Vehicle driving assistance method and driving assistance device

Abstract

To avoid a situation that an execution of a lane change from a first lane to a second lane is given up in a case where a speed of a traffic flow on the second lane is higher than that on the first lane.SOLUTION: Vehicle control for a lane change from a first lane to a second lane is performed. In the vehicle control, a target space is set on the second lane based on information of a space on the second lane. In a case where a speed of a traffic flow on the second lane is higher than that on the first lane, it is determined that whether to implement acceleration of a vehicle in a front space of the vehicle on the first lane. In a case where it is determined that the acceleration of the vehicle can be implemented, acceleration and steering control of the vehicle for moving from the first lane to the target space is performed. In a case where it is determined that the acceleration cannot be implemented, temporary speed reduction control of the vehicle on the first lane is performed.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] This disclosure relates to a method and apparatus for assisting the driving of a vehicle. [Background technology]

[0002] Japanese Patent Publication No. 2017-21506 discloses a device that assists in changing vehicle lanes. This conventional device predicts whether the vehicle driver will choose to change lanes in the near future, based on the vehicle's driving scene. The conventional device also detects the space necessary for changing lanes (lane change space) on the lane adjacent to the lane the vehicle is currently traveling in, if it is predicted that the driver will choose to change lanes in the near future. If no lane change space is detected, the conventional device adjusts the vehicle's speed. This speed adjustment includes control performed by accelerating or decelerating the vehicle. If a lane change space is detected as a result of the speed adjustment, the conventional device notifies the driver that a lane change is possible. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2017-21506 [Overview of the project] [Problems that the invention aims to solve]

[0004] The lane in which a vehicle travels before changing lanes is called the "first lane," and the lane in which the vehicle travels after changing lanes is called the "second lane." Conventional systems adjust the speed when changing lanes from the first lane to the second lane in order to detect a space for changing lanes in the second lane.

[0005] Consider the case where the traffic speeds in the first and second lanes are roughly constant, and the traffic speed in the second lane is higher than that of the first lane. In this case, it is expected that the lane change space can be detected over time without having to adjust the speed to detect it. However, in this case, it is desirable to accelerate the vehicle during the lane change after detecting the lane change space, and to raise the vehicle's speed to the speed of the traffic flow in the second lane. This is because if the lane change is performed while maintaining the vehicle's speed, it is expected that an impact on the traffic flow in the second lane will occur after the lane change, forcing following vehicles to slow down.

[0006] However, there may be situations where it is difficult to accelerate a vehicle while changing lanes. For example, this could occur if there is a vehicle ahead of the vehicle in the first lane, and the distance between the two vehicles is short. In this case, even if there is space to change lanes in the second lane, the driver may end up abandoning the attempt to change lanes.

[0007] One objective of this disclosure is to provide a technology that can avoid situations where a driver is forced to abandon a lane change from the first lane to the second lane when the speed of traffic flow in the second lane is higher than that of the first lane. [Means for solving the problem]

[0008] The first aspect of this disclosure is a method for assisting vehicle movement, including lane changes from the first lane to the second lane, and having the following features: The method includes the step of performing vehicle control for lane changes based on information regarding the driving environment of the vehicle. The information relating to the driving environment includes information on the space on the second lane, information on the speed of the traffic flow in the second lane, information on the speed of the traffic flow in the first lane, and information on the distance between vehicles in front of the vehicle in the first lane, indicating the distance between the vehicle and the vehicle preceding it. The steps for performing the vehicle control include: setting a target space on the second lane based on the space information; determining whether the vehicle can accelerate in the space in front of the vehicle on the first lane, based on the forward distance, the shortened distance indicating the distance between the vehicle and the preceding vehicle that would be shortened if the vehicle were traveling on the first lane at a predetermined acceleration, and the forward safety distance from the vehicle to the preceding vehicle, if the speed of the traffic flow in the second lane is higher than that in the first lane; if it is determined that the vehicle can accelerate, performing acceleration and steering control of the vehicle to move from the first lane to the target space; and if it is determined that the vehicle cannot accelerate, performing temporary deceleration control of the vehicle on the first lane.

[0009] The second aspect of this disclosure is a device that assists vehicle driving, including lane changes from the first lane to the second lane, and has the following features: The device includes a processor configured to perform vehicle control processing for lane changes based on information regarding the driving environment of the vehicle. The information relating to the driving environment includes information on the space on the second lane, information on the speed of the traffic flow in the second lane, information on the speed of the traffic flow in the first lane, and information on the distance between vehicles in front of the vehicle in the first lane, indicating the distance between the vehicle and the vehicle preceding it. In the vehicle control process described above, the processor is configured to perform the following: setting a target space on the second lane based on the space information; determining whether the vehicle can accelerate in the space in front of the vehicle on the first lane if the speed of the traffic flow in the second lane is higher than that in the first lane, based on the distance between vehicles ahead, the shortened distance between vehicles indicating the distance between the vehicle and the preceding vehicle that will be shortened when the vehicle travels on the first lane at a predetermined acceleration, and the forward safety distance from the vehicle to the preceding vehicle; if it is determined that the vehicle can accelerate, performing acceleration and steering control of the vehicle to move from the first lane to the target space; and if it is determined that the vehicle cannot accelerate, performing temporary deceleration control of the vehicle on the first lane. [Effects of the Invention]

[0010] According to this disclosure, if the speed of traffic flow in the second lane is higher than that in the first lane, it is determined whether or not the vehicle can accelerate in the space in front of the vehicle in the first lane. If it is determined that the vehicle can accelerate, acceleration and steering control of the vehicle are performed to move from the first lane to the target space on the second lane. On the other hand, if it is determined that the vehicle cannot accelerate, temporary deceleration control of the vehicle on the first lane is performed. In other words, if it is determined that the vehicle cannot accelerate, temporary deceleration control of the vehicle on the first lane is performed before the acceleration and steering control of the vehicle is performed. Therefore, even if the speed of traffic flow in the second lane is higher than that in the first lane, and the vehicle cannot accelerate in the space in front of the vehicle in the first lane, it is possible to avoid a situation where the lane change must be abandoned. [Brief explanation of the drawing]

[0011] [Figure 1] This is a diagram illustrating the basics of lane changes. [Figure 2] This is a diagram illustrating the first scene envisioned by the embodiment. [Figure 3]This is a diagram illustrating the outline of an embodiment. [Figure 4] This is a diagram illustrating the outline of an embodiment. [Figure 5] This is a diagram illustrating the second scenario envisioned by the embodiment. [Figure 6] This is a diagram illustrating the outline of an embodiment. [Figure 7] This figure shows an example configuration of a driving assistance device according to the embodiment. [Figure 8] This flowchart shows the processing flow particularly relevant to the embodiment. [Figure 9] Figure 8 is a diagram illustrating the process of step S11. [Figure 10] Figure 8 is a diagram illustrating the process in step S12. [Figure 11] Figure 8 is a diagram illustrating the process of step S13. [Figure 12] This figure illustrates the numerical analysis performed by the inventors of this disclosure. [Modes for carrying out the invention]

[0012] Embodiments of this disclosure will be described below with reference to the drawings. In each drawing, the same or corresponding parts are denoted by the same reference numerals, and their descriptions are simplified or omitted.

[0013] 1. Overview of the Embodiment 1-1. Lane changes Figure 1 is a diagram illustrating the overview of lane changes. Figure 1 shows a vehicle M1. Vehicle M1 is driven by either autonomous driving or manual driving by a driver. Vehicle M1 is equipped with a driving support device 10 according to the embodiment. The driving support device 10 performs control to support the driving of vehicle M1, whether by autonomous driving or manual driving by a driver. The driving support control by the driving support device 10 includes vehicle control for lane changes.

[0014] Vehicle M1 is traveling on the first lane L1. In the embodiment, a lane change from the first lane L1 to the second lane L2 is considered. In the vehicle control for this lane change, a target space TS is set on the second lane L2. Once the target space TS is set, steering control is performed to move from the first lane L1 to the target space TS.

[0015] 1-2. Features of the lane change according to the embodiment 1-2-1. The first feature FIG. 2 is a diagram for explaining the first scene assumed in the embodiment. In FIG. 2, in addition to vehicle M1, vehicles M2 and M3 are depicted. Vehicle M2 is a vehicle traveling in front of vehicle M1 in the first lane L1 (i.e., the preceding vehicle). Vehicle M3 is a vehicle traveling in the second lane L2. Vehicle M3 is a vehicle that will travel behind vehicle M1 once vehicle M1 moves to the target space TS (i.e., the future following vehicle).

[0016] In the embodiment, the speed of the traffic flow is considered for each lane. Let the speed of the traffic flow in the first lane L1 shown in FIG. 2 be "speed V L1 ", and the speed of the traffic flow in the second lane L2 be "speed V L2 ". Speed V L1 is, for example, the speed V M1 of vehicle M1. In another example, speed V L1 is the speed V M2 of vehicle M2. In yet another example, speed V L1 is the average value of speed V M1 and speed V M2 . When speed V M1 and speed V M2 are approximately equal, speed V M1 or speed V M2 [[ID= / / ID=38]] can be considered as speed V L1 . When there is a difference between speed V M1 and speed V M2 , the average value of speed V M1 and speed V M2 can be considered as speed V L1 . Speed V L2 is, for example, the speed V M3 of vehicle M3.

[0017] Furthermore, the speed V M1 , velocity V M2 and V M3 This is calculated from time-series data over the past t seconds. Velocity V M1 For example, it is calculated as the average value of time-series data detected from a certain point in the past to the present. M2 and V M3 For example, this is estimated using a probabilistic model such as a Kalman filter from time series data detected from a certain point in the past to the present.

[0018] Figures 3 and 4 are diagrams illustrating the outline of the embodiment. Speed ​​V L2 Velocity V L1 If it is higher than (V L2 >V L1 ), the vehicle M1 accelerates during the lane change, and the speed V M1 velocity V L2 It is desirable to raise it to this level. This is because it is predicted that after changing lanes, an impact on the traffic flow in the second lane L2 will occur, such as forcing vehicle M3 to decelerate. However, if the length of the space FS in front of vehicle M1 in the first lane L1 (i.e., the distance from vehicle M1 to vehicle M2) is short, vehicle M1 will not be able to accelerate sufficiently in the first lane L1 (Figure 3).

[0019] Therefore, in this embodiment, in the vehicle control for lane changes, a temporary deceleration control (deceleration control) is performed to decelerate the vehicle M1 in the first lane L1. As shown in Figure 4, when deceleration control is performed temporarily, the forward space FS expands to become forward space FS*. As a result, it becomes possible to perform acceleration control (acceleration control) of the vehicle M1 in the first lane L1 and steering control to move from the first lane L1 to the target space TS. In other words, according to this embodiment, the speed V L2 Velocity V L1 When the height is higher than that, it becomes possible to change lanes even when the length of the space ahead FS is short.

[0020] 1-2-2. Second characteristic Figure 5 illustrates a second scenario envisioned by the embodiment. In addition to vehicles M1, M2, and M3, vehicle M4 is depicted in Figure 5. Vehicle M4 is a vehicle traveling behind vehicle M1 in the first lane L1 (i.e., a following vehicle). When vehicle M4 is present, the speed V L1 is, velocity V M1 , velocity V M2 or speed V M4 Therefore, if there is a difference in these speeds, then speed V M1 and velocity V M2 and velocity V M4 The average value of the speed V L1 It can be considered that way.

[0021] Figure 6 is a diagram illustrating an overview of an embodiment in the second scene. When the above deceleration control is performed when vehicle M4 is present, the length of the space RS behind vehicle M1 in the first lane L1 (i.e., the distance from vehicle M1 to vehicle M4) is reduced. It is undesirable for the length of the space RS to become extremely short. This is because it is predicted that this will have an impact on the traffic flow in the first lane L1, such as forcing vehicle M4 to decelerate. Therefore, in this embodiment, the above deceleration control may be performed only when the length of the space RS is sufficient. In other words, if the length of the space RS is insufficient, the execution of the above deceleration control may be stopped.

[0022] 2. Driving support system 2-1. Example Configuration Figure 7 is a block diagram illustrating an example configuration of a driving support device according to an embodiment. In the example shown in Figure 7, the driving support device 10 includes an external sensor 11, an internal sensor 12, a GNSS (Global Navigation Satellite System) receiver 13, and a map database 14. The driving support device 10 also includes an HMI (Human Machine Interface) unit 15, various actuators 16, and a control device 17.

[0023] The external sensor 11 is a device that detects the surrounding conditions of the vehicle M1. Examples of the external sensor 11 include a radar sensor and a camera. The radar sensor uses radio waves (e.g., millimeter waves) or light to detect targets around the vehicle M1. Targets include static and dynamic targets. Examples of static targets include guardrails and buildings. Dynamic targets include pedestrians, bicycles, motorcycles, and vehicles other than vehicle M1. The camera captures images of the conditions outside the vehicle M1. The camera captures images of at least the area in front of the vehicle M1. The camera may also include cameras for capturing images of the area behind and to the sides of the vehicle M1.

[0024] The internal sensor 12 is a device that detects the driving state of the vehicle M1. Examples of internal sensors 12 include a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The vehicle speed sensor detects the speed of the vehicle M1 (i.e., speed V). M1 The acceleration sensor detects the acceleration (or deceleration) of vehicle M1. The yaw rate sensor detects the yaw rate of vehicle M1 around the vertical axis of its center of gravity.

[0025] The GNSS receiver 13 is a device that receives signals from three or more artificial satellites. The GNSS receiver 13 is also a device that acquires information about the position of the vehicle M1. Based on the received signals, the GNSS receiver 13 calculates the position and attitude (azimuth) of the vehicle M1.

[0026] The map database 14 is a database that stores map information. Examples of map information include road location information, road shape information (e.g., type of curve, straight), and location information of intersections and structures. The map information also includes traffic regulation information such as legal speed limits. The map database 14 is formed in an in-vehicle storage device (e.g., hard disk, flash memory). The map database 14 may also be formed in a computer of an external device (e.g., an external server) that can communicate with the vehicle M1.

[0027] Information on the surrounding conditions of vehicle M1 acquired by the external sensor 11, information on the driving state acquired by the internal sensor 12, information on position and attitude acquired by the GNSS receiver 13, and map information are included in the "information on the driving environment" of vehicle M1. Furthermore, as information on the driving environment particularly relevant to this embodiment, the information on the surrounding conditions of vehicle M1 includes information on the space SP on the second lane L2 and the speed of the traffic flow in the second lane L2 (i.e., speed V). L2 ) information and the speed of traffic flow in the first lane L1 (i.e., speed V L1 ) information and the distance from vehicle M1 to vehicle M2 in the first lane L1 (distance between vehicles ahead) D 12 This information can be cited as a result.

[0028] The HMI unit 15 is a user interface for providing information to and receiving information from the driver of vehicle M1. The HMI unit 15 includes, for example, an input device, a display device, a speaker, and a microphone. Examples of input devices include a touch panel, a keyboard, switches, and buttons. The information provided to the driver includes information about the driving environment of vehicle M1 and information about the driving assistance control being performed. Information is provided to the driver using the display device and speaker. Information is received from the driver using the input device and microphone.

[0029] The various actuators 16 are actuators provided in the vehicle M1's running gear (drive, brake, and steering gear). Examples of the various actuators 16 include drive actuators, brake actuators, and steering actuators. The drive actuator drives the vehicle M1. The brake actuator applies braking force to the vehicle M1. The steering actuator steers the tires of the vehicle M1.

[0030] The control device 17 is comprised of a microcomputer having at least one processor 17a and at least one memory 17b. At least one program is stored in the memory 17b. The at least one program includes a driving support program according to the embodiment. Various types of information, including information about the driving environment of the vehicle M1, are also stored in the memory 17b. Various functions of the control device 17 are realized when the program stored in the memory 17b is read and executed by the processor 17a. These various functions include a function to perform driving support control of the vehicle M1 using various actuators 16.

[0031] 2-2. Processing Example Figure 8 is a flowchart showing the flow of processing (vehicle control processing for lane changes) performed by the control device 17 (processor 17a) that is particularly relevant to the embodiment. The processing routine shown in Figure 8 is, for example, speed V L2 Velocity V L1 When the value is higher than this, the driving assistance program for lane changes is activated and executed repeatedly at a predetermined control cycle.

[0032] In the routine shown in Figure 8, it is first determined whether there is a space LCS in the second lane L2 that allows for a lane change (step S11). Figure 9 is a diagram illustrating the process in step S11. Figure 9 shows a space SP on the second lane L2. This space SP is, for example, the space between vehicle M3 and vehicle M5 in the second lane L2. This space SP is also the space located to the side of vehicle M1. Note that vehicle M5 does not have to be present. If vehicle M5 is not present, the space in front of vehicle M3 in the second lane L2 corresponds to space SP.

[0033] For example, if a space SP satisfies the conditions of equation (1) below, this space SP is determined to be a space LCS capable of lane changes. L SP >L M1 +L F +L R ...(1) In equation (1), L SP L is the length of space SP, M1 L is the length of vehicle M1, and L F L is the length of the space in front required to change lanes. R L is the length of the rear space required for changing lanes. F and L R is, velocity V M1 It is a variable that depends on [something].

[0034] If the result of step S11 is positive, it is determined whether or not there is a forward space FS on the first lane L1 that allows vehicle M1 to accelerate (step S12). Figure 10 is a diagram illustrating the process of step S12. Figure 10 shows the forward space FS. The length of the forward space FS is the distance D from vehicle M1 to vehicle M2. 12 This roughly matches. When vehicle M1 moves from the first lane L1 to the second lane L2 while accelerating, the distance D 12 The distance must be such that vehicle M1 does not come into contact with vehicle M2, and the driver of vehicle M1 does not experience fear or a feeling of pressure due to the acceleration of vehicle M1.

[0035] The distance at which vehicle M1 does not come into contact with vehicle M2 is distance D. 12 The value obtained by dividing by the relative velocity is TTC(D 12 / V M1 -V M2 This can be expressed as follows: In a lane change accompanied by acceleration, the moment when vehicles M1 and M2 are closest is when the overlap rate of their lateral positions becomes zero. This moment is defined as the minimum TTC. In this embodiment, the minimum TTC at which the driver of vehicle M1 can change lanes with confidence is defined as the forward safety time TTC. OPT_F Set it as follows.

[0036] Here, the time T required for changing lanes. LC Let's consider this. Then, the time required from when vehicle M1 starts steering toward the second lane L2 until vehicle M1 reaches the boundary BD between the first lane L1 and the second lane L2 is this time T. LC Half of (that is, T LCis considered to be ( / 2). In the embodiment, it is assumed that the vehicle M1 accelerates at the maximum acceleration a max Then, between when the steering of the vehicle M1 is started and when the vehicle M1 reaches the boundary BD, the vehicle M1 approaches the vehicle M2. Along with this approach, the distance D (shortened inter-vehicle distance) that becomes shorter ACC is represented by the following formula (2). D ACC ={V M1 ×(T LC / 2)+a max ×(1 / 2)×(T LC / 2) 2}···(2)

[0037] Also, if the vehicle M1 accelerates at the maximum acceleration a max , the time to collision TTC OPT_F in front also fluctuates between when the steering of the vehicle M1 is started and when the vehicle M1 reaches the boundary BD. Considering the variation in this time to collision TTC OPT_F , it is understood that if the distance D 12 satisfies the condition of the following formula (3), the vehicle M1 will not contact the vehicle M2 and will not give the driver of the vehicle M1 a sense of fear or oppression associated with the acceleration of the vehicle M1. D 12 =D ACC +TTC OPT_F ×a max ×(T LC / 2)···(3)

[0038] In the process of step S12, when the distance D 12 satisfies the condition of the following formula (4), it is determined that there is a forward space FS on the first lane L1 where the vehicle M1 can accelerate. D 12 ≧D ACC +TTC OPT_F ×a max ×(T LC / 2)···(4)

[0039] The processing when the determination result in step S12 is affirmative will be described later. When the determination result in step S12 is negative, it is determined whether there is a rear space RS in which the vehicle M1 can decelerate on the first lane L1 (step S13). FIG. 11 is a diagram for explaining the processing of step S13. In FIG. 11, the rear space RS is drawn. The length of the rear space RS substantially coincides with the distance D 14 from the vehicle M1 to the vehicle M4. When the vehicle M1 decelerates in the first lane L1, the distance D 14 should be a distance such that the vehicle M1 does not contact the vehicle M4 and does not give the driver of the vehicle M4 a sense of approach due to the deceleration of the vehicle M1.

[0040] In the embodiment, the TTC that does not give the driver of the vehicle M4 a sense of approach is set as the rear safety time TTC OPT_R . On the other hand, the distance at which the vehicle M1 does not contact the vehicle M4 is a value TTC(D 14 / V 14 / V M4 -V M1 ) obtained by dividing D by the relative speed. In the processing of step S13, when the condition of the following formula (5) is satisfied, it is determined that there is a rear space RS in which the vehicle M1 can decelerate on the first lane L1. TTC(D 14 / V M4 -V M1 )≧TTC OPT_R ···(5)

[0041] When the determination result in step S13 is affirmative, a deceleration command is transmitted (step S14). The deceleration command is a command for temporarily decelerating the vehicle M1 and is transmitted to the braking device of the vehicle M1. The deceleration rate is arbitrary. When the processing of step S14 is performed, the processing after step S11 is performed. That is, when the determination result in step S13 is affirmative, the vehicle M1 is temporarily decelerated and the search for the space LCS is performed.

[0042] When the determination result in step S12 is positiveIf so, acceleration and steering commands are transmitted (step S15). The acceleration and steering commands are commands to move from the first lane L1 to the target space TS (i.e., to change lanes). The acceleration command is transmitted to the drive unit of vehicle M1, and the steering command is transmitted to the steering unit of vehicle M1.

[0043] 3. Evaluation results from numerical analysis Figure 12 illustrates the numerical analysis performed by the inventors of this disclosure. This numerical analysis was performed using the scene described in Figure 5 as the premise scene and setting the parameter conditions shown in Table 1 below.

[0044] [Table 1]

[0045] The "deceleration & acceleration" shown in Figure 12 corresponds to the change in inter-vehicle distance over time using the method of the embodiment, while "acceleration only" corresponds to that of the comparative example. Also, the distance D shown in Figure 12 and Table 1. 12 The direction in which the first lane L1 extends is used as the reference point, and the distance D 13 This is based on the direction in which the second lane L2 extends. Note that in Figure 12, distance D 14 It has been omitted.

[0046] Based on the time evolution shown in Figure 12, the minimum following distance (minimum distance) and minimum TTC during lane changes were calculated, yielding the evaluation results shown in Table 2 below.

[0047] [Table 2]

[0048] From the results in Table 2, in both the "acceleration only" and "deceleration & acceleration" cases, the minimum TTC (minimum TTC) exceeds the allowable minimum TTC (6.0 seconds) for vehicles M2 and M4 on the first lane L1. 12 and TTC 14 It was found that this is the case. On the other hand, in the case of "deceleration & acceleration", the minimum TTC 13While this exceeds the minimum permissible TTC (6.0 seconds) for a vehicle M3 on the second lane L2, in the case of "acceleration only", the minimum TTC 13 It was found that this was lower. Therefore, the method of the embodiment was shown to be particularly effective in the scenario described in Figure 5 and under the parameter conditions shown in Table 1 above. [Explanation of Symbols]

[0049] 10 Driving assistance system 17 Control device 17a Processor 17b Memory L1 First lane L2 Second lane M1 Vehicle M2 Preceding vehicle M3, M4 Following vehicle FS Forward space RS Rear space TS Target space LCS Lane change space D12 Front distance D14 Rear distance

Claims

1. A method for assisting vehicle movement, including changing lanes from the first lane to the second lane, The step includes causing the vehicle's processor to perform vehicle control for lane changes based on information regarding the vehicle's driving environment, The information relating to the driving environment includes information on the space on the second lane, information on the speed of the traffic flow in the second lane, information on the speed of the traffic flow in the first lane, and information on the distance between vehicles in front of the vehicle in the first lane, The step of performing the aforementioned vehicle control is, The steps include setting a target space on the second lane based on the information of the aforementioned space, If the speed of traffic flow in the second lane is higher than that in the first lane, the step of determining whether the vehicle can accelerate in the space in front of the vehicle in the first lane, based on the distance between the vehicles ahead, the shortened distance between the vehicle and the preceding vehicle which decreases when the vehicle travels in the first lane at a predetermined acceleration, and the forward safety time from the vehicle to the preceding vehicle, If it is determined that the vehicle can be accelerated, the steps include: performing acceleration and steering control of the vehicle to move from the first lane to the target space; If it is determined that the vehicle cannot be accelerated, the step is to perform temporary deceleration control of the vehicle on the first lane. A method for assisting the driving of a vehicle, characterized by including the following.

2. The method according to claim 1, The information relating to the driving environment further includes information indicating the distance between the vehicle following the vehicle in the first lane and the vehicle itself, The step of setting the lane change plan further includes a step of determining whether the vehicle can decelerate in the space behind the vehicle in the first lane, based on the distance to the following vehicle and the safe time to the following vehicle from the vehicle. If it is determined that the vehicle cannot accelerate and that it can decelerate, then temporary deceleration control of the vehicle on the first lane is performed. A method for assisting the driving of a vehicle, characterized by the features described above.

3. The method according to claim 2, The aforementioned information regarding the driving environment further includes information on the speed of the vehicle, information on the speed of the preceding vehicle, and information on the speed of the following vehicle. The speed of the traffic flow in the first lane is calculated based on at least one of the speed of the vehicle, the speed of the preceding vehicle, and the speed of the following vehicle. A method for assisting the driving of a vehicle, characterized by the features described above.

4. The method according to claim 1 or 2 The aforementioned information regarding the driving environment further includes information on the speed of the vehicle following the vehicle in the second lane, The speed of the traffic flow in the second lane is calculated based on at least the speed of the following vehicle in the second lane. A method for assisting the driving of a vehicle, characterized by the features described above.

5. A device that assists vehicle driving, including lane changes from the first lane to the second lane, The system includes a processor configured to perform vehicle control processing for lane changes based on information regarding the driving environment of the vehicle, The information relating to the driving environment includes information on the space on the second lane, information on the speed of the traffic flow in the second lane, information on the speed of the traffic flow in the first lane, and information on the distance between vehicles in front of the vehicle in the first lane, In the vehicle control process, the processor A process of setting a target space on the second lane based on the information of the aforementioned space, If the speed of traffic flow in the second lane is higher than that in the first lane, a process is performed to determine whether the vehicle can accelerate in the space in front of the vehicle in the first lane, based on the distance between the vehicles ahead, the shortened distance between the vehicle and the preceding vehicle which decreases when the vehicle travels in the first lane at a predetermined acceleration, and the forward safety time from the vehicle to the preceding vehicle. If it is determined that the vehicle can be accelerated, the process involves accelerating and steering the vehicle to move it from the first lane to the target space. If it is determined that the vehicle cannot accelerate, the process involves temporarily controlling the deceleration of the vehicle on the first lane. A vehicle driving support device characterized by being configured to perform the following.

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