Driving support device

Abstract

To provide a driving support device that can improve safety at an intersection.SOLUTION: A control device installed in a driving support device maintains a condition under which driving support can be started, in a first situation which is such a situation where the own vehicle is traveling in a predetermined area X in front of an intersection and there is no adjacent travel on a first direction side in a cross direction of a travel lane in which the own vehicle is traveling, after it becomes possible to start driving support to change a traveling direction of the own vehicle to the first direction at the intersection, when the first situation is transferred to a second situation which is such a situation where the own vehicle travels in the predetermined area X without changing lanes, and there is an adjacent travel lane on the first direction side in a transverse direction of the travel lane, until a predetermined time has elapsed from a first time point when the vehicle is transferred to the second situation, or until a second time point when the own vehicle has traveled a predetermined distance.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a driving support device that supports a driving operation for turning right or left at an intersection.

Background Art

[0002] There is known a driving support device (hereinafter referred to as "conventional device") mounted on a host vehicle that supports a driving operation for turning right or left at an intersection (see Patent Document 1 below). When there is no driving lane adjacent to the first direction side which is the direction indicated by the direction indicator mounted on the host vehicle, the conventional device presumes that "the driver is trying to change the traveling direction to the first direction at the intersection". In this case, the conventional device can support a driving operation for changing the traveling direction (turning right or left) at the intersection. For example, when the host vehicle is traveling at a relatively high speed, the conventional device controls the braking device to decelerate the host vehicle.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

[0004] Incidentally, for example, as shown in FIG. 6, there may be a dedicated right-turn lane provided in front of an intersection. In this example, in situation A (FIG. 6(A)) where the right turn signal is activated in a single driving lane in front of the dedicated right-turn lane, since there is no driving lane adjacent to the first direction side (right side), the conventional device can execute driving assistance for a right turn. In situation B (FIG. 6(B)) where the host vehicle proceeds without changing lanes and reaches the left side of the dedicated right-turn lane, since there is a driving lane (dedicated right-turn lane) adjacent to the first direction side (right side), the conventional device generally becomes unable to execute driving assistance for a right turn. Therefore, when transitioning from situation A to situation B thereafter (for example, when the timing of entering the dedicated right-turn lane is slightly delayed), the driving assistance is not executed, and there is a risk of a decrease in safety when driving through the intersection. Note that the same problem as the above problem in driving assistance for a right turn can also occur in driving assistance for a left turn.

[0005] One object of the present invention is to provide a driving assistance device for assisting a driving operation of turning right or left at an intersection, which can improve safety.

[0006] In order to solve the above problems, the driving assistance device (1) of the present invention is configured such that in a first situation (SR1, SL1) where the host vehicle (V) travels in a predetermined area (X) in front of the intersection and there is no adjacent lane that is an adjacent lane to the first direction side in the lateral direction of the driving lane (L0) in which the host vehicle is traveling, when it is detected that there is no such adjacent lane, the driving assistance for changing the traveling direction of the host vehicle to the first direction at the intersection can be started, and in a second situation (SR2, SL2) where the host vehicle travels in the predetermined area and the adjacent lane exists, when the adjacent lane is detected, the driving assistance is configured to be in a state where it cannot be started, and includes a control device (10). The control device After becoming in a state where the driving support can be started in the first situation, when transitioning to the second situation without executing a lane change and when the driving lane on which the host vehicle is traveling is a driving lane that does not specify the traveling direction of the vehicle, maintain the state where the driving support can be started (FR = 1, FL = 1) until the point in time when a predetermined time (Tth) has elapsed from the first point in time (t1), which is the point in time when transitioning to the second situation, or until the second point in time (t2), which is the point in time when the host vehicle has traveled a predetermined distance then, in a situation where the driving lane on which the host vehicle is traveling is a dedicated lane that permits only travel in the specified direction including the first direction, regardless of the presence or absence of an adjacent driving lane, maintain a state in which the driving support can be started.

[0007] When transitioning from the first situation to the second situation without executing a lane change (for example, when the timing of entering a right-turn only lane is slightly delayed), thereafter, the driver may proceed the host vehicle in the first direction at an intersection. Therefore, the control device maintains the state where the driving support can be started from the first point in time to the second point in time. For example, even if the host vehicle is traveling at a relatively high speed and the timing of entering a right-turn only lane is slightly delayed, deceleration control is started so that the driving support device can execute driving support and enable a safe right turn. Thus, according to the present invention, compared to a device that immediately transitions to a state where driving support cannot be started at the first point in time, the safety when traveling through an intersection can be improved.

[0008] In a driving support device according to an aspect of the present invention, when the distance between the host vehicle and the intersection is equal to or less than a threshold value at the second point in time, the control device maintains the state where the driving support can be started until the point in time when a predetermined time has elapsed from the second point in time, or until the third point in time, which is the point in time when the host vehicle has traveled a predetermined distance, or until the fourth point in time, which is the point in time when the host vehicle passes through the intersection from the second point in time.

[0009] According to the driving support device according to this aspect, when the host vehicle is located in the immediate vicinity of the intersection at the second point in time, the state where the driving support can be started is further maintained. Thereby, the safety when traveling through an intersection can be further improved.

[0011] When the driving lane on which the host vehicle is traveling is a dedicated lane for proceeding in the first direction, there is a high possibility that the driver will change the traveling direction at an intersection. Therefore, in this case, the control device maintains a state in which driving support can be started regardless of the presence or absence of an adjacent driving lane. Thereby, the safety when traveling through an intersection can be further improved.

[0012] Also, in a driving support device according to an aspect of the present invention, In a state where the driving support can be started, when the direction indicator of the host vehicle indicates the first direction, the control device starts the driving support.

[0013] According to this, it is possible to support a driving operation for changing the traveling direction of the host vehicle to the first direction at an intersection.

[0014] Also, in a driving support device according to another aspect of the present invention, The driving support includes deceleration support for decelerating the host vehicle, The control device starts the deceleration support when the speed (vs) of the host vehicle exceeds a predetermined target value (vsth).

[0015] According to this, it is possible to adjust the speed of the host vehicle so that the host vehicle can safely turn right or left at an intersection.

[0016] Note that in a conventional device, when transitioning from a first situation to a second situation, if a driver desires driving support by the conventional device, the driver needs to execute a predetermined operation (for example, press a push-button type switch). As described above, since the conventional device is provided with the above-described operating element, the component cost of the conventional device is high. Also, the operation is complicated. On the other hand, according to the present invention, a state in which driving support can be started is maintained from a first point in time to a predetermined point in time. That is, since it is not necessary to provide the above-described operating element, the component cost of the driving support device can be reduced. Also, the above-described complicated operation is unnecessary.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Mode for Carrying Out the Invention

[0018] (Outline) As shown in FIG. 1, a driving support device 1 according to an embodiment of the present invention is mounted on a vehicle V (hereinafter referred to as the "host vehicle") having an automatic driving function. The driving support device 1 controls a driving device, a braking device, a steering device, an information presentation device, etc. (hereinafter referred to as the "driving device etc.") of the host vehicle in a predetermined area in front of an intersection, and has a function of assisting a driving operation for a right turn or a left turn by a driver.

[0019] (Specific Configuration) As shown in FIG. 1, the driving support device 1 includes a driving support ECU 10 and an in-vehicle sensor 20.

[0020] The driving support ECU 10 includes a microcomputer including a CPU 10a, a ROM 10b, a RAM 10c, a timer 10d, etc.

[0021] The driving support ECU 10 is connected to other ECUs (for example, the ECU of the braking device) via a CAN (Controller Area Network).

[0022] The in-vehicle sensor 20 includes sensors that acquire information about objects existing around the host vehicle. For example, the in-vehicle sensor 20 includes sensors that acquire information about white lines on the road surface, guardrails, traffic signals, and the like.

[0023] Specifically, the in-vehicle sensor 20 includes a radar sensor 21, an ultrasonic sensor 22, a camera 23, and a navigation system 24.

[0024] The radar sensor 21 includes a transmitting / receiving unit and a signal processing unit (not shown). The transmitting / receiving unit radiates radio waves in the millimeter wave band (hereinafter referred to as "millimeter waves") to the peripheral area of the host vehicle and receives the millimeter waves (reflected waves) reflected by a three-dimensional object existing within the radiation range. The signal processing unit calculates the distance between the host vehicle and the three-dimensional object, the relative speed between the host vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the host vehicle, etc. based on the time from when the transmitting / receiving unit radiates the millimeter waves until the reflected waves are received, the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, etc., and transmits the calculation result to the driving support ECU 10.

[0025] The ultrasonic sensor 22 intermittently radiates ultrasonic waves to the peripheral area of the host vehicle and receives the ultrasonic waves (reflected waves) reflected by a three-dimensional object. The ultrasonic sensor 22 calculates the relative speed between the host vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the host vehicle, etc. based on the time from when the ultrasonic waves are transmitted until the reflected waves are received, and transmits the calculation result to the driving support ECU 10.

[0026] The camera 23 includes an imaging device and an image analysis device. The imaging device is, for example, a digital camera incorporating an imaging element such as a CCD (charge coupled device) or a CIS (CMOS image sensor). The imaging device is installed above the front windshield glass. The imaging device captures the foreground of the host vehicle at a predetermined frame rate to acquire image data. The imaging device transmits the image data to the image analysis device. The image analysis device analyzes the acquired image data to obtain information about the target located in front of the host vehicle from the image. For example, the image analysis device recognizes lane lines, stop lines, crosswalks, traffic lights installed at intersections, etc. drawn on the road surface, and transmits the recognition result to the driving support ECU 10.

[0027] The navigation system 24 detects the current location (latitude and longitude) of the host vehicle based on GPS signals received from a plurality of artificial satellites. The navigation system 24 also stores map data (road information) representing a map. The navigation system 24 transmits data representing the position of the host vehicle on the map to the driving support ECU 10.

[0028] The in-vehicle sensor 20 further includes sensors that acquire information regarding the driving state (speed, acceleration) of the host vehicle and information regarding the operation mode of the operating elements provided in the host vehicle.

[0029] Specifically, the in-vehicle sensor 20 includes a speed sensor 25, an acceleration sensor 26, an accelerator pedal sensor 27, a brake pedal sensor 28, a shift lever sensor 29, a steering sensor 2a, and a turn signal lever sensor 2b.

[0030] The speed sensor 25 detects the rotational speed (wheel speed) of each wheel and calculates the speed vs (actual vehicle speed) of the host vehicle based on the wheel speeds of the respective wheels. The speed sensor 25 transmits data representing the speed vs to the driving support ECU 10.

[0031] The acceleration sensor 26 detects the acceleration G of the vehicle V (for example, the acceleration in the vehicle width direction of the host vehicle, the acceleration in the longitudinal direction, etc.). The acceleration sensor 26 transmits data representing the acceleration G to the driving support ECU 10.

[0032] The accelerator pedal sensor 27 detects the depression depth AD of the accelerator pedal (not shown) of the host vehicle. The accelerator pedal sensor 27 transmits data representing the depression depth AD of the accelerator pedal to the driving support ECU 10.

[0033] The brake pedal sensor 28 detects the depression depth BD of the brake pedal (not shown) of the host vehicle. The brake pedal sensor 28 transmits data representing the depression depth BD to the driving support ECU 10.

[0034] The shift lever sensor 29 detects the position (shift lever position SP) of the shift lever (not shown) of the host vehicle. The shift lever sensor 29 transmits data representing the shift lever position SP to the driving support ECU 10.

[0035] The steering sensor 2a detects the steering angle θ (also referred to as the steering angle or the turning angle) of the steering wheel of the host vehicle. The steering sensor 2a transmits data representing the steering angle θ to the driving support ECU 10.

[0036] The direction indicator lever sensor 2b includes a switch device incorporated in the direction indicator (hereinafter referred to as the "right turn switch" and the "left turn switch"). When the lever of the direction indicator is in the neutral position, the left turn switch and the right turn switch are in the off state. When the driver moves the vehicle to the right, the driver tilts the lever from the neutral position in a predetermined direction. As a result, the right turn switch is turned on. In this case, the left turn switch remains off. On the other hand, when the driver moves the vehicle to the left, the driver tilts the lever from the neutral position in the direction opposite to the predetermined direction. As a result, the left turn switch is turned on. In this case, the right turn switch remains off. The driving support ECU 10 monitors the on / off states of the right turn switch and the left turn switch.

[0037] (Operation) The driving support ECU 10 has a function of executing right turn support control and left turn support control for supporting the driving operation for turning the host vehicle right and the driving operation for turning the host vehicle left at an intersection, respectively, as described below. The right turn support control and the left turn support control include braking control for decelerating the host vehicle (adjusting the speed vs). The driving support ECU 10 may execute steering control for assisting steering, warning control for presenting a predetermined warning, etc. as the right turn support control and the left turn support control.

[0038] <Right turn support control> Based on the information acquired from the radar sensor 21, the camera 23, the navigation system 24, etc. (hereinafter referred to as the "surrounding information"), the driving support ECU 10 sequentially determines whether or not the host vehicle is traveling within a predetermined area X in front of the intersection (an area where the distance to the center of the intersection is equal to or less than a threshold value).

[0039] When the driving support ECU 10 determines that the host vehicle is traveling within area X, it determines, based on the surrounding information, whether there is a driving lane adjacent to the driving lane L0 on which the host vehicle is traveling. Then, the driving support ECU 10 sets the value of the flag FR according to the presence or absence of a driving lane adjacent to the right side of the driving lane L0. Here, the flag FR indicates "whether the driving support ECU 10 can start the braking control for a right turn". When the flag FR is "1", the driving support ECU 10 can start the braking control for a right turn. When the flag FR is "0", the driving support ECU 10 cannot start the braking control for a right turn.

[0040] When the driving support ECU 10 determines that there is no driving lane adjacent to the right side of the driving lane L0, it sets the flag FR to "1". On the other hand, when the driving support ECU 10 determines that there is a driving lane adjacent to the right side of the driving lane L0, it sets the flag FR to "0".

[0041] Incidentally, as shown in FIGS. 2 and 3, in the process of the host vehicle advancing in area X, there may be a transition from a situation SR1 where there is no driving lane adjacent to the right side of the driving lane L0 to a situation SR2 where there is a driving lane adjacent to the right side of the driving lane L0.

[0042] In the example shown in FIG. 2, the host vehicle is traveling in the same driving lane in both the situation SR1 and the situation SR2. That is, no lane change is executed in the process of transitioning from the situation SR1 to the situation SR2. In the situation SR1 of this example, the driving support ECU 10 sets the flag FR to "1". Then, the flag FR is held at "1" until the time point t2 when the elapsed time T from the time point t1 (the boundary between the situation SR1 and the situation SR2) when the transition from the situation SR1 to the situation SR2 occurs reaches the threshold value Tth. Then, the driving support ECU 10 changes the flag FR to "0" at the time point t2.

[0043] On the other hand, in the example shown in FIG. 3, due to the host vehicle changing lanes to the left driving lane, the situation has transitioned from situation SR1 to situation SR2. In situation SR1 of this example, the driving support ECU 10 sets the flag FR to "1". Then, when transitioning from situation SR1 to situation SR2 at time t1 (the time when the lane change is completed), the driving support ECU 10 immediately changes the flag FR to "0". Note that the driving support ECU 10 determines whether the host vehicle has changed lanes based on the surrounding information. For example, the driving support ECU 10 determines whether the host vehicle has crossed the white line based on the recognition result regarding the position of the white line acquired from the camera 23, the acceleration G acquired from the acceleration sensor 26, etc. When it is determined that the host vehicle has crossed the white line, it is determined that the host vehicle has changed lanes, and when it is determined that the host vehicle has not crossed the white line, it is determined that the host vehicle has not changed lanes.

[0044] As described above, when the situation of the driving lane on the right side of the driving lane L0 transitions from situation SR1 to situation SR2 without the lane change being executed, the driving support ECU 10 maintains a state in which the braking control for a right turn can be started until a certain time has elapsed from time t1. On the other hand, when transitioning from situation SR1 to situation SR2 due to a lane change, the driving support ECU 10 transitions to a state in which the braking control for a right turn cannot be started at time t1. Although the examples in FIGS. 2 and 3 are examples of transitioning from situation SR1 to situation SR2, conversely, when transitioning from situation SR2 to situation SR1, the driving support ECU 10 immediately sets the flag FR to "1" at that time.

[0045] When the following conditions A1 and A2 are satisfied in region X, the driving support ECU 10 starts the braking control for a right turn. That is, the driving support ECU 10 predicts the speed vs at the time of entering the intersection based on the depression depth AD of the accelerator pedal, the depression depth of the brake pedal, etc. Then, the driving support ECU 10 controls the braking device of the host vehicle so that the predicted value evs becomes equal to or less than a predetermined target value vsth. (A1) The flag FR is "1". (A2) The right turn switch is in the ON state. (The direction indicator indicates a right turn.)

[0046] Note that even if either one or both of the conditions A1 and A2 are not satisfied while the driving support ECU 10 is executing the braking control for the above right turn, the braking control continues until the host vehicle passes through the intersection. However, when the driver executes a predetermined operation (for example, when the driver deeply depresses the accelerator pedal), the driving support ECU 10 terminates the execution of the braking control.

[0047] Next, with reference to FIGS. 4 and 5, the operations of the CPU 10a (hereinafter simply referred to as the "CPU") of the driving support ECU 10 (programs PR1 and PR2 that realize the operation of starting the braking control for a right turn) will be specifically described. When the ignition switch of the host vehicle is in the ON state, the CPU executes the programs PR1 and PR2 at a predetermined cycle.

[0048] (Program PR1) The CPU starts the execution of program PR1 from step 100 and proceeds to step 101.

[0049] When the CPU proceeds to step 101, it determines whether the host vehicle is traveling within region X. If the host vehicle is traveling within region X (101: Yes), the CPU proceeds to step 102. On the other hand, if the host vehicle is not traveling within region X (101: No), the CPU proceeds to step 109 and terminates the execution of program PR1.

[0050] When the CPU proceeds to step 102, it determines whether there is no traveling lane adjacent to the right side of the traveling lane L0. If there is no traveling lane adjacent to the right side of the traveling lane L0 (102: Yes), the CPU proceeds to step 103. On the other hand, if there is a traveling lane adjacent to the right side of the traveling lane L0 (102: No), the CPU proceeds to step 104.

[0051] When the CPU proceeds to step 103, it sets the flag FR to "1" and proceeds to step 109.

[0052] When the CPU proceeds from step 102 to step 104, it determines whether the flag FR is "1". If the flag FR is "1" (104: Yes), the CPU proceeds to step 105. On the other hand, if the flag FR is "0", the CPU proceeds to step 109.

[0053] When the CPU proceeds to step 105, it determines whether the transition from situation SR1 to situation SR2 has occurred without executing a lane change. If no lane change has been executed (105: Yes), the CPU proceeds to step 106. On the other hand, if a lane change has been executed (105: No), the CPU proceeds to step 108 described later.

[0054] When the CPU proceeds to step 106, it starts measuring the elapsed time T and proceeds to step 107.

[0055] When the CPU proceeds to step 107, it determines whether the elapsed time T has exceeded the threshold value Tth. If the elapsed time T has exceeded the threshold value Tth (107: Yes), the CPU proceeds to step 108. On the other hand, if the elapsed time T is less than or equal to the threshold value Tth (107: No), the CPU returns to step 107. Also, in step 107, if the host vehicle has passed through the intersection, the CPU proceeds to step 108.

[0056] When the CPU proceeds to step 108, it sets the flag FR to "0" and proceeds to step 109.

[0057] (Program PR2) The CPU starts executing program PR2 from step 200 and proceeds to step 201.

[0058] When the CPU proceeds to step 201, it determines whether the flag FR is "1". If the flag FR is "1" (201: Yes), the CPU proceeds to step 202. On the other hand, if the flag FR is "0" (201: No), the CPU proceeds to step 206 and ends the execution of program PR2.

[0059] When the CPU proceeds to step 202, it determines whether the direction indicator indicates a right turn. If the direction indicator indicates a right turn (202: Yes), the CPU proceeds to step 203. On the other hand, if the direction indicator does not indicate a right turn (202: No), the CPU proceeds to step 206 and ends the execution of program PR2.

[0060] When the CPU proceeds to step 203, it determines whether the predicted value evs of the speed vs exceeds the target value vsth. If the predicted value evs exceeds the target value vsth (203: Yes), the CPU proceeds to step 204. On the other hand, if the predicted value evs is less than or equal to the target value vsth (203: No), the CPU proceeds to step 206.

[0061] When the CPU proceeds to step 204, it determines whether the braking control is stopped. If the braking control is stopped (204: Yes), the CPU proceeds to step 205. On the other hand, if the braking control is being executed (204: No), the CPU proceeds to step 206.

[0062] When the CPU proceeds to step 205, it starts the braking control and proceeds to step 206.

[0063] <Left turn assist control> Next, the left turn assist control will be described. The difference between the right turn assist control and the left turn assist control is only that the left and right directions are opposite. Therefore, hereinafter, the difference will be mainly described, and the description of the operations common to both controls will be omitted.

[0064] In region X, the driving support ECU 10 sets the value of a flag FL (a flag indicating "whether the driving support ECU 10 can start braking control for a left turn") according to the presence or absence of a driving lane adjacent to the left side of the driving lane L0.

[0065] Also, in region X, the driving support ECU 10 sets the flag FL in the same manner as the method for setting the flag FR. In the example shown in FIG. 2, the situation regarding the presence or absence of the driving lane on the left side of the driving lane L0 has not changed. That is, in this example, the situation on the left side of the driving lane L0 remains unchanged as the situation SL1. Therefore, in this case, the driving support ECU 10 holds the flag FL at "1". Also, in the example shown in FIG. 3, the situation on the left side of the driving lane L0 has transitioned from the situation SL2 to the situation SL1. In this case, when the situation transitions from SL2 to SL1, the driving support ECU 10 immediately sets the flag FL to "1".

[0066] In region X, when the following conditions B1 and B2 are satisfied, the driving support ECU 10 starts braking control. (B1) The flag FL is "1". (B2) The left turn switch is in the ON state. (The direction indicator indicates a left turn.)

[0067] Note that even if either one or both of the conditions B1 and B2 become not satisfied while the driving support ECU 10 is executing the above-described braking control for a left turn, the braking control continues until the host vehicle passes through the intersection. However, when the driver performs a predetermined operation (for example, when the driver deeply depresses the accelerator pedal), the driving support ECU 10 terminates the execution of the braking control.

[0068] (Programs PL1, PL2) The CPU Ignition switchWhen it is in the on state, programs PL1 and PL2 that realize the operation of starting the braking control for the above left turn are executed at a predetermined cycle. As shown in FIGS. 4 and 5, the difference between programs PL1 and PL2 and programs PR1 and PR2 is only that the left and right directions are opposite. Therefore, detailed descriptions of programs PL1 and PL2 are omitted.

[0069] (Effect) As described above, in the vehicle to which the driving support device 1 according to the present embodiment is applied, when the vehicle changes from situation SR1 (SL1) to situation SR2 (SL2) without executing a lane change, the deceleration control (driving support) can be started until a certain time has elapsed from that time point t1. state is maintained. For example, even if the host vehicle is traveling at a relatively high speed and the timing of entering the right-turn only lane is slightly delayed, the deceleration control is started so that the vehicle can turn right safely. Therefore, according to the present embodiment, compared with a device that immediately transitions to a state where deceleration control cannot be started at time point t1, the safety when driving through an intersection can be improved. In addition, since an operator for the driver to request deceleration control (driving support) like a conventional device is not required, the component cost of the driving support device 1 can be reduced. Also, complicated operations like those of conventional devices are not required.

[0070] The present invention is not limited to the above embodiments, and as described below, various modifications can be adopted within the scope of the present invention.

[0071] <Modification 1> When the distance L between the host vehicle and the intersection at time point t2 is equal to or less than the threshold value Lth, the driving support ECU 10 may maintain a state in which deceleration control (driving support) can be started from time point t2 until time point t3 when a further predetermined time has elapsed. Further, the driving support ECU 10 may maintain a state in which deceleration control (driving support) can be started from time point t2 until the host vehicle passes through the intersection.

[0072] <Modification 2> The driving support ECU 10 may recognize whether the driving lane L0 is a dedicated lane (including "driving lane permitted for right turn and straight-ahead" and "driving lane permitted for left turn and straight-ahead") where right turn or left turn is permitted based on surrounding information (road signs, arrows drawn on the road surface, etc.). When the driving support ECU 10 recognizes that the driving lane L0 is a dedicated right-turn lane (dedicated left-turn lane), it may maintain a state (FR = 1 (FL = 1)) in which driving support for right turn (left turn) can be executed regardless of the situation on the right side (left side) of the driving lane L0.

[0073] <Modified Example 3> The above driving support device 1 maintains a state in which deceleration control (driving support) can be started until a certain time has elapsed from time point t1. Alternatively, the driving support device 1 may maintain a state in which deceleration control can be started until the traveling common distance of the host vehicle reaches a predetermined distance from time point t1.

Explanation of Signs

[0074] 1... Driving support device, 10... Driving support ECU, 20... In-vehicle sensor

Claims

1. In a first situation where the host vehicle travels in a predetermined area in front of an intersection and there is no adjacent lane adjacent to the host vehicle in a first direction in the lateral direction of the travel lane in which the host vehicle is traveling, when it is detected that there is no such adjacent lane, the driving support for changing the traveling direction of the host vehicle to the first direction at the intersection is configured to be in a state where it can be started. And in a second situation where the host vehicle travels in the predetermined area and the adjacent lane exists, when it is detected that the adjacent lane exists, the driving support device is provided with a control device configured to be in a state where the driving support cannot be started, The control device is, After becoming in a state where the driving support can be started in the first situation, when transitioning to the second situation without performing a lane change and when the travel lane in which the host vehicle is traveling is a travel lane that does not specify the traveling direction of the vehicle, instead of becoming in a state where the driving support cannot be started at a first time point which is the time point when it is detected that the adjacent lane exists in the second situation, the driving support is maintained in a state where it can be started until a second time point which is the time point when a predetermined time has elapsed from the first time point or the host vehicle has traveled a predetermined distance, A driving support device that maintains a state where the driving support can be started regardless of the presence or absence of an adjacent travel lane in a situation where the travel lane in which the host vehicle is traveling is an exclusive lane that allows only travel in a designated direction including the first direction.

2. In the driving support device according to Claim 1, The control device, at the second time point, if the distance between the host vehicle and the intersection is equal to or less than a threshold value, maintains the state where the driving support can be started until a third time point which is the time point when a predetermined time has elapsed from the second time point or the host vehicle has traveled a predetermined distance, or until a fourth time point which is the time point when the host vehicle passes through the intersection from the second time point, a driving support device.

3. In the driving support device according to Claim 1 or Claim 2, The control device starts the driving support when the direction indicator of the host vehicle indicates the first direction in a state where the driving support can be started, a driving support device.

4. In the driving support device according to Claim 3, The driving support includes deceleration support for decelerating the host vehicle, The driving assistance device, wherein the control device starts the deceleration assistance when the speed of the host vehicle exceeds a predetermined target value.

Images