Driving support device

Abstract

To provide a driving support device that is configured so as not to give a driver an uneasy feeling of deviating from a curve road when travelling on the road.SOLUTION: A driving support device comprises: an obtaining part that obtains a curve degree of a lane on which a vehicle travels; and a control part that when determining that the vehicle enters a curve road on the basis of the curve degree, obtains a target vehicle speed which is smaller as the curve degree is larger and performs acceleration / deceleration control by which the vehicle is allowed to travel on the curve road while controlling acceleration and deceleration so that acceleration / deceleration of the vehicle matches target acceleration / deceleration obtained so that the vehicle speed of the vehicle approaches the target vehicle speed. The control part obtains the target vehicle speed which is smaller as a width of a shoulder of the lane is smaller, and obtains the target vehicle speed which is smaller as a height of a roadside structure provided along the lane is lower.SELECTED DRAWING: Figure 9

Description

Technical Field

[0001] The present invention relates to a driving support device that acquires a target vehicle speed according to the degree of curvature of a curved road on which a vehicle travels, and controls the acceleration and deceleration of the vehicle so that the acceleration and deceleration of the vehicle match a target acceleration and deceleration acquired based on the target vehicle speed.

Background Art

[0002] Conventionally, a driving support device that performs control (hereinafter referred to as speed management control (SPM control)) for a vehicle to travel on a curved road at a target vehicle speed according to the degree of curvature of the curved road has been known. For example, a driving support device described in Patent Document 1 (hereinafter referred to as the "conventional device") acquires a target vehicle speed based on the turning radius of a curved road and the road surface μ value, and performs SPM control based on this target vehicle speed. More specifically, the conventional device acquires a smaller target vehicle speed as the turning radius is larger (that is, as the degree of curvature of the curved road is larger (steeper)), and acquires a smaller target vehicle speed as the road surface μ value is smaller.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] However, the magnitude of the "unease (deviation unease) that the vehicle may deviate from the currently traveling lane when traveling on a curved road" felt by the driver also changes depending on the environment other than the road surface μ value surrounding the lane on which the vehicle travels. The following two environments are mainly considered as environments in which such deviation unease increases. (1) On a curved road with a narrow shoulder width, compared to a curved road with a wide shoulder width, the possibility that the vehicle will exceed the shoulder when the vehicle deviates from the lane is greater, so the above deviation unease increases. (2) On a curved road where the height of roadside objects (such as guardrails, fences, and curbstones provided along the lane) is low, when a vehicle deviates from the lane, the possibility of the vehicle overrunning the roadside object is greater than that on a curved road with a higher roadside object, so the above-mentioned deviation anxiety increases. In an environment where such deviation anxiety increases, drivers tend to desire to drive the vehicle on the curved road at a lower vehicle speed.

[0005] Since the above-mentioned conventional device does not consider environments other than the road surface μ value, in an environment where the above-mentioned deviation anxiety increases, the vehicle may not be able to drive on the curved road at an appropriate vehicle speed desired by the driver, which may cause deviation anxiety to the driver.

[0006] The present invention has been made to address the above-mentioned problems. That is, one of the objects of the present invention is to provide a driving support device that allows a vehicle to drive on a curved road at an appropriate vehicle speed that does not cause deviation anxiety to the driver.

[0007] The driving support device of the present invention (hereinafter referred to as "the device of the present invention") an acquisition unit (22, 23, 27, 30, step 310, step 325) that acquires the degree of curvature of the lane on which the vehicle travels, when it is determined that the vehicle enters a curved road based on the degree of curvature (step 615 "Yes"), a smaller target vehicle speed is acquired as the degree of curvature is greater (step 915), and the acceleration / deceleration is controlled so that the target acceleration / deceleration acquired so that the vehicle speed of the vehicle approaches the target vehicle speed matches the acceleration / deceleration of the vehicle, and acceleration / deceleration control is performed to make the vehicle drive on the curved road, and a control unit (20, step 945, step 950, step 955) is provided, the acquisition unit is configured to acquire, in addition to the degree of curvature, the shoulder width, which is the distance between the dividing line that divides the lane and the road edge, and the height of the roadside object provided along the lane (step 330, step 340), the control unit The smaller the shoulder width, the smaller the target vehicle speed is obtained (Steps 920, 940). The lower the height of the roadside object, the smaller the target vehicle speed is obtained (Steps 925, 940). It is configured as described above.

[0008] The narrower the shoulder width and the lower the height of the roadside object, the greater the sense of deviation anxiety felt by the driver, and the driver tends to want the vehicle to travel on the curved road at a low speed. According to the device of the present invention, the smaller the shoulder width, the smaller the target obtained, and the lower the height of the roadside object, the smaller the target vehicle speed obtained. Therefore, when the vehicle travels on the curved road, the vehicle can travel on the curved road at an appropriate vehicle speed according to the shoulder width and the height of the roadside object. Thereby, when the vehicle travels on the curved road, the possibility that the driver feels anxiety due to the shoulder width and the height of the roadside object can be reduced.

[0009] In one aspect of the device of the present invention, The acquisition unit is further configured to acquire the width of the lane (Step 335). The control unit is further configured to acquire the smaller the target vehicle speed as the width of the lane is smaller (Steps 930, 940).

[0010] The smaller the width of the lane, the higher the possibility that the driver feels that the vehicle may deviate from the lane. Therefore, the driver tends to want the vehicle to travel on the curved road at a low speed. According to this aspect, since the smaller the target vehicle speed is as the width of the lane is smaller, when the vehicle travels on the curved road, the vehicle can travel on the curved road at an appropriate vehicle speed according to the width of the lane. Thereby, when the vehicle travels on the curved road, the possibility that the driver feels anxiety due to the width of the lane can be reduced.

[0011] In one aspect of the device of the present invention, The acquisition unit is further configured to acquire the altitude of the current position of the vehicle (Steps 345, 350). The control unit is further configured to acquire the smaller the target vehicle speed as the altitude is higher (Steps 935, 940).

[0012] On a curve road with a high elevation, the driver's sense of fear regarding the vehicle deviating from the lane and the vehicle VA falling increases. Therefore, the driver tends to desire the vehicle to travel on the curve road at a low speed. According to this aspect, since a smaller target vehicle speed is obtained as the elevation is higher, when the vehicle travels on a curve road, the vehicle can travel on the curve road at an appropriate vehicle speed according to the elevation. Thereby, it is possible to reduce the possibility that the driver feels anxiety due to the elevation when the vehicle travels on the curve road.

[0013] In one aspect of the device of the present invention, the acquisition unit acquires, as the shoulder width, the sum of the left shoulder width (WaL), which is the distance between the left dividing line (WLL) that demarcates the lane and the left road edge (REL), and the right shoulder width (WaR), which is the distance between the right dividing line (WLR) that demarcates the lane and the right road edge (RER) (step 330). is configured as follows.

[0014] According to this aspect, since the target vehicle speed can be obtained according to the sum of the shoulder widths on both the inner and outer sides of the curve road, a more appropriate target vehicle speed can be obtained than when the target vehicle speed is obtained according to only one of the shoulder widths.

[0015] In the above description, for the purpose of assisting the understanding of the invention, the names and / or reference numerals used in the embodiments corresponding to the embodiments described later are attached in parentheses to the configurations of the invention. However, each component of the invention is not limited to the embodiments defined by the above names and / or reference numerals. Other objects, other features, and attendant advantages of the present invention will be easily understood from the description of the embodiments of the present invention described with reference to the following drawings.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2A

Figure 2B

Figure 3

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Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Figure 15

Mode for Carrying Out the Invention

[0017] Hereinafter, with reference to the drawings, an operation support device (hereinafter referred to as "this support device") 10 according to an embodiment of the present invention will be described. FIG. 1 shows the present support device 10 and a vehicle VA on which the present support device 10 is mounted (applied).

[0018] As shown in FIG. 1, the present support device 10 includes an operation support ECU (hereinafter referred to as "DSECU") 20, an engine ECU 40, and a brake ECU 50. These ECUs are connected to each other via a CAN (Controller Area Network) so as to be able to exchange data (communicate).

[0019] ECU is an abbreviation for an electronic control unit, and is an electronic control circuit having a microcomputer including a CPU, a ROM, a RAM, an interface, etc. as main components. The CPU realizes various functions by executing instructions (routines) stored in a memory (ROM). All or some of the above ECUs 20, 40, and 50 may be integrated into one ECU.

[0020] Furthermore, the present support device 10 includes a plurality of wheel speed sensors 21, a yaw rate sensor 22, a camera device 23, a millimeter wave radar device 24, an acceleration sensor 25, an ACC (Adaptive Cruise Control) switch 26, and a locator system 27. These are connected to the DSECU 20.

[0021] The wheel speed sensors 21 are provided for each wheel of the vehicle VA. Each wheel speed sensor 21 generates one wheel pulse signal every time the corresponding wheel rotates by a predetermined angle. The DSECU 20 counts the number of pulses of the wheel pulse signal received from each wheel speed sensor 21 per unit time, and acquires the rotational speed (wheel speed) of each wheel based on the number of pulses. The DSECU 20 acquires a vehicle speed Vs indicating the speed of the vehicle VA based on the wheel speeds of each wheel. As an example, the DSECU 20 acquires the average value of the wheel speeds of the four wheels as the vehicle speed Vs.

[0022] The yaw rate sensor 22 detects the magnitude of the yaw rate acting on the vehicle VA and outputs a signal representing the detected magnitude of the yaw rate as the yaw rate Yr.

[0023] The camera device 23 is disposed above the front window in the vehicle interior. The camera device 23 acquires an image of the front area of the vehicle VA (camera image), and acquires object information (distance to the object and orientation of the object, etc.) and information about the white line (lane marking) that demarcates the lane in which the vehicle is traveling (hereinafter referred to as "white line information") from the image.

[0024] The millimeter wave radar device 24 is provided near the center in the vehicle width direction at the front end of the vehicle VA. The millimeter wave radar device 24 transmits millimeter waves that propagate in a predetermined range in front of the vehicle VA. The millimeter waves are reflected by an object (for example, another vehicle and roadside objects (guardrails, fences, curbs, etc.)). The millimeter wave radar device 24 receives this reflected wave and acquires object information based on the reflected wave. The object information includes the distance to the object, the relative speed of the object with respect to the vehicle VA, and the orientation of the object with respect to the vehicle VA, etc.

[0025] Note that the DSECU 20 acquires the final object information used for ACC (cruise control) described later by correcting the object information acquired by the millimeter wave radar device 24 based on the object information acquired by the camera device 23.

[0026] The acceleration sensor 25 detects the longitudinal (front-rear direction) acceleration and deceleration of the vehicle VA (hereinafter referred to as "acceleration and deceleration Gx") and the lateral (vehicle width direction) acceleration of the vehicle VA (hereinafter referred to as "lateral acceleration Gy"), and transmits detection signals representing these accelerations to the DSECU 20.

[0027] The ACC switch 26 is a switch that the driver operates when switching the execution state of ACC between an execution permission state and an execution non - permission state. The execution permission state means the state in which ACC is executed, and the execution non - permission state means the state in which ACC is not executed. When the driver operates the ACC switch 26 while the execution state of ACC is in the execution non - permission state, the DSECU 20 sets the execution state to the execution permission state. On the other hand, when the driver operates the ACC switch 26 while the execution state of ACC is in the execution permission state, the DSECU 20 sets the execution state to the execution non - permission state.

[0028] Furthermore, the ACC switch 26 is also a switch that the driver operates when setting the set values (such as the set target vehicle speed Vset and the target inter - vehicle distance Dtgt described later) used in ACC.

[0029] The locator system 27 has a GNSS (Global Navigation Satellite System) receiver 28. The GNSS receiver 28 receives GNSS signals from a plurality of SNSS satellites, identifies the current position (position on the ground surface) of the vehicle VA based on the received plurality of GNSS signals, and transmits a position signal indicating the current position to the DSECU 20. Furthermore, the locator system 27 stores map data 29 in advance. The map data 29 includes "the elevation Hb of each position on the ground surface" and the like.

[0030] The engine ECU 40 is connected to an accelerator pedal operation amount sensor 42 and an engine sensor 44, and receives the detection signals of these sensors.

[0031] The accelerator pedal operation amount sensor 42 detects the operation amount of the accelerator pedal (not shown) of the vehicle VA (that is, the accelerator pedal operation amount AP). The accelerator pedal operation amount AP when the driver is not operating the accelerator pedal is "0".

[0032] The engine sensor 44 is a sensor that detects the operating state quantity of a "gasoline fuel injection type, spark ignition, internal combustion engine which is the driving source of the vehicle VA" (not shown). The engine sensor 44 includes a throttle valve opening sensor, an engine speed sensor, an intake air quantity sensor, etc.

[0033] Furthermore, the engine ECU 40 is connected to an engine actuator 46 such as a "throttle valve actuator and a fuel injection valve". The engine ECU 40 changes the torque generated by the internal combustion engine by driving the engine actuator 46, thereby adjusting the driving force of the vehicle VA.

[0034] The engine ECU 40 determines the target throttle valve opening TAtgt such that the target throttle valve opening TAtgt increases as the accelerator pedal operation amount AP increases. The engine ECU 40 drives the throttle valve actuator so that the opening of the throttle valve matches the target throttle valve opening TAtgt.

[0035] The brake ECU 50 is connected to the wheel speed sensor 21 and the brake pedal operation amount sensor 52, and receives the detection signals of these sensors.

[0036] The brake pedal operation amount sensor 52 detects the operation amount of the brake pedal (not shown) of the vehicle VA (i.e., the brake pedal operation amount BP). The brake pedal operation amount BP when the brake pedal is not operated is "0".

[0037] The brake ECU 50 acquires the rotational speed of each wheel and the vehicle speed Vs based on the wheel pulse signal from the wheel speed sensor 21 in the same manner as the DSECU 20. Note that the brake ECU 50 may also acquire these from the DSECU 20.

[0038] Furthermore, the brake ECU 50 is connected to the brake actuator 54. The brake actuator 54 is a hydraulic control actuator. The brake actuator 54 is disposed in a hydraulic circuit (both not shown) between a master cylinder that pressurizes hydraulic oil by the depressing force of the brake pedal and a friction brake device including well-known wheel cylinders provided for each wheel. The brake actuator 54 adjusts the hydraulic pressure supplied to the wheel cylinders and adjusts the braking force of the vehicle VA.

[0039] The brake ECU 50 determines a "target acceleration / deceleration speed that is a negative value" based on the brake pedal operation amount BP. The brake ECU 50 drives the brake actuator 54 so that the actual acceleration / deceleration speed Gx of the vehicle VA matches the target acceleration / deceleration speed.

[0040] Furthermore, the support device 10 includes a display device 60. For example, the display device 60 is a HUD (head-up display) on the front window. The display device 60 displays the execution state of ACC, the set target vehicle speed Vset, the presence or absence of a "vehicle traveling ahead of the vehicle VA (preceding vehicle)", and the presence or absence of deceleration by SPM control, etc.

[0041] <acc> The DSECU20 determines whether there is a preceding vehicle in front of the host vehicle VA based on the object information acquired by the millimeter-wave radar device 24 and the object information acquired by the camera device 23. The preceding vehicle is a vehicle existing within a range of a predetermined distance from the front end of the host vehicle VA toward the front of the host vehicle VA. The DSECU20 executes the ACC when the execution state of the ACC is an execution permission state. When there is no preceding vehicle, the DSECU20 calculates Gxcc for driving the host vehicle VA at a constant speed at the set target vehicle speed Vset, and executes constant speed control based on this required acceleration / deceleration Gxacc. On the other hand, when there is a preceding vehicle, the DSECU20 calculates the required acceleration / deceleration Gxacc for driving the host vehicle VA so that the inter-vehicle distance between the preceding vehicle and the host vehicle VA becomes the target inter-vehicle distance Dtgt, and executes follow-up control based on this required acceleration / deceleration Gxacc. Hereinafter, the required acceleration / deceleration Gxcc and Gxacc are referred to as "first required acceleration / deceleration Gx1".

[0042] <SPM control> When the host vehicle VA enters a curved road during the execution of the ACC and a predetermined SPM start condition described later is satisfied, the DSECU20 executes speed management control (hereinafter referred to as "SPM control", and may also be referred to as "acceleration / deceleration control"). The SPM control is control for changing the acceleration / deceleration Gx of the host vehicle VA so that the host vehicle VA travels on the curved road at an appropriate vehicle speed Vs.

[0043] When the DSECU20 is executing the SPM control, it acquires the target vehicle speed Vtgt based on, for example, "the curvature C representing the degree of curvature of the curved road", and acquires the "required acceleration / deceleration Gxspm acquired so that the vehicle speed Vs approaches the target vehicle speed Vstgt" as the second required acceleration / deceleration Gx2. Note that the larger the curvature C is, the greater (steeper) the degree of curvature of the curved road is. The DSECU20 transmits the smaller one of the first required acceleration / deceleration Gx1 and the second required acceleration / deceleration Gx2 to the engine ECU40 and the brake ECU50 as the target acceleration / deceleration Gxtgt. When the engine ECU 40 receives the target acceleration / deceleration Gxtgt, it controls the throttle valve actuator by using, as the target throttle valve opening Tatgt, the larger of "the throttle valve opening for making the current acceleration / deceleration Gx match the target acceleration / deceleration Gxtgt" and "the throttle valve opening corresponding to the accelerator pedal operation amount AP". When the brake ECU 50 receives the target acceleration / deceleration Gxtgt, it controls the brake actuator 54 by using, as the target braking force, the smaller of the received target acceleration / deceleration Gxtgt and "the target acceleration / deceleration corresponding to the brake pedal operation amount BP". When the DSECU 20 is not executing the SPM control, it transmits the first required acceleration / deceleration Gx1 to the engine ECU 40 and the brake ECU 50 as the target acceleration / deceleration Gxtgt.

[0044] (Outline of operation) In the present embodiment, the DSECU 20 acquires the target vehicle speed Vtgt based on the curvature C of the curved road, the width of the shoulder of the lane SL (hereinafter referred to as "shoulder width") Wa, and the height Ha from the ground of the roadside object RO described later. The lane SL is the lane in which the vehicle VA is currently traveling.

[0045] <Curvature C> The larger the curvature C is, the smaller the target vehicle speed Vtgt is acquired. The DSECU 20 estimates the curvature C (hereinafter referred to as "estimated curvature Cp") of the preview point PP (see FIGS. 2A and 2B) as the curvature C based on the white line information acquired from the camera device 23. The preview point PP is a point located a predetermined distance L away from the front end of the vehicle VA along the virtual line VL passing through the center in the width direction of the lane SL.

[0046] <Shoulder width Wa> The DSECU20 recognizes the white line WL in front of the vehicle VA based on the white line information acquired from the camera device 23. As shown in FIG. 2A, the DSECU20 recognizes the area partitioned by the left white line WLL and the right white line WLR of the vehicle VA as the lane SL. Then, the DSECU20 acquires the "width (length) between the left road edge REL in the perpendicular direction to the virtual line VL at the preview point PP and the white line WLL" as the shoulder width WaL, and acquires the "width (length) between the right road edge RER in the perpendicular direction and the white line WLR" as the shoulder width WaR. The DSECU20 acquires the total value of the shoulder width WaL and the shoulder width WaR as the shoulder width Wa.

[0047] The DSECU20 determines whether there is a roadside object RO such as a curb, guardrail, and fence outside the white line that partitions the lane SL based on the object information from the camera device 23 and the object information from the millimeter-wave radar device 24. More specifically, the roadside object RO is "an object that exists in the range up to a predetermined distance toward the left from the white line WLL (or toward the right from the white line WLR) and has a length of a predetermined length or more along the lane SL". When the roadside object RO exists, the DSECU20 specifies the point where the roadside object RO intersects the perpendicular direction as the road edge. In FIG. 2A, since there is a roadside object (guardrail) RO on the left side of the white line WLL, the DSECU20 specifies the point where the roadside object RO intersects the perpendicular direction as the road edge REL. The DSECU20 acquires the distance between the road edge REL and the "point PL where the white line WLL intersects the perpendicular direction" as the shoulder width WaL. On the other hand, since there is no roadside object RO on the right side of the white line WLR, the DSECU20 extracts the edge line from the image information from the camera device 23, and specifies the point where the "edge line that exists in the range up to a predetermined distance toward the right from the white line WLL and extends along the white line WLR" intersects the perpendicular direction as the road edge RER. The DSECU20 acquires the distance between the road edge RER and the "point PR where the white line WLR intersects the perpendicular direction" as the shoulder width WaR.

[0048] Note that the predetermined distance is set in advance to be smaller than the minimum value of the general lane width (for example, 2.75 m).

[0049] In FIG. 2B, a road having two lanes is shown. In FIG. 2B, the DSECU 20 detects the edge line of the white line WL further to the right of the white line WLR that demarcates the lane SL, and the distance between this edge line and the white line WLR is longer than the predetermined distance. Therefore, in FIG. 2B, neither the roadside object RO nor the edge line exists within the predetermined distance on the right side of the white line WLR. In this case, the DSECU 20 specifies the point PR where the perpendicular direction of the white line WLR intersects as the road edge RER. Since the distance between the road edge PER and the point PR is zero, the shoulder width WaR becomes zero.

[0050] On a curved road with a narrow shoulder width Wa, compared to a curved road with a wide shoulder width Wa, when the vehicle VA deviates from the lane SL, there is a higher possibility of exceeding the shoulder, so the "deviation anxiety that the vehicle VA may deviate from the lane SL" felt by the driver increases. For this reason, the driver tends to desire that the vehicle VA travels at a lower speed on a curved road with a narrow shoulder width Wa than on a curved road with a wide shoulder width Wa. Therefore, the DSECU 20 obtains a smaller target vehicle speed Vstgt as the shoulder width Wa becomes narrower.

[0051] In FIGS. 2A and 2B, an example in the case where the lane SL is a straight road is shown for simplicity of explanation, but even when the lane SL is a curved road, the shoulder width Wa can be obtained by using the above method.

[0052] <Roadside object height Ha> On a curved road where the height Ha of the roadside object RO is low, compared to a curved road where the height Ha of the roadside object RO is high, when the vehicle VA deviates, the possibility of climbing over the roadside object RO increases, so the deviation anxiety increases. For this reason, a driver tends to desire to drive the vehicle VA at a lower speed on a curved road where the height Ha of the roadside object RO is low than on a curved road where the height Ha of the roadside object RO is high. Therefore, the DSECU20 obtains a smaller target vehicle speed Vstgt as the height Ha of the roadside object RO decreases. Note that the DSECU20 obtains the height Ha of the roadside object RO based on the image information obtained from the camera device 23.

[0053] Although not shown in FIGS. 2A and 2B, there may be a case where a roadside object ROL exists on the left side of the white line WLL and a roadside object ROR exists on the right side of the white line WLR. In this case, the DSECU20 obtains the total value of the height Ha of the roadside object ROL and the height Ha of the roadside object ROR as the height Ha of the roadside object RO.

[0054] As described above, since the vehicle VA can travel on the curved road at an appropriate vehicle speed Vs according to the shoulder width Wa and the height Ha of the roadside object RO, it is possible to reduce the possibility that the driver feels deviation anxiety due to the shoulder width Wa and the height Ha of the roadside object RO.

[0055] (Specific operation) <Various value acquisition routine> The CPU of the DSECU20 (hereinafter, when referred to as "CPU", it refers to the CPU of the DSECU20 unless otherwise specified) executes the various value acquisition routines shown by the flowchart in FIG. 3 every time a predetermined time elapses.

[0056] Therefore, at a predetermined timing, the CPU starts processing from step 300 in FIG. 3 and executes steps 305 to 350 in this order. Thereafter, the CPU proceeds to step 395 and once terminates this routine.

[0057] Step 305: The CPU acquires the yaw rate Yr based on the signal from the yaw rate sensor 22, and acquires the vehicle speed Vs based on the wheel pulse signal from the wheel speed sensor 21. Step 310: The CPU calculates the actual curvature Ca, which is the curvature C at the current position of the vehicle VA, the lateral acceleration Gy, and the "lateral jerk Jy, which is the time derivative value of the lateral acceleration Gy". More specifically, the CPU acquires the actual curvature Ca by applying the yaw rate Yr and the vehicle speed Vs to Equation 1. Ca = Yr / Vs … Equation 1 Furthermore, the CPU acquires the lateral acceleration Gy by applying the yaw rate Yr and the vehicle speed Vs to Equation 2. Gy = Yr × Vs … Equation 2 Furthermore, the CPU acquires the lateral jerk Jy by applying the currently calculated lateral acceleration Gy(n) and the previously (at a predetermined time ago, that is, one calculation cycle ago) calculated lateral acceleration Gy(n - 1) to Equation 3. Jy = Gy(n) - Gy(n - 1) … Equation 3

[0058] Step 315: The CPU acquires image information, target information, and white line information from the camera device 23. Step 320: The CPU recognizes (identifies) the white line based on the white line information. Step 325: The CPU acquires the curvature C of the preview point PP as the estimated curvature Cp.

[0059] Step 330: The CPU acquires the road shoulder width Wa based on the image information, the white line information, and the object information. Step 335: The CPU acquires the lane width Wb of the lane SL (see FIGS. 2A and 2B). The lane width Wb is the distance between the white line WL1 and the white line WL2. Step 340: The CPU acquires the height Ha of the roadside object RO based on the image information. Step 345: The CPU identifies the current position of the vehicle VA based on the position signal from the GNSS receiver 28. Step 350: The CPU acquires the elevation Hb at the current position of the vehicle VA from the map data 29.

[0060] <ACC start condition establishment determination routine> The CPU executes the ACC start condition establishment determination routine shown by the flowchart in Fig. 4 every time a predetermined time elapses.

[0061] Therefore, at a predetermined timing, the CPU starts processing from step 400 in Fig. 4 and proceeds to step 405. At step 405, the CPU determines whether the value of the ACC flag Xacc is "0". The value of the ACC flag Xacc is set to "1" when ACC is being executed, and is set to "0" when ACC is not being executed. Note that the value of the ACC flag Xacc is set to "0" in the initial routine executed by the CPU when the ignition key switch (not shown) of the vehicle VA is changed from the off position to the on position.

[0062] If the value of the ACC flag Xacc is "0", the CPU determines "Yes" at step 405 and proceeds to step 410. At step 410, the CPU determines whether the ACC switch 26 has been operated.

[0063] If the ACC switch 26 has not been operated, the CPU determines "No" at step 410 and proceeds to step 495 to temporarily end this routine. On the other hand, if the ACC switch 26 has been operated, the CPU determines "Yes" at step 410 and executes steps 415 and 420 in sequence. Then, the CPU proceeds to step 495 to temporarily end this routine.

[0064] Step 415: The CPU sets the value of the ACC flag Xacc to "1". Step 420: The CPU sets the value of the SPM flag Xspm to "0".

[0065] When the value of the SPM flag Xspm is "1", SPM control is being executed. When SPM control is not being executed, the value is set to "0". Note that the value of the SPM flag Xspm is set to "0" in the above initial routine.

[0066] When the value of the ACC flag Xacc is "1" when the CPU advances to step 405, the CPU determines "No" at step 405 and advances to step 495 to temporarily end this routine.

[0067] <ACC End Condition Satisfaction Judgment Routine> The CPU executes the ACC end condition satisfaction judgment routine shown in the flowchart in accordance with FIG. 5 every time a predetermined time elapses.

[0068] Therefore, at a predetermined timing, the CPU starts processing from step 500 in FIG. 5 and advances to step 505. At step 505, the CPU determines whether the value of the ACC flag Xacc is "1".

[0069] When the value of the ACC flag Xacc is "1", the CPU determines "Yes" at step 505 and advances to step 510. At step 510, the CPU determines whether the ACC switch 26 has been operated.

[0070] When the ACC switch 26 has not been operated, the CPU determines "No" at step 510 and advances to step 595 to temporarily end this routine. On the other hand, when the ACC switch 26 has been operated, the CPU determines "Yes" at step 510 and executes steps 515 and 520 in order. Then, the CPU advances to step 595 to temporarily end this routine.

[0071] Step 515: The CPU sets the value of the ACC flag Xacc to "0". Step 520: The CPU sets the value of the SPM flag Xspm to "0".

[0072] On the other hand, when the value of the ACC flag Xacc is "0" when the CPU proceeds to step 505, the CPU determines "No" at step 505 and proceeds to step 595 to temporarily end this routine.

[0073] <SPM start condition establishment determination routine> The CPU executes the SPM start condition establishment determination routine shown by the flowchart in FIG. 6 every time a predetermined time elapses.

[0074] Therefore, at a predetermined timing, the CPU starts processing from step 600 in FIG. 6 and proceeds to step 605. At step 605, the CPU determines whether the value of the ACC flag Xacc is "1".

[0075] If the value of the ACC flag Xacc is "0", the CPU determines "No" at step 605 and proceeds to step 695 to temporarily end this routine. On the other hand, if the value of the ACC flag Xacc is "1", the CPU determines "Yes" at step 605 and proceeds to step 610.

[0076] At step 610, the CPU determines whether the value of the SPM flag Xspm is "0". If the value of the SPM flag Xspm is "0", the CPU determines "Yes" at step 610 and proceeds to step 615. At step 615, the CPU determines whether the estimated curvature Cp is greater than or equal to the threshold curvature Cpth.

[0077] If the estimated curvature Cp is less than the threshold curvature Cpth, the CPU determines "No" at step 615 and proceeds to step 695 to temporarily end this routine. On the other hand, if the estimated curvature Cp is greater than or equal to the threshold curvature Cpth, the CPU determines that a predetermined SPM start condition that holds when the vehicle VA enters a curved road has been established. In this case, the CPU determines "Yes" at step 615 and proceeds to step 620. At step 620, the CPU sets the value of the SPM flag Xspm to "1" and proceeds to step 695 to temporarily end this routine.

[0078] On the other hand, when the value of the SPM flag Xspm is "1" when the CPU proceeds to step 610, the CPU determines "No" at step 610 and proceeds to step 695 to temporarily end this routine.

[0079] <SPM end condition satisfaction determination routine> The CPU executes the SPM start condition satisfaction determination routine shown by the flowchart in FIG. 7 every time a predetermined time elapses.

[0080] Therefore, at a predetermined timing, the process starts from step 700 in FIG. 7 and proceeds to step 705. At step 705, the CPU determines whether the value of the ACC flag Xacc is "1".

[0081] When the value of the ACC flag Xacc is "0", the CPU determines "No" at step 705 and proceeds to step 795 to temporarily end this routine. On the other hand, when the value of the ACC flag Xacc is "1", the CPU determines "Yes" at step 705 and proceeds to step 710.

[0082] At step 710, the CPU determines whether the value of the SPM flag Xspm is "1". When the value of the SPM flag Xspm is "1", the CPU determines "Yes" at step 710 and proceeds to step 715. At step 715, the CPU determines whether the actual curvature Ca is less than or equal to the threshold curvature Cath. When the actual curvature Ca is greater than the threshold curvature Cath, the CPU determines "No" at step 715 and proceeds to step 795 to temporarily end this routine. On the other hand, when the actual curvature Ca is less than or equal to the threshold curvature Cath, the CPU determines that a predetermined SPM end condition that is satisfied when the vehicle VA exits the curved road is satisfied. In this case, the CPU determines "Yes" at step 715 and proceeds to step 720. At step 720, the CPU sets the value of the SPM flag Xspm to "0" and proceeds to step 795 to temporarily end this routine.

[0083] On the one hand, when the value of the SPM flag Xspm is "0" when the CPU proceeds to step 710, the CPU determines "No" at step 710 and proceeds to step 795 to temporarily end this routine.

[0084] <Target acceleration / deceleration transmission routine> The CPU executes the target acceleration / deceleration transmission routine shown by the flowchart in FIG. 8 every time a predetermined time elapses.

[0085] Therefore, at a predetermined timing, the process starts from step 800 in FIG. 8 and proceeds to step 805. At step 805, the CPU determines whether the value of the ACC flag Xacc is "1".

[0086] If the value of the ACC flag Xacc is "0", the CPU determines "No" at step 805 and proceeds to step 895 to temporarily end this routine. On the contrary, if the value of the ACC flag Xacc is "1", the CPU determines "Yes" at step 805 and proceeds to step 810.

[0087] At step 810, the CPU determines whether there is a preceding vehicle based on the object information acquired from the camera device 23 and the object information acquired from the millimeter-wave radar device 24. If there is no preceding vehicle, the CPU determines "No" at step 810 and sequentially executes step 815 and step 820.

[0088] Step 815: The CPU acquires the required acceleration / deceleration Gxcc. Step 820: The CPU sets the required acceleration / deceleration Gxcc to the first required acceleration / deceleration Gx1. Thereafter, the CPU proceeds to step 825 and determines whether the value of the SPM flag Xspm is "1".

[0089] When the value of the SPM flag Xspm is "0", the CPU determines "No" in step 825 and proceeds to step 830. In step 830, the CPU transmits the first required acceleration / deceleration Gx1 as the target acceleration / deceleration Gxtgt to the engine ECU 40 and the brake ECU 50, and proceeds to step 895 to temporarily end this routine.

[0090] On the other hand, when there is a preceding vehicle when the CPU proceeds to step 810, the CPU determines "Yes" in step 810 and sequentially executes steps 835 and 840.

[0091] Step 835: The CPU acquires the above required acceleration / deceleration Gxacc. Step 840: The CPU sets the above required acceleration / deceleration Gxacc as the first required acceleration / deceleration Gx1. After that, if the value of the SPM flag Xspm is "0", the CPU determines "No" in step 825 and proceeds to step 830.

[0092] On the other hand, when the value of the SPM flag Xspm is "1" when the CPU proceeds to step 825, the CPU determines "Yes" in step 825 and sequentially executes steps 845 and 850.

[0093] Step 845: The CPU executes a second required acceleration / deceleration acquisition subroutine for acquiring the second required acceleration / deceleration Gx2 (i.e., the required acceleration / deceleration Gxspm). Actually, when the CPU proceeds to step 845, it executes the subroutine shown by the flowchart in FIG. 9. The processing in this subroutine will be described later.

[0094] Step 850: The CPU determines whether the second required acceleration / deceleration Gx2 is smaller than the first required acceleration / deceleration Gx1.

[0095] When the second required acceleration / deceleration Gx2 is smaller than the first required acceleration / deceleration Gx1, the CPU determines "Yes" in step 850 and proceeds to step 855. In step 855, the CPU transmits the second required acceleration / deceleration Gx2 as the target acceleration / deceleration Gxtgt to the engine ECU 40 and the brake ECU 50. Thereafter, the CPU proceeds to step 895 and temporarily terminates this routine.

[0096] On the other hand, when the second required acceleration / deceleration Gx2 is greater than or equal to the first required acceleration / deceleration Gx1, the CPU determines "No" in step 850 and proceeds to step 830 to transmit the first required acceleration / deceleration Gx1 as the target acceleration / deceleration Gxtgt.

[0097] <Second Required Acceleration / Deceleration Acquisition Subroutine> When the CPU proceeds to step 845 shown in FIG. 8, it starts processing from step 900 shown in FIG. 9 and proceeds to step 905. In step 905, the CPU determines whether the product (Gy × Jy) of the lateral acceleration Gy and the lateral jerk Jy is 0 or more.

[0098] Here, this determination process will be described with reference to FIGS. 10 and 11. Generally, as shown in FIG. 10, the curve road RCU is composed of a first clothoid section RCL1, a constant circle section RSC, and a second clothoid section RCL2. In SPM control, when the vehicle VA travels in the first clothoid section RCL1, a required acceleration / deceleration Gxspm (<0) for decelerating the vehicle VA is obtained. When the vehicle VA travels in the constant circle section RSC, a required acceleration / deceleration Gxspm (=0) for traveling the vehicle VA at a constant speed is obtained. When the vehicle VA travels in the second clothoid section RCL2, a required acceleration / deceleration Gxspm (>0) for accelerating the vehicle VA is obtained. The determination in step 905 is made to determine in which section of the curve road RCU the vehicle VA is traveling.

[0099] As shown in Fig. 11, the curvature C of the curved road RCU gradually increases in the first cycloid section RCL1, becomes a constant value in the steady circular section RSC, and gradually decreases in the second cycloid section RCL2. When the vehicle VA travels on the curved road RCU while the driver steers the steering wheel (not shown) of the vehicle VA according to the curvature C of the curved road RCU, the lateral acceleration Gy and the lateral jerk Jy are as shown in Fig. 11. That is, in the first cycloid section RCL1, the lateral acceleration Gy gradually increases from zero, and the lateral jerk Jy instantaneously rises at the timing when the lateral acceleration Gy starts to increase and is maintained at a constant value (>0). Therefore, the product (Gy×Jy) becomes a positive value. In the steady circular section RSC, the lateral acceleration Gy is maintained at a constant value (>0), and the lateral jerk Jy is maintained at zero. Therefore, the product (Gy×Jy) becomes zero. In the second cycloid section RCL2, the lateral acceleration Gy gradually decreases, and the lateral jerk Jy instantaneously changes to a negative constant value at the timing when the lateral acceleration Gy starts to decrease and is maintained at that value. Therefore, the product (Gy×Jy) becomes a negative value.

[0100] In step 905, the CPU determines in which section of the curved road RCU the vehicle VA is traveling based on the product (Gy×Jy).

[0101] Returning to Fig. 9, the description of the second required acceleration acquisition subroutine is continued. When the product (Gy·Jy) is a value of zero or more, that is, when the vehicle VA is located in the first cycloid section RCL1 or the steady circular section RSC, the CPU determines "Yes" in step 905 and executes steps 910 to 955 in this order. Then, the CPU proceeds to step 995 and temporarily ends this routine.

[0102] Step 910: The CPU obtains the base acceleration / deceleration Gxb by multiplying the absolute value of the lateral acceleration Jy by "-1". In principle, the base acceleration / deceleration Gxb is a negative value and represents deceleration. However, when the vehicle VA is located in the steady circular section RSC, as described above, the value of the lateral acceleration Jy becomes zero, so the base acceleration / deceleration Gxb also becomes zero. In this case, the required acceleration / deceleration Gxspm described later also becomes zero.

[0103] Step 915: The CPU obtains the curvature-corresponding vehicle speed Vsc by applying the actual curvature Ca to the curvature-corresponding vehicle speed map MapVsc(C) shown in block B91 of FIG. 9. The curvature-corresponding vehicle speed map MapVsc(C) is a look-up table that relates the curvature C and the target vehicle speed Vtgt such that the curvature-corresponding vehicle speed Vsc decreases (becomes lower) as the curvature C increases. The curvature-corresponding vehicle speed map MapVsc(C) is pre-stored in the ROM of the DSECU20.

[0104] Step 920: The CPU obtains the first gain Ga1 by applying the shoulder width Wa to the first gain map MapGa1(Wa) shown in FIG. 12. The first gain map MapGa1(Wa) is a look-up table that relates the shoulder width Wa and the first gain Ga1, and is pre-stored in the ROM of the DSECU20. According to the first gain map MapGa1(Wa), when the shoulder width Wa is any value from "0" to the first predetermined value Wa1 (>0), the first gain Ga1 is "0.3". Further, when the shoulder width Wa is any value from the first predetermined value Wa1 to the second predetermined value Wa2 (>Wa1), the first gain Ga1 increases from "0.3" towards "1.0" as the shoulder width Wa increases. Further, when the shoulder width Wa is greater than or equal to the second predetermined value Wa2, the first gain Ga1 is "1.0".

[0105] Step 925: The CPU obtains the second gain Ga2 by applying the height Ha of the roadside object RO to the second gain map MapGa2(Ha) shown in FIG. 13. The second gain map MapGa2(Ha) is a look-up table that associates the above height Ha with the second gain Ga2, and is pre-stored in the ROM of the DSECU20. According to the second gain map MapGa2(Ha), when the height Ha is any value from "0" to the first predetermined value Ha1(>0), the second gain Ga2 becomes "0.5". Further, when the height Ha is any value from the first predetermined value Ha1 to the second predetermined value Ha2(>Ha1), the second gain Ga2 increases from "0.5" towards "1.0" as the height Ha increases. Further, when the height Ha is equal to or greater than the second predetermined value Ha2, the second gain Ga2 becomes "1.0".

[0106] Step 930: The CPU obtains the third gain Ga3 by applying the lane width Wb to the third gain map MapGa3(Wb) shown in FIG. 14. The third gain map MapGa3(Wb) is a look-up table that associates the lane width Wb with the third gain Ga3, and is pre-stored in the ROM of the DSECU20. According to the third gain map MapGa3(Wb), when the lane width Wb is any value from "0" to the first predetermined value Wb1(>0), the third gain Ga3 becomes "0.5". Further, when the lane width Wb is any value from the first predetermined value Wb1 to the second predetermined value Wb2(>Wb1), the third gain Ga3 increases from "0.5" towards "1.0" as the lane width Wb increases. Further, when the lane width Wb is equal to or greater than the second predetermined value Wb2, the third gain Ga3 becomes "1.0".

[0107] Step 935: The CPU obtains the fourth gain Ga4 by applying the elevation Hb to the fourth gain map MapGa4(Hb) shown in FIG. 15. The fourth gain map MapGa4(Hb) is a look-up table that associates the elevation Hb with the fourth gain Ga4, and is pre-stored in the ROM of the DSECU20. According to the fourth gain map MapGa4(Hb), when the altitude Hb is any value from "0" to the first predetermined value Hb1(>0), the fourth gain Ga4 becomes "1.0". Further, when the altitude Hb is any value from the first predetermined value Hb1 to the second predetermined value Hb2(>Hb1), the second gain Ga2 becomes smaller from "1.0" towards "0.3" as the altitude Hb increases. Further, when the altitude Hb is greater than or equal to the second predetermined value Hb2, the second gain Ga2 becomes "0.3".

[0108] Step 940: The CPU obtains the target vehicle speed Vstgt by applying the first gain Ga1, the second gain Ga2, the third gain Ga3, the fourth gain Ga4, and the curvature-corresponding vehicle speed Vsc to Equation 4. Vstgt=(Ga1*Vsc+Ga2*Vsc+Ga3*Vsc+Ga4*Vsc) / 4 … Equation 4

[0109] Step 945: The CPU obtains the vehicle speed deviation ΔV (Vstgt - Vs) by subtracting the current vehicle speed Vs from the target vehicle speed Vstgt. Step 950: The CPU obtains the gain Ga by applying the vehicle speed deviation ΔV to the gain map MapGa(ΔV) shown within block B92 in FIG. 9. The gain map MapGa(ΔV) is a look-up table that associates the vehicle speed deviation ΔV with the gain Ga and is pre-stored in the ROM of the DSECU20. According to the gain map MapGa(ΔV), when the vehicle speed deviation ΔV is a negative value (i.e., Vstgt < Vs), the value of the gain Ga becomes "1". In contrast, when the vehicle speed deviation ΔV is a positive value (i.e., Vstgt > Vs), the value of the gain Ga becomes smaller from "1" towards "0" as the vehicle speed deviation ΔV increases.

[0110] Step 955: The CPU obtains the required acceleration / deceleration Gxspm by multiplying the base acceleration / deceleration Gxb by the gain Ga.

[0111] On the other hand, when the product (Gy × Jy) is negative when the CPU proceeds to step 905, that is, when the vehicle VA is located in the second clothoid section RCL2, the CPU determines "No" in step 905 and proceeds to step 960. In step 960, the CPU obtains the absolute value of the lateral acceleration Jy as the required acceleration / deceleration Gxspm, proceeds to step 995, and temporarily ends this routine.

[0112] According to this embodiment, as the shoulder width Wa is smaller (narrower), the first gain Ga1 closer to "0" is obtained, so the target vehicle speed Vstgt becomes smaller. Furthermore, as the height Ha of the roadside object RO is lower, the second gain Ga2 closer to "0" is obtained, so the target vehicle speed Vstgt becomes smaller. As a result, the possibility that the vehicle VA can travel on the curved road RCU at an appropriate vehicle speed Vs at which the driver does not feel a sense of deviation is increased, and the possibility that the driver feels a sense of deviation can be reduced.

[0113] On a curved road with a narrow lane width Wb, the vehicle VA is more likely to deviate from the lane SL than on a curved road with a wide lane width Wb. For this reason, the driver tends to desire that the vehicle VA travels at a lower speed on a curved road with a narrow lane width Wb than on a curved road with a wide lane width Wb. In addition, on a curved road with a high elevation Hb, the driver's fear of the vehicle VA deviating from the lane SL and falling is greater than on a curved road with a low elevation Hb. For this reason, the driver tends to desire that the vehicle VA travels at a lower speed on a curved road with a high elevation Hb than on a curved road with a low elevation Hb. According to this embodiment, as the lane width Wb is smaller (narrower), the third gain Ga3 closer to "0" is obtained, so the target vehicle speed Vstgt becomes smaller. Furthermore, as the elevation Hb is higher, the fourth gain Ga4 closer to "0" is obtained, so the target vehicle speed Vstgt becomes smaller. As a result, the possibility that the vehicle VA can travel on the curved road RCU at an appropriate vehicle speed Vs at which the driver does not feel a sense of deviation is further increased, and the possibility that the driver feels a sense of deviation can be further reduced.

[0114] The present invention is not limited to the above-described embodiments and the above-described modifications, and various modifications can be adopted within the scope of the present invention.

[0115] When the map data 29 includes the shoulder width Wa, the height Ha of the roadside object RO, and the lane width Wb at each position on the ground surface, the DSECU 20 may acquire the shoulder width Wa, the height Ha, and the lane width Wb corresponding to the current position of the vehicle VA from the map data 29. When the map data 29 includes the position on the ground surface of the curved road and the curvature C of the curved road, the DSECU 20 may use the curvature C of the preview point PP as the estimated curvature Cp and use the curvature C of the current position of the vehicle VA as the actual curvature Ca.

[0116] The DSECU 20 may acquire subtraction vehicle speeds D1 to D4 (≥0) corresponding to each of the shoulder width Wa, the height Ha of the roadside object RO, the lane width Wb, and the elevation Hb, and subtract the subtraction vehicle speeds D1 to D4 from the curvature-corresponding vehicle speed Vsc to acquire the target vehicle speed Vstgt (see Equation 5 below). Vstgt = Vsc - D1 - D2 - D3 - D4 … Equation 5 The subtraction vehicle speed D1 corresponding to the shoulder width Wa increases as the shoulder width Wa decreases. The subtraction vehicle speed D2 corresponding to the height Ha increases as the height Ha decreases. The subtraction vehicle speed D3 corresponding to the lane width Wb increases as the lane width Wb decreases. The subtraction vehicle speed D4 corresponding to the elevation Hb increases as the elevation Hb increases.

[0117] In step 615 shown in FIG. 6, the DSECU 20 may determine whether the estimated curvature Cp is equal to or greater than the threshold curvature Cpth and the yaw rate Yr is equal to or greater than the threshold Yrth. Further, the actual curvature Ca may be used instead of the estimated curvature Cp. The determination process in this step 615 may be any process in which the DSECU 20 determines that the vehicle VA has entered (or has entered) a curved road.

[0118] The first gain map MapGa1(Wa) is such that the first gain Ga1 is any value from "0" to "1", and the smaller (narrower) the shoulder width Wa, the closer the first gain Ga1 approaches "0", and it is not limited to the example shown in FIG. 12. The second gain map MapGa2(Ha) is such that the second gain Ga2 is any value from "0" to "1", and the smaller (lower) the height Ha of the roadside object RO, the closer the second gain Ga2 approaches "0", and it is not limited to the example shown in FIG. 13. The third gain map MapGa3(Wb) is such that the third gain Ga3 is any value from "0" to "1", and the smaller (narrower) the lane width Wb, the closer the third gain Ga3 approaches "0", and it is not limited to the example shown in FIG. 14. The fourth gain map MapGa4(Hb) is such that the fourth gain Ga4 is any value from "0" to "1", and the larger (higher) the height Ha of the roadside object RO, the closer the fourth gain Ga4 approaches "0", and it is not limited to the example shown in FIG. 15.

[0119] Instead of the above curvature C, the radius of curvature may be used. The smaller the radius of curvature, the greater the degree of curvature of the curved road.

[0120] In the above embodiment, a white line is taken as an example for the line (lane dividing line) that divides the lane SL, but the lane dividing line may be of other colors.

[0121] Furthermore, the support device 10 is also applicable to electric vehicles and hybrid vehicles. Furthermore, if the required acceleration / deceleration Gxspm is a value such that the vehicle speed Vs approaches the target vehicle speed Vstgt, it does not have to be obtained by the above-described method.

Explanation of Reference Numerals

[0122] 10... Driving support device, 20... Driving support ECU, 23... Camera device, 27... Locator system, 40... Engine ECU, 50... Brake ECU.< / acc>

Claims

1. An acquisition unit that acquires the degree of curvature of the lane in which the vehicle travels; When it is determined that the vehicle enters a curved road based on the degree of curvature, a smaller target vehicle speed is acquired as the degree of curvature is larger, and the acceleration / deceleration of the vehicle is controlled so that the target acceleration / deceleration acquired so that the vehicle speed of the vehicle approaches the target vehicle speed matches the acceleration / deceleration of the vehicle, and an acceleration / deceleration control unit that causes the vehicle to travel on the curved road; Comprising: The acquisition unit is configured to acquire, in addition to the degree of curvature, the shoulder width, which is the distance between the dividing line that divides the lane and the road edge, and the height of the roadside object provided along the lane. The control unit: Acquires a smaller target vehicle speed as the shoulder width is smaller; Acquires a smaller target vehicle speed as the height of the roadside object is lower. It is configured as follows. Furthermore, the control unit: Acquires the sum value of the left shoulder width, which is the distance between the left dividing line on the left side that divides the lane and the left road edge, and the right shoulder width, which is the distance between the right dividing line on the right side that divides the lane and the right road edge, as the shoulder width. It is configured as follows. Furthermore, the control unit: When there is a roadside object or an edge line extending along the lane within a range from the left dividing line to a predetermined distance toward the left, the roadside object or the edge line is specified as the left road edge, and when neither the roadside object nor the edge line exists within a range from the left dividing line to the predetermined distance toward the left, the left shoulder width is specified as zero. When there is a roadside object or an edge line within a range from the right dividing line to a predetermined distance toward the right, the roadside object or the edge line is specified as the right road edge, and when neither the roadside object nor the edge line exists within a range from the right dividing line to the predetermined distance toward the right, the right shoulder width is specified as zero. It is configured as follows. A driving support device.

2. In the driving support device according to Claim 1, The acquisition unit is further configured to acquire the width of the lane. The control unit is further configured to acquire a smaller target vehicle speed as the width of the lane is smaller. A driving support device.

3. In the driving support device according to any one of Claims 1 and 2, The acquisition unit is further configured to acquire the altitude of the current position of the vehicle. The control unit is further configured to acquire a smaller target vehicle speed as the altitude is higher. A driving support device.

4. In the driving support device according to any one of Claims 1 to 3, the predetermined distance is preset to be less than 2.75 m, driving support device.

Images