Lane change assist system

Abstract

To provide a lane change support device capable of increasing a possibility that a lane change intended by an occupant of own vehicle is performed while reducing a labor of the occupant of own vehicle.SOLUTION: A lane change support device includes: a recognition part 130 that recognizes a peripheral situation of own vehicle; and a lane change execution part 170 that performs a lane change on the basis of the peripheral situation recognized by the recognition part 130. The lane change execution part 170 performs first determination of determining whether own vehicle can change a lane on the basis of the peripheral situation in response to operation of a predetermined operator included in own vehicle. When determining that the lane change is impossible by the first determination, the lane change execution part 170 makes a transition to a standby state of waiting for execution of the lane change. After the transition to the standby state, the lane change execution part 170 performs second determination of determining whether own vehicle can change a lane on the basis of the peripheral situation. When determining that the lane change is possible by the second determination, the lane change execution part 170 performs first lane change control of changing a lane.SELECTED DRAWING: Figure 9

Description

Technical Field

[0001] The present invention relates to a lane change assistance device.

Background Art

[0002] In recent years, efforts have been actively made to provide access to a sustainable transportation system that takes into account vulnerable road users. As part of these efforts, research and development on driving assistance technologies and autonomous driving technologies in vehicles such as automobiles have been conducted to further improve traffic safety and convenience. As an example of a driving assistance technology, Patent Document 1 discloses an assistance device (travel control device) that causes a host vehicle to change lanes from its own lane to an adjacent lane.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the prior art, there is room for improvement from the viewpoint of reducing the labor of the occupants of the host vehicle while increasing the possibility that the lane change intended by the occupants of the host vehicle is performed.

[0005] The present invention provides a lane change assistance device that can reduce the labor of the occupants of the host vehicle while increasing the possibility that the lane change intended by the occupants of the host vehicle is performed.

Means for Solving the Problems

[0006] The present invention is a lane change assistance device capable of assisting a lane change of a host vehicle from a host lane in which the host vehicle travels to an adjacent lane adjacent to the host lane, a recognition unit that recognizes the surrounding situation of the host vehicle, The system includes a lane change execution unit that performs the lane change based on the surrounding conditions recognized by the recognition unit, The lane change execution unit is as follows: In response to the operation of a predetermined control device provided on the vehicle, a first determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the first determination determines that the lane change is impossible, the system transitions to a waiting state where it awaits execution of the lane change. After transitioning to the aforementioned standby state, a second determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the second determination determines that the lane change is possible, the first lane change control is executed to perform the lane change. death, The lane change execution unit is as follows: In the first determination, if the surrounding conditions satisfy the first condition regarding the relative distance to other vehicles traveling in the adjacent lane, it is determined that the lane change is possible. In the second determination, it is determined that the lane change is possible if the surrounding conditions satisfy the second condition, which is stricter than the first condition, in that the relative distance to the other vehicle is longer. Furthermore, the present invention is A lane change support device capable of assisting a vehicle in changing lanes from its own lane to an adjacent lane adjacent to the same lane, The recognition unit recognizes the surrounding conditions of the vehicle, A lane change execution unit that performs the lane change based on the surrounding conditions recognized by the recognition unit, The vehicle includes a lane change suggestion unit that makes the aforementioned lane change suggestion to the occupants of the vehicle, The lane change execution unit is as follows: In response to the operation of a predetermined control device provided on the vehicle, a first determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the first determination determines that the lane change is impossible, the system transitions to a waiting state where it awaits execution of the lane change. After transitioning to the aforementioned standby state, a second determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the second determination determines that the lane change is possible, the first lane change control is executed to perform the lane change. The lane change execution unit is as follows: In response to the operation performed by the lane change proposal unit to agree to the proposal, the third lane change control is executed to perform the lane change. When the operator is operated while the aforementioned proposal is not being made, the first lane change control is executed. [Effects of the Invention]

[0007] According to the present invention, it is possible to reduce the effort required from the occupants of the vehicle while increasing the likelihood that the occupants of the vehicle will make the lane change they intend. [Brief explanation of the drawing]

[0008] [Figure 1]It is a block diagram showing the overall configuration of the vehicle system 1 equipped with the control device 100 of the present embodiment. [Figure 2] It is a diagram showing an example of the steering wheel 82, the wiper lever 81, the operation switch SW1, and the approval selection switch SW2. [Figure 3] It is a diagram showing a specific example of the operation of the wiper lever 81. [Figure 4] It is a diagram showing an example of the configuration of the first control unit 120 and the second control unit 160. [Figure 5] It is a diagram showing an example of the lane change operation of the host vehicle M by the control device 100. [Figure 6] It is a diagram for explaining an example of the threshold value α and the threshold value β according to the elapsed time (or moving distance) in the standby state. [Figure 7] It is a diagram for explaining another example of the threshold value α and the threshold value β according to the elapsed time (or moving distance) in the standby state. [Figure 8] It is a flowchart showing an example of the lane change support process executed by the control device 100. [Figure 9] It is a flowchart showing an example of the first lane change permission determination process executed by the control device 100. [Figure 10] It is a flowchart showing an example of the first determination process executed by the control device 100. [Figure 11] It is a flowchart showing an example of the second determination process executed by the control device 100. [Figure 12] It is a flowchart showing an example of the second lane change permission determination process executed by the control device 100. [Figure 13] It is a flowchart showing another example of the lane change support process executed by the control device 100. [Figure 14] It is a flowchart showing an example of the third lane change permission determination process executed by the control device 100.

Embodiments for Carrying Out the Invention

[0009] Hereinafter, one embodiment of the vehicle change support device of the present invention will be described with reference to the drawings.

[0010] [Overall configuration of vehicle system 1] Figure 1 is a block diagram showing the overall configuration of a vehicle system 1 equipped with a control device 100, which is an embodiment of the lane change assistance device of the present invention. The vehicle on which the vehicle system 1 is installed (hereinafter referred to as "vehicle M") is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its driving force source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or power discharged from a secondary battery or fuel cell.

[0011] Vehicle M is capable of autonomous driving and driver assistance, where the vehicle automatically controls the driving operations. Autonomous driving, as defined here, means that the vehicle's system performs all driving operations, including recognition or monitoring of the driving environment and surrounding conditions, as well as starting, accelerating, decelerating, steering, and stopping. Driver assistance, on the other hand, means that the vehicle's system performs some of the driving operations, such as starting, accelerating, decelerating, steering, and stopping. In particular, the embodiments shown below will be explained using an example of lane change assistance when vehicle M changes lanes from its own lane to an adjacent lane. As is commonly known, there may be multiple levels of driving control in autonomous driving and driver assistance, and these may be defined, for example, by levels 0 to 5 established by the SAE (Society of Automotive Engineers) in the United States. The higher the level number, the lighter the burden on the driver (in other words, the higher the level number, the higher the degree of automation). As the specific content of levels 0 to 5 is already known, a description of them will be omitted here.

[0012] Vehicle system 1 includes, for example, a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a driver monitor camera 50, a navigation device 60, an MPU (Map Positioning Unit) 70, a driver control unit 80, a turn signal 83, a control device 100, a driving force output device 200, a brake device 210, and a steering device 220. These devices and equipment are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc.

[0013] Camera 10 is a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). Camera 10 can be attached to any location on the vehicle M on which the vehicle system 1 is mounted.

[0014] The radar device 12 emits radio waves such as millimeter waves around the vehicle M and detects radio waves reflected by objects (reflected waves) to determine at least the position (distance and direction) of an object. The radar device 12 can be attached to any location on the vehicle M.

[0015] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to light) around the vehicle M and measures the scattered light. Based on the time from emission to reception, the LIDAR 14 detects the distance to the target. The irradiated light is, for example, pulsed laser light. The LIDAR 14 can be attached to any location on the vehicle M.

[0016] The object recognition device 16 performs sensor fusion processing on some or all of the detection results from the camera 10, radar device 12, and LIDAR 14 to recognize the position, type, speed, etc., of an object. The object recognition device 16 outputs the recognition results to the control device 100. The object recognition device 16 may also output the detection results from the camera 10, radar device 12, and LIDAR 14 directly to the control device 100.

[0017] The communication device 20 communicates with other vehicles in the vicinity of its own vehicle M, or with various server devices via a wireless base station, for example, by using a cellular network, Wi-Fi® network, Bluetooth®, DSRC (Dedicated Short Range Communication), etc.

[0018] The HMI30 displays various information to the occupants of the vehicle M and accepts input operations from the occupants. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc.

[0019] The vehicle sensor 40 includes a vehicle speed sensor for detecting the driving speed of the vehicle M (so-called "vehicle speed", hereinafter simply referred to as "speed"), an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity around the vertical axis, and an orientation sensor for detecting the orientation of the vehicle M.

[0020] The driver monitoring camera 50 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The driver monitoring camera 50 is mounted at any location on the vehicle M in a position and orientation that allows it to capture the head of an occupant seated in the driver's seat of the vehicle M from the front (in a direction that captures the face).

[0021] The navigation device 60 includes, for example, a GNSS (Global Navigation Satellite System) receiver 61, a navigation HMI 62, and a route determination unit 63. The navigation device 60 stores first map information 64 in a storage device such as an HDD (Hard Disk Drive) or flash memory.

[0022] The GNSS receiver 61 determines the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may also be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of the vehicle sensor 40.

[0023] The navigation HMI62 includes a display device, speaker, touch panel, keys, etc. The navigation HMI62 may be partially or entirely shared with the HMI30 described above.

[0024] The route determination unit 63 determines a route (hereinafter also referred to as the "map route") from the position of the vehicle M identified by the GNSS receiver 61 (or any input position) to the destination input by the occupant using the navigation HMI 62, by referring to the first map information 64. The first map information 64 is information in which the road shape is represented by links indicating roads and nodes connected by links. The first map information 64 may also include road curvature and POI (Point of Interest) information. The map route is output to the MPU 70.

[0025] The navigation device 60 may provide route guidance using the navigation HMI 62 based on the route on the map. The navigation device 60 may transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0026] The MPU 70 includes, for example, a recommended lane determination unit 71 and stores second map information 72 in a storage device such as an HDD or flash memory. The recommended lane determination unit 71 divides the map route provided by the navigation device 60 into multiple blocks (for example, every 100m with respect to the vehicle's direction of travel) and determines a recommended lane for each block by referring to the second map information 72. The recommended lane determination unit 71 makes decisions such as which lane from the left the vehicle should travel in. If there is a branching point on the map route, the recommended lane determination unit 71 determines a recommended lane so that the vehicle M can travel along a reasonable route to proceed to the branching point.

[0027] The second map information 72 is map information with higher accuracy than the first map information 64. The second map information 72 includes, for example, information on the center of lanes or information on lane boundaries. The second map information 72 may also include road information, traffic regulation information, address information, facility information, telephone number information, etc. The second map information 72 may be updated as needed by the communication device 20 communicating with other devices.

[0028] The driver controls 80 include, for example, a turn signal lever 81 and a steering wheel 82, as well as an accelerator pedal, brake pedal, shift lever, and other controls. Other controls include, for example, an operation switch SW1 for requesting a lane change (hereinafter also referred to as "operation switch SW1"), and an approval selection switch SW2 (hereinafter also referred to as "approval selection switch SW2") which is operated when the occupants of the vehicle M agree to the lane change proposal from the control device 100. Sensors (not shown) are attached to these driver controls 80 to detect the amount of operation or whether or not an operation has been performed, and the detection results are output to the control device 100, or to some or all of the driving force output device 200, brake device 210, and steering device 220.

[0029] Figure 2 shows an example of a steering wheel 82, a turn signal lever 81, an operation switch SW1, and an approval selection switch SW2. The steering wheel 82 is an operating element that accepts steering input. The steering wheel 82 does not necessarily have to be annular as shown in Figure 2, and may take the form of an irregularly shaped steering wheel, a joystick, buttons, etc. A steering grip sensor 84 is also attached to the steering wheel 82 (shown in Figure 1). The steering grip sensor 84 is implemented using a capacitive sensor or the like and outputs a signal to the control device 100 that can detect whether or not the driver is gripping the steering wheel 82.

[0030] The turn signal lever 81 is an operator for turning the turn signal 83 on or off, and also functions as an operator for receiving an operation as a request to change lanes. As shown in Figure 2, the turn signal lever 81 is shaped so that it can be operated blindly with one hand (for example, one finger of the right hand) when the driver is gripping the steering wheel 82, and is located in a position where such operation is possible. The control device 100, which will be described later, detects a request to change lanes from the driver based on the driver performing a predetermined operation on the turn signal lever 81.

[0031] The operation switch SW1 is an operator for receiving lane change requests that are different from those of the turn signal lever 81, and is provided, for example, at a predetermined position on the steering wheel 82. The occupant makes a lane change request to the control device 100 by operating this operation switch SW1. Note that this operation switch SW1 is an example of an "operator different from the turn signal lever" in this disclosure. In addition to being a switch type, the operation switch SW1 may also be, for example, a tilt mechanism that can be switched left or right, or it may be shared with other switches or buttons.

[0032] The approval selection switch SW2 is an operator that is operated when the occupants of the vehicle M agree to a lane change proposal from the control device 100, and is provided, for example, in a predetermined position on the steering wheel 82. For example, when an occupant agrees to a lane change proposal from the control device 100, they operate the approval selection switch SW2 as an example of an operation indicating such agreement. The approval selection switch SW2 may be a switch type, a button type, or may be shared with other switches or buttons.

[0033] The turn signals 83 are direction indicators provided on the left side (e.g., left front and left rear) and right side (e.g., right front and right rear) of the vehicle M, in positions visible from outside the vehicle M. The control device 100 illuminates (including flashing) or extinguishes the turn signals 83 in response to operations on predetermined controls such as the turn signal lever 81, operation switch SW1, and approval selection switch SW2.

[0034] The operation of the turn signal lever 81 will now be explained. Figure 3 shows a specific example of the operation of the turn signal lever 81. As shown in Figure 3, the turn signal lever 81 can be rotated around the pivot shaft 81a. The neutral position PN, the shallow press positions P1L and P1R, and the deep press positions P2L and P2R are the positions to which the turn signal lever 81 can be displaced by rotation.

[0035] The neutral position PN is the position when the turn signal lever 81 is not being operated, and when the turn signal lever 81 is in the neutral position PN, the turn signal 83 is turned off.

[0036] The shallow pressing position P1L is a hollow position obtained by rotating a predetermined amount counterclockwise from the neutral position PN. The deep pressing position P2L is an end position obtained by rotating a predetermined amount further counterclockwise from the shallow pressing position P1L. The shallow pressing position P1R is a hollow position obtained by rotating a predetermined amount clockwise from the neutral position PN. The deep pressing position P2R is an end position obtained by rotating a predetermined amount further clockwise from the shallow pressing position P1R.

[0037] When the turn signal lever 81 is pushed to the shallow position P1L or P1R by the driver, it provides the driver with a click sensation, and when the operating force on the turn signal lever 81 is released from that position, it is mechanically returned to the neutral position PN by a return mechanism (not shown), such as a spring. Furthermore, when the turn signal lever 81 is pushed to the deep position P2L or P2R by the driver, it is held in the deep position P2L or P2R by a mechanical locking mechanism (not shown) even when the operating force is released.

[0038] The turn signal lever 81 is equipped with a switch (not shown), and based on the detection result from this switch, the control device 100 can determine whether the turn signal lever 81 is in the neutral position PN, the shallow press positions P1L, P1R, or the deep press positions P2L, P2R.

[0039] When the turn signal lever 81 is held in the deep-pressed position P2L or P2R, if the steering wheel 82 rotates in the reverse direction and returns to the neutral position, or if the driver moves the turn signal lever 81 back towards the neutral position, the lock mechanism is released and the lever returns to the neutral position PN. In other words, when the turn signal lever 81 is operated to the deep-pressed position P2L or P2R, it operates in the same way as conventional turn signal flashing devices.

[0040] Hereinafter, the operation of maintaining the turn signal lever 81 in the shallow-press position P1L or shallow-press position P1R will be referred to as the "half-lock operation." The half-lock operation is an example of the "predetermined operation" in this disclosure. For example, the control device 100 determines that a lane change request has been made if the half-lock operation of the turn signal lever 81 continues for a predetermined time or longer. Here, the predetermined time is the time necessary to confirm the driver's intention to change lanes, and one example is 1.0 [sec].

[0041] The control device 100 is a computer that provides overall control of the vehicle M, and includes, for example, a first control unit 120 and a second control unit 160. The first control unit 120 and the second control unit 160 are each implemented by a hardware processor, such as a CPU (Central Processing Unit), executing a program (software). Some or all of these components may be implemented by hardware (including circuitry) such as an LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or GPU (Graphics Processing Unit), or by the cooperation of software and hardware. The program may be pre-stored in a storage device such as the HDD or flash memory of the control device 100.

[0042] [Configuration of the first control unit 120 and the second control unit 160] Figure 4 shows an example of the configuration of the first control unit 120 and the second control unit 160. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120 and the second control unit 160 execute a lane change support process, which is a program for the vehicle M to change lanes to an adjacent lane, as an example of a program recorded on the storage medium. When this program is executed, the first control unit 120 functions as the recognition unit 130 and the action plan generation unit 140. The second control unit 160 functions as the lane change execution unit 170, the lane change proposal unit 180, and the notification control unit 190, which will be described later.

[0043] The first control unit 120 implements, for example, functions using AI (Artificial Intelligence) and functions using a pre-defined model in parallel. For example, the "intersection recognition" function may be implemented by performing intersection recognition using deep learning, etc., and recognition based on pre-defined conditions (such as pattern-matchable signals and road markings) in parallel, and then scoring both and evaluating them comprehensively. This ensures the reliability of autonomous driving.

[0044] The recognition unit 130 recognizes the surrounding conditions of the vehicle M based on information input from the camera 10, radar device 12, and LIDAR 14 via the object recognition device 16. Specifically, the recognition unit 130 recognizes the positions of objects around the vehicle M, as well as their speed, acceleration, and other driving conditions. The position of an object is recognized as a position on an absolute coordinate system with a representative point of the vehicle M (such as the center of gravity or the center of the drive axis) as the origin, and is used for control. The position of an object may be represented by a representative point such as the center of gravity or a corner of the object, or it may be represented by a region. The "state" of an object may include the acceleration or jerk of the object, or its "action state" (for example, whether or not it is changing lanes or is about to change lanes). The objects recognized by the recognition unit 130 include other vehicles traveling in front of the vehicle M (hereinafter also referred to as "forward vehicle") M1 and other vehicles traveling behind the vehicle M (hereinafter also referred to as "rear vehicle") M2.

[0045] Furthermore, the recognition unit 130 recognizes, for example, the driving environment in which the vehicle M is traveling. For example, the recognition unit 130 recognizes the vehicle M's lane by comparing the road marking pattern (for example, an arrangement of solid and dashed lines) obtained from the second map information 72 with the road marking pattern around the vehicle M recognized from the image captured by the camera 10. The recognition unit 130 may recognize the driving lane not only by recognizing road markings, but also by recognizing road boundaries (road boundaries) including road markings, shoulders, curbs, median strips, guardrails, etc. In this recognition, the position of the vehicle M obtained from the navigation device 60 and the processing results from the INS may also be taken into consideration. The recognition unit 130 may also recognize stop lines, obstacles, red lights, toll booths, and other road events.

[0046] When recognizing a driving lane, the recognition unit 130 recognizes the position and orientation of the vehicle M relative to the driving lane. For example, the recognition unit 130 may recognize the deviation of the vehicle M's reference point from the center of the lane, and the angle it makes with a line connecting the centers of the lanes in the direction of travel, as the relative position and orientation of the vehicle M relative to the driving lane. Alternatively, the recognition unit 130 may recognize the position of the vehicle M's reference point relative to any side edge of the driving lane (road marking or road boundary), etc., as the relative position of the vehicle M relative to the driving lane.

[0047] The action plan generation unit 140, for example, drives in the recommended lane determined by the recommended lane determination unit 71, and further generates a target trajectory for the vehicle M to travel in the future, automatically (without driver intervention) in accordance with the surrounding conditions of the vehicle M. The generated target trajectory is stored in a storage medium (not shown), and the control device 100 controls the driving force output device 200 (shown in Figure 1) and the brake device 210 (shown in Figure 1), which will be described later, by referring to the target trajectory stored in the storage medium.

[0048] The target trajectory includes, for example, a velocity element. For instance, the target trajectory can be represented as a sequence of points (trajectory points) that the vehicle M should reach. A trajectory point is a point that the vehicle M should reach at predetermined distances along the road (e.g., a few meters), and separately, the target velocity and target acceleration at predetermined sampling times (e.g., a few tenths of a second) are generated as part of the target trajectory. Alternatively, a trajectory point may be the position that the vehicle M should reach at a given sampling time. In this case, the information on the target velocity and target acceleration is represented by the intervals between trajectory points.

[0049] The action plan generation unit 140 may also set autonomous driving events when generating the target trajectory. Autonomous driving events include constant speed driving events, low-speed follow driving events, lane change events, branching events, merging events, and takeover events. As an example, the action plan generation unit 140 may set a lane change event in response to a lane change request from the driver. When these events are set, the action plan generation unit 140 generates a target trajectory corresponding to the set event.

[0050] The second control unit 160 controls the vehicle M to pass through the target trajectory generated by the action plan generation unit 140 at the scheduled time. As described above, the second control unit 160 includes a lane change execution unit 170, a lane change proposal unit 180, and a notification control unit 190.

[0051] The lane change execution unit 170 performs a lane change based on the surrounding conditions recognized by the recognition unit 130. Specifically, for example, when the lane change execution unit 170 detects another vehicle traveling in an adjacent lane (hereinafter referred to as the "adjacent lane") adjacent to the lane in which the vehicle M is traveling, it determines whether a lane change is possible based on the distance L between the vehicle in front of the vehicle M1 traveling ahead of the vehicle M and the vehicle behind the vehicle M2 traveling behind the vehicle M in the adjacent lane. If the lane change execution unit 170 makes a positive determination in the determination of whether a lane change is possible (i.e., if it determines that a lane change is possible), it performs the lane change. Furthermore, the determination of whether or not a lane change is permissible may be made based on the distance L between the vehicle M and the following vehicle M2 traveling behind the vehicle M, when another vehicle traveling in an adjacent lane is detected, as well as the relative speed between the vehicle M and the other vehicle (vehicle M1 in front, vehicle M2 behind), or the distance between the vehicle M and the other vehicle (vehicle M1 in front, vehicle M2 behind). In this embodiment, an example of determining whether or not a lane change is permissible based on the distance L between the vehicle M1 in front and vehicle M2 behind will be described.

[0052] Furthermore, the lane change execution unit 170 selects a program for lane change support processing to be executed depending on whether the trigger for the lane change by the occupant of the vehicle M is a half-lock operation of the turn signal lever 81 or an operation of the operation switch SW1. For example, if the trigger for the occupant's lane change is an operation of the operation switch SW1, the first lane change control is executed as the lane change support processing program. Also, for example, if the trigger for the occupant's lane change is a half-lock operation of the turn signal lever 81, the second lane change control is executed as the lane change support processing program. Furthermore, if the lane change execution unit 170 receives a lane change proposal from the lane change proposal unit 180 (described later) and the occupant makes an operation to agree to the proposal, the lane change execution unit 170 may execute a third lane change control as the lane change support processing program. The specific details of the various lane change support processing performed by the control device 100, which are realized by these functions of the lane change execution unit 170, will be described later, so the explanation is omitted here.

[0053] Based on the determination by the lane change execution unit 170 that a lane change is permitted, the action plan generation unit 140 sets a lane change event and generates a target trajectory corresponding to the lane change event. The lane change execution unit 170 controls the driving force output device 200 (see Figure 1) or the brake device 210 (see Figure 1) based on the speed element associated with the target trajectory. The lane change execution unit 170 also controls the steering device 220 and the turn signal 83 (see Figure 1) according to the curvature of the target trajectory recorded in the storage medium. These processes are realized, for example, by a combination of feedforward control and feedback control.

[0054] The lane change suggestion unit 180 makes a lane change suggestion to the occupants of the vehicle M. Specifically, the lane change suggestion unit 180 makes a lane change suggestion to the occupants of the vehicle M based on the surrounding conditions recognized by the recognition unit 130, or the target trajectory generated by the action plan generation unit 140 (or the target trajectory recorded in the storage medium by the action plan generation unit 140). As an example, the lane change suggestion unit 180 may make a lane change suggestion to the occupants of the vehicle M if there is a vehicle M1 traveling at a lower speed than the vehicle M in the vehicle's lane. As another example, the lane change suggestion unit 180 may make a lane change suggestion to the occupants of the vehicle M if the vehicle M is traveling in a lane different from the recommended lane determined by the recommended lane determination unit 71, that is, if the vehicle's lane is different from the recommended lane.

[0055] Then, if the occupant of the vehicle M agrees to the lane change proposal from the lane change proposal unit 180 by operating the approval selection switch SW2 or the like, the lane change execution unit 170 executes the lane change. The program executed at that time is the third lane change control, as described above. The specific details of the lane change by this third lane change control will be described later, so the explanation is omitted here. Note that the trigger for the lane change based on the lane change proposal unit 180 is not the half-lock operation of the turn signal lever 81 or the operation of the operation switch SW1, but rather the operation of the occupant's approval selection switch SW2 (i.e., agreement) to the lane change proposal.

[0056] The notification control unit 190 controls the HMI 30, navigation HMI 62, etc., to notify the occupants of the vehicle M (e.g., the driver) of various information. For example, if the control device 100 cancels a lane change, the notification control unit 190 notifies the HMI 30, navigation HMI 62, etc., by displaying a message indicating that the lane change has been canceled (e.g., "Lane change canceled"). Also, for example, if the control device 100 is waiting to change lanes, the notification control unit 190 notifies the HMI 30, navigation HMI 62, etc., by displaying a message indicating that the lane change is being waited for (e.g., "Waiting for lane change"). Furthermore, if the control device 100 completes a lane change, the notification control unit 190 notifies the HMI 30, navigation HMI 62, etc., by displaying a message indicating that the lane change has been completed (e.g., "Lane change completed"). Furthermore, for example, when the control device 100 proposes a lane change to the occupants using the function of the lane change proposal unit 180, the notification control unit 190 notifies the occupants by displaying a message indicating that a lane change is being proposed to the HMI 30, navigation HMI 62, etc. (for example, a message asking "Do you want to change lanes?").

[0057] Returning to Figure 1, the driving force output device 200 outputs driving force (torque) to the drive wheels for the vehicle to move. The driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls them (none of which are shown). The ECU controls each device according to information input from the second control unit 160 or from the driver control unit 80.

[0058] The braking system 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU (none of which are shown). The brake ECU controls the electric motor according to information input from the second control unit 160 or from the driver control unit 80, so that brake torque corresponding to the braking operation is output to each wheel.

[0059] The steering device 220 includes, for example, a steering ECU and an electric motor (neither of which are shown). The electric motor, for example, applies force to a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the second control unit 160 or from the driver control unit 80.

[0060] [Lane change support processing] Next, an example of lane change support processing that executes a lane change for the vehicle M will be specifically described. As described above, the control device 100 executes a lane change for the vehicle M when a lane change request is received and the lane change execution unit 170 determines that a lane change is possible. The trigger for a lane change request is either a half-lock operation of the turn signal lever 81 or an operation of the operation switch SW1 by the occupant. In recent years, there are technologies that provide support for lane changes through autonomous driving and driver assistance, but there is room for improvement in terms of reducing the effort required from the occupant of the vehicle M while increasing the likelihood that the lane change intended by the occupant will be performed. Therefore, in this embodiment, the control device 100 executes the following processing to increase the likelihood that a lane change will be performed in accordance with the occupant's intention. Specifically, the control device 100 executes a first lane change control when the trigger for the lane change request is the operation switch SW1, and executes a second lane change control when the trigger for the lane change request is a half-lock operation of the turn signal lever 81.

[0061] [Lane change actions] Here, an example of lane change operation in this embodiment will be described. Figure 5 is a diagram showing an example of the operation of the vehicle M changing lanes by the control device 100. The road (for example, a highway) 110 shown in Figure 5 has a right lane 111 and a left lane 112, with the direction of travel being from bottom to top in Figure 5. A lane marking C is provided as a road marking at the boundary between the right lane 111 and the left lane 112.

[0062] In the example shown in Figure 5, vehicle M is traveling in the left lane 112 of road 110. That is, in the example shown in Figure 5, the left lane 112 corresponds to the vehicle M's own lane, and the right lane 111 corresponds to the adjacent lane to vehicle M. In addition, there is a vehicle M1 located ahead of vehicle M and a vehicle M2 located behind vehicle M in the right lane 111. The distance L between vehicle M1 and vehicle M2 is relatively short when viewed in relation to vehicle M.

[0063] In the example shown in Figure 5, we assume a scenario where the vehicle M changes lanes from the left lane 112 to the right lane 111, triggered by the operation of the control switch SW1. The first and second lane change control procedures for changing lanes from this state are described below.

[0064] [Lane 1 change control] In the first lane change control, the control device 100 recognizes (or acquires) the surrounding conditions of its own vehicle M in response to the operation of the operation switch SW1, based on the function of the recognition unit 130. Specifically, the recognition unit 130 recognizes the surrounding conditions of its own vehicle (for example, the driving status of other vehicles) based on information input via the object recognition device 16 from the camera 10, radar device 12, and LIDAR 14, etc., and the second map information 72. The other vehicles here refer to, for example, the vehicle in front M1 and the vehicle behind M2 traveling in adjacent lanes. The recognition unit 130 then acquires the distance L between the vehicle in front M1 and the vehicle behind M2 from the position of the other vehicles and their driving status such as speed and acceleration. The recognition unit 130 may also acquire the relative speed between its own vehicle M and the other vehicles, and the relative distance between its own vehicle M and the other vehicles.

[0065] Next, the control device 100 performs a first determination to determine whether a vehicle change is permissible, based on the function of the lane change execution unit 170. Here, the first determination is a determination of whether the conditions regarding the relative distance between the vehicle M and other vehicles (vehicle in front M1, vehicle behind M2) traveling in adjacent lanes are met. For example, predetermined thresholds are set for the distance L between vehicle in front M1 and vehicle behind M2, the relative speed between vehicle M and other vehicles, and the relative distance between vehicle M and other vehicles, which are acquired by the recognition unit 130 mentioned above. If the value of each parameter is greater than or equal to the threshold, the determination by the first determination is affirmed. Note that at least one parameter is sufficient to indicate the conditions regarding relative distance. In the following explanation, the distance L between vehicle in front M1 and vehicle behind M2 will be used as a representative parameter.

[0066] The threshold value for the distance L between a vehicle in front M1 and a vehicle behind M2 is set to a length that allows the vehicle M to change lanes safely into the space between the vehicle in front M1 and the vehicle behind M2, and is at least greater than the total length of the vehicle M. This threshold value may be determined according to, for example, the target speed of the vehicle, with the threshold value increasing as the target speed increases. In addition, a predetermined safety factor (for example, a value greater than "1") may be added to the value determined according to the target speed.

[0067] The control device 100, based on the function of the lane change execution unit 170, determines that the distance L between the vehicle in front M1 and the vehicle behind M2 is less than the threshold α, and in the first determination, determines that a lane change is impossible and transitions to a standby state where the vehicle M waits for the lane change to be executed. For example, when the vehicle M attempts to change lanes from the state shown in Figure 5 above, as described above, the distance L between the vehicle in front M1 and the vehicle behind M2 is relatively short, making it difficult to quickly change lanes (for example, within 3.0 to 10.0 seconds) after operating the operation switch SW1. In such a case, the control device 100 transitions to a standby state where the vehicle M temporarily waits for the lane change to be executed, and after transitioning to the standby state, performs a second determination to determine whether or not a lane change is possible.

[0068] Here, "transitioning to a standby state and determining whether a lane change is possible after transitioning to the standby state" means that, in normal control, if it is determined that a lane change is impossible, the lane change is expected to be canceled. However, in this embodiment, even if the first determination determines that a lane change is impossible, the lane change is not immediately canceled. Instead, the vehicle maintains its current lane and waits for a predetermined time, during which time it is determined whether a lane change is possible. If the second determination determines that a lane change is possible during this waiting period, the control device 100 executes the lane change. In other words, if the second determination determines that a lane change is possible, the standby state is canceled and the lane change is executed.

[0069] The waiting time in standby mode is fluid, as a lane change is performed if the second determination determines that a lane change is possible during the standby period. On the other hand, if the waiting time is too long, it may cause discomfort to the occupants, so the waiting time may be set to a maximum of 1.0 [min], for example. The maximum value of the waiting time (corresponding to the predetermined time described later) may be arbitrarily set in advance by the manufacturer of the vehicle M, etc. In other words, in this embodiment, the second determination process is repeatedly executed at a predetermined cycle (maximum 1.0 [sec]) in standby mode, and if it is determined that a lane change is possible during that time, the lane change will be performed.

[0070] The second determination may be similar in purpose to the first determination described above. That is, the control device 100 determines whether the distance L between the vehicle in front M1 and the vehicle behind M2 is greater than or equal to a threshold (for example, threshold β). Here, it is preferable that threshold β is greater than threshold α. This is because the second determination determines whether or not a lane change is permitted after transitioning to the standby state, and therefore it is assumed that monitoring of the occupants' surroundings is less intense than in the first determination, which is performed immediately after the operation switch SW1 is operated. In other words, since the first determination is assumed to be performed immediately after monitoring of the occupants' surroundings, the monitoring of the surroundings in the first determination can be said to be a determination based on the functions of the occupants and the recognition unit 130. In contrast, since the second determination occurs when the vehicle has transitioned to the standby state, it is assumed that monitoring of the occupants' surroundings is less intense than in the first determination, and in other words, it can be said that the degree of reliance on monitoring of the surroundings by the functions of the recognition unit 130 is higher. In light of these circumstances, in this embodiment, threshold β in the second determination is set to a value greater than threshold α in the first determination. The conditions relating to relative distance described above correspond to the "first and second conditions" in this disclosure. Since the first and second conditions are determined by the thresholds described above, the second condition used in the second determination is stricter than the first condition used in the first determination. In other words, in this embodiment, since the threshold β is greater than the threshold α, it is a stricter condition for the inter-vehicle distance L.

[0071] Furthermore, the threshold β in the second determination (i.e., β in the second condition) is set to gradually increase in accordance with the elapsed time or distance traveled. As described above, the second determination process is repeatedly executed at predetermined intervals while the vehicle M is in a waiting state for a lane change. It is also assumed that the occupants' awareness of their surroundings will decrease when the vehicle is in a waiting state; in other words, the longer the waiting time, the less the occupants are aware of their surroundings. To put it another way, the shorter the waiting time, the higher the occupants' awareness of their surroundings, and if a lane change is performed while the occupants are highly aware of their surroundings, the lane change can be performed at a timing closer to what the occupants intended. Therefore, it is preferable to set the threshold β according to the elapsed time based on the waiting state. Also, since elapsed time can be converted to distance traveled, the determination may be made using distance traveled instead of elapsed time.

[0072] Figure 6 is a diagram illustrating the following distance required for lane changes according to the elapsed time (or distance traveled) in the waiting state. The horizontal axis represents the elapsed time (or distance traveled), and the vertical axis represents the following distance indicated by thresholds α and β. In this embodiment, threshold α in the first determination is a default value, and threshold β in the second determination is set to gradually increase as the elapsed time (or distance traveled) increases. When a certain elapsed time (or distance traveled) is reached, threshold β reaches its maximum value (βmax). The means for increasing threshold β to the maximum value βmax can be set to increase proportionally, or it may be increased in steps, for example, as shown in Figure 7.

[0073] Then, the control device 100, using the functions of the lane change execution unit 170, executes a lane change for its own vehicle M if the second determination determines that a lane change is possible. Specifically, the control device 100, using the functions of the lane change execution unit 170, controls the turn signal 83, the driving force output device 200, the brake device 210, and the steering device 220 to change the vehicle M to the adjacent lane. In this way, by temporarily putting the lane change on hold and executing the lane change based on the second determination that a lane change is possible, it becomes possible to control the vehicle in accordance with the occupant's intention to change lanes. In other words, if the lane change is canceled without transitioning to a standby state when the first determination determines that a lane change is impossible, it will not be possible to control the vehicle in accordance with the occupant's intention to change lanes. However, by temporarily transitioning to a standby state and performing the lane change based on the result of a second determination, it is possible to respond to the occupant's intention to change lanes. Furthermore, when a lane change is performed based on the second determination that a lane change is possible, the control device 100 starts illuminating the turn signal 83 after the second determination determines that a lane change is possible. This is because illuminating the turn signal 83 before the second determination determines that a lane change is possible may result in the turn signal illuminating too early, which may cause discomfort to the occupants of the vehicle or other vehicles.

[0074] Furthermore, if the control device 100 determines, based on the function of the lane change execution unit 170, that the distance L between the vehicle in front M1 and the vehicle behind M2 is greater than or equal to a threshold α, it will change its own vehicle M to the adjacent lane without transitioning to the standby state described above.

[0075] [Second Lane Change Control] Next, I will explain the second lane change control. Note that the second lane change control differs from the first lane change control in that the trigger for the lane change request is the half-lock operation of the turn signal lever 81, and that it does not transition to a waiting state for a lane change. The logic for determining whether or not a lane change is permissible is the same as that for the first lane change control. Therefore, the explanation of the same content as the first lane change control will be omitted or simplified.

[0076] In second lane change control, the control device 100 recognizes (or acquires) the surrounding conditions of its own vehicle M in response to the half-lock operation of the turn signal lever 81, based on the function of the recognition unit 130. Specifically, the recognition unit 130 recognizes the surrounding conditions of its own vehicle (in this case, the driving conditions of other vehicles, namely the vehicle in front M1 and the vehicle behind M2) based on information input via the object recognition device 16 from the camera 10, radar device 12, and LIDAR 14, etc., and the second map information 72. The recognition unit 130 then acquires the distance L between the vehicle in front M1 and the vehicle behind M2 from the position of the other vehicles and their driving conditions such as speed and acceleration.

[0077] Next, the control device 100 determines whether or not a lane change is possible based on the function of the lane change execution unit 170. The determination of whether or not a lane change is possible here may be the same as the first determination in the first lane change control described above. That is, if the control device 100 determines, based on the function of the lane change execution unit 170, that the distance L between the vehicle in front M1 and the vehicle behind M2 is greater than or equal to a threshold α, it determines that a lane change is possible and changes its own vehicle M to the adjacent lane.

[0078] On the other hand, if the control device 100 determines, based on the function of the lane change execution unit 170, that the distance L between the vehicle in front M1 and the vehicle behind M2 is less than the threshold α, it determines that a lane change is impossible and does not execute a lane change of its own vehicle M to the adjacent lane.

[0079] [An example of processing performed by the control device 100] Next, an example of a process (lane change support process) executed by the control device 100 will be explained using a flowchart. Figure 8 is a flowchart showing an example of this process, which is repeatedly executed at a predetermined interval, for example, when the ignition power of the vehicle M is turned on.

[0080] As shown in Figure 8, first, the control device 100 determines whether or not there is a lane change request based on the function of the lane change execution unit 170 (step S1). As described above, the trigger for a lane change request is the occupant's half-lock operation of the turn signal lever 81 or operation of the operation switch SW1. Therefore, if it is determined that there is no lane change request (No in step S1), the control device 100 terminates the execution of the lane change support process shown in Figure 8. Conversely, if it is determined that there is a lane change request (Yes in step S1), the control device 100 proceeds to step S2.

[0081] In step S2, the control device 100 determines whether or not the operation switch SW1 was operated as a trigger for a lane change request. The detection results of the operation of the operation switch SW1 or the half-lock operation are input to the control device 100. Therefore, the control device 100 determines by which method the lane change request was made. In step S2, if it is determined that the operation switch SW1 was not operated (in other words, that a half-lock operation was performed) (No in step S2), the control device 100 proceeds to step S11, described below, and executes the second lane change feasibility determination process. Conversely, in step S2, if it is determined that the operation switch SW1 was operated (Yes in step S2), the control device 100 executes the first lane change feasibility determination process (step S3).

[0082] Figure 9 is a flowchart (subroutine) showing an example of the process for determining whether or not a first lane change is permissible. In the process for determining whether or not a first lane change is permissible, the control device 100 executes the first determination process described above (hereinafter referred to as the "first determination process"), or the first determination process and the second determination process (hereinafter referred to as the "second determination process"), to determine whether or not the vehicle M is permissible to change lanes.

[0083] In the process of determining whether or not a lane change is permissible, the control device 100 first performs a first determination process (step S30). As described above, this first determination process determines whether the distance L between the vehicle in front M1 and the vehicle behind M2 traveling in adjacent lanes is greater than or equal to a threshold α.

[0084] Figure 10 is a flowchart (subroutine) showing an example of the first determination process. In step S300, the control device 100 determines whether a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane. That is, the control device 100 recognizes the surrounding conditions of its own vehicle M using the function of the recognition unit 130 and determines whether a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane. If it is determined that a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane (Yes in step S300), the control device 100 proceeds to step S301.

[0085] In step S301, the control device 100 acquires the distance L between the vehicle in front M1 and the vehicle behind M2. That is, the control device 100 uses the functions of the recognition unit 130 to identify the position, speed, acceleration, etc., of the vehicle in front M1 and the vehicle behind M2, and acquires the distance L between them.

[0086] Next, the control device 100, using the function of the lane change execution unit 170, determines whether the inter-vehicle distance L acquired in step S301 is greater than or equal to the threshold α (step S302). As described above, the threshold α is predetermined based on the position and target speed of the own vehicle M, the position and speed of other vehicles, etc. The control device 100 compares the inter-vehicle distance L acquired in step S301 with the threshold α, and if it determines that the inter-vehicle distance L is less than the threshold α (No in step S302), it determines that the first determination is not possible (step S303), and terminates the execution of the first determination process in Figure 10.

[0087] On the other hand, if it is determined that the distance L between vehicles is greater than or equal to the threshold α (Yes in step S302), and if it is determined in step S300 above that there are no vehicles in front M1 and behind M2 in the adjacent lane (No in step S300), the control device 100 determines that the first determination is possible (step S304), and terminates the execution of the first determination process in Figure 10.

[0088] Returning to Figure 9, the control device 100 executes the process in step S31. In step S31, the control device 100 determines the result of the first determination process described in Figure 10. If the determination is negative (first determination not possible), the control device 100 transitions to a standby state where the vehicle M waits to change lanes (step S32). When the control device 100 transitions to the standby state, it may use the function of the notification control unit 190 to notify the HMI 30, navigation HMI 62, etc., that the vehicle is waiting to change lanes.

[0089] Next, the control device 100 performs a second determination process (step S33). Figure 11 is a flowchart (subroutine) showing an example of this second determination process. In step S330, the control device 100 determines whether a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane. That is, the control device 100, using the function of the recognition unit 130, recognizes the surrounding conditions of its own vehicle M and determines whether a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane. If it is determined that a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane (Yes in step S330), the control device 100 proceeds to step S331.

[0090] In step S331, the control device 100 acquires the distance L between the vehicle in front M1 and the vehicle behind M2. That is, the control device 100 uses the functions of the recognition unit 130 to identify the respective positions, speeds, accelerations, etc. of the vehicle in front M1 and the vehicle behind M2, and acquires the distance L between them.

[0091] Next, the control device 100, using the function of the lane change execution unit 170, determines whether the inter-vehicle distance L acquired in step S331 is greater than or equal to the threshold β (step S332). Here, the threshold β is a value greater than the threshold α mentioned above. That is, since it can be assumed that the occupants' monitoring of the surrounding situation is reduced when the vehicle M is in a standby state, the value of the threshold β is set to be greater than the threshold α. The control device 100 compares the inter-vehicle distance L acquired in step S331 with the threshold β and determines that the inter-vehicle distance L is less than the threshold β (No in step S332), determines that the second determination is not possible (step S333), and terminates the execution of the second determination process in Figure 11.

[0092] On the other hand, if it is determined that the distance L between vehicles is greater than or equal to the threshold β (Yes in step S332), and if it is determined in step S330 above that there are no vehicles in front M1 and behind M2 in the adjacent lane (No in step S330), the control device 100 determines that the second determination is possible (step S334), and terminates the execution of the second determination process in Figure 11.

[0093] Returning to Figure 9, the control device 100 executes the process in step S34. In step S34, the control device 100 determines the result of the second determination process described in Figure 11. If the determination is negative (second determination impossible), the control device 100 determines that the vehicle M cannot change lanes to the adjacent lane (step S35). If the control device 100 determines that a lane change is impossible, it proceeds to step S36.

[0094] In step S36, the control device 100 determines whether a predetermined time has elapsed. This predetermined time may be, for example, the time since entering the standby state in step S32 (or the time since the lane change support process was executed), and as mentioned above, it is, for example, 1.0 [min]. If the predetermined time has not elapsed (No in step S36), the process returns to step S33 and is repeatedly executed until the predetermined time has elapsed, or until the result of the second determination process is determined to be positive (second determination possible) within the predetermined time. If it is determined in step S36 that the predetermined time has elapsed (Yes in step S36), the control device 100 terminates the execution of the first lane change feasibility determination process in Figure 9. That is, the control device 100 terminates the first lane change feasibility determination process with the determination that the lane change is not possible.

[0095] On the other hand, if the result of the first determination process in step S31 is determined to be positive (first determination possible), or if the result of the second determination process in step S34 is determined to be positive (second determination possible), the control device 100 determines that the vehicle M can change lanes to the adjacent lane (step S37).

[0096] Returning to Figure 8, the control device 100 determines whether or not a lane change is permitted based on the result of the first lane change permission determination process (step S4). If it is determined that the lane change is not permitted (No in step S4), the control device 100 terminates the execution of the lane change support process in Figure 8. That is, it cancels the lane change of its own vehicle M to the adjacent lane. At this time, the control device 100 may, using the function of the notification control unit 190, notify the HMI 30, navigation HMI 62, etc., that the lane change has been canceled.

[0097] Conversely, if the lane change is deemed permissible based on the result of the first lane change permissibility determination process (Yes in step S4), the control device 100 turns on the lane change flag (step S5) and starts illuminating the turn signal 83 (step S6). The process of turning on the lane change flag in step S5 is a trigger to start illuminating the turn signal 83.

[0098] Next, the control device 100 initiates a lane change (step S7). That is, the control device 100, using the function of the lane change execution unit 170, initiates a lateral movement of the vehicle M to change lanes to the adjacent lane. Lateral movement here refers to the movement of the vehicle M from its current lane to the adjacent lane. In actual behavior, if the lane change is from the left lane to the right lane, the vehicle M moves diagonally forward to the right.

[0099] Furthermore, when performing this lane change, the control device 100, through the functions of the lane change execution unit 170, controls the driving force output device 200, the brake device 210, and the steering device 220 to change the vehicle M into the adjacent lane so that it follows the target trajectory.

[0100] Next, the control device 100 determines whether the vehicle M has completed changing lanes to the adjacent lane (step S8). Specifically, the control device 100 uses the function of the recognition unit 130 to identify the position and orientation of the vehicle M, and determines that the lane change is complete if, for example, the orientation of the vehicle M is parallel to the direction of travel in the adjacent lane. If, in step S8, it is determined that the vehicle M has not yet completed changing lanes (No in step S8), the control device 100 waits until the lane change is completed.

[0101] Conversely, if the control device 100 determines in step S8 that the lane change of the vehicle M is complete, it turns off the turn signal 83 (step S9). In other words, the control device 100 turns off the turn signal 83 that was illuminated in step S6 as the lane change of the vehicle M is complete. After turning off the turn signal 83, the control device 100 turns off the lane change flag (step S10) and terminates the execution of the lane change support process shown in Figure 8. After the lane change is completed (for example, at any of the timings in steps S8 to S10), the control device 100 may, using the function of the notification control unit 190, notify the HMI 30, navigation HMI 62, etc., that the lane change has been completed. Note that the process shown in Figures 8 to 11 above is an example of "first lane change control".

[0102] Next, step S11 will be described. Step S11 is the process that occurs when the operation switch SW1 is not operated as a trigger for a lane change request in step S2 (in other words, when the turn signal lever 81 is operated in a half-lock position), and the control device 100 executes a second lane change feasibility determination process.

[0103] Figure 12 is a flowchart (subroutine) showing an example of the process for determining whether or not to change to the second lane. The process for determining whether or not to change to the second lane is almost the same as the first determination process in the first lane change determination process described above. Therefore, the explanation of processes that are the same as the first determination process will be omitted or simplified.

[0104] In step S1100, the control device 100 determines whether a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane. That is, the control device 100 uses the function of the recognition unit 130 to recognize the surrounding conditions of its own vehicle M and determines whether a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane. If it determines that a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane (Yes in step S1100), the control device 100 proceeds to step S1101.

[0105] In step S1101, the control device 100 acquires the distance L between the vehicle in front M1 and the vehicle behind M2. That is, the control device 100 uses the functions of the recognition unit 130 to identify the respective positions, speeds, accelerations, etc. of the vehicle in front M1 and the vehicle behind M2, and acquires the distance L between them.

[0106] Next, the control device 100, using the function of the lane change execution unit 170, determines whether the distance L between vehicles acquired in step S1101 is greater than or equal to the threshold α (step S1102). Note that the threshold in step S1101 is a lane change request based on the operation of the turn signal lever 81 by the occupant, and therefore the occupant's monitoring of the surrounding situation is higher compared to, for example, when changing lanes from a waiting state in the first lane change feasibility determination process described above. Therefore, the magnitude of this threshold may be the same as the threshold α described above, or it may be a value smaller than threshold α, taking safety into consideration. In the example shown in Figure 12, for convenience, the threshold α is written as the same as the threshold in the first determination process.

[0107] The control device 100 compares the inter-vehicle distance L obtained in step S1101 with the threshold α. If it determines that the inter-vehicle distance L is less than the threshold α (No in step S1102), it determines that a lane change is not permitted, terminates the execution of the second lane change permission determination process in Figure 12, and proceeds to step S4 in Figure 8. On the other hand, if it determines that the inter-vehicle distance L is greater than or equal to the threshold α (Yes in step S1102), and if it determines in step S1100 above that there are no vehicles in front M1 and behind M2 in the adjacent lane (No in step S1100), the control device 100 determines that a lane change is permitted (step S1104), terminates the execution of the second lane change permission determination process in Figure 12, and proceeds to step S4 in Figure 8. The processing from step S4 onwards in Figure 8 is as described above, so its explanation is omitted here. Note that the processing shown in Figures 8 and 12 above is an example of "second lane change control".

[0108] As described above, in this embodiment, if the first determination process determines that a lane change is impossible, the system transitions to a standby state. From this standby state, a second determination is made, and if it is determined that a lane change is possible, the lane change is executed. In other words, even if the first determination determines that a lane change is impossible, there is a possibility that the lane change will be performed based on the result of the subsequent second determination. This makes it possible to perform the lane change intended by the occupants of vehicle M while reducing the effort required from the occupants of vehicle M, compared to a system that, for example, determines that a lane change is impossible in the first determination and immediately cancels the lane change. In short, even if the occupants do not perform the lane change operation again after the system has initially determined that a lane change is impossible, the possibility of a lane change can be determined again, thus reducing the effort required from the occupants of vehicle M and increasing the likelihood that the lane change intended by the occupants of vehicle M will be performed.

[0109] Furthermore, if the first determination determines that a lane change is possible, the vehicle M will not enter a waiting state and will perform the lane change, thus enabling a lane change that best reflects the occupants' intention (timing) to change lanes.

[0110] Furthermore, in this embodiment, the conditions for determining whether a lane change is permissible from a standby state (second condition) are stricter than the conditions for determining whether a lane change is permissible without a standby state (first condition). In the first condition, the lane change is triggered by the occupant's operation to change lanes, so the occupant's monitoring of surrounding conditions, such as the distance to other vehicles traveling in adjacent lanes, is easily reflected. On the other hand, while a lane change from a standby state is triggered by the occupant's operation to change lanes, it is assumed that the occupant's monitoring of surrounding conditions will be reduced because the vehicle has transitioned to a standby state. In other words, in the second condition, compared to the first condition, the occupant's monitoring of surrounding conditions is reduced, and the reliance on the control device 100 to monitor said surrounding conditions increases, so the conditions for determining whether a lane change is permissible become stricter with a greater consideration for safety. In this way, by changing the lane change conditions depending on whether the lane change is performed from a waiting state or not, when a lane change is performed based on the relatively less stringent condition 1, the threshold for the distance between vehicles becomes smaller, increasing the likelihood of being able to change lanes, and consequently increasing the likelihood of responding to the occupants' requests to change lanes. On the other hand, when a lane change is performed based on the relatively stricter condition 2, it becomes possible to perform a lane change with greater consideration for safety.

[0111] Furthermore, in this embodiment, the relative distance (distance L) in the second determination gradually increases according to the elapsed time and distance traveled. In other words, the second condition in the second determination for determining a vehicle change becomes progressively stricter. Therefore, compared to, for example, a case where the distance L in the second determination is uniform, it becomes possible to change lanes with a sense of timing closer to when the occupants indicate their intention to change lanes. That is, if the distance L in the second determination is uniform, for example, the value of the threshold β explained in Figure 6 will uniformly be βmax, but as in this embodiment, by gradually increasing the threshold β according to the elapsed time and distance traveled, the time during which the distance between vehicles is shorter than βmax is longer, so the opportunities to determine that a change of vehicle is possible increase. As a result, the opportunities to respond to the occupants' intention to change lanes increase.

[0112] Furthermore, in this embodiment, the trigger for a lane change request from an occupant is the operation of the operation switch SW1 or the half-lock operation of the turn signal lever 81. The process of transitioning to the standby state described above and determining whether or not a lane change is permitted (first lane change control) is executed when a lane change request is made by the operation switch SW1, but not when a lane change request is made by the half-lock operation. Normally, the turn signal 83 starts to illuminate when the turn signal lever 81 is operated. Therefore, if the first lane change control is executed even when a lane change request is made by, for example, the half-lock operation of the turn signal lever 81, the turn signal 83 may remain illuminated during the standby state, which may cause discomfort to the occupants of the vehicle M or occupants of other vehicles. On the other hand, when a lane change request is made via the operation switch SW1, the turn signal 83 will only begin to illuminate after the second determination process, which transitions to the standby state, determines that a lane change is possible. Therefore, there are no inconveniences such as the turn signal 83 illuminating too early (in other words, it can be illuminated at the appropriate time), and as a result, the possibility of causing discomfort to the occupants of the vehicle M or occupants of other vehicles can be reduced.

[0113] Furthermore, when a lane change request is made via a half-lock operation and the first lane change control is executed, even if the turn signal 83 does not remain illuminated during the standby state as described above, the turn signal 83 will illuminate briefly at the time the half-lock operation is performed. However, in the case of a lane change request made via the operation switch SW1, it is determined that a lane change is possible and the turn signal 83 begins to illuminate (in other words, it is not the case that a lane change becomes impossible after the turn signal 83 has illuminated), thus enabling accurate notification of an impending lane change to surrounding vehicles.

[0114] Furthermore, in this embodiment, if a lane change request is made by half-locking the turn signal lever 81, the second lane change control is executed. That is, if it is determined that a lane change is not possible when the half-lock operation is performed, the system does not transition to the standby state and does not perform a lane change. This prevents the turn signal 83 from illuminating in the standby state when, for example, the half-lock operation is performed. It can also be said that the system does not transition to the standby state described above because the half-lock operation is interpreted as the occupant's intention to change lanes at that time. Therefore, it is possible to prevent a lane change from being performed when the occupant recognizes that the lane change control (second lane change control) has ended.

[0115] Furthermore, by enabling the lane change assistance described above, it is possible to contribute to the development of a sustainable transportation system that also takes into consideration vulnerable road users.

[0116] <Other Embodiments> Next, other embodiments will be described. In the embodiments described above, lane change support processing based on the operation of the operation switch SW1 or the operation of the turn signal lever 81 (half-lock operation) by the occupant was described. On the other hand, as described above, the control device 100 has the function of a lane change proposal unit 180, and the lane change proposal unit 180 may propose a lane change to the occupant of the vehicle M. If the occupant of the vehicle M agrees to the lane change proposal by operating the approval selection switch SW2 or the like, the lane change execution unit 170 executes a lane change by third lane change control.

[0117] [Third Lane Change Control] The third lane change control differs from the first lane change control described above in that the trigger for the lane change is agreement to the proposal from the lane change proposal unit 180 by operating the approval selection switch SW2. However, the logic for determining whether to change lanes and executing the lane change is the same as in the first lane change control. Therefore, a detailed explanation of the specific contents will be omitted here, and an example of the process will be explained using the flowchart shown in Figure 13.

[0118] [Other examples of processes performed by the control device 100] Figure 13 is a flowchart showing another example of a process (lane change support process) executed by the control device 100. This process is executed repeatedly at a predetermined interval, for example, when the ignition power of the vehicle M is on. As mentioned above, this process includes the same process as the first lane change control (process in Figure 8). Therefore, the same process is given the same step number, and its explanation is omitted or simplified.

[0119] First, the control device 100 performs a process to determine whether or not it is permissible to change to the third lane (step S400). Figure 14 is a flowchart (subroutine) showing an example of this process to determine whether or not it is permissible to change to the third lane. The process to determine whether or not it is permissible to change to the third lane is almost the same as the first determination process in the first lane change determination process described above. Therefore, the explanation of processes that are the same as the first determination process will be omitted or simplified.

[0120] In step S4000, the control device 100 determines whether a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane. That is, the control device 100 uses the function of the recognition unit 130 to recognize the surrounding conditions of its own vehicle M and determines whether a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane. If it is determined that a vehicle M1 in front and a vehicle M2 behind are present in the adjacent lane (Yes in step S4000), the control device 100 proceeds to step S4001.

[0121] In step S4001, the control device 100 acquires the distance L between the vehicle in front M1 and the vehicle behind M2. That is, the control device 100 uses the functions of the recognition unit 130 to identify the respective positions, speeds, accelerations, etc. of the vehicle in front M1 and the vehicle behind M2, and acquires the distance L between them.

[0122] Next, the control device 100, using the function of the lane change execution unit 170, determines whether the distance L between vehicles acquired in step S4001 is greater than or equal to threshold γ (step S4002). In the example of Figures 13 and 14, the trigger for the lane change is a suggestion by the lane change suggestion unit 180, so it can be said that the monitoring of the occupants' surroundings is less compared to, for example, the operation of the turn signal lever 81 or the operation switch SW1. Therefore, it is preferable that the threshold γ be a value that takes safety into consideration more than the thresholds α and β mentioned above. Accordingly, threshold γ is a value greater than threshold β.

[0123] The control device 100 compares the inter-vehicle distance L obtained in step S4001 with the threshold γ. If it determines that the inter-vehicle distance L is less than the threshold γ (No in step S4002), it determines that lane changes are not permitted (step S4003), terminates the execution of the third lane change permission determination process in Figure 14, and proceeds to step S410 in Figure 13. On the other hand, if it determines that the inter-vehicle distance L is greater than or equal to the threshold γ (Yes in step S4002), or if it determines in step S4000 above that there are no vehicles in front M1 and behind M2 in the adjacent lane (No in step S4000), the control device 100 determines that lane changes are permitted (step S4004), terminates the execution of the third lane change permission determination process in Figure 14, and proceeds to step S410 in Figure 13.

[0124] Returning to Figure 13, in step S410, the control device 100 determines whether or not a lane change is permitted based on the result of the third lane change permit / failure determination process (step S410). If it is determined that the lane change is not permitted (No in step S410), the control device 100 terminates the execution of the lane change support process in Figure 13.

[0125] Conversely, if the third lane change feasibility determination process determines that a lane change is permissible (Yes in step S410), the control device 100 makes a lane change proposal using the functions of the lane change proposal unit 180 (step S420). Specifically, the lane change proposal unit 180 makes a lane change proposal to the occupants of the vehicle M based on the surrounding conditions recognized by the recognition unit 130 and the target trajectory generated by the action plan generation unit 140. This proposal is executed, for example, by the notification control unit 190 notifying the HMI 30, navigation HMI 62, etc., whether or not to propose a lane change.

[0126] Next, the control device 100 determines whether approval has been given for the lane change proposal in step S420 (step S430). If the occupant agrees to the lane change proposal in step S420, they operate the approval selection switch SW2 to give their consent. Even if they do not agree to the lane change proposal, they still operate the approval selection switch SW2. The control device 100 detects the operation of the approval selection switch SW2 and determines whether approval for the lane change has been given. If it determines that approval for the lane change has not been given (No in step S430), the control device 100 terminates the execution of the lane change support process shown in Figure 13.

[0127] Conversely, if it determines that approval for a lane change is granted (Yes in step S430), the control device 100 proceeds to step S5, turns on the lane change flag (step S5), and starts illuminating the turn signal 83 (step S6). The process from step S6 onwards in Figure 13 is the same as in Figure 8 and as described above, so its explanation is omitted here. Note that the process shown in Figures 13 and 14 is an example of "third lane change control".

[0128] In this way, when a lane change is proposed by the lane change proposal unit 180, the occupant's consent triggers the lane change, making it possible to change lanes according to the occupant's intentions.

[0129] In step S430 described above, the timing at which the approval selection switch SW2 is operated in response to the lane change proposal may vary depending on the occupant. For example, if there is a time lag of more than a predetermined time from the lane change proposal in step S420, even if the third lane change feasibility determination process determines that the lane change is permissible, it is possible that the lane change may be determined to be impassable during the time lag. Therefore, if the control device 100 determines in step S430 that approval for the lane change is granted, it may perform a process to determine the feasibility of the lane change again. If the second determination of the feasibility of the lane change determines that the lane change is permissible, the control device 100 may proceed to step S5.

[0130] [others] Although each embodiment has been described above with reference to the drawings, it goes without saying that the present invention is not limited to these embodiments. It is clear to those skilled in the art that various modifications and alterations can be conceived within the scope of the claims, and these are also understood to naturally fall within the technical scope of the present invention. Furthermore, the components of the above embodiments may be combined arbitrarily without departing from the spirit of the invention.

[0131] In the above-described embodiment, the distance L between a vehicle in front M1 and a vehicle behind M2 traveling in adjacent lanes was explained as an example of a parameter indicating the conditions related to relative distance. However, as mentioned above, the parameter may also be, for example, the relative speed between the vehicle M and the other vehicle (vehicle M1 and vehicle M2) or the relative distance between the vehicle M and the other vehicle (vehicle M1 and vehicle M2). In such a case, the control device 100, using the function of the recognition unit 130, acquires the relative speed (or relative distance) between the vehicle M and the other vehicle based on the current speed and target speed of the vehicle, as well as the speed and acceleration of the other vehicle, and then performs a lane change based on the acquired relative speed (or relative distance) to determine whether a vehicle change is permissible. Note that at least one parameter indicating the conditions related to relative distance is sufficient, but multiple parameters may be adopted. By employing multiple parameters, for example, even if the distance between the vehicle in front M1 and the vehicle behind M2 is relatively large, if the vehicle behind M2 is traveling at a large speed difference of 30 km / h or more relative to the vehicle M, the system may determine that a lane change is not possible. On the other hand, even if the distance between the vehicle in front M1 and the vehicle behind M2 is relatively small, if the vehicle behind M2 is traveling at a large speed relative to the vehicle M, such as -30 km / h relative to the vehicle M, the system may determine that a lane change is possible.

[0132] In this way, by determining whether or not to allow a lane change based on multiple parameters and then executing the lane change, it becomes possible to perform lane changes with greater consideration for safety. On the other hand, if the number of parameters used is reduced, the determination of whether or not to allow a lane change becomes less stringent compared to when multiple parameters are used, while still ensuring safety, thus increasing the likelihood of successfully executing a lane change. As a result, the likelihood of responding to the occupant's intention to change lanes increases. The selection and number of parameters to be used may be customized as appropriate by the manufacturer of the vehicle M, etc. For example, the parameters used may be changed depending on the type of vehicle to which the system is adopted.

[0133] Furthermore, although the control device 100 described above had two control units, a first control unit 120 and a second control unit 160, the control unit may be a single unit or further divided into many more control units. Also, for example, at least some of the functional units constituting the first control unit 120 and the second control unit 160 (recognition unit 130, action plan generation unit 140, lane change execution unit 170, lane change proposal unit 180, notification control unit 190) may be implemented on a server or otherwise divided into multiple devices.

[0134] Furthermore, although the operation switch SW1 and the approval selection switch SW2 were described as different switches in the above-described embodiment, the operation switch SW1 and the approval selection switch SW2 may be the same. In addition, one switch may have the functions of both the operation switch SW1 and the approval selection switch SW2. In that case, both lane changes and consent to lane change proposals can be made with a single switch. Also, although the threshold γ in step S4002 was described as a value greater than the threshold β in the above-described embodiment, the threshold γ may be the same value as the threshold β.

[0135] Furthermore, the control method described in the above-mentioned embodiments can be realized by executing a pre-prepared control program on a computer. This control program is recorded on a computer-readable storage medium and executed by reading it from the storage medium. This control program may also be provided in the form of a non-transient storage medium such as flash memory, or it may be provided via a network such as the Internet. The computer that executes this control program may be included in the control device, included in an electronic device such as a smartphone, tablet terminal, or personal computer that can communicate with the control device, or included in a server device that can communicate with these control devices and electronic devices.

[0136] This specification includes at least the following: The components and other elements corresponding to those in the embodiments described above are shown in parentheses as examples, but are not limited thereto.

[0137] (1) A lane change support device (control device 100) capable of assisting the vehicle (vehicle M) in changing lanes from its own lane (left lane 112) to an adjacent lane (right lane 111) adjacent to the said lane, The aforementioned recognition unit (recognition unit 130) recognizes the surrounding conditions of the vehicle, The system includes a lane change execution unit (lane change execution unit 170) that performs the lane change based on the surrounding conditions recognized by the recognition unit, The lane change execution unit is as follows: In response to the operation of a predetermined control device provided on the vehicle, a first determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the first determination determines that the lane change is impossible, the system transitions to a waiting state where it awaits execution of the lane change. After transitioning to the aforementioned standby state, a second determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the second determination determines that the lane change is possible, the first lane change control is executed to perform the lane change. Lane change assist system.

[0138] According to (1), compared to a system that, for example, determines in the first judgment that a lane change is impossible and immediately cancels the lane change, this system reduces the effort required from the occupants of the vehicle while making it possible for the occupants of the vehicle to perform the lane change as intended. In other words, even if the occupants' attempt to change lanes is not performed again after the system has initially determined that a lane change is impossible, the system can re-determine whether a lane change is possible. This reduces the effort required from the occupants of the vehicle while increasing the likelihood that the occupants of the vehicle will perform the lane change as intended.

[0139] (2) A lane change assist device as described in (1), If the lane change execution unit determines that the lane change is possible based on the first determination, it will perform the lane change without transitioning to the standby state. Lane change assist system.

[0140] According to (2), if the first determination determines that a lane change is possible, the vehicle will not enter a waiting state and the lane change will be executed, thus enabling a lane change that best reflects the occupants' intention (timing) to change lanes.

[0141] (3) A lane change assist device as described in (1), The lane change execution unit is as follows: In the first determination, if the surrounding conditions satisfy the first condition, it is determined that the lane change is possible. In the second determination, if the surrounding conditions satisfy a second condition that is stricter than the first condition, it is determined that the lane change is possible. Lane change assist system.

[0142] According to (3), by making the second condition for determining whether or not to change lanes while in standby mode stricter than the first condition, even if the occupants of the vehicle are less attentive to the surrounding situation while in standby mode, the stricter conditions for determining whether or not to change lanes will allow for lane changes that take safety into consideration.

[0143] (4) A lane change assist device as described in (3), The first and second conditions respectively include conditions relating to the relative distance (inter-vehicle distance L) between the vehicle itself and other vehicles traveling in the adjacent lane (vehicle in front M1, vehicle behind M2), The relative distance in the second determination is longer than the relative distance in the first determination. Lane change assist system.

[0144] According to (4), if the following distance in the second condition is longer than the following distance in the first condition, then even if the occupants of the vehicle are less attentive to the surrounding situation while waiting, for example, the strict conditions for whether or not a lane change is permissible (following distance) make it possible to change lanes safely.

[0145] (5) A lane change assist device as described in (4), In the second condition described above, the relative distance gradually increases with elapsed time or distance traveled. Lane change assist system.

[0146] According to (5), by gradually increasing the following distance in the second condition, for example, compared to setting the following distance in the second condition to a uniform value, the following distance will be shorter than that uniform distance until it is reached, thus increasing the opportunities for it to be determined that a change in following distance is possible, and making it possible to change lanes with a feeling closer to the timing at which the occupants indicate their intention to change lanes.

[0147] (6) A lane change assist device as described in (1), The aforementioned operating element is a different operating element (operating switch SW1) from the turn signal lever (turn signal lever 81). Lane change assist system.

[0148] According to (6), when a lane change request is made via the control switch, the first lane change control is executed, but when a lane change request is made via the turn signal lever, the first lane change control is not executed. Therefore, if the first lane change control were executed when a lane change request was made via the turn signal lever, the turn signal would illuminate while the vehicle was in standby mode, but this event does not occur. As a result, it is possible to avoid causing discomfort or other disturbances to the occupants of the vehicle or other vehicles due to the turn signal illuminating while the vehicle is in standby mode.

[0149] (7) A lane change assist device as described in (6), The lane change execution unit is as follows: In response to a predetermined operation of the turn signal lever, if it is determined that the lane change is possible based on the surrounding conditions, the vehicle will perform the lane change; however, if it is determined that the lane change is impossible based on the surrounding conditions, a second lane change control will be executed, which will not perform the lane change. Lane change assist system.

[0150] According to (7), for example, if a half-lock operation is performed, the system will not switch to standby mode, thus preventing the turn signals from illuminating while in standby mode.

[0151] (8) A lane change assist device as described in (6), The lane change execution unit is as follows: The turn signal (indicator 83) will not illuminate if the aforementioned control is operated alone. If the first determination determines that the lane change is possible, or if the first determination determines that the lane change is impossible, and the second determination determines that the lane change is possible, the turn signal light is illuminated. Lane change assist system.

[0152] According to (8), when a lane change request is made via the control switch, the turn signal will only begin to illuminate after the second determination process, which transitions to the standby state, determines that a lane change is possible. Therefore, there are no problems such as the turn signal illuminating too early, and in other words, the turn signal can be illuminated at the appropriate timing.

[0153] (9) A lane change assist device as described in (1), The vehicle further includes a lane change proposal unit (lane change proposal unit 180) that makes the aforementioned lane change proposal to the occupants of the vehicle, The lane change execution unit is as follows: In response to the operation performed by the lane change proposal unit to agree to the proposal, the third lane change control is executed to perform the lane change. When the operator is operated while the aforementioned proposal is not being made, the first lane change control is executed. Lane change assist system.

[0154] According to (9), when a lane change is proposed by the lane change proposal unit, the occupant's consent triggers the lane change, making it possible to change lanes according to the occupant's intentions. [Explanation of Symbols]

[0155] 81 Turn signal lever 83 Turn signal 100 Control device (lane change assist device) 111 Right lane (adjacent lane) 112 Left lane (own lane) 130 Recognition part 170 Lane Change Execution Unit 180 Lane Change Proposal Department L: Following distance (relative distance) M (My Vehicle) M1 Front vehicle (other vehicle) M2 Rear vehicle (other vehicle) SW1 Operation Switch

Claims

1. A lane change support device capable of assisting a vehicle in changing lanes from its own lane to an adjacent lane adjacent to the same lane, The recognition unit recognizes the surrounding conditions of the vehicle, The system includes a lane change execution unit that performs the lane change based on the surrounding conditions recognized by the recognition unit, The lane change execution unit is as follows: In response to the operation of a predetermined control device provided on the vehicle, a first determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the first determination determines that the lane change is impossible, the system transitions to a waiting state where it awaits execution of the lane change. After transitioning to the aforementioned standby state, a second determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the second determination determines that the lane change is possible, the first lane change control for performing the lane change is executed. The lane change execution unit is as follows: In the first determination, if the surrounding conditions satisfy the first condition regarding the relative distance to other vehicles traveling in the adjacent lane, it is determined that the lane change is possible. In the second determination, it is determined that the lane change is possible if the surrounding conditions satisfy the second condition, which is stricter than the first condition, in that the relative distance to the other vehicle is longer. Lane change assist system.

2. A lane change assist device according to claim 1, If the lane change execution unit determines that the lane change is possible based on the first determination, it will perform the lane change without returning to the standby state. Lane change assist system.

3. A lane change assist device according to claim 1, In the second condition described above, the relative distance gradually increases with elapsed time or distance traveled. Lane change assist system.

4. A lane change assist device according to claim 1, The aforementioned control is a different control from the turn signal lever. Lane change assist system.

5. A lane change assist device according to Claim 1, The lane change execution unit is as follows: In the first lane change control, after determining that the lane change is possible based on the second determination, the turn signal is activated and the lane change is performed. Lane change assist system.

6. A lane change assist device according to claim 4, The lane change execution unit is as follows: In response to a predetermined operation of the turn signal lever, if it is determined that the lane change is possible based on the surrounding conditions, the vehicle will perform the lane change; however, if it is determined that the lane change is impossible based on the surrounding conditions, a second lane change control will be executed, which will not perform the lane change. Lane change assist system.

7. A lane change assist device according to claim 4, The lane change execution unit is as follows: The turn signal light will not illuminate if the aforementioned control is operated alone. If the first determination determines that the lane change is possible, or if the first determination determines that the lane change is impossible, and the second determination determines that the lane change is possible, the turn signal light is illuminated. Lane change assist system.

8. A lane change assist device according to claim 1, The vehicle further comprises a lane change proposal unit that makes the aforementioned lane change proposal to the occupants of the vehicle, The lane change execution unit is as follows: In response to the operation performed by the lane change proposal unit to agree to the proposal, the third lane change control is executed to perform the lane change. When the operator is operated while the aforementioned proposal is not being made, the first lane change control is executed. Lane change assist system.

9. A lane change support device capable of assisting a vehicle to change lanes from its own lane to an adjacent lane adjacent to the same lane, The recognition unit recognizes the surrounding conditions of the vehicle, A lane change execution unit that performs the lane change based on the surrounding conditions recognized by the recognition unit, The vehicle includes a lane change suggestion unit that makes the aforementioned lane change suggestion to the occupants of the vehicle, The lane change execution unit is as follows: In response to the operation of a predetermined control device provided on the vehicle, a first determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the first determination determines that the lane change is impossible, the system transitions to a waiting state where it awaits execution of the lane change. After transitioning to the aforementioned standby state, a second determination is made to determine whether or not the lane change is permissible based on the surrounding conditions. If the second determination determines that the lane change is possible, the first lane change control for performing the lane change is executed. The lane change execution unit is as follows: In response to the operation performed by the lane change proposal unit to agree to the proposal, the third lane change control is executed to perform the lane change. When the operator is operated while the aforementioned proposal is not being made, the first lane change control is executed. Lane change assist system.

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