JP2016000602A - Lane change support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a lane change support apparatus that reduces a possibility of a vehicle contacting an obstacle existing outside of a target lane viewed from the vehicle when supporting a lane change.SOLUTION: A lane change support apparatus includes a control part for controlling a lane change support for a vehicle changing to a target offset position preset in a target lane in a lane-width direction viewed from a travel lane of the vehicle. Further, the target offset position is a position in the target lane, the position offset toward the travel lane from the center of the target lane.

Description

  The present invention relates to a lane change support device.

  Regarding the lane change support for a vehicle from the travel lane to the target lane, for example, Patent Document 1 discloses control for supporting the lane change from the travel lane to the center position of the target lane.

Japanese Patent Laying-Open No. 2005-162014

  By the way, there are cases where obstacles such as a traveling vehicle traveling along the lane adjacent to the target lane and a wall along the target lane exist outside the target lane as viewed from the vehicle. In such a case, it is desirable from the viewpoint of reducing the possibility of contact to secure the distance between the obstacle outside the target lane and the vehicle in the lane change. It is an object of the present invention to reduce the possibility of contact between an obstacle outside the target lane as viewed from the vehicle and the vehicle during lane change support.

  A lane change support device according to the present invention includes a control unit that performs lane change support control of the vehicle from a travel lane of the vehicle to a preset target offset position in a lane width direction of the target lane, and the target offset position is And a position offset in the lane width direction in the target lane from the center of the target lane to the travel lane side.

  ADVANTAGE OF THE INVENTION According to this invention, at the time of lane change assistance, the contact possibility of the obstruction of the outer side of the target lane seen from the vehicle and a vehicle can be reduced.

It is a figure explaining a functional block of vehicles provided with a lane change support device concerning a 1st embodiment. It is a figure explaining an example of a lane change scene. It is a flowchart which shows operation | movement of the lane change assistance apparatus shown in FIG. It is a figure explaining the functional block of a vehicle provided with the lane change assistance apparatus which concerns on 2nd Embodiment. It is a figure explaining the lane change scene by the lane change assistance apparatus shown in FIG. It is a flowchart which shows operation | movement of the lane change assistance apparatus shown in FIG. It is a figure explaining the functional block of a vehicle provided with the lane change assistance apparatus which concerns on 3rd Embodiment. It is a figure explaining the functional block of a vehicle provided with the lane change assistance device which concerns on 4th Embodiment.

  Embodiments of the present invention will be described below with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

[First Embodiment]
The lane change support device according to the first embodiment is a device that performs lane change support control (lane change support control) for moving a vehicle from a travel lane in which the vehicle travels to a target lane adjacent to the travel lane. The lane change support control includes control for changing lanes by automatic driving that does not require the driver of the vehicle, and control for changing lanes by cooperative driving in cooperation with the steering of the driver of the vehicle. In the following, in consideration of ease of understanding, a case where the lane change assist device performs lane change assist control for changing lanes by automatic driving based on an instruction from the driver will be described as an example.

  Drawing 1 is a figure explaining the functional block of vehicles provided with the lane change support device concerning a 1st embodiment. As illustrated in FIG. 1, the vehicle 1 includes, for example, a GPS (Global Positioning System) 2, a camera 3, a map database 4, an operation unit 5, an ECU (Electronic Control Unit) 6, and a traveling unit 7. The ECU 6 is a computer of an automobile device that is electronically controlled, and includes a processor (CPU (Central Processing Unit)), a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory), an input / output interface, and the like. The As will be described later, some functions of the ECU 6 correspond to the lane change assisting device.

  Initially, the structure regarding the input information of ECU6 is demonstrated. For example, the GPS 2 measures the current position of the vehicle 1 and outputs position information of the vehicle 1 to the ECU 6. The camera 3 captures, for example, the front and side of the vehicle 1 and outputs image data to the ECU 6. The map database 4 is configured to be referable from the ECU 6 and stores road information. The road information includes, for example, position information of roads that can be driven, the number of lanes, and surrounding obstacle information. The peripheral obstacle information is information regarding a structure existing on the side of the road. The surrounding obstacle information includes, for example, the presence / absence of a wall or a tree provided along the road, and position information such as a wall or a tree. The operation unit 5 is, for example, an instruction lever for lane change support control, and outputs lane change instruction information to the ECU 6 in response to a driver input.

  The ECU 6 includes a vehicle position acquisition unit 10, a map data acquisition unit 11, a travel position estimation unit 12, an instruction reception unit 13, a travel distance calculation unit 14, and a lane change control unit 15.

  The vehicle position acquisition unit 10 acquires the position information of the vehicle 1 from the GPS 2 and outputs the position information of the vehicle 1 to the map data acquisition unit 11 and the travel position estimation unit 12.

  Based on the position information of the vehicle 1 obtained from the vehicle position acquisition unit 10, the map data acquisition unit 11 acquires road information related to the traveling road on which the vehicle 1 travels from the map database 4. The map data acquisition unit 11 outputs the road information to the travel position estimation unit 12 and the travel distance calculation unit 14.

  The travel position estimation unit 12 estimates the travel position of the vehicle 1. For example, the traveling position estimation unit 12 performs known image processing on the image data input from the camera 3 to recognize white lines that divide the lane. Then, when there are a plurality of travel lanes, the travel position estimation unit 12 estimates an identification number (for example, a number assigned in order from the left) that identifies the travel lane of the vehicle 1. Then, the travel position estimation unit 12 estimates the travel position of the vehicle 1 on the travel lane. The traveling position of the vehicle 1 can be expressed by, for example, a lateral offset amount (an offset amount in the lane width direction) with reference to the center of the traveling lane.

  The travel position estimation unit 12 uses the position information of the vehicle 1 obtained from the vehicle position acquisition unit 10 and the road information obtained from the map data acquisition unit 11 without using image data. May be estimated. Alternatively, the travel position estimation unit 12 uses the position information of the vehicle 1 obtained from the vehicle position acquisition unit 10 or the road information obtained from the map data acquisition unit 11 to travel the vehicle 1 estimated by image processing. The position estimation accuracy may be improved.

  The instruction receiving unit 13 receives lane change instruction information from the operation unit 5. The instruction receiving unit 13 outputs lane change instruction information to the travel distance calculating unit 14 and the lane change control unit 15.

  For example, when the lane change instruction information is input from the instruction receiving unit 13, the movement distance calculation unit 14 calculates a movement distance in the lane width direction necessary for lane change. The moving distance is a distance from the position of the vehicle 1 to the target offset position in the target lane. The target offset position is a position that is offset from the center of the target lane toward the traveling lane in the lane width direction in the target lane, and is a position that is a target of lane change support control. The target offset position may be calculated before the vehicle is operated in the lane change assist control, or may be a constant value (fixed value). In any case, it may be determined in advance before the execution of the lane change support control.

  The travel distance calculation unit 14 is, for example, based on the travel position of the vehicle 1 input from the travel position estimation unit 12 and the road information obtained from the map data acquisition unit 11 in the lane width direction when the lane of the vehicle 1 is changed. Is calculated.

  In calculating the travel distance, first, the travel distance calculation unit 14 calculates the degree of risk based on the road information. The degree of danger is an index indicating the degree of possibility that the vehicle will contact an obstacle outside the target lane or the possibility of departure from the lane. For example, the moving distance calculation unit 14 determines whether or not the target lane is located on the outermost side of the traveling road. If the target lane is located on the outermost side of the traveling road, It is determined whether or not there are obstacles such as walls and gutters, and the degree of risk is calculated based on the determination result. For example, the movement distance calculation unit 14 may calculate the risk level as 1 when an obstacle is present, and calculate the risk level as 0 when there is no obstacle.

  Further, the movement distance calculation unit 14 may acquire a margin that is a distance between the target lane in the lane width direction and an obstacle such as a wall based on the road information, and calculate the degree of danger as the margin is shorter. Good. FIG. 2 is a diagram illustrating an example of a lane change scene. The lane change scene shown in FIG. 2 is a scene in which the vehicle 1 travels on the lane L2 at the center of the traveling road composed of the lanes L1, L2, and L3. On the left side of the traveling road, a wall W1 is provided at a distance of a margin M1 from the white line HL1 of the lane L1. A wall W2 is provided on the right side of the traveling road at a distance of a margin M2 from the white line HL4 of the lane L3. The margin M2 is shorter than the margin M1. In this case, the moving distance calculation unit 14 calculates the degree of risk greater when the target lane is L3 (in the case of margin M2) than when the target lane of the lane change is L1 (in the case of margin M1). . Alternatively, the moving distance calculation unit 14 uses a predetermined risk determination threshold value, when the margins M1 and M2 are less than or equal to the risk determination threshold value, the risk is 0, and the margins M1 and M2 exceed the risk determination threshold value. Alternatively, the risk may be calculated as 1 when there is no obstacle.

The travel distance calculation unit 14 calculates the travel distance using the calculated risk level, the travel position of the vehicle 1, and the lane width of the travel lane. For example, the risk is Risk and, as shown in FIG. 2, the lane width of the travel lane L2 of the vehicle 1 is W (actual value), and the center position ML2 of the travel lane L2 at the start of the lane change is moved toward the target lane L3. Is Yini (actual value), and the lateral offset amount from the center position ML3 of the target lane L3 to the travel lane L2 (offset amount from the center position ML3 to the target offset position P) is Yofs (constant). The following equation 1 can be used to calculate the movement distance D in the lane width direction, that is, the lateral direction.
D = W-Yini-Yofs.Risk (Equation 1)
The travel distance calculation unit 14 outputs the calculated travel distance D in the lane width direction to the lane change control unit 15.

  The lane change control unit 15 performs lane change support control based on the lane change instruction information input from the instruction reception unit 13 and the movement distance D in the lane width direction input from the movement distance calculation unit 14. For example, the lane change control unit 15 determines the movement direction from the lane change instruction information, generates a travel locus to the target lane using the travel distance D, and uses the generated travel locus as a control target value to generate the travel unit 7. Output a signal to The traveling unit 7 includes, for example, a steering mechanism and an acceleration / deceleration mechanism, and causes the vehicle 1 to travel according to the output signal of the lane change control unit 15. The travel distance calculation unit 14 and the lane change control unit 15 described above constitute the control unit 20 of the lane change support device.

  Next, the operation of the lane change assist device will be described. FIG. 3 is a flowchart showing the operation of the lane change assisting device shown in FIG. The control process shown in FIG. 3 is repeatedly executed at a predetermined interval from the ignition ON timing of the vehicle 1.

  First, the instruction receiving unit 13 determines whether or not lane change instruction information has been received from the operation unit 5 (S10). In the following, a case where the lane is changed from the lane L2 to the lane L3 in the travel scene of FIG. 2 will be described as an example. When it is determined that the instruction reception unit 13 has received the lane change instruction information, the travel position estimation unit 12 determines, for example, the travel position in the lane L1 of the vehicle 1 (the center position of the travel lane L1) based on the information of the camera 3. The lateral offset amount Yini) from ML2 is estimated (S12).

  Then, based on the map information and the lane change instruction information received in S10, the travel distance calculation unit 14 determines whether or not the lane L3 that is the target lane is located on the outermost side of the traveling road (S14). . That is, the movement distance calculation unit 14 determines whether the target lane is the leftmost lane or the rightmost lane of the traveling road.

  In the process of S14, when the movement distance calculation unit 14 determines that the lane L3 that is the target lane is the leftmost or rightmost lane of the traveling road, a risk estimation calculation process is performed (S16). As described above, the movement distance calculation unit 14 calculates the degree of risk based on the road information.

  Then, the travel distance calculation unit 14 calculates the travel distance D in the lane width direction using the degree of risk calculated in S14 as the lane change support control. The lane change control unit 15 performs lane change support control based on the lane change instruction information received in the process of S10 and the movement distance D in the lane width direction input from the movement distance calculation unit 14 (S18). ). In this case, as shown by the arrow Y1 in FIG. 2, the vehicle 1 moves (lane change) in the lane L3 to a position offset from the center position ML3 toward the lane L2 that is the travel lane.

  On the other hand, in the process of S14, when the movement distance calculation unit 14 determines that the target lane is not the leftmost or rightmost lane of the traveling road, the risk estimation calculation process is not performed. That is, the lane change support control is performed without considering the danger level (or setting the danger level to 0) (S18). In this case, the vehicle 1 moves to the center of the target lane.

  On the other hand, in the process of S10, when the instruction receiving unit 13 has not received the lane change instruction information, the control process illustrated in FIG.

  Thus, the control process shown in FIG. 3 is finished. By executing the control process shown in FIG. 3, contact with obstacles outside the target lane and deviation from the lane are used as risk factors, and the target position of the target lane is changed to the original travel lane according to the risk factor. It is adjusted to the side close to. For this reason, it is possible to reduce the possibility of contact between the vehicle and an obstacle outside the target lane as viewed from the vehicle.

  In addition, reducing the possibility of contact between the vehicle and the obstacles outside the target lane as seen from the vehicle contributes to reducing the driver's anxiety and discomfort during lane change support control, making the driver more secure. There is an effect to give. For example, as shown in FIG. 2, the driver is more likely to feel a contact risk when the lane is changed to the lane L3 than when the lane is changed to the lane L1. For this reason, when an automatic driving is performed in which the lane change is performed with the center of the lane L3 as the target position, the driver may feel uncomfortable with respect to the vehicle behavior. On the other hand, by executing the control process shown in FIG. 3, it is possible to reduce the driver's anxiety and discomfort with respect to the movement of the vehicle 1 during the lane change.

[Second Embodiment]
The control unit 20A of the lane change assist device according to the second embodiment is different from the control unit 20 according to the first embodiment in the input information and calculation method of the movement distance calculation unit 14A, and the other is the same. Below, it demonstrates centering around difference with 1st Embodiment, and the overlapping description is abbreviate | omitted.

  FIG. 4 is a diagram illustrating functional blocks of a vehicle 1A including the lane change assisting device according to the second embodiment. As shown in FIG. 4, the vehicle 1 </ b> A includes a radar 8 compared to the vehicle 1 of the first embodiment, the point that the ECU 6 </ b> A includes a dynamic obstacle recognition unit 16, and a moving distance calculation unit. The difference is that a moving distance calculation unit 14 </ b> A is provided instead of 14, and the others are the same.

  The radar 8 is, for example, a millimeter wave radar or a laser radar, and detects a dynamic obstacle (traveling vehicle) traveling in a lane adjacent to the outside of the target traveling lane when viewed from the vehicle 1A. The dynamic obstacle recognition unit 16 acquires the detection result of the radar 8, recognizes the dynamic obstacle, and outputs the recognition result to the ECU 6A.

  Hereinafter, the dynamic obstacle will be described. FIG. 5 is a diagram illustrating an example of a lane change scene. The lane change scene shown in FIG. 5 is a scene in which the vehicle 1A travels on the lane L3 at the center of the traveling road composed of the lanes L1, L2, L3, L4, and L5. The other vehicle 200 is traveling in the lane L1, and the other vehicle 201 is traveling in the lane L5. The other vehicle 200 does not travel in the area A1 that may be approached after the lane change, and the other vehicle 201 travels in the area A2 that may be approached after the lane change. In this case, the dynamic obstacle recognition unit 16 recognizes the other vehicle 201 as a dynamic obstacle.

  The movement distance calculation unit 14A according to the second embodiment calculates the degree of risk according to whether or not a dynamic obstacle exists. For example, the movement distance calculation unit 14A may set the risk level Risk to 1.0 when a dynamic obstacle is present, and may set the risk level Risk to 0.0 when there is no dynamic obstacle.

Furthermore, the moving distance calculation unit 14A may calculate the degree of risk using the weight Wcar according to the attribute of the other vehicle. For example, the weight Wcar can be set in advance such that 0.0 <two-wheeled vehicle <passenger car <large vehicle ≦ 1.0. Further, the moving distance calculation unit 14A may calculate the degree of risk using a weight Wmergin corresponding to the lateral position of the other vehicle from the target lane. In this case, the weight Wmergin is not a predetermined value but a calculated value. When these weights are used, the moving distance D can be calculated by the following formula 2.
D = W-Yini-Yofs / Risk / Wcar / Wmergin (Equation 2)
Other functions of the movement distance calculation unit 14A are the same as those of the movement distance calculation unit 14 of the first embodiment.

  Next, the operation of the lane change assist device will be described. FIG. 6 is a flowchart showing the operation of the lane change assisting device shown in FIG. The control process shown in FIG. 6 is repeatedly executed at a predetermined interval from the ignition ON timing of the vehicle 1.

  First, the instruction receiving unit 13 determines whether lane change instruction information has been received from the operation unit 5 (S20). The process of S20 is the same as the process of S10 of FIG. In the following, a case where the lane is changed from the lane L3 to the lane L2 or L4 in the travel scene of FIG. 5 will be described as an example. When it is determined that the lane change instruction information has been received, the travel position estimation unit 12 estimates the travel position of the vehicle 1A in the lane L3 (S22). The process of S22 is the same as the process of S12 of FIG.

  Then, the travel distance calculation unit 14A determines whether the lane L2 or L4 that is the target lane is located on the outermost side of the traveling road based on the map information and the lane change instruction information received in the process of S20 ( S24). The process of S24 is the same as the process of S14 of FIG. If the determination in S24 is affirmative, the process is the same as that in FIG. 3 (S26, S28). On the other hand, if the determination in S24 is negative, the process proceeds to a dynamic obstacle determination process.

  The dynamic obstacle recognition unit 16 determines whether or not there is a dynamic obstacle (S30). When it is determined that there is no dynamic obstacle, the risk estimation calculation process is not performed. That is, the lane change support control is performed without considering the danger level (or setting the danger level to 0) (S28). In this case, the vehicle 1 moves to the center of the target lane.

  On the other hand, if it is determined that a dynamic obstacle exists, risk estimation processing for the dynamic obstacle is performed (S32). As described above, the moving distance calculation unit 14A calculates the risk based on the dynamic obstacle.

  Then, the travel distance calculation unit 14A calculates the travel distance D in the lane width direction using the degree of risk calculated in S32 as the lane change support control. The lane change control unit 15 performs lane change support control based on the lane change instruction information received in the process of S20 and the movement distance D in the lane width direction input from the movement distance calculation unit 14A (S28). ). In this case, as indicated by an arrow Y1 in FIG. 5, the vehicle 1 moves (changes the lane) in the lane L4 to a position offset from the center position ML4 to the lane L3 that is the traveling lane.

  On the other hand, in the process of S20, when the instruction receiving unit 13 has not received the lane change instruction information, the control process illustrated in FIG.

  Thus, the control process shown in FIG. 6 is finished. By performing the control process shown in FIG. 6, the same effect as that of the lane change support device according to the first embodiment is obtained, and contact with a dynamic obstacle existing outside the target lane is used as a risk factor. Depending on the factor, the target position of the target lane is adjusted to the side closer to the original travel lane. For this reason, it is possible to reduce the possibility of contact between the vehicle and an obstacle outside the target lane as viewed from the vehicle. For this reason, it is possible to reduce the driver's anxiety and discomfort with respect to the movement of the vehicle 1 during lane change.

[Third Embodiment]
The control unit 20B of the lane change assist device according to the third embodiment is different from the control unit 20 according to the first embodiment in the input information and calculation method of the travel distance calculation unit 14B, and the other is the same. Below, it demonstrates centering around difference with 1st Embodiment, and the overlapping description is abbreviate | omitted.

  FIG. 7 is a diagram illustrating functional blocks of a vehicle 1B including the lane change assisting device according to the third embodiment. As shown in FIG. 7, the vehicle 1B includes a communication unit 9 as compared with the vehicle 1 of the first embodiment, the ECU 6B includes a weather information acquisition unit 17, and the ECU 6B calculates a travel distance. The point provided with the movement distance calculating part 14B instead of the part 14 is different, and others are the same.

  The communication unit 9 acquires weather information through communication. The weather information includes information on the visibility and road surface conditions such as rain, fog, and snow. Instead of the communication unit 9, a known sensor such as a raindrop sensor used in an auto wiper or the like may be used. The weather information acquisition unit 17 acquires weather information around the vehicle 1B based on the weather information acquired from the communication unit 9, and outputs the acquisition result to the ECU 6B.

  Similarly to the movement distance calculation unit 14, the movement distance calculation unit 14B calculates the movement distance in the lane width direction when the lane of the vehicle 1B is changed based on the degree of danger. Here, the movement distance calculation unit 14B adjusts the degree of risk using the weather information. For example, when the weather is rainy, the degree of danger is adjusted larger than when the weather is sunny. By adjusting in this way, the accuracy of the degree of danger can be improved. As a result, the possibility of contact between the vehicle and the obstacle outside the target lane as viewed from the vehicle 1B can be further reduced. For this reason, a driver | operator's anxiety and discomfort with respect to the movement of the vehicle 1B in lane change can be reduced further.

[Fourth Embodiment]
The control unit 20C of the lane change assist device according to the fourth embodiment is different from the control unit 20 according to the first embodiment in the input information and calculation method of the travel distance calculation unit 14C, and the others are the same. Below, it demonstrates centering around difference with 1st Embodiment, and the overlapping description is abbreviate | omitted.

  FIG. 8 is a diagram illustrating functional blocks of a vehicle 1C including the lane change assist device according to the fourth embodiment. As shown in FIG. 8, the vehicle 1 </ b> C includes a biosensor 21 compared to the vehicle 1 of the first embodiment, the ECU 6 </ b> C includes a driver state recognition unit 22, and the ECU 6 </ b> B calculates a movement distance. The point provided with the movement distance calculating part 14C instead of the part 14 is different, and others are the same.

  The biometric sensor 21 acquires the driver's biometric information. The biological information includes information such as the movement of the eyeball of the driver, heart rate, and brain waves. Note that a known sensor such as a driver monitor may be used in place of the biosensor 21. The driver state recognition unit 22 recognizes the driver's state (wakefulness level, etc.) based on the biological information acquired from the biological sensor 21, and outputs the recognition result to the ECU 6B.

  Similarly to the movement distance calculation unit 14, the movement distance calculation unit 14 </ b> C calculates the movement distance in the lane width direction when the lane of the vehicle 1 is changed based on the degree of danger. Here, the moving distance calculation unit 14 </ b> C adjusts the risk level using the awakening level. For example, when the driver's arousal level is low, the risk level is adjusted to be larger than when the driver's arousal level is high. By adjusting in this way, the accuracy of the degree of danger can be improved. As a result, the possibility of contact between the vehicle and the obstacle outside the target lane as viewed from the vehicle 1C can be further reduced. For this reason, it is possible to further reduce the driver's anxiety and discomfort with respect to the movement of the vehicle 1C during the lane change.

  As mentioned above, embodiment mentioned above is one Embodiment of the lane change assistance apparatus which concerns on this invention, The lane change assistance apparatus which concerns on this invention is not limited to the content described in the said embodiment.

[Modification]
In the embodiment described above, the instruction receiving unit 13 may receive lane change instruction information from another driving support system provided in the vehicle 1 or the like. Or the instruction | indication reception part 13 may receive the lane change instruction information obtained using the speech recognition apparatus which can recognize the content of a driver | operator's speech, or the gesture apparatus which can recognize a driver | operator's operation | movement.

  In the embodiment described above, the movement distance calculation unit 14 may acquire a margin that is a distance between the target lane and an obstacle such as a wall based on information other than road information. For example, the position information of the obstacle is detected by performing known signal processing using a sensor such as a laser radar, and the position information of the white line of the target lane (the white line that divides the lane) based on the image data acquired from the camera And the margin may be calculated.

In the embodiment described above, the movement distance calculation unit 14 may calculate the movement distance D using another method. For example, the ratio Wofs with respect to the lane width W of the movement distance D may be used. The ratio Wofs is set according to the risk level. For example, if the risk level is equal to or higher than a predetermined value, Wofs = 0.8, and if the risk level is lower than the predetermined value, Wofs = 0.1. In this case, the movement distance D can be calculated by the following formula 3.
D = W · Wofs−Yini (Equation 3)

In the embodiment described above, the movement distance calculation unit 14 may calculate the degree of risk using the weight Wobs corresponding to the attribute (type) of the obstacle outside the target lane. Obstacles outside the target lane include steps such as curbs, cliffs, oncoming lanes (roads without a median), as well as solid objects such as walls and guardrails. Then, for example, the weights Wobs may be set so that 0.0 <step difference <three-dimensional object <cliff><oncoming lane ≦ 1.0. The lane width and road shape of the target lane affect the possibility of collision with an obstacle outside the target lane. For this reason, the degree of danger may be calculated using the weight Wroad according to the lane shape. For example, the weight Wload is such that 0.0 <(large curve with a curvature equal to or greater than a predetermined value) <(target lane with a lane width equal to or less than a predetermined value) <(small curve with a curvature smaller than a predetermined value) ≦ 1.0. May be set. In this case, the movement distance D can be calculated by the following equation 4.
D = W-Yini-Yofs / Risk / Wobs / Wroad (Expression 4)

  In the above-described embodiment, the example in which the dynamic obstacle recognition unit 16 recognizes the dynamic obstacle by acquiring the detection result of the radar 8 has been described, but a sensor other than the radar 8 may be used. For example, the dynamic obstacle recognition unit 16 may acquire image information from a camera (such as a stereo camera) and recognize the dynamic obstacle.

  1, 1A, 1B, 1C ... vehicle, 6, 6A, 6B, 6C ... ECU, 20, 20A, 20B, 20C ... control unit.

Claims (1)

A control unit that performs lane change support control of the vehicle from a traveling lane of the vehicle to a preset target offset position in a lane width direction of the target lane;
The target offset position is a lane change assist device that is a position offset from the center of the target lane toward the traveling lane in the lane width direction of the target lane.

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