Vehicle driving assistance device

Abstract

The purpose of the present invention is to provide a vehicle driving assistance device capable of appropriately monitoring a change in the traveling state of a vehicle and a preceding vehicle. The travel ECU (14) divides the travel state of the vehicle (O) into any one of a stable travel state, a lane change state, and a target lane travel state on the basis of lateral movement information of the vehicle (O) and relative position information of the vehicle (O) and the lane line. Furthermore, the travel ECU (14) extracts a vehicle traveling ahead of the vehicle (O) as a preceding vehicle (P) on the basis of the travel environment information, and divides the travel state of the preceding vehicle (P) into any one of a stable travel state, a lane change state, and a target lane travel state on the basis of lateral movement information of the preceding vehicle (P) and relative position information between the preceding vehicle (P) and the lane line.

Description

Technical Field

[0001] The present invention relates to a driving support device for appropriately registering a vehicle traveling ahead of a vehicle as a leading vehicle. Background Art

[0002] In recent years, many vehicles equipped with driving support devices have come into practical use in the field of automobiles and other vehicles. Driving support devices basically implement driving support control by executing following vehicle distance control (ACC: Adaptive Cruise Control) and lane center keeping control (ALKC: Active Lane Keep Centering).

[0003] In the following vehicle distance control, the constant speed driving control and the following driving control are basically selectively executed. The constant speed driving control is a control for maintaining the vehicle speed of the own vehicle at the set vehicle speed set by the driver. When there is no preceding vehicle registered as a following target in front of the own vehicle, the constant speed driving control is selected. On the other hand, the following driving control is a control for the driving support device to maintain the vehicle distance between the own vehicle and the preceding vehicle at the target vehicle distance. When there is a preceding vehicle registered in front of the own vehicle, the following driving control is selected.

[0004] Here, the registration of the preceding vehicle as the following object is generally cancelled when the self-vehicle or the preceding vehicle starts to change lanes. For example, Patent Document 1 discloses the following technology: when it is determined that the preceding vehicle (front vehicle) starts to change lanes after the direction indicator of the preceding vehicle (front vehicle) indicates a direction, the following driving control is continued or cancelled (i.e., the registration of the preceding vehicle is continued or cancelled) based on the determination of the driver's intention to continue the following control.

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent Document 1: Japanese Patent Application Publication No. 2013-173383 Summary of the invention

[0008] Problems to be solved by the invention

[0009] However, the technology disclosed in Patent Document 1 above basically cancels the registration of the preceding vehicle on the condition that the preceding vehicle starts changing lanes. Therefore, for example, in the technology of Patent Document 1, even if the self-vehicle starts changing lanes in the same direction as the preceding vehicle during the transition of the preceding vehicle changing lanes, there is a risk that the registration of the preceding vehicle will be temporarily canceled unless the driver's input operation indicates that the following driving control is continued.

[0010] In order to prevent such unnecessary temporary cancellation of preceding vehicle registration, it is necessary to monitor changes in the driving states of the own vehicle and the preceding vehicle according to appropriate determination criteria, including lane change scenarios in which the lanes in which the respective vehicles are traveling become blurred.

[0011] An object of the present invention is to provide a vehicle driving support device capable of appropriately monitoring changes in the driving states of a vehicle and a preceding vehicle.

[0012] Means of solving problems

[0013] A driving support device for a vehicle according to one aspect of the present invention comprises: a driving environment recognition device for recognizing lane demarcation lines that divide lanes on a road, and driving environment information of a vehicle traveling on the road; a preceding vehicle extraction device for extracting the vehicle traveling in front of the own vehicle as the preceding vehicle based on the driving environment information; and a first driving state distinguishing device for distinguishing the driving state of the own vehicle into a stable driving state in which the own vehicle is traveling stably on the lane and a first driving state in which the own vehicle is traveling stably from the stable driving based on lateral movement information of the own vehicle and relative position information of the own vehicle and the lane demarcation lines. The lane change state of changing lanes from the lane to an adjacent target lane, and the target lane driving state of the self-vehicle driving on the target lane; a second driving state distinguishing device, which distinguishes the driving state of the front vehicle into a stable driving state in which the front vehicle is driving stably on the lane, a lane change state in which the front vehicle changes lanes from the lane in stable driving to an adjacent target lane, and the target lane driving state in which the front vehicle is driving on the target lane, based on the lateral movement information of the front vehicle and the relative position information of the front vehicle and the lane dividing line.

[0014] A driving support device for a vehicle according to another aspect of the present invention includes: a driving environment recognition unit that recognizes lane demarcation lines that divide lanes on a road, and driving environment information of a vehicle traveling on the road; and a processor. The processor extracts the vehicle traveling in front of the vehicle as a preceding vehicle based on the driving environment information; the processor distinguishes the driving state of the vehicle into any one of a stable driving state in which the vehicle is traveling stably on the lane, a lane change state in which the vehicle is changing lanes from the lane in stable driving to an adjacent target lane, and a target lane driving state in which the vehicle is traveling on the target lane, based on the lateral movement information of the vehicle and the relative position information of the vehicle and the lane demarcation lines; the processor distinguishes the driving state of the preceding vehicle into any one of a stable driving state in which the vehicle is traveling stably on the lane, a lane change state in which the vehicle is changing lanes from the lane in stable driving to an adjacent target lane, and a target lane driving state in which the vehicle is traveling on the target lane, based on the lateral movement information of the preceding vehicle and the relative position information of the preceding vehicle and the lane demarcation lines.

[0015] Effects of the Invention

[0016] According to the vehicle driving support device of the present invention, changes in the driving states of the own vehicle and the preceding vehicle can be appropriately monitored. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a schematic diagram showing the structure of a driving support device for a vehicle;

[0018] Figure 2 is an explanatory diagram showing changes in the driving states of the own vehicle and the preceding vehicle;

[0019] Figure 3 is an explanatory diagram showing the determination conditions of the stable driving state of the own vehicle and the preceding vehicle;

[0020] Figure 4 is an explanatory diagram showing the determination conditions for the lane change status of the own vehicle and the preceding vehicle;

[0021] Figure 5 is an explanatory diagram showing determination conditions of target lane travel states of the own vehicle and the preceding vehicle;

[0022] Figure 6 is an explanatory diagram showing conditions for cancelling the registration of the preceding vehicle;

[0023] Figure 7 is an explanatory diagram showing conditions for cancelling the registration of the preceding vehicle;

[0024] Figure 8is an explanatory diagram showing conditions for cancelling the registration of the preceding vehicle;

[0025] Fig. 9 is a flowchart showing a driving state determination procedure of the vehicle (part 1);

[0026] Fig.10 is a flowchart showing a driving state determination procedure of the vehicle (part 2);

[0027] Fig.11 is a flowchart showing a driving state determination procedure of the vehicle (part 3);

[0028] Fig.12 is a flowchart showing a procedure for determining the driving state of a preceding vehicle (part 1);

[0029] Fig.13 is a flowchart showing a procedure for determining the driving state of a preceding vehicle (part 2);

[0030] Fig.14 is a flowchart showing a procedure for determining the driving state of a preceding vehicle (part 3);

[0031] Fig.15 is a flowchart showing a synchronous lane change monitoring object determination procedure (part 1);

[0032] Fig.16 is a flowchart showing a synchronous lane change monitoring object determination procedure (part 2);

[0033] Fig.17 is a flowchart showing a cancellation condition determination subroutine for synchronous lane change monitoring (part 1);

[0034] Fig.18 is a flowchart showing a cancellation condition determination subroutine for synchronous lane change monitoring (part 2);

[0035] Fig.19 is a flowchart showing a cancellation condition determination subroutine for synchronous lane change monitoring (part 3);

[0036] Fig. 20 is a flowchart showing a cancellation condition determination subroutine for synchronous lane change monitoring (part 4);

[0037] Fig.21 is a flowchart showing a cancellation condition determination subroutine for synchronous lane change monitoring (part 5);

[0038] Fig. 22 is a flowchart showing a cancellation condition determination subroutine for synchronous lane change monitoring (part 6);

[0039] Fig.23is a flowchart showing a preceding vehicle registration determination procedure (part 1);

[0040] Fig.24 is a flowchart showing a preceding vehicle registration determination procedure (part 2);

[0041] Fig.25 is a flowchart showing a preceding vehicle registration determination procedure (part 3);

[0042] Fig.26 is a flow chart showing a following vehicle distance control procedure;

[0043] Fig. 27 is an explanatory diagram illustrating the driving environment ahead when the driving state of the vehicle is a stable driving state;

[0044] Fig.28 is an explanatory diagram illustrating the driving environment ahead when the driving state of the vehicle is a lane change state;

[0045] Fig.29 is an explanatory diagram illustrating a driving environment ahead when the driving state of the vehicle is a target lane driving state;

[0046] Fig.30 This is an explanatory diagram illustrating an example of the driving environment ahead of the own vehicle when the driving state of the own vehicle is a lane change state.

[0047] Explanation of symbols

[0048] 1…Driving support device

[0049] 10…Camera unit

[0050] 11…Stereo Camera

[0051] 11a…Main camera

[0052] 11b…Secondary camera

[0053] 13…Image recognition_ECU

[0054] 14…Driving_ECU

[0055] 20…Positioner unit

[0056] 20a…GNSS sensor

[0057] 20b…Road Map DB

[0058] 21LF…Left front side sensor

[0059] 21LR…Left rear side sensor

[0060] 21RF…Right front side sensor

[0061] 21RR…Rear right side sensor

[0062] 22…E / G_ECU

[0063] 23…T / M_ECU

[0064] 24…BK_ECU

[0065] 25…PS_ECU

[0066] 32…Throttle valve actuator

[0067] 33…Oil pressure control circuit

[0068] 34…Brake actuator

[0069] 35…Electric power steering motor

[0070] O…Vehicle (self-vehicle)

[0071] P…front vehicle DETAILED DESCRIPTION

[0072] The following is an explanation of the present invention with reference to the accompanying drawings. Figure 1 This is a diagram schematically showing the configuration of a driving support device for a vehicle.

[0073] like Figure 1 As shown in FIG. 1 , the driving support device 1 includes a camera unit 10. The camera unit 10 is fixed to the center of the upper front portion of the interior of the vehicle (own vehicle) O, for example.

[0074] The camera unit 10 includes a stereo camera 11 as an imaging device, an image processing unit (IPU) 12 , an image recognition unit (image recognition_ECU) 13 , and a travel control unit (travel_ECU) 14 .

[0075] The stereo camera 11 includes a main camera 11a and a sub-camera 11b. The main camera 11a and the sub-camera 11b are composed of imaging elements such as CMOS. The main camera 11a and the sub-camera 11b are arranged, for example, at left-right symmetrical positions across the center of the vehicle width direction. Thus, the main camera 11a and the sub-camera 11b perform stereoscopic photography of the driving environment outside the vehicle from different viewpoints at a predetermined photography cycle synchronized with each other.

[0076] The IPU 12 performs prescribed image processing on the driving environment image captured by the stereo camera 11, and detects the edges of various objects such as the three-dimensional objects displayed on the image and the dividing lines on the road surface. In addition, the IPU 12 obtains distance information based on the positional offset of the corresponding edges on the left and right images. Thus, the IPU 12 generates image information (distance image information) containing distance information.

[0077] Image recognition_ECU13 recognizes the lane dividing lines that divide the lanes on the road based on the distance image information received from IPU12. For example, image recognition_ECU13 calculates the curvature of the left and right dividing lines that divide each lane on the road [1 / m], and the width between the left and right dividing lines (lane width). Furthermore, image recognition_ECU13 calculates the lane width based on the difference in curvature between the left and right dividing lines. By the recognition processing of these lane dividing lines, image recognition_ECU13 recognizes the lanes on the road including the lane where the self-vehicle O is traveling (self-vehicle driving lane).

[0078] In addition, the image recognition_ECU13 performs predetermined pattern matching on the distance image information. Thus, the image recognition_ECU13 recognizes three-dimensional objects such as guardrails and curbstones extending along the road and surrounding vehicles traveling on the road. Here, the three-dimensional object recognition of the image recognition_ECU13, for example, recognizes the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, the relative speed between the three-dimensional object and the vehicle O, etc.

[0079] As described above, in the present embodiment, the stereo camera 11 , the IPU 12 , and the image recognition_ECU 13 correspond to a specific example of a running environment recognition device (running environment recognition means).

[0080] Various information recognized in the image recognition_ECU 13 is output to the travel ECU (travel_ECU) 14 as travel environment information.

[0081] The driving_ECU 14 is a control unit for overall control of the driving support device 1 .

[0082] The driving_ECU 14 is connected to a positioner unit 20, a left front side sensor 21LF, a right front side sensor 21RF, a left rear side sensor 21LR, and a right rear side sensor 21RR as various sensors. In addition, the driving_ECU 14 is connected to various control units such as an engine control unit (E / G_ECU) 22, a transmission control unit (T / M_ECU) 23, a brake control unit (BK_ECU) 24, and a power steering control unit (PS_ECU) 25 through an in-vehicle communication line such as a CAN (Controller Area Network).

[0083] The left front side sensor 21LF and the right front side sensor 21RF are composed of, for example, millimeter wave radars. The left front side sensor 21LF and the right front side sensor 21RF are respectively arranged on the left and right sides of the front bumper. The left front side sensor 21LF and the right front side sensor 21RF detect three-dimensional objects that are difficult to identify in the image of the stereo camera 11 and exist in the left and right oblique front and side areas of the self-vehicle O as driving environment information.

[0084] The left rear side sensor 21LR and the right rear side sensor 21RR are composed of, for example, millimeter wave radars. The left rear side sensor 21LR and the right rear side sensor 21RR are respectively arranged on the left and right sides of the rear bumper, for example. The left rear side sensor 21LR and the right rear side sensor 21RR detect three-dimensional objects that are difficult to be identified by the left front side sensor 21LF and the right front side sensor 21RF and exist in the left and right oblique side and rear areas of the vehicle O as driving environment information.

[0085] Here, when each sensor 21 is composed of a millimeter wave radar, the millimeter wave radar mainly detects three-dimensional objects such as parallel vehicles and rear-following vehicles by analyzing the reflected waves from the objects with respect to the output radio waves. Specifically, each radar detects the horizontal width of the three-dimensional object, the position of the representative point of the three-dimensional object (relative position to the self-vehicle O), and the speed as information related to the three-dimensional object.

[0086] Thus, in the present embodiment, the left front side sensor 21LF, the right front side sensor 21RF, the left rear side sensor 21LR, and the right rear side sensor 21RR correspond to a specific example of a driving environment recognition device (driving environment recognition means) that recognizes driving environment information outside the vehicle.

[0087] The locator unit 20 has a GNSS sensor 20 a and a high-precision road map database (road map DB) 20 b .

[0088] The GNSS sensor 20a receives positioning signals transmitted from a plurality of positioning satellites, thereby determining the position (latitude, longitude, altitude, etc.) of the vehicle O.

[0089] The road map DB 20b is a large-capacity storage medium such as an HDD. High-precision road map information (dynamic map) is stored in the road map DB 20b. The road map information includes lane width data, lane center position coordinate data, lane travel azimuth data, speed limit data, etc., as lane data required for automatic driving. The lane data is stored at intervals of several meters on each lane on the road map. Furthermore, in the road map DB 20b, for example, signal data is stored as data attached to the lane data.

[0090] The road map DB 20 b outputs road map information of a set range based on the vehicle position determined by the GNSS sensor 20 a to the driving ECU 14 as driving environment information, for example, in response to a request signal from the driving ECU 14 .

[0091] As described above, in the present embodiment, the locator unit 20 corresponds to a specific example of a running environment recognition device (running environment recognition unit).

[0092] A throttle actuator 32 for electronically controlling a throttle valve and the like are connected to the output side of the E / G_ECU 22. Various sensors such as an accelerator sensor (not shown) are connected to the input side of the E / G_ECU 22.

[0093] The E / G_ECU 22 drives and controls the throttle actuator 32 and the like according to the control signal from the driving_ECU 14 or the detection signal from various sensors. Thus, the E / G_ECU 22 adjusts the intake air volume of the engine so that the engine output is desired. In addition, the E / G_ECU 22 outputs the signals such as the accelerator opening detected by various sensors to the driving_ECU 14.

[0094] The oil pressure control circuit 33 is connected to the output side of the T / M_ECU23. In addition, various sensors such as a shift position sensor (not shown) are connected to the input side of the T / M_ECU23. The T / M_ECU23 drives and controls the oil pressure control circuit 33 and the like according to the engine torque signal estimated in the E / G_ECU22, the detection signals from various sensors and the like. Thus, the T / M_ECU23 operates the friction engagement element and the pulley provided in the automatic transmission, so that the engine output is shifted according to the desired speed ratio. In addition, the T / M_ECU23 outputs the signals such as the shift position detected by the various sensors to the driving_ECU14.

[0095] The output side of BK_ECU24 is connected to a brake actuator 34, which is used to make various adjustments to the brake fluid pressure output to the brake wheel cylinders provided on each wheel. In addition, the input side of BK_ECU24 is connected to various sensors such as a brake pedal sensor, a yaw rate sensor, a front and rear acceleration sensor, and a vehicle speed sensor (not shown).

[0096] The BK_ECU 24 drives and controls the brake actuator 34 and the like according to the control signal from the driving_ECU 14 or the detection signal from various sensors. Thus, the BK_ECU 24 can appropriately generate the braking force for the self-vehicle O to perform the compulsory braking control and the yaw rate control, etc. on each wheel. In addition, the BK_ECU 24 outputs the signals of the brake operation state, the yaw rate, the longitudinal acceleration, and the vehicle speed (self-vehicle speed) detected by various sensors to the driving_ECU 14.

[0097] The output side of the PS_ECU 25 is connected to the electric power steering motor 35, which applies a steering torque generated by the rotational force of the motor to the steering mechanism. In addition, the input side of the PS_ECU 25 is connected to various sensors such as a steering torque sensor and a steering angle sensor.

[0098] The PS_ECU 25 drives and controls the electric power steering motor 35 and the like according to the control signal from the driving_ECU 14 or the detection signal from various sensors. Thus, the PS_ECU 25 generates the steering torque for the steering mechanism. In addition, the PS_ECU 25 outputs the steering torque and the steering angle and other signals detected by various sensors to the driving_ECU 14.

[0099] In the driving ECU 14 , for example, a manual driving mode, a first driving control mode, and a second driving control mode are set as driving modes. These driving modes can be selectively switched in the driving ECU 14 .

[0100] Here, the manual driving mode is a driving mode in which the driver needs to keep steering the vehicle. The manual driving mode is a driving mode in which the vehicle O is driven according to the driver's driving operations such as steering operation, acceleration operation, and braking operation.

[0101] The first driving control mode is also a driving mode that requires the driver to keep steering. That is, the first driving control mode is a so-called semi-automatic driving mode that causes the vehicle O to travel while reflecting the driver's driving operation. The first driving control mode is realized, for example, by the driving_ECU14 outputting various control signals to the E / G_ECU22, T / M_ECU23, BK_ECU24, and PS_ECU25. In the first driving control mode, for example, the following vehicle distance control (ACC: Adaptive Cruise Control), the lane center keeping (ALKC: Active Lane Keep Centering) control, and the lane departure prevention (Active Lane Keep Bouncing) control are appropriately combined.

[0102] Here, the following vehicle distance control is basically performed based on the running environment information input from the image recognition_ECU 13. The following vehicle distance control is basically achieved by selectively executing the following running control and the constant speed running control.

[0103] For example, when a preceding vehicle L is registered in front of the own vehicle O according to the driving environment information, the driving_ECU 14 performs the following driving control as a part of the following vehicle distance control. In the following driving control, the driving_ECU 14 sets the target vehicle distance according to the speed of the preceding vehicle L, etc. Then, the driving_ECU 14 performs the acceleration and deceleration control for maintaining the target vehicle distance.

[0104] On the other hand, when there is no preceding vehicle L registered in front of the own vehicle O, the travel_ECU 14 performs constant speed travel control as part of the following vehicle distance control. In this constant speed travel control, the travel_ECU 14 uses the set vehicle speed Vset input by the driver as the target vehicle speed and performs acceleration and deceleration control on the own vehicle O. As a result, the travel_ECU 14 maintains the vehicle speed of the own vehicle O at the set vehicle speed Vset.

[0105] In addition, the lane center maintenance control and lane departure suppression control are basically performed based on the driving environment information input by at least one of the image recognition_ECU13 and the locator unit 20. That is, the driving_ECU14 sets a target travel route along the left and right lane dividing lines in the center of the own vehicle driving lane, for example, based on the lane dividing line information included in the driving environment information. Then, the driving_ECU14 performs feedforward control and feedback control for the manipulation based on the target travel route, so as to keep the own vehicle O in the center of the lane.

[0106] The second driving control mode is a driving mode in which the vehicle O is driven without the need for the driver to maintain the steering, accelerate or brake. That is, the second driving control mode is a so-called automatic driving mode in which the vehicle O is driven autonomously without the need for the driver's driving operation. The second driving control mode is realized, for example, by the driving_ECU14 outputting various control signals to the E / G_ECU22, BK_ECU24 and PS_ECU25. In the second driving control mode, the front vehicle following control, the lane center maintaining control and the lane departure suppression control are mainly appropriately combined. Furthermore, in order to make the vehicle O drive according to the target route (route map information), in the second driving control mode, the automatic lane change (ALC: Auto Lane Changing) control is appropriately performed.

[0107] Automatic lane change control is basically performed based on the driving environment information input by at least one of the image recognition ECU 13 and the locator unit 20. That is, the driving ECU 14 sets the target lateral position in the lane adjacent to the driving lane of the own vehicle based on the information contained in the driving environment information. In addition, the driving ECU 14 sets the target path from the target route of the own vehicle O to the target lateral position. Then, the driving ECU 14 performs the steering control along the target path on the condition that the parallel vehicles and the following vehicles in the adjacent lanes are not detected by the sensors 21FL, 21RF, 21LR, 21RR.

[0108] Next, the following vehicle distance control in this embodiment will be described in detail.

[0109] When performing the following vehicle distance control, the driving_ECU 14 distinguishes the driving state of the vehicle O. For example, the driving_ECU 14 basically distinguishes the driving state of the vehicle O into any one of a stable driving state, a lane change state, and a target lane driving state (see Figure 2 ). These driving states are determined based on, for example, the lateral movement information of the vehicle O and the relative position information between the vehicle O and the lane dividing line.

[0110] The stable driving state refers to the state in which the vehicle O is stably driving in the current lane. For example, when the lateral movement of the vehicle O continues for a set time (for example, more than 1 second) in a discontinuous state, the driving_ECU 14 determines that the vehicle O is in a stable driving state. Therefore, the driving_ECU 14 determines that the vehicle O is in a stable driving state based on, for example, the distances xl and xr from the vehicle O to the left and right lane dividing lines (see Figure 3 ), and calculates the lateral movement amount Δx of the vehicle O. Thereafter, when the lateral movement amount Δx remains smaller than a set threshold value for a set time or longer, the travel_ECU 14 determines that the vehicle O is in a stable travel state.

[0111] The lane change state refers to the transition state of the ego vehicle O changing lanes from the stable driving lane (the ego vehicle driving lane) to the adjacent target lane. For example, Figure 4 As shown in FIG. 1 , when the turn signal of the vehicle O is on, the driving_ECU 14 indirectly determines that the vehicle O is about to move laterally toward the lane dividing line. Thus, the driving_ECU 14 determines that the vehicle O is in a lane change state. Or, for example, Figure 4As shown, when the predicted traveling route of the own vehicle O intersects the lane dividing line near the own vehicle O, the driving_ECU 14 determines that the own vehicle O is in the lane change state. Here, the predicted traveling route of the own vehicle O can be calculated, for example, based on the steering angle of the own vehicle O. However, when the automatic lane change control of the own vehicle O is performed, the target traveling route of the automatic lane change control is used as the predicted traveling route.

[0112] The target lane driving state refers to the state of the ego vehicle O driving in the target lane. Figure 5 As shown in FIG. 1 , when the state in which the entire ego vehicle O invades the target lane by changing lanes continues for more than a set frame (for example, more than 5 frames), the driving_ECU 14 determines that the ego vehicle O is in the target lane driving state. It should be noted that when the ego vehicle O in the target lane driving state satisfies the above-mentioned determination criteria for the stable driving state, the driving_ECU 14 uses the target lane as the new ego vehicle driving lane and determines that the ego vehicle O has shifted to the stable driving state.

[0113] Furthermore, the travel_ECU 14 extracts a preceding vehicle P traveling in front of the own vehicle O based on the travel environment information. Here, the preceding vehicle P in this embodiment is a vehicle moving in substantially the same direction as the own vehicle O. The concept of the preceding vehicle P also includes a preceding vehicle L described later.

[0114] Afterwards, when the preceding vehicle is extracted, the driving_ECU 14 distinguishes the driving state of the preceding vehicle P. For example, the driving_ECU 14 basically distinguishes the driving state of the preceding vehicle P into any one of a stable driving state, a lane change state, and a target lane driving state (refer to Figure 2 ). These driving states are determined, for example, based on the lateral movement information of the preceding vehicle P and the relative positional relationship between the preceding vehicle P and the lane demarcation line.

[0115] The stable running state refers to a state in which the preceding vehicle P is running stably in the current lane. The running_ECU 14 determines whether the preceding vehicle P is in the stable running state based on the same determination criteria as the own vehicle O, for example.

[0116] The lane change state refers to the transition state of the front vehicle P changing lanes from the stable driving lane to the adjacent target lane. Figure 4 As shown in FIG. 1 , the driving_ECU 14 determines that the leading vehicle P is in a lane change state when the leading vehicle P continuously moves laterally for more than a set frame (for example, more than 5 frames). Figure 4 As shown, when the center of the preceding vehicle P exceeds the lane dividing line, the travel_ECU 14 determines that the preceding vehicle P is in a lane changing state.

[0117] The target lane travel state refers to a state in which the preceding vehicle P is traveling in the target lane. The travel_ECU 14 determines whether the preceding vehicle P is in the target lane travel state based on the same determination criteria as the own vehicle O, for example.

[0118] When the preceding vehicle P is extracted, the travel_ECU 14 determines whether the preceding vehicle P is registered as a preceding vehicle L. This preceding vehicle registration determination is performed based on the relationship between the own vehicle O and the preceding vehicle P as shown in (1) to (3) below, for example.

[0119] (1) The inter-vehicle distance Dv between the vehicle O and the preceding vehicle P (for example, see Figure 6 ) is below the preset threshold value Dvth.

[0120] (2) The vehicle speed Vp of the preceding vehicle P is equal to or less than the set vehicle speed Vset for the constant speed travel control of the own vehicle O.

[0121] (3) The ego vehicle O and the preceding vehicle P are driving stably in the same lane.

[0122] Then, the travel_ECU 14 registers the preceding vehicle P as the preceding vehicle L, taking the preceding vehicle registration conditions as conditions that all the relations (1) to (3) are basically satisfied.

[0123] On the other hand, when the preceding vehicle P is registered as the preceding vehicle L, the travel_ECU 14 cancels the registration of the preceding vehicle L by setting the preceding vehicle P no longer satisfying at least one of the conditions (1) to (3) as the preceding vehicle registration cancellation condition.

[0124] When the preceding vehicle L is registered, the travel_ECU 14 performs the follow-up travel control.

[0125] In the following driving control, the driving_ECU 14 calculates the target acceleration a1 for converging the own vehicle speed Vo to the set vehicle speed Vset. When calculating the target acceleration a1, the driving_ECU 14 calculates the difference Vrel (= Vset-Vo) between the own vehicle speed Vo and the set vehicle speed Vset. Then, the driving_ECU 14 calculates the target acceleration a1 corresponding to the difference Vrel by referring to a preset map or the like.

[0126] In addition, during the following driving control, the driving_ECU14 calculates the target acceleration a2 for converging the inter-vehicle distance Dv between the own vehicle O and the preceding vehicle L to the target inter-vehicle distance Dtrg. When calculating the target acceleration a2, the driving_ECU14 calculates the target inter-vehicle distance Dtrg corresponding to the own vehicle speed Vo by referring to a preset mapping diagram, etc. In addition, the driving_ECU14 calculates the difference ΔD (=Dtrg-Dv) between the target inter-vehicle distance Dtrg and the inter-vehicle distance Dv. Furthermore, the driving_ECU14 calculates the relative speed Vrel between the preceding vehicle speed Vl and the own vehicle speed Vo. Then, the driving_ECU14 calculates the target acceleration a2 corresponding to the difference ΔD and the relative speed Vrel by referring to a preset mapping diagram, etc.

[0127] When the target accelerations a1 and a2 are calculated, the travel_ECU 14 performs acceleration and deceleration control on the own vehicle O using the larger value of the target accelerations a1 and a2.

[0128] On the other hand, when the registration of the preceding vehicle L is cancelled, the travel_ECU 14 executes the constant speed travel control.

[0129] In this constant speed travel control, the travel_ECU 14 calculates the target acceleration a1 in the same manner as in the above-described follow-up travel control. Then, the travel_ECU 14 performs acceleration and deceleration control on the own vehicle O using the target acceleration a1.

[0130] Here, when the registration of the preceding vehicle is cancelled by the self-vehicle O changing lanes, the driving_ECU14 performs the lane change acceleration control during the period when the self-vehicle speed Vo reaches the set vehicle speed Vset. In the lane change acceleration control, the driving_ECU14 calculates the target acceleration a1' which corrects the target acceleration a1 of the constant speed driving control to the increasing side. For example, the driving_ECU14 calculates the target acceleration a1' by multiplying the target acceleration a1 by a prescribed gain. Alternatively, the driving_ECU14 calculates the target acceleration a1' by, for example, adding a prescribed acceleration to the target acceleration a1. Thus, when the preceding vehicle L is passed by changing lanes, the driving_ECU14 can smoothly accelerate.

[0131] In addition, the driving lanes of the ego vehicle O and the preceding vehicle L become blurred temporarily when changing lanes. Therefore, when the ego vehicle O and the preceding vehicle L (the preceding vehicle P) change lanes roughly synchronously within a prescribed time, the registration release and registration (re-registration) of the preceding vehicle L are switched in a short time. When the acceleration control during lane change is temporarily performed by switching the registration status of the preceding vehicle L, the ego vehicle O may sometimes accelerate or decelerate unnecessarily. Therefore, in order to prevent the switching of the registration status of the preceding vehicle L accompanying the synchronous lane change, the driving_ECU 14 partially changes the registration condition and the registration release condition of the preceding vehicle L.

[0132] Specifically, the driving_ECU 14 starts the preceding vehicle monitoring based on the basic starting condition that the preceding vehicle P is registered as the preceding vehicle L and the stable driving state of the own vehicle O and the preceding vehicle P is maintained for a set time (e.g., 1 second). The preceding vehicle monitoring is monitoring whether the preceding vehicle P performs a synchronous lane change to the same target lane as the own vehicle O. It should be noted that, in the present embodiment, the driving_ECU 14 sets the monitoring flag Fslc to "1" during the preceding vehicle monitoring.

[0133] This monitoring of the preceding vehicle P is basically canceled when the driving state of the self-vehicle O and the preceding vehicle P is transferred to the state of driving in the same target lane (target lane driving state). However, the preceding vehicle monitoring is canceled when at least one of the various cancellation conditions pre-set for the self-vehicle O and the preceding vehicle P is satisfied. The cancellation conditions for the preceding vehicle monitoring are set separately according to the respective driving states of the self-vehicle O and the preceding vehicle P.

[0134] Then, when the preceding vehicle monitoring is performed, the travel_ECU 14 relaxes the preceding vehicle registration condition compared to when the preceding vehicle monitoring is not performed.

[0135] For example, even if the above condition (3) is not satisfied, the travel_ECU 14 performs the preceding vehicle registration as an exception when the above conditions (1) and (2) are satisfied.

[0136] That is, when the preceding vehicle monitoring is performed and the registration of the preceding vehicle P as the preceding vehicle L is cancelled, the driving_ECU 14 registers the preceding vehicle P as the preceding vehicle L on the condition that the preceding vehicle P has already changed lanes to the same target lane when the ego vehicle O starts to change lanes. Here, the case where the preceding vehicle P has already changed lanes to the same target lane when the ego vehicle O starts to change lanes belongs to the case where the ego vehicle O and the preceding vehicle P perform synchronous lane changes. It should be noted that the case where the preceding vehicle P changes lanes refers to, for example, the case where the preceding vehicle P intrudes into the target lane by a predetermined amount or more (for example, more than 350 [mm]).

[0137] In addition, when preceding vehicle monitoring is performed, the travel_ECU 14 relaxes the preceding vehicle registration cancellation condition compared to when preceding vehicle monitoring is not performed.

[0138] For example, even if the above condition (3) is not satisfied, the travel_ECU 14 makes an exception and maintains the preceding vehicle registration according to the regulations when the above conditions (1) and (2) are satisfied.

[0139] That is, when the preceding vehicle monitoring is performed and the preceding vehicle P is registered as the preceding vehicle L, when the self-vehicle O starts to change lanes, the driving_ECU 14 retains the cancellation of the registration of the preceding vehicle P as the preceding vehicle L until the set time T1 (for example, 5 seconds) has passed. Then, if the preceding vehicle P starts to change lanes during the period until the set time T1 has passed, the driving_ECU 14 keeps registering the preceding vehicle P as the preceding vehicle L. On the other hand, if the preceding vehicle P does not start to change lanes during the period until the set time T1 has passed, the driving_ECU 14 cancels the registration of the preceding vehicle P as the preceding vehicle L. Here, the case where the preceding vehicle P starts to change lanes during the period from when the self-vehicle O starts to change lanes to when the set time T1 has passed belongs to the case where the self-vehicle O and the preceding vehicle P perform a synchronous lane change.

[0140] In addition, when the preceding vehicle monitoring is performed and the preceding vehicle P is registered as the preceding vehicle L, when the preceding vehicle P starts to change lanes, the driving_ECU 14 retains the cancellation of the registration of the preceding vehicle P as the preceding vehicle L until the set time T2 (for example, 2 seconds) has passed. Then, if the self-vehicle O starts to change lanes during the period until the set time T2 has passed, the driving_ECU 14 keeps registering the preceding vehicle P as the preceding vehicle L. On the other hand, if the self-vehicle O does not start to change lanes during the period until the set time T2 has passed, the driving_ECU 14 cancels the registration of the preceding vehicle P as the preceding vehicle L. Here, the case where the self-vehicle O starts to change lanes during the period from when the preceding vehicle P starts to change lanes to when the set time T2 has passed is a case where the self-vehicle O and the preceding vehicle P perform a synchronous lane change.

[0141] Thus, in this embodiment, the driving_ECU14 is equivalent to a specific example of the preceding vehicle extraction device, the preceding vehicle registration determination device, the first driving state distinction device, the second driving state distinction device, the preceding vehicle monitoring device, the synchronous lane change determination device and the following vehicle distance control device.

[0142] Next, follow Figures 9 to 11 The flowchart of the running state determination routine shown in FIG. 1 will explain the running state determination of the own vehicle O. This routine is repeatedly executed in the running_ECU 14 at every set time.

[0143] When the routine starts, the travel_ECU 14 checks in step S101 whether the currently distinguished travel state of the own vehicle O is a stable travel state.

[0144] Then, in step S101 , if it is determined that the travel state of the own vehicle O is not the stable travel state (step S101 : No), the travel_ECU 14 proceeds to step S108 .

[0145] On the other hand, in step S101 , if it is determined that the travel state of the own vehicle O is the stable travel state (step S101 : Yes), the travel_ECU 14 proceeds to step S102 .

[0146] In step S102 , the driving_ECU 14 checks whether the turn signal lamp of the vehicle O is on.

[0147] Then, in step S102 , if it is determined that the turn signal lamp is not on (step S102 : NO), the driving_ECU 14 proceeds to step S107 .

[0148] On the other hand, in step S102 , if it is determined that the turn signal lamp is on (step S102 : YES), the driving_ECU 14 proceeds to step S103 .

[0149] In step S103, the travel_ECU 14 calculates the predicted travel route of the own vehicle. For example, when the driving mode of the own vehicle O is selected as the manual driving mode or the first driving control mode, the travel_ECU 14 calculates the predicted travel route of the own vehicle based on the steering angle of the own vehicle O. In addition, for example, when the driving mode of the own vehicle O is selected as the second driving control mode, the travel_ECU 14 uses the target travel route calculated for the steering control of the own vehicle O as the predicted travel route.

[0150] In the next step S104 , the driving_ECU 14 checks whether the predicted travel path of the vehicle intersects the lane dividing line.

[0151] Then, in step S104 , if it is determined that the predicted travel route of the vehicle does not intersect the lane dividing line (step S104 : No), the driving_ECU 14 proceeds to step S107 .

[0152] On the other hand, in step S104 , if it is determined that the predicted travel route of the own vehicle intersects the lane dividing line (step S104 : Yes), the travel_ECU 14 proceeds to step S105 .

[0153] In step S105 , the travel_ECU 14 checks whether the distance Di from the vehicle O to the intersection position of the predicted vehicle travel path and the lane dividing line is smaller than a preset threshold value Dith.

[0154] Then, in step S105 , if it is determined that the distance Di is smaller than the threshold value Dith (step S105 : Yes), the travel_ECU 14 proceeds to step S106 .

[0155] Then, in step S106 , after determining that the driving state of the vehicle O has shifted from the stable driving state to the lane change state, the driving_ECU 14 exits the routine.

[0156] On the other hand, in step S105 , if it is determined that the distance Di is equal to or greater than the threshold value Dith (step S105 : NO), the travel_ECU 14 proceeds to step S107 .

[0157] When the process proceeds to step S107 from step S102 , step S104 , or step S105 , the travel_ECU 14 exits the routine while maintaining the determination that the travel state of the own vehicle O is the stable travel state.

[0158] When the process proceeds from step S101 to step S108 , the travel_ECU 14 checks whether the currently classified travel state of the own vehicle O is a lane change state.

[0159] Then, in step S108 , if it is determined that the travel state of the own vehicle O is not the lane change state (step S108 : No), the travel_ECU 14 proceeds to step S113 .

[0160] On the other hand, in step S108 , if it is determined that the travel state of the own vehicle O is the lane change state (step S108 : Yes), the travel_ECU 14 proceeds to step S109 .

[0161] In step S109 , the driving_ECU 14 checks whether the entire vehicle O has entered the target lane by changing the lane.

[0162] Then, in step S109 , if it is determined that the entire vehicle has not intruded into the target lane (step S109 : No), the travel_ECU 14 proceeds to step S112 .

[0163] On the other hand, in step S109 , if it is determined that the entire vehicle has intruded into the target lane (step S109 : Yes), the travel_ECU 14 proceeds to step S110 .

[0164] In step S110 , the travel_ECU 14 checks whether the vehicle O has continued to enter the target lane for a set number of frames or more (eg, 5 frames or more).

[0165] Then, in step S110 , if it is determined that the vehicle O has continued to enter the target lane for a set number of frames or more (step S110 : Yes), the travel_ECU 14 proceeds to step S111 .

[0166] In step S111 , after determining that the driving state of the vehicle O has shifted from the lane change state to the target lane driving state, the driving_ECU 14 exits the routine.

[0167] On the other hand, if it is determined in step S110 that the vehicle O has not continued to enter the target lane for a period of the set frame or longer (step S110 : NO), the travel_ECU 14 proceeds to step S112 .

[0168] When the process proceeds from step S109 or step S110 to step S112 , the routine is exited while maintaining the determination that the traveling state of the own vehicle O is the lane change state.

[0169] Furthermore, when the process proceeds from step S108 to step S113 , the travel_ECU 14 calculates the lateral movement amount Δx of the vehicle O with respect to the lane dividing line.

[0170] In the next step S114 , the travel_ECU 14 checks whether the calculated lateral movement amount Δx is smaller than a threshold value.

[0171] Then, in step S114 , if it is determined that the lateral movement amount Δx is smaller than the threshold value (step S114 : YES), the travel_ECU 14 proceeds to step S117 .

[0172] On the other hand, in step S114 , if it is determined that the lateral movement amount Δx is equal to or greater than the threshold value (step S114 : NO), the travel_ECU 14 proceeds to step S115 .

[0173] In step S115 , the travel_ECU 14 checks whether the state in which the lateral movement amount Δx is equal to or greater than a threshold value continues for a set time period (for example, 1 second or more).

[0174] Then, in step S115 , if it is determined that the state in which the lateral movement amount Δx is equal to or greater than the threshold value has lasted for a set time or longer (step S115 : Yes), the travel_ECU 14 proceeds to step S116 .

[0175] In step S116 , after determining that the driving state of the vehicle O has shifted from the target lane driving state to the stable driving state, the driving_ECU 14 exits the routine.

[0176] On the other hand, in step S115 , if it is determined that the state in which the lateral movement amount Δx is equal to or greater than the threshold value has not lasted for a set time or longer (step S115 : NO), the travel_ECU 14 proceeds to step S117 .

[0177] When the process proceeds from step S114 or step S115 to step S117 , the travel_ECU 14 exits the routine while maintaining the determination that the travel state of the vehicle O is the target lane travel state.

[0178] Next, follow Figure 12 to Figure 14 The flowchart of the running state determination routine shown in FIG. 1 illustrates the running state determination of the preceding vehicle P. When the preceding vehicle P is detected in front of the own vehicle O, the running_ECU 14 repeatedly executes the routine at set time intervals.

[0179] When the routine starts, the driving_ECU 14 checks in step S201 whether the driving state of the currently distinguished preceding vehicle P is a stable driving state.

[0180] Then, in step S201, if it is determined that the driving state of the preceding vehicle P is not the stable driving state (step S201: No), the driving_ECU 14 proceeds to step S209.

[0181] On the other hand, in step S201, if it is determined that the driving state of the preceding vehicle P is the stable driving state (step S201: YES), the driving_ECU 14 proceeds to step S202.

[0182] In step S202 , the travel_ECU 14 calculates the lateral movement amount Δx of the preceding vehicle P relative to the lane dividing line.

[0183] In the next step S203 , the travel_ECU 14 checks whether the preceding vehicle P is moving laterally. Here, for example, when the lateral movement amount Δx of the preceding vehicle P is greater than or equal to a preset threshold value, the travel_ECU 14 determines that the preceding vehicle P is moving laterally.

[0184] Then, in step S203, if it is determined that the preceding vehicle P is not moving in the lateral direction (step S203: No), the travel_ECU 14 proceeds to step S206.

[0185] On the other hand, in step S203, if it is determined that the preceding vehicle P is moving laterally (step S203: YES), the travel_ECU 14 proceeds to step S204.

[0186] In step S204, the travel_ECU 14 checks whether the lateral movement state of the preceding vehicle P continues for a set number of frames or more (eg, 5 frames or more).

[0187] Then, in step S204, if it is determined that the lateral movement state of the preceding vehicle P is smaller than the set frame (step S204: No), the travel_ECU 14 proceeds to step S206.

[0188] On the other hand, in step S204, if it is determined that the lateral movement state of the preceding vehicle P continues for the set frame or longer (step S204: YES), the travel_ECU 14 proceeds to step S205.

[0189] In step S205 , the driving_ECU 14 checks whether the preceding vehicle P crosses the lane dividing line.

[0190] Then, in step S205 , if it is determined that the preceding vehicle P intersects the lane dividing line (step S205 : Yes), the travel_ECU 14 proceeds to step S207 .

[0191] On the other hand, in step S205 , if it is determined that the preceding vehicle P does not intersect the lane dividing line (step S205 : No), the travel_ECU 14 proceeds to step S208 .

[0192] In addition, when the process proceeds from step S203 or step S204 to step S206 , the travel_ECU 14 checks whether the center of the preceding vehicle P has intruded into the target lane.

[0193] Then, in step S206 , if it is determined that the center of the preceding vehicle P has not intruded into the target lane (step S206 : No), the travel_ECU 14 proceeds to step S208 .

[0194] On the other hand, in step S206 , if it is determined that the center of the preceding vehicle P has intruded into the target lane (step S206 : Yes), the travel_ECU 14 proceeds to step S207 .

[0195] When the process proceeds from step S205 or step S206 to step S207 , the travel_ECU 14 exits the routine after determining that the travel state of the preceding vehicle P has shifted from the stable travel state to the lane change state.

[0196] When the process proceeds from step S205 or step S206 to step S208 , the travel_ECU 14 exits the routine while maintaining the determination that the travel state of the preceding vehicle P is the constant speed travel state.

[0197] Furthermore, when the process proceeds from step S201 to step S209 , the travel_ECU 14 checks whether the travel state of the currently distinguished preceding vehicle P is a lane change state.

[0198] Then, in step S209 , if it is determined that the driving state of the preceding vehicle P is not the lane change state (step S209 : No), the driving_ECU 14 proceeds to step S214 .

[0199] On the other hand, in step S209 , if it is determined that the driving state of the preceding vehicle P is the lane change state (step S209 : Yes), the driving_ECU 14 proceeds to step S210 .

[0200] In step S210 , the driving_ECU 14 checks whether the entire body of the preceding vehicle P has intruded into the target lane.

[0201] Then, in step S210 , if it is determined that the entire body of the preceding vehicle P has not intruded into the target lane (step S210 : No), the travel_ECU 14 proceeds to step S213 .

[0202] On the other hand, in step S210 , if it is determined that the entire body of the preceding vehicle P has intruded into the target lane (step S210 : YES), the travel_ECU 14 proceeds to step S211 .

[0203] In step S211 , the travel_ECU 14 checks whether the state in which the preceding vehicle P entirely intrudes into the target lane continues for a set number of frames or more (eg, 5 frames or more).

[0204] Then, in step S211 , if it is determined that the state in which the leading vehicle P as a whole intrudes into the target lane continues for a set frame or longer (step S211 : Yes), the travel_ECU 14 proceeds to step S212 .

[0205] When entering step S212, the driving_ECU 14 exits the routine after determining that the driving state of the preceding vehicle P has shifted from the lane change state to the target lane driving state.

[0206] On the other hand, in step S211 , if it is determined that the time during which the entire preceding vehicle P intrudes into the target lane does not satisfy the set frame or longer (step S211 : No), the travel_ECU 14 proceeds to step S213 .

[0207] When the process proceeds from step S210 or step S211 to step S213 , the travel_ECU 14 exits the routine while maintaining the determination that the travel state of the preceding vehicle P is the lane change state.

[0208] Furthermore, when the process proceeds from step S209 to step S214 , the travel_ECU 14 calculates the lateral movement amount Δx of the preceding vehicle P relative to the lane dividing line.

[0209] In the next step S215 , the travel_ECU 14 checks whether the calculated lateral movement amount Δx is smaller than a threshold value.

[0210] Then, in step S215 , if it is determined that the lateral movement amount Δx is smaller than the threshold value (step S215 : YES), the travel_ECU 14 proceeds to step S218 .

[0211] On the other hand, in step S215 , if it is determined that the lateral movement amount Δx is equal to or greater than the threshold value (step S215 : NO), the travel_ECU 14 proceeds to step S216 .

[0212] In step S216 , the travel_ECU 14 checks whether the state in which the lateral movement amount Δx is equal to or greater than a threshold value continues for a set time period (for example, 1 second or more).

[0213] Then, in step S216 , if it is determined that the state in which the lateral movement amount Δx is equal to or greater than the threshold value has lasted for a set time or longer (step S216 : Yes), the travel_ECU 14 proceeds to step S217 .

[0214] In step S217 , after determining that the driving state of the preceding vehicle P has shifted from the target lane driving state to the stable driving state, the driving_ECU 14 exits the routine.

[0215] On the other hand, in step S216 , if it is determined that the state in which the lateral movement amount Δx is equal to or greater than the threshold value has not lasted for a set time or longer (step S216 : NO), the travel_ECU 14 proceeds to step S218 .

[0216] When the process proceeds from step S215 or step S216 to step S218 , the travel_ECU 14 exits the routine while maintaining the determination that the travel state of the preceding vehicle P is the travel state of the target lane.

[0217] Next, follow Fig.15 , 16 The flowchart of the synchronized lane change monitoring target determination routine shown in FIG. 1 illustrates the determination of whether to set the preceding vehicle P as a synchronized lane change monitoring target. This routine is repeatedly executed in the travel_ECU 14 at set time intervals.

[0218] When the routine starts, the travel_ECU 14 checks in step S301 whether the monitoring flag Fslc for the preceding vehicle P is set to “1”. That is, the travel_ECU 14 checks whether the preceding vehicle P has been registered as a monitoring target for a synchronized lane change.

[0219] Then, in step S301 , if it is determined that the monitoring flag Fslc is set to “1” (step S301 : YES), the travel_ECU 14 proceeds to step S310 .

[0220] On the other hand, in step S301, if it is determined that the monitoring flag Fslc is cleared to "0" (step S301: No), the travel_ECU 14 proceeds to step S302.

[0221] In step S302 , the travel_ECU 14 checks whether the preceding vehicle P is registered as the preceding vehicle L.

[0222] Then, in step S302, if it is determined that the preceding vehicle P is not registered as the preceding vehicle L (step S302: No), the travel_ECU 14 directly exits the routine.

[0223] On the other hand, in step S302 , if it is determined that the preceding vehicle P is registered as the preceding vehicle L (step S302 : Yes), the travel_ECU 14 proceeds to step S303 .

[0224] In step S303 , the travel_ECU 14 checks whether the travel state of the own vehicle O is a stable travel state.

[0225] Then, in step S303 , if it is determined that the travel state of the own vehicle O is not the stable travel state (step S303 : No), the travel_ECU 14 directly exits the routine.

[0226] On the other hand, in step S303 , if it is determined that the travel state of the own vehicle O is the stable travel state (step S303 : Yes), the travel_ECU 14 proceeds to step S304 .

[0227] In step S304, the driving_ECU 14 checks whether the driving state of the preceding vehicle P (preceding vehicle L) is a stable driving state.

[0228] Then, in step S304, if it is determined that the driving state of the preceding vehicle P is not the stable driving state (step S304: No), the driving_ECU 14 directly exits the routine.

[0229] On the other hand, in step S304, if it is determined that the driving state of the preceding vehicle P is the stable driving state (step S304: YES), the driving_ECU 14 proceeds to step S305.

[0230] In step S305 , the travel_ECU 14 checks, for example, whether the inter-vehicle distance Dv between the own vehicle O and the preceding vehicle P is less than 70 [m].

[0231] Then, in step S305, if it is determined that the inter-vehicle distance Dv is greater than or equal to 70 [m], the driving_ECU 14 directly exits the program. That is, when the inter-vehicle distance Dv is large enough, the synchronous lane change has little effect on the own vehicle O, so the driving_ECU 14 directly exits the program.

[0232] On the other hand, if it is determined in step S305 that the inter-vehicle distance Dv is less than 70 [m], the travel_ECU 14 proceeds to step S306 .

[0233] In step S306 , the travel_ECU 14 checks, for example, whether the vehicle speed Vo is greater than or equal to 60 [km / h].

[0234] Then, in step S306, if it is determined that the vehicle speed Vo is less than 60 [km / h] (step S306: No), the driving_ECU 14 directly exits the program. That is, if the vehicle speed Vo is low, it is assumed that there is a traffic jam, etc. In such a driving environment, the synchronous lane change has little effect on the vehicle O, so the driving_ECU 14 directly exits the program.

[0235] On the other hand, in step S306 , if it is determined that the vehicle speed Vo is 60 [km / h] or more (step S306 : Yes), the travel_ECU 14 proceeds to step S307 .

[0236] In step S307 , the travel_ECU 14 checks, for example, whether the forward vehicle speed Vp is greater than or equal to 60 [km / h].

[0237] Then, in step S307, if it is determined that the forward vehicle speed Vp is less than 60 [km / h] (step S307: No), the driving_ECU 14 directly exits the program. That is, if the forward vehicle speed Vp is low, it is assumed that there is a traffic jam, etc. In such a driving environment, the synchronous lane change has little effect on the own vehicle O, so the driving_ECU 14 directly exits the program.

[0238] On the other hand, if it is determined in step S307 that the forward vehicle speed Vp is 60 [km / h] or more (step S307 : Yes), the travel_ECU 14 proceeds to step S308 .

[0239] In step S308 , the driving_ECU 14 checks whether the turn signal lamp of the vehicle O is off.

[0240] Then, in step S308, if it is determined that the turn signal of the vehicle O is on (step S308: No), the driving_ECU 14 directly exits the program. That is, when the lane change of the vehicle O is immediately performed after both the vehicle O and the preceding vehicle P become stable driving states, the driving_ECU 14 directly exits the program without setting the monitoring flag Fslc.

[0241] On the other hand, in step S308 , if it is determined that the turn signal lamp of the own vehicle O is not on (step S308 : Yes), the travel_ECU 14 proceeds to step S309 .

[0242] In step S309 , the driving_ECU 14 sets the monitoring flag Fslc to “1”, and then proceeds to step S310 .

[0243] When the process proceeds from step S301 or step S309 to step S310 , the travel_ECU 14 checks whether the travel state of the own vehicle O is classified as the target lane travel state.

[0244] Then, in step S310 , if it is determined that the travel state of the own vehicle O is not the target lane travel state (step S310 : No), the travel_ECU 14 proceeds to step S312 .

[0245] On the other hand, in step S310 , if it is determined that the travel state of the own vehicle O is the target lane travel state (step S310 : Yes), the travel_ECU 14 proceeds to step S311 .

[0246] In step S311 , the travel_ECU 14 checks whether the travel state of the preceding vehicle P is classified as the target lane travel state.

[0247] Then, in step S311, if it is determined that the driving state of the preceding vehicle P is not the target lane driving state (step S311: No), the driving_ECU 14 proceeds to step S312.

[0248] On the other hand, in step S311, if it is determined that the driving state of the preceding vehicle P is the target lane driving state (step S311: Yes), the driving_ECU 14 proceeds to step S314. That is, if it is determined that the driving states of the own vehicle O and the preceding vehicle P are both the target lane driving states, the driving_ECU 14 proceeds to step S314.

[0249] When the process proceeds from step S310 or step S311 to step S312, the driving_ECU 14 performs a cancellation condition determination for the synchronized lane change monitoring. The cancellation condition determination in step S312 is performed according to a flowchart of a cancellation condition determination subroutine described later.

[0250] In the next step S313 , the driving_ECU 14 checks whether a cancellation condition is satisfied.

[0251] Then, in step S313, if it is determined that the cancellation condition is not satisfied (step S313: No), the travel_ECU 14 directly exits the routine.

[0252] On the other hand, in step S313 , if it is determined that the cancellation condition is established (step S313 : YES), the travel_ECU 14 proceeds to step S314 .

[0253] When the process proceeds from step S311 or step S313 to step S314 , the driving_ECU 14 clears the monitoring flag Fslc to “0” and then exits the routine.

[0254] Next, follow Figure 17 to Figure 22 The flowchart of the cancellation condition determination subroutine shown in FIG. 1 illustrates the cancellation condition determination for the synchronized lane change monitoring executed in step S312 . This subroutine is executed in the driving_ECU 14 .

[0255] When the subroutine starts, the driving_ECU 14 determines in step S401 whether the own vehicle O and the preceding vehicle P satisfy the prerequisites for synchronous lane change monitoring.

[0256] As the premise, for example, the following items (a) to (f) are assumed.

[0257] (a) The collision prediction time TTC (=(relative distance between the own vehicle O and the preceding vehicle P) / (relative speed between the own vehicle O and the preceding vehicle P)) for the preceding vehicle P is, for example, less than 1.5 [seconds].

[0258] (b) The steering angle of the own vehicle O is, for example, 45 degrees or more. This is because, in this case, it is assumed that the own vehicle O turns left or right without changing lanes.

[0259] (c) The detected lane markings are less than 3 segments on both sides. This is because, in this case, it is assumed that the lane markings are not clearly visible.

[0260] (d) The lane change directions of the ego vehicle O and the preceding vehicle P are different.

[0261] (e) On a road where lane changes are prohibited, either the own vehicle O or the preceding vehicle P is in a lane change state or in a target lane travel state.

[0262] (f) After either the vehicle O or the preceding vehicle P changes lanes and enters the target lane, the other maintains a stable driving state for more than 4 [seconds].

[0263] In the next step S402 , the travel_ECU 14 checks whether at least one of the cancellation conditions (a) to (f) above is satisfied.

[0264] Then, in step S402 , if it is determined that at least any one of the cancellation conditions is established (step S402 : Yes), the travel_ECU 14 proceeds to step S407 .

[0265] On the other hand, in step S402 , if it is determined that all the cancellation conditions are not satisfied (step S402 : NO), the travel_ECU 14 proceeds to step S403 .

[0266] In step S403, the driving_ECU 14 checks whether the driving state of the vehicle O is a stable driving state (for example, refer to Figure 6 ).

[0267] Then, in step S403 , if it is determined that the travel state of the own vehicle O is not the stable travel state (step S403 : No), the travel_ECU 14 proceeds to step S408 .

[0268] On the other hand, in step S403 , if it is determined that the travel state of the own vehicle O is the stable travel state (step S403 : Yes), the travel_ECU 14 proceeds to step S404 .

[0269] In step S404 , the travel_ECU 14 checks, for example, whether the inter-vehicle distance Dv between the own vehicle O and the preceding vehicle P is 70 [m] or more.

[0270] Then, in step S404 , if it is determined that the inter-vehicle distance Dv is 70 [m] or more (step S404 : Yes), the travel_ECU 14 proceeds to step S407 .

[0271] On the other hand, in step S404 , if it is determined that the inter-vehicle distance Dv is less than 70 [m] (step S404 : No), the travel_ECU 14 proceeds to step S405 .

[0272] In step S405 , the travel_ECU 14 checks whether the vehicle speed Vo is less than 50 [km / h], for example.

[0273] Then, in step S405 , if it is determined that the vehicle speed Vo is less than 50 [km / h] (step S405 : Yes), the travel_ECU 14 proceeds to step S407 .

[0274] On the other hand, in step S405 , if it is determined that the vehicle speed Vo is 50 [km / h] or more (step S405 : No), the travel_ECU 14 proceeds to step S406 .

[0275] In step S406 , even if the traveling state of the own vehicle O is the stable traveling state, the traveling_ECU 14 checks whether the lane dividing lines dividing the traveling lane of the own vehicle O have been switched.

[0276] Then, in step S406 , if it is determined that the lane dividing lines have not been switched (step S406 : No), the travel_ECU 14 proceeds to step S407 .

[0277] On the other hand, in step S406 , if it is determined that the lane dividing lines have been switched (step S406 : Yes), the travel_ECU 14 proceeds to step S417 .

[0278] When the process proceeds to step S407 from step S402 , step S404 , step S405 or step S406 , the travel_ECU 14 proceeds to step S417 after determining that the cancellation condition for the synchronized lane change monitoring is satisfied.

[0279] When the process proceeds from step S403 to step S408, the driving_ECU 14 checks whether the driving state of the vehicle O is classified as a lane change state (for example, refer to Figure 7 ).

[0280] Then, in step S408 , if it is determined that the travel state of the own vehicle O is not the lane change state (step S408 : No), the travel_ECU 14 proceeds to step S414 .

[0281] On the other hand, in step S408 , if it is determined that the travel state of the own vehicle O is the lane change state (step S408 : Yes), the travel_ECU 14 proceeds to step S409 .

[0282] In step S409 , the travel_ECU 14 checks whether the vehicle O is continuously moving laterally in the return direction relative to the original lane.

[0283] Then, in step S409 , if it is determined that the own vehicle O is continuously moving laterally in the return direction relative to the original lane (step S409 : Yes), the travel_ECU 14 proceeds to step S413 .

[0284] On the other hand, in step S409 , if it is determined that the own vehicle O has not made continuous lateral movement in the return direction with respect to the original lane (step S409 : No), the travel_ECU 14 proceeds to step S410 .

[0285] In step S410 , the driving_ECU 14 checks whether the vehicle O remains in the original lane.

[0286] Then, in step S410 , if it is determined that the own vehicle O does not remain in the original lane (step S410 : No), the travel_ECU 14 proceeds to step S417 .

[0287] On the other hand, in step S410 , if it is determined that the own vehicle O remains in the original lane (step S410 : Yes), the travel_ECU 14 proceeds to step S411 .

[0288] In step S411, the driving_ECU 14 checks, for example, whether 4 [seconds] or more have passed since the vehicle O started changing lanes. Here, the time of 4 [seconds] after the start of the lane change is the upper limit of the time generally required for the driver to change lanes. However, in the lane change of the automatic lane change control, due to the nature of the control, it may be necessary to exceed 4 [seconds] after the start of the lane change.

[0289] Then, in step S411 , if it is determined that 4 [seconds] have not elapsed since the start of the lane change (step S411 : No), the travel_ECU 14 proceeds to step S417 .

[0290] On the other hand, in step S411 , if it is determined that 4 [seconds] have elapsed from the start of the lane change (step S411 : Yes), the travel_ECU 14 proceeds to step S412 .

[0291] In step S412 , the driving_ECU 14 checks whether the lane change of the own vehicle O is performed by the automatic lane change control.

[0292] Then, in step S412 , if it is determined that the lane change is not performed by the automatic lane change control (step S412 : NO), the travel_ECU 14 proceeds to step S413 .

[0293] On the other hand, in step S412 , if it is determined that the lane change is performed by the automatic lane change control (step S412 : YES), the travel_ECU 14 proceeds to step S417 .

[0294] When the process proceeds from step S409 or step S412 to step S413 , the travel_ECU 14 determines that the cancellation condition for the synchronized lane change monitoring is satisfied, and then proceeds to step S417 .

[0295] In addition, when entering step S414 from step S408, the driving_ECU 14 checks whether the vehicle O has made continuous lateral movement outside the target lane. That is, when the driving state of the vehicle O is classified as the target lane driving state (for example, refer to Figure 8 ), the driving_ECU 14 checks whether the vehicle O is continuously moving laterally out of the target lane.

[0296] Then, in step S414 , if it is determined that the own vehicle O is continuously moving laterally outside the target lane (step S414 : Yes), the travel_ECU 14 proceeds to step S416 .

[0297] On the other hand, in step S414 , if it is determined that the own vehicle O is not performing continuous lateral movement outside the target lane (step S414 : No), the travel_ECU 14 proceeds to step S415 .

[0298] In step S415 , the driving_ECU 14 checks whether the turn signal lamp of the vehicle O is turned on again.

[0299] Then, in step S415, if it is determined that the turn signal lamp is not turned on again (step S415: No), the driving_ECU 14 proceeds to step S417.

[0300] On the other hand, in step S415 , if it is determined that the turn signal lamp is turned on again (step S415 : YES), the driving_ECU 14 proceeds to step S416 .

[0301] When the process proceeds from step S414 or step S415 to step S416 , the travel_ECU 14 determines that the cancellation condition for the synchronized lane change monitoring is satisfied, and then proceeds to step S417 .

[0302] When entering step S417 from step S406, step S407, step S410, step S411, step S412, step S413, step S415, or step S416, the driving_ECU 14 checks whether the driving state of the preceding vehicle P is a stable driving state (for example, referring to Figure 6 ).

[0303] Then, in step S417, if it is determined that the driving state of the preceding vehicle P is not the stable driving state (step S417: No), the driving_ECU 14 proceeds to step S421.

[0304] On the other hand, if it is determined in step S417 that the driving state of the preceding vehicle P is the stable driving state, the driving_ECU 14 proceeds to step S418.

[0305] In step S418 , the travel_ECU 14 checks, for example, whether 2 [seconds] have passed since the preceding vehicle P was deregistered as the preceding vehicle L.

[0306] Then, in step S418, if it is determined that 2 [seconds] have passed since the registration of the preceding vehicle L was released (step S418: Yes), the travel_ECU 14 proceeds to step S420.

[0307] On the other hand, in step S418, if the registration of the preceding vehicle L is still continuing, or if it is determined that 2 [seconds] have not passed since the registration of the preceding vehicle L was released (step S418: No), the travel_ECU 14 proceeds to step S419.

[0308] In step S419 , the travel_ECU 14 checks whether the forward vehicle speed Vp is less than 50 [km / h], for example.

[0309] Then, in step S419, if it is determined that the forward vehicle speed Vp is 50 [km / h] or more (step S419: No), the driving_ECU 14 directly exits the routine.

[0310] On the other hand, in step S419 , if it is determined that the forward vehicle speed Vp is less than 50 [km / h] (step S419 : Yes), the travel_ECU 14 proceeds to step S420 .

[0311] When the process proceeds from step S418 or step S419 to step S420 , the driving_ECU 14 exits the routine after determining that the cancellation condition for the synchronized lane change monitoring is satisfied.

[0312] When the process proceeds from step S417 to step S421, the driving_ECU 14 checks whether the driving state of the preceding vehicle P is a lane change state (for example, referring to Figure 7 ).

[0313] Then, in step S421, if it is determined that the driving state of the preceding vehicle P is not the lane change state (step S421: No), the driving_ECU 14 proceeds to step S426.

[0314] On the other hand, in step S421, if it is determined that the driving state of the preceding vehicle P is the lane change state (step S421: YES), the driving_ECU 14 proceeds to step S422.

[0315] In step S422, the travel_ECU 14 checks whether the preceding vehicle P is continuously moving laterally in the return direction relative to the original lane.

[0316] Then, in step S422, if it is determined that the preceding vehicle P is performing continuous lateral movement in the return direction relative to the original lane (step S422: Yes), the travel_ECU 14 proceeds to step S425.

[0317] On the other hand, in step S422, if it is determined that the preceding vehicle P has not made continuous lateral movement in the return direction relative to the original lane (step S422: No), the travel_ECU 14 proceeds to step S423.

[0318] In step S423, the driving_ECU 14 checks whether the preceding vehicle P remains in the original lane.

[0319] Then, in step S423, if it is determined that the preceding vehicle P remains in the original lane (step S423: YES), the travel_ECU 14 proceeds to step S425.

[0320] On the other hand, in step S423, if it is determined that the preceding vehicle P does not remain in the original lane (step S423: No), the travel_ECU 14 proceeds to step S424.

[0321] In step S424, the travel_ECU 14 checks, for example, whether 4 [seconds] or more have passed since the preceding vehicle P started changing lanes.

[0322] Then, in step S424, if it is determined that 4 [seconds] have not elapsed since the start of the lane change (step S424: No), the driving_ECU 14 directly exits the routine.

[0323] On the other hand, in step S424 , if it is determined that 4 [seconds] have elapsed from the start of the lane change (step S424 : Yes), the travel_ECU 14 proceeds to step S425 .

[0324] When the process proceeds from step S422 , step S423 , or step S424 to step S425 , the driving_ECU 14 exits the routine after determining that the cancellation condition for the synchronized lane change monitoring is satisfied.

[0325] In addition, when entering step S426 from step S421, the driving_ECU 14 checks whether the preceding vehicle P has made continuous lateral movement outside the target lane. That is, when the driving state of the preceding vehicle P is classified as the target lane driving state (for example, referring to Figure 8 ), the driving_ECU 14 checks whether the preceding vehicle P is making a continuous lateral movement outside the target lane.

[0326] Then, in step S426, if it is determined that the preceding vehicle P is making continuous lateral movement outside the target lane (step S426: YES), the travel_ECU 14 proceeds to step S428.

[0327] On the other hand, in step S426 , if it is determined that the preceding vehicle P is not making a continuous lateral movement outside the target lane (step S426 : No), the travel_ECU 14 proceeds to step S427 .

[0328] In step S427, the travel_ECU 14 checks whether the preceding vehicle P is registered as a parallel vehicle.

[0329] Then, in step S427, if it is determined that the preceding vehicle P is not registered as a parallel vehicle (step S427: No), the travel_ECU 14 directly exits the routine.

[0330] On the other hand, in step S427, if it is determined that the preceding vehicle P is registered as a parallel vehicle (step S427: YES), the travel_ECU 14 proceeds to step S428.

[0331] When the process proceeds from step S426 or step S427 to step S428 , the driving_ECU 14 exits the routine after determining that the cancellation condition for the synchronized lane change monitoring is satisfied.

[0332] Next, follow Figure 23 to Figure 25 The flowchart of the preceding vehicle registration determination routine shown in FIG. 1 will explain the preceding vehicle registration determination for the preceding vehicle P. This routine is repeatedly executed in the travel_ECU 14 at every set time.

[0333] When the routine starts, the travel_ECU 14 checks whether the preceding vehicle P is registered as the preceding vehicle L in step S501 .

[0334] Then, in step S501 , if it is determined that the preceding vehicle P is not registered as the preceding vehicle L (step S501 : NO), the travel_ECU 14 proceeds to step S502 .

[0335] On the other hand, in step S501 , if it is determined that the preceding vehicle P is registered as the preceding vehicle L (step S501 : YES), the travel_ECU 14 proceeds to step S511 .

[0336] In step S502 , the travel_ECU 14 checks whether a preceding vehicle P is detected in front of the own vehicle O.

[0337] Then, in step S502, if it is determined that the preceding vehicle P is not detected (step S502: No), the driving_ECU 14 directly exits the routine.

[0338] On the other hand, in step S502 , if it is determined that the preceding vehicle P is detected (step S502 : YES), the travel_ECU 14 proceeds to step S503 .

[0339] In step S503, the travel_ECU 14 checks whether the inter-vehicle distance Dv between the own vehicle O and the preceding vehicle P is less than or equal to a threshold value Dvth. Here, the threshold value Dvth is, for example, a variable value set by referring to a preset map or the like according to the own vehicle speed Vo. Thus, for example, as the own vehicle speed Vo increases, the threshold value Dvth is set to a larger value.

[0340] Then, in step S503 , if it is determined that the inter-vehicle distance Dv is greater than the threshold value Dvth (step S503 : No), the travel_ECU 14 directly exits the routine.

[0341] On the other hand, in step S503 , if it is determined that the inter-vehicle distance Dv is equal to or smaller than the threshold value Dvth (step S503 : Yes), the travel_ECU 14 proceeds to step S504 .

[0342] In step S504 , the travel_ECU 14 checks whether the preceding vehicle speed Vp is equal to or less than the set vehicle speed Vset of the own vehicle O.

[0343] Then, in step S504 , if it is determined that the preceding vehicle speed Vp is greater than the set vehicle speed Vset (step S504 : No), the travel_ECU 14 directly exits the routine.

[0344] On the other hand, in step S504 , if it is determined that the preceding vehicle speed Vp is equal to or less than the set vehicle speed Vset (step S504 : Yes), the travel_ECU 14 proceeds to step S505 .

[0345] In step S505 , the travel_ECU 14 checks whether the own vehicle O and the preceding vehicle P are traveling in the same lane.

[0346] Then, in step S505 , if it is determined that the two vehicles are not traveling in the same lane (step S505 : No), the travel_ECU 14 proceeds to step 507 .

[0347] On the other hand, in step S505 , if it is determined that the two vehicles are traveling in the same lane (step S505 : Yes), the travel_ECU 14 proceeds to step S506 .

[0348] In step S506 , the travel_ECU 14 checks whether the travel states of the own vehicle O and the preceding vehicle P are both in a constant speed travel state.

[0349] Then, in step S506 , if it is determined that the running state of the two vehicles is the constant speed running state (step S506 : Yes), the running_ECU 14 proceeds to step S510 .

[0350] On the other hand, in step S506 , if it is determined that the running state of at least one of the vehicles is not the constant speed running state (step S506 : No), the running_ECU 14 proceeds to step S507 .

[0351] In step S507 , the driving_ECU 14 checks whether the monitoring flag Fslc is set to “1.” That is, the driving_ECU 14 checks whether the preceding vehicle P is a synchronized lane change monitoring target and whether the preceding vehicle registration condition for the preceding vehicle P is relaxed.

[0352] Then, in step S507, if it is determined that the monitoring flag Fslc is cleared to "0" (step S507: No), the travel_ECU 14 directly exits the routine.

[0353] On the other hand, in step S507 , if it is determined that the monitoring flag Fslc is set to “1” (step S507 : YES), the travel_ECU 14 proceeds to step S508 .

[0354] In step S508 , the travel_ECU 14 checks whether the travel state of the own vehicle O has shifted to the lane change state.

[0355] Then, in step S508 , if it is determined that the driving state of the own vehicle O has not shifted to the lane change state (step S508 : No), the driving_ECU 14 directly exits the routine.

[0356] On the other hand, in step S508 , if it is determined that the travel state of the vehicle O has shifted to the lane change state (step S508 : Yes), the travel_ECU 14 proceeds to step S509 .

[0357] In step S509, the driving_ECU 14 checks whether a portion of the preceding vehicle P has intruded into the target lane. More specifically, the driving_ECU checks whether the preceding vehicle P has intruded into the same target lane as the lane change destination of the own vehicle O, and whether the intrusion amount of the preceding vehicle P relative to the target lane is, for example, 350 [mm] or more.

[0358] Then, in step S509 , if it is determined that a portion of the preceding vehicle P has not intruded into the target lane, the driving_ECU 14 directly exits the routine.

[0359] On the other hand, if it is determined in step S509 that a part of the preceding vehicle P has intruded into the target lane, the travel_ECU 14 proceeds to step S510 .

[0360] That is, if the driving state of the own vehicle O shifts to the lane change state (step S508: Yes), and a portion of the preceding vehicle P invades the target lane (step S509: Yes), the driving_ECU 14 determines that the own vehicle O and the preceding vehicle P are performing a synchronous lane change and proceeds to step S510.

[0361] When the process proceeds from step S506 or step S509 to step S510 , the travel_ECU 14 registers the preceding vehicle P as the preceding vehicle L and then exits the program.

[0362] When proceeding from step S501 to step S511, the travel_ECU 14 checks whether the inter-vehicle distance Dv between the own vehicle O and the preceding vehicle P is less than or equal to the threshold value Dvth. As described in step S503 above, the threshold value Dvth is a variable value set according to the own vehicle speed Vo, for example.

[0363] Then, in step S511 , if it is determined that the inter-vehicle distance Dv is greater than the threshold value Dvth (step S511 : NO), the travel_ECU 14 proceeds to step S522 .

[0364] On the other hand, in step S511 , if it is determined that the inter-vehicle distance Dv is equal to or smaller than the threshold value Dvth (step S511 : YES), the travel_ECU 14 proceeds to step S512 .

[0365] In step S512 , the travel_ECU 14 checks whether the preceding vehicle speed Vp is equal to or less than the set vehicle speed Vset of the own vehicle O.

[0366] Then, in step S512, if it is determined that the preceding vehicle speed Vp is greater than the set vehicle speed Vset (step S512: No), the travel_ECU 14 proceeds to step S522.

[0367] On the other hand, in step S512 , if it is determined that the preceding vehicle speed Vp is equal to or less than the set vehicle speed Vset (step S512 : YES), the travel_ECU 14 proceeds to step S513 .

[0368] In step S513 , the travel_ECU 14 checks whether the own vehicle O and the preceding vehicle P are traveling in the same lane.

[0369] Then, in step S513 , if it is determined that the two vehicles are not traveling in the same lane (step S513 : No), the travel_ECU 14 proceeds to step S515 .

[0370] On the other hand, in step S513, if it is determined that the two vehicles are traveling in the same lane (step S513: YES), the travel_ECU 14 proceeds to step S514.

[0371] In step S514 , the travel_ECU 14 checks whether the travel states of the own vehicle O and the preceding vehicle P are both in a constant speed travel state.

[0372] Then, in step S514, if it is determined that the driving state of the two vehicles is the constant speed driving state (step S514: Yes), the driving_ECU 14 directly exits the program.

[0373] On the other hand, in step S514 , if it is determined that the running state of at least one of the vehicles is not the constant speed running state (step S514 : No), the running_ECU 14 proceeds to step S515 .

[0374] In step S515 , the driving_ECU 14 checks whether the monitoring flag Fslc is set to “1”. That is, the driving_ECU 14 checks whether the preceding vehicle P is a synchronized lane change monitoring target and whether the preceding vehicle registration cancellation condition for the preceding vehicle P (preceding vehicle L) is relaxed.

[0375] Then, in step S515, if it is determined that the monitoring flag Fslc is cleared to "0" (step S515: No), the travel_ECU 14 proceeds to step S522.

[0376] On the other hand, in step S515, if it is determined that the monitoring flag Fslc is set to "1" (step S515: YES), the travel_ECU 14 proceeds to step S516.

[0377] In step S516 , the travel_ECU 14 checks whether the travel state of the own vehicle O has shifted to the lane change state before the preceding vehicle P (preceding vehicle L).

[0378] Then, in step S516, if it is determined that the driving state of the own vehicle O has not shifted to the lane change state, or if it is determined that the driving state of the preceding vehicle P has shifted to the lane change state before the own vehicle O (step S516: No), the driving_ECU 14 proceeds to step S519.

[0379] On the other hand, in step S516 , if it is determined that the travel state of the own vehicle O has shifted to the lane change state before the preceding vehicle P (step S516 : Yes), the travel_ECU 14 proceeds to step S517 .

[0380] In step S517, the travel_ECU 14 checks whether the travel state of the preceding vehicle P (preceding vehicle L) is maintained in a stable travel state.

[0381] Then, in step S517, if it is determined that the driving state of the preceding vehicle P has shifted from the stable driving state to another driving state (step S517: No), the driving_ECU 14 proceeds to step S519.

[0382] On the other hand, in step S517, if it is determined that the traveling state of the preceding vehicle P is maintained in the stable traveling state (step S517: YES), the traveling_ECU 14 proceeds to step S518.

[0383] In step S518 , the travel_ECU 14 checks whether a time T1 (eg, T1 = 5 [seconds]) has elapsed since the travel state of the vehicle O shifted to the lane change state.

[0384] Then, in step S518, if it is determined that time T1 has passed after the driving state of the ego vehicle O has shifted to the lane change state, the driving_ECU 14 proceeds to step S522. That is, if time T1 has passed after the ego vehicle O has shifted to the lane change state, the driving_ECU 14 determines that even if the preceding vehicle P has started a lane change, the lane change of the preceding vehicle P cannot be regarded as a synchronized lane change with the ego vehicle O, and proceeds to step S522.

[0385] On the other hand, in step S518, if it is determined that the time T1 has not passed since the driving state of the own vehicle O shifted to the lane change state, the driving_ECU 14 proceeds to step S519. In this way, when the monitoring flag Fslc is set to "1", the driving_ECU 14 relaxes the preceding vehicle registration cancellation condition, and even if the own vehicle O shifts to the lane change state, the possibility of the preceding vehicle P changing lanes synchronously with the own vehicle O is monitored until the time T1 passes.

[0386] When the process proceeds from step S516 , step S517 , or step S518 to step S519 , the travel_ECU 14 checks whether the travel state of the preceding vehicle P (preceding vehicle L) has shifted to the lane change state before the own vehicle O.

[0387] Then, in step S519, if it is determined that the driving state of the preceding vehicle P has not shifted to the lane change state, or if it is determined that the driving state of the own vehicle O shifts to the lane change state before the preceding vehicle P (step S519: No), the driving_ECU14 directly exits the program.

[0388] On the other hand, in step S519 , if it is determined that the driving state of the preceding vehicle P has shifted to the lane change state before the own vehicle O (step S519 : Yes), the driving_ECU 14 proceeds to step S520 .

[0389] In step S520 , the travel_ECU 14 checks whether the travel state of the own vehicle O is maintained in the stable travel state.

[0390] Then, in step S520 , if it is determined that the driving state of the vehicle O has shifted from the stable driving state to another driving state (step S520 : No), the driving_ECU 14 directly exits the routine.

[0391] On the other hand, in step S520 , if it is determined that the travel state of the own vehicle O is maintained in the stable travel state (step S520 : Yes), the travel_ECU 14 proceeds to step S521 .

[0392] In step S521, the travel_ECU 14 checks whether a time T2 (for example, T2 = 2 [seconds]) has elapsed after the travel state of the preceding vehicle P shifted to the lane change state.

[0393] Then, in step S521, if it is determined that the time T2 has not passed since the driving state of the preceding vehicle P has shifted to the lane change state, the driving_ECU 14 directly exits the program. In this way, when the monitoring flag Fslc is set to "1", the driving_ECU 14 relaxes the preceding vehicle registration cancellation condition, and even if the preceding vehicle P shifts to the lane change state, the possibility of the self-vehicle O and the preceding vehicle P changing lanes synchronously is monitored until the time T2 has passed.

[0394] On the other hand, in step S521, if it is determined that time T2 has passed after the driving state of the preceding vehicle P has shifted to the lane change state, the driving_ECU 14 proceeds to step S522. That is, if time T2 has passed after the preceding vehicle P has shifted to the lane change state, the driving_ECU 14 determines that even if the own vehicle O has started a lane change, the lane change of the own vehicle O cannot be regarded as a synchronized lane change with the preceding vehicle P, and proceeds to step S522.

[0395] When the process proceeds from step S511, step S512, step S515, step S518 or step S521 to step S522, the travel_ECU 14 cancels the registration of the preceding vehicle P as the preceding vehicle L and then exits the program.

[0396] By such a preceding vehicle registration determination, when the monitoring flag Fslc is set to "1", the preceding vehicle registration condition and the preceding vehicle registration cancellation condition are relaxed. Therefore, when the vehicle O changes lanes, the preceding vehicle P is also registered as the preceding vehicle L under the prescribed conditions. For example, Figure 27 to Figure 29 As shown, when the driving state of the own vehicle O is transferred from the stable driving state to the target lane driving state via the lane change state, the preceding vehicle registration for the preceding vehicle P also remains unchanged.

[0397] On the other hand, when the monitoring flag Fslc is cleared to "0", when the driving state of the vehicle O changes to the lane change state, the preceding vehicle registration for the preceding vehicle P is easily cancelled (for example, refer to Fig.30 ).

[0398] Next, follow Fig.26 The flowchart of the following inter-vehicle distance control routine shown in FIG. 1 will explain the following inter-vehicle distance control for the own vehicle O. This routine is repeatedly executed by the travel_ECU 14 at every set time.

[0399] When the routine starts, in step S601 , the travel_ECU 14 checks whether there is a preceding vehicle L in front of the own vehicle O. That is, the travel_ECU 14 checks whether there is a preceding vehicle P registered as the preceding vehicle L in front of the own vehicle O.

[0400] Then, in step S601 , if it is determined that there is a preceding vehicle L in front of the own vehicle O (step S601 : Yes), the travel_ECU 14 proceeds to step S602 .

[0401] When the process proceeds from step S601 to step S602 , the travel_ECU 14 executes the following travel control for the preceding vehicle L and then exits the routine.

[0402] On the other hand, if it is determined in step S601 that there is no preceding vehicle L in front of the own vehicle O (step S601 : No), the travel_ECU 14 proceeds to step S603 .

[0403] When the process proceeds from step S601 to step S603 , the travel_ECU 14 checks whether the travel state of the vehicle O is a lane change state.

[0404] Then, in step S603 , if it is determined that the travel state of the own vehicle O is the lane change state (step S603 : Yes), the travel_ECU 14 proceeds to step S605 .

[0405] On the other hand, in step S603 , if it is determined that the travel state of the own vehicle O is not the lane change state (step S603 : No), the travel_ECU 14 proceeds to step S604 .

[0406] In step S604 , the travel_ECU 14 checks whether the travel state of the own vehicle O is the target lane travel state.

[0407] Then, in step S604 , if it is determined that the travel state of the own vehicle O is not the target lane travel state (step S604 : No), the travel_ECU 14 proceeds to step S606 .

[0408] On the other hand, in step S604 , if it is determined that the travel state of the own vehicle O is the target lane travel state (step S604 : Yes), the travel_ECU 14 proceeds to step S605 .

[0409] When proceeding from step S603 or step S604 to step S605 , the travel_ECU 14 checks whether the vehicle speed Vo is lower than a set vehicle speed.

[0410] Then, in step S605 , if it is determined that the vehicle speed Vo is lower than the set vehicle speed Vset (step S605 : Yes), the travel_ECU 14 executes the lane change acceleration control in step S607 and then exits the routine.

[0411] On the other hand, in step S605 , if it is determined that the vehicle speed Vo is equal to or greater than the set vehicle speed Vset (step S605 : No), the travel_ECU 14 proceeds to step S606 .

[0412] When the process proceeds from step S604 or step S605 to step S606 , the travel_ECU 14 executes the constant speed travel control and then exits the routine.

[0413] According to such an embodiment, the driving_ECU 14 classifies the driving state of the self-vehicle O into any one of a stable driving state, a lane change state, and a target lane driving state based on the lateral movement information of the self-vehicle O and the relative position information between the self-vehicle O and the lane dividing line. In addition, the driving_ECU 14 extracts the vehicle traveling in front of the self-vehicle O as the preceding vehicle P based on the driving environment information, and classifies the driving state of the preceding vehicle P into any one of a stable driving state, a lane change state, and a target lane driving state based on the lateral movement information of the preceding vehicle P and the relative position information between the preceding vehicle P and the lane dividing line. Thus, changes in the driving states of the self-vehicle O and the preceding vehicle P can be appropriately monitored.

[0414] That is, the driving_ECU14 distinguishes the driving state of the self-vehicle O based on the lateral movement information of the self-vehicle O and the relative position information of the self-vehicle O and the lane dividing line. Similarly, the driving_ECU14 distinguishes the driving state of the preceding vehicle P based on the lateral movement information of the preceding vehicle P and the relative position information of the preceding vehicle P and the lane dividing line. As a result, including the lane change scenario in which the lanes in which the self-vehicle O and the preceding vehicle P are traveling become blurred, the driving state of the self-vehicle O and the preceding vehicle P can be accurately distinguished. And, according to such a judgment standard, the driving_ECU14 distinguishes the driving state of the self-vehicle O and the preceding vehicle P into any one of a stable driving state, a lane change state, and a target lane driving state. As a result, the changes in the driving state of the self-vehicle O and the preceding vehicle P from the start of the lane change to the end of the lane change can be appropriately monitored.

[0415] In addition, by distinguishing the driving states of the own vehicle O and the preceding vehicle P into any one of a steady-state driving state, a lane change state, and a target lane driving state, it is possible to easily determine whether the own vehicle O and the preceding vehicle P change lanes synchronously within a specified time.

[0416] In addition, the driving_ECU 14 takes the preceding vehicle P registered as the preceding vehicle L and the own vehicle O running stably in the same lane as a starting condition, and performs preceding vehicle monitoring to determine whether the preceding vehicle P performs a synchronous lane change to the same target lane as the own vehicle O. When the preceding vehicle monitoring is performed, the preceding vehicle registration condition is relaxed and the preceding vehicle registration cancellation condition is relaxed compared to when the preceding vehicle monitoring is not performed. In this way, unnecessary acceleration and deceleration during lane change can be suppressed.

[0417] That is, when the ego vehicle O and the preceding vehicle P may perform a synchronous lane change to the same target lane, the driving_ECU 14 relaxes the preceding vehicle registration condition and the preceding vehicle registration release condition for the preceding vehicle P. As a result, it is possible to suppress the switching of the preceding vehicle registration and the preceding vehicle registration release for the preceding vehicle P in a short time when changing lanes, thereby suppressing unnecessary acceleration and deceleration when changing lanes. In particular, it is possible to effectively suppress the execution of unnecessary acceleration control when changing lanes, thereby suppressing unnecessary acceleration and deceleration when changing lanes.

[0418] Here, when the preceding vehicle monitoring is performed (the monitoring flag Fslc is set to "1") and the preceding vehicle P is registered as the preceding vehicle L, the travel_ECU 14 sets a time for the cancellation of the registration of the preceding vehicle P as the preceding vehicle L when either the self-vehicle O or the preceding vehicle P starts to change lanes, and keeps the preceding vehicle P registered as the preceding vehicle L when the other of the self-vehicle O and the preceding vehicle P starts to change lanes to the same target lane within the set time. Thus, when the self-vehicle O and the preceding vehicle P change lanes synchronously, the preceding vehicle P can be appropriately kept registered as the preceding vehicle L.

[0419] In addition, when the preceding vehicle monitoring is performed (the monitoring flag Fslc is set to "1") and the preceding vehicle P is not registered as the preceding vehicle L, when the ego vehicle O starts to change lanes, the travel_ECU 14 registers the preceding vehicle P as the preceding vehicle L when the lane change of the preceding vehicle P relative to the same target lane has been completed. Thus, when the ego vehicle O and the preceding vehicle P perform a synchronous lane change, the preceding vehicle P can be quickly registered as the preceding vehicle L even if the ego vehicle O is changing lanes.

[0420] Here, in the above-mentioned embodiment, the image recognition_ECU13, the driving_ECU14, the E / G_ECU22, the t·M_ECU23, the BK_ECU24, the PS_ECU25, etc. are composed of a well-known microcomputer and its peripheral devices having a CPU, a RAM, a ROM, a non-volatile storage unit, etc., and the ROM pre-stores a program executed by the CPU, fixed data such as a data table, etc. In addition, all or part of the functions of the processor may be composed of a logic circuit or an analog circuit, and various programs may be processed by an electronic circuit such as an FPGA.

[0421] The invention described in the above embodiments is not limited to the above-mentioned embodiments. In addition, various modifications can be implemented in the implementation stage without departing from the scope of the present invention. Furthermore, the above-mentioned embodiments include inventions at various stages, and various inventions can be extracted by appropriately combining the disclosed multiple constituent elements.

[0422] For example, if deleting some of the components shown in the above-mentioned embodiments can solve the problem and obtain the effect, then the structure without the components can be extracted as an invention.

Claims

1. A driving support device for a vehicle, characterized in that: include: A driving environment recognition device for recognizing driving environment information, wherein the driving environment information includes lane demarcation lines dividing lanes on a road and vehicles traveling on the road; a preceding vehicle extracting device, which extracts the vehicle traveling in front of the vehicle as a preceding vehicle based on the driving environment information; a first driving state distinguishing device for distinguishing the driving state of the ego vehicle into any one of a stable driving state in which the ego vehicle is stably driving in the lane, a lane changing state in which the ego vehicle is changing lanes from the lane in which the ego vehicle is stably driving to an adjacent target lane, and a target lane driving state in which the ego vehicle is driving in the target lane, based on the lateral movement information of the ego vehicle and the relative position information between the ego vehicle and the lane dividing line; as well as A second driving state distinguishing device distinguishes the driving state of the leading vehicle into any one of a stable driving state in which the leading vehicle is driving stably in the lane, a lane changing state in which the leading vehicle changes lanes from the lane in which the vehicle is driving stably to an adjacent target lane, and a target lane driving state in which the leading vehicle is driving in the target lane, based on lateral movement information of the leading vehicle and relative position information between the leading vehicle and the lane demarcation line.

2. The vehicle driving support device according to claim 1, characterized in that: A synchronized lane change determination device is provided, which determines whether the own vehicle and the preceding vehicle change lanes substantially synchronously within a set time based on the driving state of the own vehicle and the driving state of the preceding vehicle.

3. A driving support device for a vehicle, characterized in that: include: A driving environment recognition unit, which recognizes driving environment information, the driving environment information including lane demarcation lines dividing lanes on a road, and vehicles traveling on the road; as well as processor, The processor extracts the vehicle traveling in front of the vehicle as the preceding vehicle according to the driving environment information. The processor classifies the driving state of the ego vehicle into a stable driving state in which the ego vehicle is stably driving in the lane, a lane changing state in which the ego vehicle is changing lanes from the lane in the stable driving to an adjacent target lane, and Any one of the target lane driving states in which the ego vehicle is driving in the target lane, The processor classifies the driving state of the leading vehicle into a stable driving state in which the leading vehicle is driving stably in the lane, a lane changing state in which the leading vehicle is changing lanes from the lane in which the vehicle is driving stably to an adjacent target lane, and Any one of the target lane driving states in which the preceding vehicle is driving in the target lane.

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