain surrounding information in front through calculation. In this case, for example, a synthesis processing unit (not shown) can be provided, and the surrounding information generated by the synthesis processing unit can be supplied to the driver support ECU 10 as the surrounding information in front of the vehicle VS. The synthesis processing unit synthesizes the surrounding information obtained by the central front radar sensor 21FC, the right front radar sensor 21FR, and the left front radar sensor 21FL with the surrounding information obtained by the camera sensor 22 to generate highly accurate surrounding information in front.

[0049] Return to Figure 1The brake ECU 40 is connected to the brake actuator 41. The brake actuator 41 is configured in a hydraulic circuit between a master cylinder (not shown) that pressurizes the hydraulic fluid through the force of the brake pedal and a friction braking mechanism 42 located on the left, right, front, and rear wheels. The friction braking mechanism 42 includes a brake disc 42a fixed to the wheel and a brake caliper 42b fixed to the vehicle body. The brake actuator 41 adjusts the hydraulic pressure supplied to the wheel cylinders built into the brake calipers 42b according to instructions from the brake ECU 40. By using this hydraulic pressure to operate the wheel cylinders, the brake pads are pressed against the brake disc 42a to generate friction braking force. Furthermore, the braking system is not limited to the disc brake shown in the figure; it may also be a drum brake or the like.

[0050] The steering ECU 50 is the control unit for the electric power steering system and is connected to the motor driver 51 and the direction indicator switch (direction indicator SW) 90. The motor driver 51 is connected to the steering motor 52. The steering motor 52 is assembled into the steering mechanism 53 (e.g., a rack and pinion mechanism). The steering ECU 50 detects the steering torque input by the driver to the steering wheel (not shown) via the steering torque sensor 31 and controls the energization of the motor driver 51 based on the steering torque, thereby driving the steering motor 52. The steering motor 52 applies steering torque to the steering mechanism 53, thereby generating steering assist torque.

[0051] The driving support ECU 10 is configured to send steering commands to the steering ECU 50. Upon receiving a steering command, the steering ECU 50 drives (controls) the steering motor 52 according to the command. Thus, the driving support ECU 10 can automatically change the steering angle of the steering wheel via the steering ECU 50.

[0052] The instrument cluster ECU 60 is connected to the left and right turn indicators 61. The instrument cluster ECU 60, via a drive circuit (not shown), causes the left or right turn indicator 61 to flash based on a signal from the turn indicator SW90. For example, when the turn indicator SW90 outputs a signal indicating that "the turn indicator lever 80 has been operated to turn left," the instrument cluster ECU 60 causes the left turn indicator 61 to flash. Conversely, when the turn indicator SW90 outputs a signal indicating that "the turn indicator lever 80 has been operated to turn right," the instrument cluster ECU 60 causes the right turn indicator 61 to flash.

[0053] The navigation ECU 70 is connected to a GPS receiver 71 that receives GPS signals used to detect the current position of the vehicle VS, a map database 72 that stores map information, and a touch panel (touch panel display) 73. The navigation ECU 70 determines the current position of the vehicle VS based on the GPS signal, performs various calculations based on the position of the vehicle VS and the map information stored in the map database 72, and uses the touch panel 73 for route guidance.

[0054] The map information stored in map database 72 includes road information. Road information includes parameters representing the shape of the road in each section (e.g., the radius or curvature of the road indicating its curvature, lane width, etc.). Additionally, road information includes road category information (determining whether it is a dedicated motor vehicle road), lane number information, and information on whether a median strip is present.

[0055] The driver support ECU10 is connected to an alarm 75 and a display 76.

[0056] The alarm 75 sounds upon receiving a signal from the driver support ECU 10. The driver support ECU 10 sounds the alarm 75 when informing the driver of the driver support status and / or prompting the driver to pay attention.

[0057] Display 76 is, for example, a multi-information display located in front of the driver's seat, which displays various information in addition to instrument readings such as vehicle speed. When display 76 receives a display command corresponding to the driving support status from the driving support ECU 10, the screen specified by that command will be displayed on display 76. Alternatively, a head-up display (not shown) may be used instead of the multi-information display as display 76, or a head-up display may be used in addition to a multi-information display. When a head-up display is used, a dedicated ECU can be set to control the display on the head-up display.

[0058] The hands-off sensor 36 is a sensor that detects when the driver is not holding the steering wheel. The hands-off sensor 36 sends a hands-off detection signal indicating whether the driver is holding the steering wheel to the driving support ECU 10. If, during the execution of lane change control (described later), the driver is not holding the steering wheel for more than a preset hands-off judgment time, the driving support ECU 10 determines that the driver is in a "hands-off state." Upon determining that the driver is in a hands-off state, the driving support ECU 10 sounds an alarm 75 to alert the driver. This alert is referred to as "maintain steering requirement." Furthermore, the "maintain steering requirement" can also be displayed on the display 76.

[0059] The steering indicator lever 80 (hereinafter referred to as lever 80) is an operating device for activating (flashing) the steering indicator 61, and is provided, for example, on the steering column. Additionally, a steering indicator SW90 is provided on the lever 80. The lever 80 is configured to rotate about a support shaft in two stages of travel in both the right-turn and left-turn directions.

[0060] Specifically, such as Figure 4 As shown, the operating lever 80 is configured to be selectively operable to a first operating position P1L (P1R) and a second operating position P2L (P2R) in the right-turn and left-turn operating directions, respectively. The first operating position P1L (P1R) is the position after rotating the lever 80 from the neutral position PN for a first stroke (after rotating it by a first angle θW1 around the support axis O). The second operating position P2L (P2R) is the position after rotating the lever 80 from the neutral position PN for a second stroke deeper than the first operating position P1L (P1R) (after rotating it by a second angle θW2 (>θW1) around the support axis O). During the operation of the operating lever 80 to the first operating position P1L (P1R) or the second operating position P2L (P2R), the direction indicator 61 of the direction in which the operating lever 80 is operated flashes. During the operation of the operating lever 80 in the neutral position PN, the direction indicator 61 is turned off.

[0061] When the control lever 80 is pushed to the first operating position P1L (P1R) by the driver, a click feeling is given to the driver. Furthermore, when the operating force on the control lever 80 is released from this state, it mechanically returns to the neutral position PN via a spring or other reset mechanism (not shown). Additionally, when the control lever 80 is pushed to the second operating position P2L (P2R) by the driver, a mechanical locking mechanism (not shown) maintains it in the second operating position P2L (P2R) even after the operating force is released.

[0062] When the steering wheel is rotated in the opposite direction to return to the neutral position while the control lever 80 is in the second operating position P2L (P2R), or when the driver operates the control lever 80 to return to the neutral position PN, the locking mechanism is released and the vehicle returns to the neutral position PN. In other words, when the control lever 80 is operated to the second operating position P2L (P2R), it performs the same function as the conventionally implemented direction indicator flashing device. Hereinafter, the operation of pushing the control lever 80 to the first operating position P1L (P1R) is referred to as a "shallow push operation," and the operation of pushing the control lever 80 to the second operating position P2L (P2R) is referred to as a "deep push operation."

[0063] The direction indicator SW90 has a first switch 91L (91R) and a second switch 92L (92R). The first switch 91L (91R) is turned on only when the operating lever 80 is shallowly pushed to the first operating position P1L (P1R), and the second switch 92L (92R) is turned on only when the operating lever 80 is deeply pushed to the second operating position P2L (P2R).

[0064] The first switch 91L (91R) sends an activation signal to the driver support ECU 10 while the operating lever 80 is in the first operating position P1L (P1R). The second switch 92L (92R) sends an activation signal to the driver support ECU 10 while the operating lever 80 is in the second operating position P2L (P2R). In the above description, the operating positions and switches marked with parentheses (reference numerals) indicate the operating positions and switches related to the right turn direction.

[0065] The driver support ECU 10 receives a monitoring signal indicating whether the lever 80 is shallowly pushed, i.e., indicating the on / off state of the first switch 91L (91R), and a monitoring signal indicating whether the lever 80 is deeply pushed, i.e., indicating the on / off state of the second switch 92L (92R). Hereinafter, the monitoring signal indicating the on / off state of the first switch 91L (91R) will be referred to as the "shallow push operation monitoring signal," and the monitoring signal indicating the on / off state of the second switch 92L (92R) will be referred to as the "deep push operation monitoring signal." Both the shallow push operation monitoring signal and the deep push operation monitoring signal also include a signal determining the operating direction (left / right direction) of the lever 80.

[0066] The driver support ECU 10 times the duration of the shallow push operation monitoring signal, in other words, the time during which the driver holds the lever 80 in the first operating position P1L (P1R) (hereinafter referred to as the holding time Th). Furthermore, the driver support ECU 10 determines whether the timed holding time Th has reached a preset threshold time Tv. When the holding time Th reaches the threshold time Tv, the driver support ECU 10 determines the driver's lane change request and initiates lane change control. Hereinafter, lane change control will be referred to as LCA control (Lane Change Assist Control).

[0067] [LCA Control]

[0068] LCA control works as follows: To move the vehicle VS from its current lane (hereinafter referred to as the original lane) to a lane adjacent to the current lane (hereinafter referred to as the target lane) desired by the driver, the steering angle of the vehicle VS is changed by applying steering torque to the steering mechanism 53 through the steering motor 52, thereby supporting the driver's steering operation (steering wheel operation). Therefore, according to LCA control, the vehicle VS can automatically change lanes from the original lane to the target lane without the need for driver steering operation.

[0069] LCA control is, for example, the following control: the "target lateral position of the vehicle VS" based on the center line of the original lane is set as a function of time t from the start of LCA control, and the steering angle of the vehicle VS is changed in such a way that the lateral position of the vehicle VS is consistent with the target lateral position, so that the vehicle VS moves from the original lane to the target lane in the width direction of the road within a predetermined time based on the driver's operation of the control lever 80.

[0070] Figure 5 This is a timing diagram illustrating examples of driver operation of lever 80 during LCA control when the vehicle VS performs a lane change to a target lane on the right. Furthermore, regarding examples of timing of lever 80 operation when the vehicle VS performs a lane change to a target lane on the left, besides the operation of lever 80 and the direction of lane change... Figure 5 Apart from the different examples, the others are similar. Figure 5 The same applies to other examples.

[0071] As the lever 80 is held in the first operating position P1R at time t1, the right-hand indicator 61 flashes. Then, at time t2, when the holding time Th for the lever 80 in the first operating position P1R reaches a threshold time Tv, the driver support ECU 10 determines that the driver has requested a lane change to the right lane. Upon determining the lane change request, the driver support ECU 10 initiates LCA control and determines whether predetermined execution permission conditions are met.

[0072] Here, as examples of the conditions for allowing the execution of LCA control, the following (1) to (4) can be cited.

[0073] (1) There are no other vehicles in the target lane of the lane change destination.

[0074] (2) There are no other vehicles approaching from behind within the predetermined time in the target lane of the lane change destination.

[0075] (3) The camera sensor 22 identifies the relative position of the vehicle VS with respect to the original lane in the lane width direction, and the white line of the operating direction of the operating lever 80 (which becomes the white line of the boundary between the original lane and the target lane) is a dashed line.

[0076] (4) The road is a dedicated motor vehicle road (work target road) capable of performing LCA control.

[0077] Condition (1) is satisfied if the relative speed between the vehicle VS and other vehicles traveling in the target lane is estimated to adequately ensure the inter-vehicle distance between the two vehicles after the lane change. Condition (2) is satisfied if there are no other vehicles predicted to enter the blind spot area of ​​the vehicle VS in the target lane within a predetermined time. The relative speed with other vehicles can be obtained, for example, by the surrounding sensor 20.

[0078] Regarding condition (4), for example, it can be determined whether the road on which the vehicle VS is traveling is the target road based on the current location of the vehicle VS received by the GPS receiver 71 and the map information (road information) stored in the map database 72. In addition, the conditions for executing LCA control are not limited to the conditions (1) to (4) mentioned above, and can be set arbitrarily. For example, in addition to conditions (1) to (4), the conditions of executing ACC (Adaptive Cruise Control) and LTA (Lane Tracing Assist) control can also be added.

[0079] When all of the permitted conditions (1) to (4) are met, the driving support ECU 10 starts operating the steering motor 52 under LCA control. On the other hand, if, during the period from when the driving support ECU 10 determines the lane change request until the predetermined rejection time Tc has elapsed, and all of the permitted conditions (1) to (4) are not met, the driving support ECU 10 prohibits (cancels) the operation of the steering motor 52 under LCA control.

[0080] When the steering motor 52 under LCA control starts working at time t2, the vehicle VS moves toward the target lane to the right of the operating direction of the control lever 80 and crosses the white line WBL (dashed line) that forms the boundary between the original lane and the target lane to enter the target lane.

[0081] When vehicle VS crosses the white line WBL (dashed line) and enters the target lane at time t3, the driver support ECU 10 determines, based on the detection results of the surrounding sensors 20, whether there are other vehicles approaching vehicle VS from behind within a predetermined time (hereinafter referred to as "approaching vehicles"). If there are "approaching vehicles" in the target lane, the driver support ECU 10 issues a "vehicle approach warning" to the driver and terminates LCA control, causing vehicle VS to move (return) to its original lane. The "vehicle approach warning" can be issued by either or both of the alarm 75 and the display 76. If there are no approaching vehicles, the driver support ECU 10 continues LCA control.

[0082] When the predetermined turn indicator extinguishing condition is met at time t4, the driving support ECU 10 will extinguish the right turn indicator 61. The predetermined turn indicator extinguishing condition is, for example, that both the condition "after the vehicle VS has crossed the white line (dashed line) WBL" and the condition "the lateral distance between the current position of the vehicle VS and the final target lateral position is below the allowable extinguishing distance" are met.

[0083] When the predetermined LCA completion conditions are met at time t5, the driving support ECU10 completes (ends) LCA control. The predetermined LCA completion conditions can be, for example, when the direction indicator is turned off and the elapsed time since the start of LCA control reaches the target lane change time.

[0084] [Specific tasks]

[0085] Next, the specific operation of the driving support ECU 10 will be explained. The driving support ECU 10 performs the functions of... Figure 6 The flowchart illustrates the "LCA control routine". Furthermore, the driver support ECU 10 of this embodiment has a proficiency evaluation function that calculates the driver's proficiency level, and a function to extend or shorten the threshold time Tv based on the calculated proficiency level. n The functions of the driving support ECU10 and... Figure 6 The LCA control routine shown is executed together to calculate the driver's proficiency.

[0086] <LCA Control Routine>

[0087] First, from Figure 6The LCA control routine shown is described below. In step S100, the driver support ECU 10 obtains information such as "whether the driver has moved the lever 80 to the first operating position P1L (P1R)". If the lever 80 has not been moved to the first operating position P1L (P1R) (No), the driver support ECU 10 temporarily terminates the LCA control routine. On the other hand, if the lever 80 has been moved to the first operating position P1L (P1R) (Yes), the driver support ECU 10 advances the process to step S110 and begins counting (timing) the holding time Th.

[0088] In step S120, the driving support ECU 10 determines whether the holding time Th has reached a predetermined threshold time Tv. n The threshold time Tv was not reached during the hold time Th. n If the condition is negative (No), the driver support ECU 10 returns the process to step S100, determining whether the lever 80 has been operated to the first operating position P1L (P1R). If the determination here is negative (No), that is, if the lever 80 is only operated to the first operating position P1L (P1R) for a short time, the LCA control routine temporarily ends. On the other hand, if the hold time Th reaches the threshold time Tv in the determination of step S120... n In the case of S130, the driving support ECU10 advances the process to step S130.

[0089] In step S130, the driver support ECU 10 determines whether the execution permission condition for LCA control is met. One of the execution permission conditions for LCA control is as described in conditions (1) to (4) above. If the execution permission condition for LCA control is not met (No), the driver support ECU 10 proceeds the process to step S135 and determines whether the holding time Th counted from step S110 has reached the predetermined rejection time Tc. If the holding time Th has reached the rejection time Tc (Yes), the driver support ECU 10 proceeds the process to step S137, cancels the execution of LCA control, and proceeds to the process in step S160 described later. On the other hand, if the holding time Th has not reached the rejection time Tc (Yes), the driver support ECU 10 returns the process to step S110.

[0090] If the execution permission condition for LCA control is met in step S130 (yes), the driving support ECU 10 advances the process to step S140, initiating the drive of the steering motor 52 under LCA control. That is, the vehicle VS begins to move from its original lane toward the adjacent target lane.

[0091] In step S142, the driving support ECU 10 determines whether a first abort condition is met. The first abort condition is when another vehicle traveling in the target lane approaches the vehicle VS, making it impossible to sufficiently ensure a safe inter-vehicle distance. If the first abort condition is met (yes), the driving support ECU 10 proceeds to step S149 while the vehicle VS remains in its original lane, aborts LCA control, and proceeds to the update process in step S160 (described later). On the other hand, if the first abort condition is not met (no), the driving support ECU 10 continues LCA control and proceeds to step S144.

[0092] In step S144, the driving support ECU 10 determines whether the vehicle VS has crossed the white line (boundary line) between the original lane and the target lane and entered the target lane. If it has not entered the target lane (No), the driving support ECU 10 returns the process to step S142. On the other hand, if it has entered the target lane (Yes), the driving support ECU 10 advances the process to step S146.

[0093] In step S146, the driver support ECU 10 determines whether the second abort condition, "a vehicle approaching from behind within a predetermined time," is met. If the second abort condition is met (yes), the driver support ECU 10 advances the process to step S147, issues a "vehicle approach warning," and in step S148, returns the vehicle VS to its original lane. In step S149, LCA control is aborted. Afterward, the driver support ECU 10 advances the process to the update process in step S160, described later. Conversely, if the second abort condition is not met (no), the driver support ECU 10 continues LCA control and advances the process to step S150.

[0094] In step S150, the driving support ECU 10 determines whether the predetermined LCA completion conditions are met. If the LCA completion conditions are not met (No), the driving support ECU 10 returns the process to step S146. On the other hand, if the LCA completion conditions are met (Yes), the driving support ECU 10 advances the process to step S160.

[0095] Here, if the threshold time Tv used in the determination of the aforementioned step S120 is... n If the decision to start LCA control is used directly (as is) for the next LCA control, various problems may arise when LCA control is executed again.

[0096] Specifically, if the threshold time Tv nSetting the threshold time to a relatively long period relative to the driver's familiarity with the LCA system could create a discrepancy between the timing when the driver intends to initiate a lane change and the actual timing when LCA control begins, potentially causing driver frustration. On the other hand, setting the threshold time Tv... n Setting the time to a relatively short period relative to the driver's skill level may allow LCA control to be initiated even when the driver's intention to change lanes is unclear or when the driver fails to check the surrounding conditions.

[0097] To address the aforementioned issues, the driver support ECU 10 of this embodiment is equipped with the ability to appropriately extend or shorten the threshold time Tv based on the driver's skill level. n Specifically, in step S160, the driving support ECU 10 updates the threshold time Tv based on the driver's proficiency calculated by the proficiency calculation function described later. n (Tv n →Tv n+1 The updated threshold time Tv will be used. n+1 The threshold used for the initial determination of the next LCA control is stored in the memory of the driving support ECU10. When the threshold is stored, the time Tv... n+1 Subsequently, the driving support ECU 10 temporarily terminates the LCA control routine. Furthermore, in this embodiment, LCA control is... Figure 6 The process begins if step S120 of the flowchart indicates a yes. Furthermore, it temporarily ends... Figure 6 The LCA control routine shown in the flowchart ends when the control is activated. Therefore, even during LCA control, there may be a situation where the steering motor 52 is not driven (i.e., the vehicle VS is not performing any lane-change related actions).

[0098] The following is an evaluation of the driver's proficiency and the threshold time (Tv) implemented by the driving support ECU10. n The details of the update process will be explained.

[0099] <Calculation of proficiency level and processing of threshold time update>

[0100] Figure 7 This is a block diagram schematically showing the functional elements of the driver support ECU 10, including the performance calculation process and the threshold time update process. The driver support ECU 10 includes a driver driving status evaluation unit 11, a system operating status evaluation unit 12, an evaluation statistics (total) unit 13, a hold time calculation unit 14, a maximum / minimum protection processing unit 15, and a threshold time update unit 16 as its functional elements.

[0101] During the execution of LCA control, the driver's driving status evaluation unit 11 evaluates the driver's proficiency in operating the device from the perspective of the driver's degree of over-confidence in the device (lane change support device) and driving conditions. Specifically, the driver's driving status evaluation unit 11 determines which of the following conditions (A0), (A1), or (A2) the driver's steering condition meets during this LCA control.

[0102] (A0) Normal steering condition. This normal steering condition is the condition in which the driver always keeps the steering wheel during the execution of LCA control. If this condition is met, the driver driving state evaluation unit 11 determines that the driver does not have excessive trust in this implementation device (lane change support device).

[0103] (A1) First Abnormal Steering Holding Situation. This first abnormal steering holding situation is when the driver removes their hands from the steering wheel (releases them) during the execution of LCA control (a situation where no steering is performed). If this situation is met, the driver driving state evaluation unit 11 determines that the driver may have excessive trust in this implementation device (lane change support device).

[0104] (A2) Second Abnormal Steering Holding Situation. This second abnormal steering holding situation occurs when the driver removes their hands from the steering wheel during LCA control execution and fails to maintain steering wheel control despite being issued a "steering holding request". If this situation is met, the driver driving status evaluation unit 11 determines that the driver has excessively trusted this implementation device (lane change support device).

[0105] Which of the conditions (A0), (A1), and (A2) applies can be determined based on the detection signal from the release sensor 36 during the execution of LCA control. Furthermore, the first abnormal steering condition in condition (A1) also includes the condition where "the driver temporarily holds the steering wheel during the execution of LCA control."

[0106] In addition, during the execution of LCA control, the driver driving status evaluation unit 11 determines which of the following conditions (A3), (A4), and (A5) the surrounding vehicle conditions at the time of executing this LCA control meet.

[0107] (A3) First Surrounding Vehicle Situation. This first surrounding vehicle situation is as follows: When other vehicles (i.e., surrounding vehicles) are present in the target lane, the driver performs a start operation (operating the lever 80 to the first operation position P1L (P1R). Because other vehicles are present in the target lane until the rejection time Tc is reached by the holding time Th, the driver support ECU 10 does not perform LCA control. In this situation, the driver driving state evaluation unit 11 determines that the driver does not understand the operation of this implementation device (lane change support device), that is, does not understand when LCA control can be performed.

[0108] (A4) Second Surrounding Vehicle Situation. This second surrounding vehicle situation is as follows: When other vehicles are present in the target lane, the driver performs a start operation (operating the lever 80 to the first operation position P1L (P1R), and by the time the holding time Th reaches the threshold time Tv, it is not possible to sufficiently ensure the vehicle's VS distance from other vehicles traveling in the target lane, and the driver support ECU 10 starts LCA control later than usual. In this situation, the driver driving state evaluation unit 11 determines that the driver did not perform the start operation of this implementation device (lane change support device) according to the surrounding vehicle situation.

[0109] (A5) Third surrounding vehicle situation. This third surrounding vehicle situation is as follows: When there are other vehicles in the target lane, the driver performs a start operation (operating the lever 80 to the first operation position P1L (P1R)), and until the holding time Th reaches the threshold time Tv, the vehicle VS is kept at a safe distance from other vehicles traveling in the target lane, and the driver support ECU 10 can perform LCA control. Under this condition, the driver driving state evaluation unit 11 determines that the driver has performed the start operation of this implementation device (lane change support device) according to the surrounding vehicle situation and is familiar with the operation of this implementation device.

[0110] Furthermore, the conditions judged by the driver's driving condition evaluation unit 11 are not limited to the conditions (A1) to (A5) mentioned above, and can be set arbitrarily.

[0111] The situation that meets condition (A3) is Figure 6 The flowchart shown shows that step S135 is determined to be affirmative (yes), and the condition that meets condition (A4) is... Figure 6 The flowchart shown illustrates a scenario where step S135 is determined as negative (No), temporarily returning to step S110 before proceeding to step S140. The condition meeting condition (A5) is... Figure 6 The flowchart shown illustrates the case where the process proceeds to step S140 without going through step S135.

[0112] As described above, after determining the steering position and surrounding vehicle conditions during this LCA control, the driver's driving state evaluation unit 11 performs an evaluation related to the driver's proficiency in operating the device, which is estimated based on the driver's driving state. Specifically, the driver's driving state evaluation unit 11 calculates a proficiency score based on the steering position and a proficiency score based on the surrounding vehicle conditions.

[0113] When calculating the proficiency score based on the steering condition, the following points are considered. Specifically, the second abnormal steering condition in condition (A2) is when, during the period from the start to the end of LCA control, the driver ignores the "steering condition requirement" and fails to maintain steering wheel control. This situation indicates over-reliance on the device, suggesting the driver is overly confident in its operation and lacks proficiency. Therefore, the evaluation score for condition (A2) is lower than that for condition (A1). Conversely, without over-reliance on the device, the driver must familiarize themselves with its operation, thus demonstrating high proficiency. Consequently, the evaluation score for condition (A0) is higher than that for condition (A1). Therefore, when the evaluation score for condition (A0) is set as S0, the evaluation score for condition (A1) as S1, and the evaluation score for condition (A2) as S2, these evaluation scores have a relationship of S0 > S1 > S2. Furthermore, the higher the evaluation score, the higher the level of proficiency.

[0114] Furthermore, when calculating the proficiency score based on the surrounding vehicle conditions, the following points are considered: In the case of condition A3 (inability to perform LCA control), it can be said that the driver does not understand the circumstances under which LCA control can be performed, and their proficiency in operating the device is low. In the case of condition A4 (delayed LCA control), it can be said that the driver understands the circumstances under which LCA control can be performed, but their proficiency in operating the device is not very high. And in the case of condition A5 (undelayed LCA control), it can be said that the driver understands the circumstances under which LCA control can be performed, and their proficiency in operating the device is high. Therefore, when the evaluation score for condition A3 is set as S3, the evaluation score for condition A4 is set as S4, and the evaluation score for condition A5 is set as S5, the evaluation scores have a relationship of S5 > S4 > S3. Moreover, the higher the evaluation score, the higher the proficiency level.

[0115] The driver's driving state evaluation unit 11 adds the evaluation score calculated based on maintaining steering control, as in the example above, to the evaluation score calculated based on the surrounding vehicle conditions, to calculate the evaluation score S from the perspective of the driver's driving state during this LCA control. Alternatively, the evaluation score calculated based on maintaining steering control and the evaluation score calculated based on the surrounding vehicle conditions can be multiplied by weighting factors and then added together to calculate the evaluation score S from the perspective of the driver's driving state. The driver's driving state evaluation unit 11 sends the calculated evaluation score to the evaluation statistics unit 13.

[0116] The system operation status evaluation unit 12 evaluates the driver's proficiency in operating the device from the perspective of whether the device is operating normally and has successfully completed LCA control. Specifically, the system operation status evaluation unit 12 determines which of the following states (B1), (B2), and (B3) the end state of this LCA control meets.

[0117] (B1) Normal Completion State. This state indicates that the driving support ECU 10 has successfully completed LCA control without interruption. In this state, the system operation status evaluation unit 12 determines that the LCA control has been operating normally.

[0118] (B2) First Abnormal Termination State. This state occurs when the driver support ECU10 initiates LCA control, but the LCA control is terminated because another vehicle approaches before the vehicle VS enters the target lane.

[0119] (B3) Second Abnormal Termination State. This state occurs when the driver support ECU10 starts LCA control, but due to another vehicle (approaching vehicle from behind) approaching after the vehicle VS enters the target lane, a "vehicle approach warning" is issued, and the driver support ECU10 stops LCA control.

[0120] Furthermore, the status judgment items performed by the system operation status evaluation unit 12 are not limited to the aforementioned statuses (B1) to (B3), and can be set arbitrarily.

[0121] The condition that meets state (B2) is Figure 6 In step S142 of the flowchart shown, the first termination condition is determined to be met (yes), and the condition that meets state (B3) is... Figure 6 In step S146 of the flowchart shown, the second termination condition is determined to be met (yes). The condition that meets state (B1) is determined to be... Figure 6 The flowchart shown illustrates the case where the termination conditions for steps S142 and S146 are both not met (no).

[0122] As described above, after determining the end state of the current LCA control, the system operation status evaluation unit 12 performs an evaluation related to the driver's proficiency in operating the device, which is estimated based on the system's operation status (end state). Specifically, the system operation status evaluation unit 12 calculates a proficiency evaluation score based on the system's operation status (end state of LCA control).

[0123] When calculating the proficiency score based on the system's operating state (end state), the following points are considered. Specifically, in the case of "State B3," where "the possibility of collision with other vehicles increases as the driver enters the target lane, resulting in the termination of LCA control," the driver has not learned the basic knowledge related to the safety of LCA control, and the proficiency score is low. Similarly, in the case of "State B2," where "LCA control is terminated before entering the target lane," the driver has not fully learned the basic knowledge related to the safety of LCA control, and the proficiency score is not very high. In the case of "State B1," where LCA control is normally terminated, the driver is familiar with the safety of LCA control, and the proficiency score is the highest. Therefore, when the evaluation score for state B1 is set as R1, the evaluation score for state B2 as R2, and the evaluation score for state B3 as R3, the evaluation scores have a relationship of R1 > R2 > R3. Furthermore, the higher the evaluation score, the higher the proficiency level.

[0124] Then, the system operating status evaluation unit 12 calculates the evaluation score R from the perspective of the system's operating status (end status) in this LCA control as described above, and sends the calculated evaluation score to the evaluation statistics unit 13.

[0125] The evaluation statistics unit 13 calculates the driver's proficiency level L based on the evaluation results (evaluation scores S and R) sent from the driver's driving state evaluation unit 11 and the system operating state evaluation unit 12. Specifically, in this embodiment, the evaluation statistics unit 13 calculates the driver's proficiency level L (=S·k1+R·k2) by multiplying the evaluation score S sent from the driver's driving state evaluation unit 11 and the evaluation score R sent from the system operating state evaluation unit 12 by preset weighting coefficients k1 and k2 and then adding them together. For each evaluation item, the more important the evaluation item, the larger the weighting coefficient k can be set to; it can be set to any value according to specific specifications such as vehicle performance. Then, the evaluation statistics unit 13 sends the calculated driver's proficiency level L to the retention time calculation unit 14.

[0126] The proficiency level L calculated in this way reflects the driver's actions during the execution of lane change control (steering wheel holding status and confirmation of surrounding vehicle conditions). Furthermore, the proficiency level L reflects the driver's perception of the safety of LCA control. In other words, according to this embodiment, the proficiency level L can be appropriately calculated based on the driver's actions and perception of safety when executing LCA control.

[0127] The hold time calculation unit 14 calculates the hold time (hereinafter referred to as the optimal hold time Th) that the driver should hold the lever 80 at the start of the next LCA control based on the driver's proficiency L sent from the evaluation statistics unit 13. n+1 Specifically, the time calculation unit 14 maintains the proficiency level calculated during the previous LCA control (hereinafter referred to as the previous proficiency level L). n-1 The proficiency level calculated during the execution of this LCA control (hereinafter referred to as the current proficiency level L) is compared with the proficiency level calculated during this LCA control execution. n (Compare)

[0128] Maintaining the time calculation unit 14 at this proficiency level L n L level of proficiency compared to last time n-1 In the case of improvement (L) n >L n-1 ), by calculating the proficiency level L mentioned above n L n-1 The difference ΔL (=L) n -L n-1 The corresponding subtraction operation time T Sub And from the current threshold time Tv stored in the memory of the driving support ECU10 n Subtract the subtraction operation time T Sub Thus, the optimal retention time Th is calculated. n+1 (=Tv n -T Sub Additionally, the time calculation unit 14 maintains the current proficiency level L. n L level of proficiency compared to last time n-1 In the case of reduction (L) n <L n-1 ), by calculating the proficiency level L mentioned above n L n-1 The difference ΔL (=L) n-1 -L n The corresponding addition operation time T Add And for the current threshold time Tv n Add the addition operation time T Add Therefore, the optimal hold time Th is calculated. n+1 (=Tv n +TAdd Additionally, the time calculation unit 14 maintains the current proficiency level L. n Compared to the previous proficiency level L n-1 In the case of equality (L) n =L n-1 ), set the current threshold time Tv n Maintain for the optimal holding time. n+1 .

[0129] Here, the subtraction operation time T Sub The time T for addition operation Add The result can be obtained by referring to a lookup table pre-stored in the memory of the driving support ECU 10 based on the difference ΔL. The lookup table is preferably configured such that the horizontal axis is the difference ΔL and the vertical axis is the subtraction operation time T. Sub The addition operation time T Add As the difference ΔL increases, the subtraction operation time T increases. Sub The time T for addition operation Add It becomes a larger value. Furthermore, the subtraction operation time T... Sub Addition operation time T Add The calculation is not limited to using a lookup table; it can also be calculated using a model formula that includes the difference ΔL as a substitute value. The optimal holding time Th, calculated by the holding time calculation unit 14, will be obtained in this way. n+1 Send to the maximum / minimum protection processing unit 15.

[0130] The maximum / minimum protection processing unit 15 will send the optimal holding time Th from the holding time calculation unit 14. n+1 With the predetermined minimum value Tv Min and maximum value Tv Max The comparison is performed to ensure that the update of the threshold time, described later, is from the minimum value Tv. Min To the maximum value Tv Max The protection process is carried out in a manner that falls within the scope of the protection measures.

[0131] For example, the optimal holding time Th calculated by the holding time calculation unit 14 n+1 Comparison with minimum value Tv Min In the shortest case, if the optimal retention time Th n+1 If the threshold time is updated unchanged for the next operation, it may be difficult to determine the driver's intention to use the device during the next LCA control. On the other hand, the optimal holding time Th calculated by the holding time calculation unit 14... n+1 Compared to the maximum value Tv Max In the long term, if the optimal retention time Th n+1If the threshold time is updated as is for the next time, there is a possibility that the practicality will be compromised, such as "the flashing time of the direction indicator 61 is longer than that of the lane change actually made by the driver during the next LCA control, which will affect surrounding vehicles and make it impossible to properly perform LCA control".

[0132] The maximum / minimum protection processing unit 15 sends the optimal holding time Th from the holding time calculation unit 14. n+1 Comparison with minimum value Tv Min In short cases (Th) n+1 <Tv Min ), the minimum value Tv Min The final threshold time Tv is determined to be suitable for the next LCA control. n+1 Additionally, the maximum / minimum protection processing unit 15 determines the optimal holding time Th sent from the holding time calculation unit 14. n+1 Compared to the maximum value Tv Max In the long case (Th) n+1 >TV Max ), will the maximum value Tv Max The final threshold time Tv is determined to be suitable for the next LCA control. n+1 Additionally, the maximum / minimum protection processing unit 15 determines the optimal holding time Th sent from the holding time calculation unit 14. n+1 The minimum value Tv Min The above and the maximum value Tv Max In the following cases (Tv) Min ≤Th n+1 ≤Tv Max Without protective treatment, the optimal retention time will be Th n+1 The final threshold time Tv is determined directly (as is) for the next LCA control. n+1 Minimum value Tv Min and maximum value Tv Max The settings can be adjusted according to specific specifications such as vehicle performance. The final threshold time Tv is determined by the maximum / minimum protection processing unit 15. n+1 Send to threshold time update unit 16.

[0133] Threshold time update unit 16 implements the current threshold time Tv n Updated to the final threshold time Tv determined by the maximum / minimum protection processing unit 15. n+1 The update process. Specifically, the threshold time update unit 16 in Figure 6 In step S160 of the flowchart shown, the current threshold time Tv stored in the memory of the driving support ECU 10 is processed. n Rewritten as the final threshold time Tv sent from the maximum / minimum protection processing unit 15n+1 This allows for the updating of the threshold time.

[0134] The new threshold time Tv is updated like this. n+1 The threshold time used to determine the start of LCA control upon the next activation of the LCA system. That is, upon the next activation of the LCA system, a new threshold time Tv is used, based on the driver's proficiency level. n+1 This is used to determine the start of LCA control.

[0135] Therefore, according to this embodiment, if the driver's skill level is higher than before, the threshold time used in determining the start of the next LCA control is shortened. This allows LCA control to be initiated at the driver's intended time, effectively improving the device's usability. Conversely, if the driver's skill level is lower than before, the threshold time used in determining the start of the next LCA control is extended. This prevents LCA control from being initiated when the driver fails to properly assess the surrounding environment, reliably improving safety.

[0136] The lane change support device for vehicles according to this embodiment has been described above. However, the present invention is not limited to the above embodiment and various modifications can be made without departing from the purpose of the present invention.

[0137] For example, this embodiment may also have the function of correcting the threshold time Tv set in the above steps based on the vehicle speed VS at the start of the next LCA control. Additionally, this embodiment may also have the function of correcting the threshold time Tv set in the above steps based on factors such as the level of congestion around the vehicle VS at the start of the next LCA control. Furthermore, the threshold time Tv may be configured to be adjustable according to the driver's preferences. Regarding the operating unit for the driver's LCA control operation, the steering indicator lever 80 has been described as an example, but other operating mechanisms besides the lever 80 (e.g., switches) may also be used.

Claims

1. A lane change support device, comprising a control unit, The control unit is configured to perform lane change control, which enables the vehicle to automatically change lanes from the lane it is currently traveling in to an adjacent lane. The control unit The duration for which the operating unit, used to initiate lane change control by being operated to a predetermined operating position, is held in the operating position is timed. When the timed holding time reaches a preset threshold time, the lane change control begins. The driver's proficiency with the lane change support device during the execution of the lane change control is calculated, and the threshold time to be used in the next lane change control is set based on the proficiency level. The control unit The previous proficiency level is compared with the current proficiency level, where the previous proficiency level is the calculated proficiency level during the previous execution period of the lane change control, and the current proficiency level is the calculated proficiency level during the current execution period of the lane change control. If the current level of proficiency is higher than the previous level, the threshold time used in the next lane change control should be shortened. If the current level of proficiency is lower than the previous level of proficiency, the threshold time used in the next lane change control is extended.

2. The lane change support device according to claim 1, The proficiency level is calculated based on an evaluation result derived from the driver's driving condition during the execution of the lane change control, and an evaluation result derived from the end state of the lane change control.

3. The lane change support device according to claim 2, The driver's driving status includes the driver's steering control and the status of surrounding vehicles.

4. The lane change support device according to claim 3, The proficiency level is calculated based on an evaluation score relating to the driver's steering control, an evaluation score relating to the surrounding vehicle conditions, and an evaluation score relating to the end state of the lane change control.

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