JP2015225384A - Drive assist system and drive assist method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive assist system and a drive assist method capable of improving overall economical efficiency of a leading vehicle, an own vehicle, and a subsequent vehicle.SOLUTION: Types of drivers of a plurality of vehicles running on a road on which one assist target vehicle as a drive assist target is running are individually determined by a type of each driver set by classifying the drivers. Furthermore, a running state of the assist target vehicle is controlled to a running state in a running control mode corresponding to the type having the highest influence on a traffic flow of the road on which the assist target vehicle is running around the assist target vehicle out of the types of the respective drivers.

Description

  The present invention relates to a driving support system and a driving support method for facilitating traffic conditions.

  As a technique for performing control intervention by performing control such as acceleration / deceleration operation different from the operation of the driver without obstructing the flow of road traffic, for example, there is a technique described in Patent Document 1 . In the technique described in Patent Document 1, when performing control intervention for improving the economy of the own vehicle, the vehicle control of the own vehicle is economical for the following vehicle from the running state of the following vehicle. It is determined whether or not control intervention is to be performed after determining whether or not it will be damaged.

JP 2012-252562 A

However, in the technique described in Patent Document 1, the target for determining whether or not the economy is impaired is only the subsequent vehicle, and the influence on other vehicles other than the subsequent vehicle such as the preceding vehicle is taken into consideration. There was a problem that the overall economy was not improved.
The present invention has been made paying attention to the above-mentioned problems, and considering the influence on other vehicles other than the following vehicle, the overall economy including the preceding vehicle, the own vehicle and the following vehicle is improved. An object is to provide a driving support system and a driving support method that can be improved.

  In order to solve the above-described problems, the present invention relates to the types of drivers of a plurality of other vehicles that are traveling on a road on which a single target vehicle for driving is traveling. Each driver is classified and set according to the type of each driver. And, among the determined driver types, around the support target vehicle, the travel state in the travel control mode corresponding to the type having the highest influence on the traffic flow of the road on which the support target vehicle is traveling, Control the running state of the vehicle to be supported.

According to the present invention, the travel state of the support target vehicle is changed to the travel state of the other vehicle corresponding to the type having the highest influence on the traffic flow of the road on which the support target vehicle is traveling around the support target vehicle. It becomes possible to imitate.
As a result, in consideration of the influence on other vehicles other than the following vehicle in addition to the following vehicle, it becomes possible to suppress the heterogeneous traveling that hinders the traffic flow, thereby forming an efficient vehicle group as a whole. Thus, it becomes possible to run a plurality of vehicles. For this reason, it becomes possible to improve the overall economy including the preceding vehicle, the host vehicle, and the following vehicle.

It is a block diagram which shows the structure of the driving assistance system of 1st embodiment of this invention. It is a block diagram which shows the detailed structure of a vehicle. It is a flowchart which shows the process which a typification calculating part performs. It is a table | surface which shows the inter-vehicle distance of each driver | operator for every driving speed area. It is the graph which distributed the average inter-vehicle distance of each driver in all the travel speed ranges by cumulative frequency. It is a table | surface which shows the target inter-vehicle distance of each type for every driving speed area. It is a table | surface which shows the lane change required time of each driver | operator for every driving speed area. It is the graph which distributed the lane change required time of each driver in all the travel speed ranges by cumulative frequency. It is a table | surface which shows the time required for each type of target lane change for every driving speed area. It is a figure which shows the condition of the other vehicle which exists around the own vehicle. It is a figure which shows the condition of the other vehicle which exists around the own vehicle. It is a figure which shows the traffic volume of the other vehicle which exists around the own vehicle. It is a figure which shows the traffic density of the other vehicle which exists around the own vehicle. It is a figure which shows the congestion degree of the other vehicle which exists around the own vehicle. It is a flowchart which shows the operation | movement performed using a driving assistance system. It is a figure which shows the condition of the other vehicle which exists around the own vehicle.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
(Overall configuration of driving support system)
As shown in FIG. 1, the driving support system S includes an in-vehicle device 1 and an information creation / distribution device 2.
The in-vehicle device 1 is formed using a known navigation device and is mounted on each vehicle C. The detailed configuration of the in-vehicle device 1 will be described later.
The information creation / distribution device 2 is provided in the data center 4 (base station). The detailed configuration of the information creation / distribution apparatus 2 will be described later.

In addition, the information creation / distribution device 2 transmits and receives information signals (information) and the in-vehicle device 1 individually provided in a plurality of vehicles via a communication path formed by a wireless communication path such as a cellular phone network. Do.
The communication method between the in-vehicle device 1 and the information creation / distribution device 2 can be arbitrarily selected. For example, the communication connection is not only a direct connection but also a vehicle-to-vehicle communication, a road-to-vehicle communication, Connection via satellite communication may be used.

  In the first embodiment, as an example, a case will be described in which a plurality of vehicles C and the data center 4 are connected via a communication path so that information can be transmitted or received. In FIG. 1, three vehicles (vehicles C1 to C3) are illustrated as vehicles on which the in-vehicle device 1 is mounted. However, in the first embodiment, other vehicles (not shown) also have communication paths. Via the data center 4, information is transmitted or received. Moreover, the structure of the other vehicle which is not shown in figure is the same structure as the vehicle C shown in FIG.

(Configuration of in-vehicle device)
With reference to FIG.1 and FIG.2, the structure of the vehicle-mounted apparatus 1 is demonstrated.
The in-vehicle device 1 includes a vehicle information acquisition unit 6, a travel state control unit 8, a vehicle information detection unit 10, and a travel control controller 12.
The vehicle information acquisition unit 6 receives input of data (vehicle information data) including various information of the vehicle C detected by the vehicle information detection unit 10 via an in-vehicle LAN (Local Area Network) not shown. As the in-vehicle LAN, for example, a CAN (Controller Area Network) bus is used. The vehicle information data will be described later.

  And the vehicle information acquisition part 6 outputs the information signal containing the various data which received the input to the data center 4 via a vehicle-mounted communication module (not shown). In the following description, an information signal output from the vehicle information acquisition unit 6 to the data center 4 may be referred to as a “vehicle information data signal”. Further, the vehicle information data signal is output to the data center 4 at a preset interval, for example, with information (vehicle ID or the like) indicating the unique ID of the vehicle C added. That is, the vehicle information data signal includes unique information of the vehicle C that each driver drives.

In the first embodiment, as an example, a case in which the vehicle ID and the vehicle type of the vehicle C (type of large vehicle or ordinary vehicle) are added to the vehicle information data signal will be described.
When the traveling state control unit 8 receives an input of a traveling control mode signal (to be described later) from the data center 4, the traveling state control unit 8 drives a driving force command value, a braking force command value, a steering angle command according to the traveling control mode included in the traveling control mode signal. At least one command value among the values is calculated. Then, the traveling state control unit 8 outputs an information signal including the calculated command value to the traveling control controller 12. In the following description, an information signal output from the traveling state control unit 8 to the traveling control controller 12 may be referred to as a “behavior command value signal”. In addition, the driving control mode signal is input at predetermined intervals.

Further, when the driving state control unit 8 receives a driving control mode signal that is an information signal for driving the vehicle only by the driving operation of the driver, the driving state control unit 8 does not calculate the command value and output the behavior command value signal. Thereby, the vehicle C is made to travel only by the acceleration / deceleration operation and the steering operation by the driver of the vehicle C.
The vehicle information detection unit 10 includes a GPS sensor 14, a vehicle speed sensor 16, a laser radar 18, an inter-vehicle distance calculation unit 20, a camera 22, a lane extraction unit 24, an accelerator operation amount detection unit 26, and a brake operation amount. A detection unit 28 and a steering angle sensor 30 are provided.

  The GPS sensor 14 is formed by using, for example, a GNSS (Global Navigation Satellite System) which is a GPS (Global Positioning System) receiver. In addition, the GPS sensor 14 acquires the current position of the vehicle C and outputs an information signal including the acquired current position to the vehicle information acquisition unit 6. In the following description, an information signal including the current position of the vehicle C may be described as “self-position signal”.

The vehicle speed sensor 16 detects the speed (vehicle speed) of the vehicle C and outputs an information signal including the detected vehicle speed to the inter-vehicle distance calculation unit 20 and the vehicle information acquisition unit 6. In the following description, an information signal including the vehicle speed of the vehicle C may be described as a “vehicle speed signal”.
The laser radar 18 is formed so as to be able to input and output a laser forward of the vehicle C in the vehicle front-rear direction (forward direction). In addition, when the laser radar 18 receives the input of the laser reflected in the preceding vehicle by outputting the laser in the forward direction, the laser radar 18 outputs an information signal including the laser output time and the input time to the inter-vehicle distance calculation unit 20. In the following description, an information signal including the laser output time and input time may be referred to as an “input / output time signal”.

The inter-vehicle distance calculation unit 20 determines the preceding vehicle (other vehicle) from the vehicle speed included in the vehicle speed signal received from the vehicle speed sensor 16 and the laser output time and input time included in the input / output time signal received from the laser radar 18. ) (Distance between vehicles). Then, an information signal including the calculated inter-vehicle distance is output to the vehicle information acquisition unit 6. In the following description, an information signal including the inter-vehicle distance from another vehicle may be referred to as an “inter-vehicle distance signal”.
The camera 22 captures an image including a road surface around the vehicle C, and generates an information signal including individual images corresponding to a plurality of imaging directions using each captured image. In the following description, an information signal including individual images corresponding to a plurality of imaging directions may be referred to as “individual image signal”.

Then, the camera 22 outputs the generated individual image signal to the lane extraction unit 24. In the first embodiment, as an example, a case will be described in which the camera 22 is formed using a right side camera that captures the right side of the vehicle C and a left side camera that captures the left side of the vehicle C.
The lane extraction unit 24 detects a lane marking line existing on the road surface around the vehicle C from an image included in the individual image signal received from the camera 22 and outputs an information signal including the detected lane marking line as vehicle information. Output to the acquisition unit 6. In the following description, an information signal including a lane marking that exists on the road surface around the vehicle C may be referred to as a “lane marking signal”.
Here, the detection of the lane markings is performed by, for example, determining whether or not there is a lane marking or the like in the distance or area (area) set in advance with reference to the vehicle C in the image captured by the camera 22. And do it. As processing for recognizing a lane marking from an image, for example, various known methods such as edge detection are used.

  The accelerator operation amount detection unit 26 is formed by using, for example, an accelerator opening sensor that can detect an accelerator pedal opening (accelerator opening) in accordance with a depression amount of an accelerator pedal (not shown) by a driver. . Further, the accelerator operation amount detection unit 26 outputs an information signal including the detected accelerator opening to the vehicle information acquisition unit 6. In the following description, an information signal including the accelerator opening detected by the accelerator operation amount detector 26 may be referred to as an “accelerator opening signal”.

  The brake operation amount detection unit 28 is formed using, for example, a brake pressure sensor that can detect a braking pressure in accordance with a depression amount of a brake pedal (not shown) by a driver. Further, the brake operation amount detection unit 28 outputs an information signal including the detected braking pressure to the vehicle information acquisition unit 6. In the following description, an information signal including the braking pressure detected by the brake operation amount detection unit 28 may be referred to as a “braking pressure signal”.

  The steering angle sensor 30 is provided, for example, in a steering column (not shown) that rotatably supports a steering operator (steering wheel) (not shown). The steering angle sensor 30 detects an operation angle (steering angle) from the neutral position of the steering wheel, and outputs an information signal including the detected steering angle to the vehicle information acquisition unit 6. In the following description, an information signal including the steering angle detected by the steering angle sensor 30 may be referred to as a “steering angle signal”.

The travel controller 12 includes a driving force controller 32, a braking force controller 34, and a steering controller 36.
The driving force controller 32 controls the driving force of the vehicle C and is constituted by a microcomputer. Note that the microcomputer includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like. The driving force controller 32 controls the driving force generated by the driving source (for example, the engine) of the vehicle C using the driving force command value included in the behavior command value signal received from the traveling state control unit 8. .

The braking force controller 34 controls the braking force of the vehicle C and, like the driving force controller 32, is constituted by a microcomputer. Further, the braking force controller 34 generates a braking force generation source (for example, a hydraulic pressure control device) provided in the vehicle C using the braking force command value included in the behavior command value signal received from the traveling state control unit 8. The braking force to be controlled is controlled.
The steered controller 36 controls the steered angle of steered wheels (e.g., left and right front wheels) provided in the vehicle C, and is configured by a microcomputer, like the driving force controller 32. Further, the steering controller 36 drives a steering actuator (for example, a steering motor) included in the vehicle C using the steering angle command value included in the behavior command value signal received from the traveling state control unit 8. The steering angle of the steered wheels is controlled. Thereby, the steering controller 36 controls the traveling direction of the vehicle C using the steering angle command value.

(Configuration of information creation / distribution device)
The configuration of the information creation / distribution device 2 will be described with reference to FIGS.
The information creation / distribution device 2 includes a probe car database 38, a type calculation unit 40, a map database 42, a surrounding type determination unit 44, a travel control mode database 46, a traffic condition detection unit 48, and a travel control mode. A selection unit 50 is provided. In the drawings and the following description, the probe car database 38 is indicated as “probe car DB 38”, the map database 42 is indicated as “map DB 42”, and the travel control mode database 46 is indicated as “travel control mode DB 46”. There is a case.

The probe car DB 38 receives an input of a vehicle information data signal to which information indicating a unique ID of the vehicle C is added from each vehicle C. Further, the probe car DB 38 stores and accumulates vehicle information data of each vehicle C and driver type data described later as data unique to the vehicle C.
The categorization calculating unit 40 acquires the vehicle information data of each vehicle C from the probe car DB 38 and performs a process of typifying a plurality of drivers who drive each vehicle C. Then, the type calculation unit 40 outputs an information signal including data (driver type data) obtained by typifying a plurality of drivers to the probe car DB 38. In the following description, an information signal including driver type data may be referred to as “driver type data signal”. Further, the processing performed by the categorization calculating unit 40 will be described later.

  The map DB 42 stores map data. Further, the map data stored in the map DB 42 is updated according to a certain period, for example. The map data stored in the map DB 42 includes, for example, the link length (distance) of each link obtained by dividing the road at intersections, fixed intervals, etc., the number of lanes of each link, the lane width of each link, Includes regulated speed. In addition, each road and each link is stored in the map DB 42 as map data with information indicating a unique ID (road ID, link ID, etc.) added thereto.

The surrounding type determination unit 44 associates the driver type data acquired from the probe car DB 38 with the map data acquired from the map DB 42, and displays the other vehicle existing around one supporting target vehicle as a driving support target. A process of determining the type by the type of the driver is performed. In the following description, the support target vehicle may be described as “own vehicle”.
Then, the surrounding type determination unit 44 outputs, to the traveling control mode selection unit 50, an information signal including the type having the highest existence ratio around the host vehicle among the determined types. In the following description, an information signal including a type having the highest existence ratio around the host vehicle may be referred to as a “most type data signal”. The processing performed by the surrounding type determination unit 44 will be described later.

The travel control mode DB 46 stores a travel control mode corresponding to the type of the driver.
Here, the “travel control mode” is a mode for controlling at least one of the driving force, the braking force, and the steering angle corresponding to the type of the driver. That is, the travel control mode is a mode in which at least one of the speed of the host vehicle, the acceleration of the host vehicle, the inter-vehicle distance between the host vehicle and the preceding vehicle, and the steering angle of the host vehicle is controlled.

  The traffic situation detection unit 48 uses, for example, traffic information received from a traffic information center or the like, and traffic conditions such as traffic volume, traffic density, and congestion degree on the road of map data stored in the map DB 42. Is detected. Then, the traffic condition detection unit 48 generates a command signal for permitting traveling control using the traveling control mode accumulated in the traveling control mode DB 46 or a command signal not permitting traveling control from the detected traffic condition. It outputs to the control mode selection part 50. In the following description, a command signal that permits travel control or a command signal that does not permit travel control may be referred to as a “control permission signal”. Moreover, the process which the traffic condition detection part 48 performs is mentioned later.

The travel control mode selection unit 50 receives the most common type data signal from the ambient type determination unit 44 and receives the control permission signal from the traffic condition detection unit 48. Then, the travel control mode selection unit 50 acquires the travel control mode corresponding to the type having the highest existence ratio around the host vehicle from the travel control mode DB 46.
Further, when the control permission signal is a command signal for permitting the traveling control, the traveling control mode selection unit 50 transmits a traveling control mode signal that is an information signal including the traveling control mode to the center side communication module (not shown). Etc. to the in-vehicle device 1. On the other hand, when the control permission signal is a command signal that does not permit the traveling control, the in-vehicle device transmits a traveling control mode signal that is an information signal for traveling the vehicle only by the driving operation of the driver via the center side communication module or the like. Output to 1.

  In other words, the travel control mode selection unit 50 determines whether other types of drivers driven by the type of driver having the highest existence ratio around the host vehicle on the road on which the host vehicle travels from the type detected by the type calculation unit 40. A process of selecting a travel control mode that imitates the travel state is performed. Thereby, the traveling state control unit 8 performs a process of controlling the traveling state of the host vehicle to the traveling state of the traveling control mode selected by the traveling control mode selecting unit 50.

(Processing performed by the typification operation unit 40)
With reference to FIGS. 1 and 2, the processing performed by the typification operation unit 40 will be described with reference to FIGS. 3 to 9.
The processes performed by the typification calculating unit 40 include the following processes A1 to A3. Further, the categorization calculating unit 40 performs at least one of the processes A1 to A3.
Process A1. Processing for setting the type of driver using the vehicle speed and the inter-vehicle distance from the preceding vehicle A2. Processing for setting the type of the driver using the vehicle speed and the time required for the lane change A3. Processing for Setting Type of Driver Using Vehicle Type of Vehicle C The processing performed by the classification calculation unit 40 can be performed at an arbitrary time, for example, when the traveling state of the vehicle C is obtained (vehicle It may be performed sequentially at the time of receiving the input of the information data signal. Further, for example, it may be carried out collectively at midnight when there is a margin for calculation compared to daytime or the like.

Further, in the first embodiment, a case will be described in which the latest data with a divided period is used as data used in the process in which the type calculation unit 40 sets the type of the driver. That is, in the first embodiment, a case will be described in which the type calculation unit 40 sets the driver type by limiting the period during which each driver's driving operation is detected.
Moreover, in the description using FIG. 3 to FIG. 9 described below, as an example, a process performed on one vehicle C1 selected from a plurality of vehicles C will be described. The processing for C2, vehicle C3, etc.) is the same.

・ Process A1
With reference to FIGS. 1 and 2, each vehicle C is operated using the above-described processing A1, that is, the vehicle speed of the vehicle C1 and the inter-vehicle distance between the vehicle C1 and the preceding vehicle, with reference to FIGS. A case where a process of typifying a plurality of drivers to perform is described.
As shown in FIG. 3, when the categorization calculating unit 40 starts processing (START), first, the processing of step S100 is performed.
In step S100, the vehicle speed data and the inter-vehicle distance data during the past travel are acquired from the probe car DB 38 among the vehicle information data of each vehicle C. Then, for each driver of the vehicle C, in a plurality of travel speed ranges (vehicle speed ranges), a process of calculating an average value of the inter-vehicle distance (average inter-vehicle distance) with the preceding vehicle (“travel speed shown in the figure”). Calculate the average inter-vehicle distance for each area ”).

Specifically, in the process performed in step S100, for example, as shown in FIG. 4, for each traveling speed range divided into a plurality of stages (0-10, 10-20, 20-30, 30-40,...). In addition, the inter-vehicle distance of the driver (D1 to D4,...) Of each vehicle C is calculated.
In the example shown in FIG. 4, the plurality of traveling speed ranges are divided by 10 [km / h]. However, the present invention is not limited to this, and the plurality of traveling speed ranges may be divided by arbitrary speeds. Good.
Further, in the process of step S100, the data while it is determined that there is no preceding vehicle on the system may not be used for calculating the inter-vehicle distance.
When the process of calculating the average inter-vehicle distance in a plurality of travel speed ranges is performed for the driver of each vehicle C in step S100, the process performed by the categorization calculation unit 40 proceeds to step S101.

In step S101, from the probe car DB 38, the vehicle speed data and the inter-vehicle distance data during the past travel are acquired from the vehicle information data of each vehicle C. Then, for each driver of the vehicle C, processing for calculating the average inter-vehicle distance in the entire travel speed range (entire area) ("calculate the average inter-vehicle distance of the entire travel speed" shown in the figure) is performed.
Specifically, in the process performed in step S101, for example, as shown in FIG. 4, the average inter-vehicle distance of the drivers (D1 to D4,...) calculate.
In step S101, when the process of calculating the average inter-vehicle distance in all travel speed ranges is performed for the driver of each vehicle C, the process performed by the type calculation unit 40 proceeds to step S102.

In step S102, a process for categorizing the driver of each vehicle C from the average inter-vehicle distance calculated in step S100 and the average inter-vehicle distance calculated in step S101 (“average inter-vehicle distance in entire travel speed shown in FIG. ”).
Specifically, in the process performed in step S102, for example, as shown in FIG. 5, the average inter-vehicle distance of the driver of each vehicle C in all travel speed ranges (entire area) is distributed in cumulative frequency. Then, from the side where the average inter-vehicle distance is short, a driver classified into an area below the 25th percentile is set as a type D, and a driver classified into an area exceeding the 25th percentile and below the 50th percentile is set as a type C. Furthermore, from the side where the average inter-vehicle distance is short, a driver who is classified as an area exceeding the 50th percentile and below the 75th percentile is set as type B, and a driver classified as an area exceeding the 75th percentile (area below the 100th percentile) Is set as type A. In FIG. 4, classified types are shown for the drivers (D1 to D4) of each vehicle C (for example, the type of the driver D1 is set to “B”).

In the example shown in FIG. 5, the driver types are divided into four types (types A to D), and each type is divided into 25 percentiles. However, the present invention is not limited to this. May be divided into any number. Moreover, what is necessary is just to divide a some type by arbitrary percentiles.
If the process which classifies the driver | operator of each vehicle C is performed in step S102, the process which the classification | category calculating part 40 performs will transfer to step S103.

In step S103, a process for storing and storing the driver type data including the type set in step S102 in the probe car DB 38 ("accumulate type result" shown in the figure) is performed. If the driver type data is stored and stored in the probe car DB 38 in step S103, the process performed by the type calculation unit 40 proceeds to step S104.
In step S104, for each type set in step S102, a process for calculating an inter-vehicle distance as a control target value for each traveling speed range divided into a plurality of stages ("Calculate target inter-vehicle distance for each type" shown in the figure). )I do.
Specifically, in the process performed in step S104, for example, as shown in FIG. 6, for each traveling speed range divided into a plurality of stages (0-10, 10-20, 20-30, 30-40,...). Then, the target inter-vehicle distance of each type (A to D,...) Is calculated. Further, the calculation of the target inter-vehicle distance is performed by calculating an average value of the inter-vehicle distances for a plurality of drivers set to the same type in step S102.

Therefore, for example, when there are only two drivers, the driver D2 and the driver D4, among all the drivers, the distance between the preceding vehicle of the driver D2 and the driver D4 The average value of the inter-vehicle distance with the preceding vehicle is calculated as the target inter-vehicle distance of type C (see FIGS. 4 and 6).
In step S104, when the process of calculating the target inter-vehicle distance for each travel speed range is performed for each type, the process performed by the type calculation unit 40 proceeds to step S105.

In step S105, the target inter-vehicle distance calculated for each travel speed range calculated in step S104 is stored and stored in the travel control mode DB 46 for each of a plurality of types ("control parameter to travel control mode DB shown in the figure"). Accumulate ").
Specifically, in the process performed in step S105, the target inter-vehicle distance for each travel speed range shown in FIG. 6 is divided into a plurality of types (A to D), stored in the travel control mode DB 46, and stored. To do. That is, in step S105, a process of storing and storing the target value of the inter-vehicle distance for each traveling speed range in the traveling control mode DB 46 for each of a plurality of types as a control parameter used in the traveling control mode is performed.
In step S105, when the target value of the inter-vehicle distance for each travel speed range is stored and stored in the travel control mode DB 46 for each of a plurality of types, the processing performed by the type calculation unit 40 is ended (END). To do.

・ Process A2
7 to 9 with reference to FIGS. 1 to 6, each vehicle C is processed using the above-described processing A2, that is, the vehicle speed of the vehicle C1 and the time required for the vehicle C to change lanes. A case where a process of typifying a plurality of drivers who drive is performed will be described.
In the process A2, a lane change requirement that is a time required for the lane change in a plurality of travel speed ranges is used by using the change in the position of the lane division line detected by the lane extraction unit 24 in the image captured by the camera 22. Processing to calculate time (lane change required time calculation processing) is performed.

Here, the definition of the time required for the lane change can be arbitrarily set, and for example, it may be a time elapsed from when the vehicle starts to straddle the lane line until it finishes straddling. Further, for example, it may be the time elapsed from when the steering angle detected by the steering angle sensor 30 exceeds a preset steering angle threshold until it returns to the steering angle threshold or less.
Specifically, in the lane change required time calculation process, for example, as shown in FIG. 7, for each travel speed range divided into a plurality of stages (0-40, 40-80, 80-120,...) The lane change required time of the driver (D1 to D4,...) Of each vehicle C is calculated in the travel speed range (entire area).
After calculating the driver's lane change required time for each vehicle C for each travel speed range, for example, as shown in FIG. 8, the driver's lane change required for each vehicle C in all travel speed ranges (entire area). The type of driver of each vehicle C is set by distributing the time in cumulative frequency.

  Specifically, a driver classified into an area where the lane change required time is 4 seconds or less is set as type A, and a driver classified as an area where the lane change required time exceeds 4 seconds and is 5 seconds or less is type B. And set. Furthermore, a driver classified as an area where the lane change required time exceeds 5 seconds and less than 6 seconds is set as type C, and a driver classified as an area where the lane change required time exceeds 6 seconds is set as type D. To do. FIG. 7 shows the classified types for the drivers (D1 to D4) of the vehicles C (for example, the type of the driver D1 is set to “C”).

In the example shown in FIG. 8, the driver types are divided into four types (types A to D), and each type is divided every second. However, the present invention is not limited to this. May be divided into any number. Moreover, what is necessary is just to divide a some type by arbitrary time (second number).
After the type of the driver of each vehicle C is set, the lane change required time as the control target value is calculated for each of the set types for each traveling speed range divided into a plurality of stages.
Specifically, for example, as shown in FIG. 9, each type (A to D,...) For each traveling speed range divided into a plurality of stages (0-40, 40-80, 80-120,...). The time required for changing the target lane is calculated. The calculation of the target lane change required time is performed by calculating an average value of the lane change required times for a plurality of drivers set to the same type.

・ Process A3
With reference to FIG. 1 to FIG. 9, the case where the process A3 described above, that is, the process of classifying a plurality of drivers who drive each vehicle C using the vehicle type of the vehicle C will be described.
In the process A3, as an example, the driver who drives the vehicle C whose vehicle type is a large vehicle is set as a type A, and the driver who drives the vehicle C whose vehicle type is a normal vehicle is set as a type B. Then, the target acceleration of type B is calculated as the average acceleration of type A.
The reason why the target acceleration of type B is calculated as the average acceleration of type A is, for example, the reason described below.

In general, an ordinary vehicle has better acceleration performance than a large vehicle. For example, when starting from a stop, a large vehicle takes a longer time to reach a travel speed desired by the driver. For this reason, ordinary vehicles that run behind a group of vehicles including large vehicles may start up as usual if the driver neglects attention, resulting in a situation where they are too close to the preceding vehicle and decelerate. Many.
Therefore, when a large vehicle (type A) is present in the vicinity of the own vehicle, calculating the target acceleration of type B as the average acceleration of type A, the normal vehicle (type B) has the acceleration performance of the large vehicle. It is possible to travel in the travel control mode in consideration.
As described above, the categorization calculating unit 40 performs a process of classifying a plurality of drivers and setting the type of each driver.

(Processing performed by the ambient type determination unit 44)
Processing performed by the surrounding type determination unit 44 will be described with reference to FIGS. 1 to 9 and FIGS. 10 and 11.
In the processing performed by the surrounding type determination unit 44, the number of other vehicles existing around the own vehicle, or other areas existing within a radius area set around the own vehicle on the road on which the own vehicle is traveling. The type of the driver of the other vehicle is determined from the number of vehicles.

  When determining the type of the driver of the other vehicle from the number of other vehicles existing around the own vehicle, for example, as shown in FIG. Set as other vehicles around. Then, the type set for the driver is acquired for each of the 20 other vehicles around the host vehicle, and the type of the driver of the other vehicle is determined. In the example shown in FIG. 10, the type of the driver of the other vehicle is determined for 20 other vehicles existing around the own vehicle. However, the present invention is not limited to this. The number of vehicles may be an arbitrary number.

  On the other hand, when determining the type of the driver of the other vehicle from the number of other vehicles existing within the radius area set around the own vehicle, for example, as shown in FIG. The other vehicle existing in the area is set as another vehicle existing around the host vehicle. Then, the type set for the driver is acquired for each of the other vehicles existing within the radius of 100 m from the host vehicle, and the type of the driver of the other vehicle is determined. In the example shown in FIG. 11, the type of the driver of the other vehicle is determined for the other vehicle existing within the radius of 100 m from the own vehicle. However, the present invention is not limited to this and is the target. The area where the other vehicle exists may be an arbitrary area.

10 and 11 show a case in which the type having the highest existence ratio around the host vehicle is type A among a plurality of types.
As described above, the surrounding type determination unit 44 performs the process of individually determining the types of drivers of a plurality of other vehicles traveling on the road on which the host vehicle is traveling according to the types set by the type calculation unit 40. Do.

(Processing performed by the traffic condition detection unit 48)
Processing performed by the traffic condition detection unit 48 will be described with reference to FIGS. 1 to 11 and FIGS. 12 to 14.
The processes performed by the traffic condition detection unit 48 include the following processes B1 to B3. Moreover, the traffic condition detection part 48 selects and performs one process from the process B1 to the process B3.
Process B1. Processing B2 for determining whether or not to permit travel control using the traffic volume B2. Processing for determining whether or not to permit travel control using the traffic density B3. Processing to determine whether to allow travel control using the degree of congestion

・ Process B1
With reference to FIG. 1 to FIG. 11, the case where the process B1 described above, that is, the process for determining whether or not the travel control is permitted using the traffic volume will be described with reference to FIG. 12.
In the process B1, for example, as shown in FIG. 12, if the number of passing units (traffic volume) per unit time at a traffic volume measuring point that is a preset point is equal to or greater than the passing threshold number (traffic volume threshold), It is determined that traveling control is permitted. On the other hand, if the number of passing vehicles per unit time (traffic volume) at the traffic volume measurement point is less than the passing threshold number (traffic volume threshold), it is determined that the travel control is not permitted.

Therefore, when the traffic volume of the road on which the host vehicle travels in the process B1 is less than the preset traffic threshold value, the travel state control unit 8 does not perform the control of the travel state, and adds the driving amount by the driver of the host vehicle. Only the deceleration operation and the steering operation are performed to drive the host vehicle.
The number of passage thresholds (traffic volume threshold) can be arbitrarily set. Further, the number of passing vehicles per unit time is measured using, for example, data stored in the probe car DB 38 or data of a traffic counter installed on the road.

・ Process B2
With reference to FIG. 1 to FIG. 12, the case where the process B2 described above, that is, the process of determining whether or not to permit travel control using the traffic density will be described with reference to FIG. 13.
In the process B2, for example, as shown in FIG. 13, the number of travels (traffic density) per predetermined distance (within the traffic density measurement range) on the road on which the host vehicle travels is the travel threshold number (traffic density threshold). If it is above, it will determine with driving control permitted. On the other hand, if the number of traveling vehicles (traffic density) within the traffic density measurement range is less than the traveling threshold number (traffic density threshold), it is determined that the traveling control is not permitted.

Therefore, when the traffic density of the road on which the host vehicle is traveling is less than the preset traffic density threshold value in the process B2, the traveling state control unit 8 does not perform the control of the traveling state, but adds the driving state by the driver of the own vehicle. Only the deceleration operation and the steering operation are performed to drive the host vehicle.
Note that the number of travel thresholds (traffic density threshold) can be set arbitrarily. The traffic density is measured using, for example, data stored in the probe car DB 38 or data of a traffic counter installed on the road.

・ Process B3
With reference to FIG. 1 to FIG. 13, the case where the process B3 described above, that is, the process of determining whether to permit the travel control using the congestion degree will be described with reference to FIG. 14.
In the process B3, for example, as shown in FIG. 14, the degree of congestion (demand quantity / traffic capacity) calculated from the demand quantity and traffic capacity in a preset area (eg, point, road, area) is the congestion degree threshold value. If it is above, it will determine with driving control permitted. On the other hand, if the congestion level is less than the congestion level threshold, it is determined that the travel control is not permitted.

Therefore, when the congestion degree of the road on which the host vehicle is traveling is less than the preset congestion degree threshold value in the process B3, the traveling state control unit 8 does not perform the control of the traveling state, and adds the driving condition by the driver of the own vehicle. Only the deceleration operation and the steering operation are performed to drive the host vehicle.
Note that the congestion degree threshold can be set arbitrarily. The number of demands is measured using, for example, data stored in the probe car DB 38 or data of a traffic counter installed on the road. Further, the traffic capacity is calculated using road geometric structure data stored in the map DB 42 and information on the mixture ratio of large vehicles and parked vehicles stored in the probe car DB 38.

(Operation)
Next, operations performed using the driving support system S of the first embodiment will be described with reference to FIGS. 1 to 14 and FIGS. 15 and 16.
As shown in FIG. 15, when an operation performed using the driving support system S is started (START), first, the process of step S200 is performed.
In step S200, the surrounding type determination unit 44 acquires a type set for a driver driving another vehicle existing around the host vehicle ("Acquires driver data existing around" shown in the figure). )I do. If the process which acquires the type of the driver who exists in the circumference of the own vehicle is performed in Step S200, the operation performed using driving support system S will transfer to Step S201.

  In step S201, a process of determining the type having the highest existence ratio among the types acquired in step S200 ("determining the type having the highest ratio" shown in the figure) is performed. In step S201, when the process of determining the type having the highest existence ratio among the types of drivers existing around the host vehicle is performed, the operation performed using the driving support system S shifts to step S202. For example, in the example shown in FIGS. 10 and 11, the type having the highest existence ratio is type A.

  In step S202, the travel control mode selection unit 50 acquires the travel control mode corresponding to the type determined in step S201 from the travel control mode DB 46, and selects the travel control mode ("travel control mode shown in the figure"). Select "). In step S202, when the process of selecting the travel control mode corresponding to the type with the highest ratio is performed, the operation performed using the driving support system S moves to step S203.

  In step S203, a process of outputting a travel control mode signal including the travel control mode selected in step S202 to the in-vehicle device 1 through the center side communication module or the like ("output travel control parameter" shown in the figure) is performed. . If the process which outputs the driving control mode signal containing driving control mode to the vehicle-mounted apparatus 1 is performed in step S203, the operation | movement performed using the driving assistance system S will transfer to step S204.

  In step S204, the driving state control unit 8 included in the in-vehicle device 1 that has received the input of the driving control mode signal including the driving control mode, the driving force command value, the braking force command value, the steering angle command, according to the driving control mode. At least one command value among the values is calculated. Then, the traveling state control unit 8 outputs a behavior command value signal to the traveling control controller 12, and executes the traveling control according to the traveling control mode corresponding to the type having the highest existence ratio ("running control" shown in the figure). carry out. In step S204, when the travel control corresponding to the travel control mode corresponding to the type having the highest existence ratio is performed, the operation performed using the driving support system S is ended (END).

Here, in step S204, a command value corresponding to the control target value in the travel control mode is calculated.
Specifically, when the control target value is an inter-vehicle distance (target inter-vehicle distance), at least one of a driving force command value and a braking force command value is calculated. Thus, the driving force controller 32 and the braking force controller 34 are set so that the inter-vehicle distance from the preceding vehicle calculated by the inter-vehicle distance calculation unit 20 becomes the target inter-vehicle distance after the vehicle speed sensor 16 grasps the speed range of the host vehicle. The vehicle travels with the same distance as the other surrounding vehicles.

On the other hand, when the control target value is the lane change required time, a steering angle command value is calculated, and at least one of the driving force command value and the braking force command value is calculated as necessary. Thereby, the steering controller 36 is controlled, the lane change is performed at the target required time of the type with the highest existence ratio, and the lane change is performed at the same lane change required time as other surrounding vehicles.
As described above, in step S204, the traveling state of the host vehicle is set to be the traveling state similar to that of the other surrounding vehicles, and abnormal traveling that inhibits the flow of traffic is suppressed.

In step S204, a command value corresponding to the type determined in step S201 is calculated.
Specifically, if the host vehicle is a normal vehicle, and only two types are set for the vehicle type (large vehicle and normal vehicle), and the type with the highest existence ratio is a large vehicle (type A), A travel control mode in consideration of acceleration performance is performed by controlling the driving force controller 32. In this way, the start to smooth the entire traffic flow will be implemented. Therefore, even when the information on the driving operation is insufficient, it is possible to suppress the heterogeneous traveling that hinders the flow of traffic, and the efficient traveling of the vehicle group is performed as the entire traffic flow. It becomes possible.

In addition, as shown in FIG. 16, when the number of type A (large vehicle) (10) and the number of type B (normal vehicle) (10) are equal as other vehicles existing around the host vehicle. Then, type A, which is the type of vehicle type having the highest degree of influence on the traffic flow by traveling, is selected.
The reason for selecting the type of vehicle type (type A) that has the highest degree of influence on the traffic flow due to traveling is that, generally, the higher the mixing rate of large vehicles, the lower the traffic capacity of the road. In FIG. 16, 20 other vehicles close to the own vehicle are set as other vehicles existing around the own vehicle, and a plurality of types are drivers who drive the vehicle C whose vehicle type is a large vehicle. An example in which a driver who drives a vehicle C whose vehicle type is a normal vehicle is set as a type B is shown.

As described above, in the driving support method implemented by the operation of the driving support system S of the first embodiment, the drivers of a plurality of other vehicles traveling on the road on which the support target vehicle (own vehicle) is traveling. The type of each driver is individually determined by the type of each driver set by classifying a plurality of drivers. And, among the determined driver types, around the support target vehicle, the travel state in the travel control mode corresponding to the type having the highest influence on the traffic flow of the road on which the support target vehicle is traveling, Control the running state of the vehicle to be supported.
The above-described first embodiment is an example of the present invention, and the present invention is not limited to the above-described first embodiment, and the present invention may be applied to other forms than this embodiment. Various modifications can be made according to the design or the like as long as they do not depart from the technical idea.

(Effects of the first embodiment)
With the driving support system S of the first embodiment, the following effects can be achieved.
(1) The surrounding type determination unit 44 sets the types of drivers of a plurality of other vehicles traveling on the road on which the support target vehicle is traveling, by classifying the plurality of drivers and setting each driver's type. Judge individually by type. Further, among the types determined by the surrounding type determination unit 44, the traveling control mode selection unit 50 has the type having the highest influence on the traffic flow of the road on which the supporting target vehicle is traveling around the supporting target vehicle. Select the corresponding travel control mode. Then, the traveling state control unit 8 controls the traveling state of the host vehicle to the traveling state of the traveling control mode selected by the traveling control mode selection unit 50.

Therefore, the driving state of the support target vehicle is imitated to the driving state of the other vehicle corresponding to the type having the highest influence on the traffic flow of the road on which the support target vehicle is traveling around the support target vehicle. Is possible.
As a result, in consideration of the influence on other vehicles other than the following vehicle in addition to the following vehicle, it is possible to suppress the heterogeneous traveling that inhibits the traffic flow. As a result, it is possible to form an efficient vehicle group as a whole and run a plurality of vehicles, thereby improving the overall economy including the preceding vehicle, the host vehicle, and the following vehicle.

(2) The driving control mode corresponding to the type having the highest influence on the traffic flow of the road on which the support target vehicle is traveling has the highest influence on the traffic flow on the road on which the support target vehicle is driving. A mode imitating the traveling state of another vehicle driven by a type of driver.
As a result, the driving state of the support target vehicle can be imitated by the driving state of another vehicle driven by the type of driver having the highest influence on the traffic flow of the road on which the support target vehicle is driving. .

(3) Among the types determined by the surrounding type determination unit 44, the type having the highest influence on the traffic flow of the road on which the support target vehicle is traveling is the type having the highest existence ratio around the support target vehicle. To do.
As a result, the traveling control mode can be selected using the number of other vehicles existing around the support target vehicle and the type set for the driver of the other vehicle.

(4) Among the types determined by the surrounding type determination unit 44, the type having the highest influence on the traffic flow on the road on which the support target vehicle is traveling is the traffic flow on the road on which the support target vehicle is traveling. The type of car model with the highest impact.
As a result, it is possible to make the type of the vehicle type having the highest influence on the traffic flow the main traffic flow.

(5) The surrounding type determination unit 44 determines the types of drivers of a plurality of other vehicles individually from the driving operations performed by the plurality of drivers based on the types of the drivers.
As a result, it is possible to set the type of each driver by reflecting different driving operations for each driver, and further to determine the type of each driver individually.
(6) The surrounding type determination unit 44 determines the type of each driver individually by limiting the period during which driving operations performed by a plurality of drivers are detected.
As a result, the type of each driver can be set to reflect the degree of change (improvement, deterioration) of the driver's driving skill, and the type of each driver can be individually determined.

(7) The surrounding type determination unit 44 determines the type of each driver individually from the specific information (vehicle type and the like) of the vehicle that each driver is driving for drivers of a plurality of other vehicles.
As a result, even if the information of driving operation is insufficient, it is possible to set the type of each driver by reflecting the unique information of the vehicle, and further determine the type of each driver individually It becomes.
(8) The travel control mode is a mode in which at least one of the speed of the support target vehicle, the acceleration of the support target vehicle, and the inter-vehicle distance between the support target vehicle and the preceding vehicle is a control target.
For this reason, at least one of the travel speed, acceleration, and inter-vehicle distance of the vehicle to be supported is in the same state as the other surrounding vehicles, so that the motive for changing the lane is less likely to occur, and the vehicle crossing due to the lane change It becomes possible to decrease.
As a result, it is possible to form a vehicle group that is efficient as a whole and to run a plurality of vehicles.

(9) The travel control mode is a mode in which the time required for changing the lane of the support target vehicle is a control target.
As a result, the operation of changing the lane of the support target vehicle is the same as that of the other surrounding vehicles, so that it is possible to suppress the heterogeneous travel that hinders the flow of traffic, which is efficient as a whole. It becomes possible to form a vehicle group and drive a plurality of vehicles.
(10) The traveling state control unit 8 does not control the traveling state when the traffic amount of the road on which the host vehicle is traveling is less than a preset traffic amount threshold value.
As a result, in a situation where the traffic volume on the road on which the host vehicle is traveling is small, the traveling state of the host vehicle can be set to a traveling state that reflects only the driver's intention.

(11) The travel state control unit 8 does not control the travel state when the traffic density of the road on which the host vehicle travels is less than a preset traffic density threshold.
As a result, when the traffic density of the road on which the host vehicle is traveling is low, the traveling state of the host vehicle can be set to a traveling state that reflects only the driver's intention.
(12) The traveling state control unit 8 does not control the traveling state when the congestion degree of the road on which the host vehicle is traveling is less than a preset congestion degree threshold value.
As a result, in a situation where the degree of congestion on the road on which the host vehicle is traveling, the traveling state of the host vehicle can be set to a traveling state that reflects only the driver's intention.

(13) In the driving support method implemented by the operation of the driving support system S of the first embodiment, the types of drivers of a plurality of other vehicles traveling on the road on which the support target vehicle is traveling are set to a plurality of types. Individual determination is made according to the type of each driver set by classifying the driver. And, among the determined driver types, around the support target vehicle, the travel state in the travel control mode corresponding to the type having the highest influence on the traffic flow of the road on which the support target vehicle is traveling, Control the running state of the vehicle to be supported.

Therefore, the driving state of the support target vehicle is imitated to the driving state of the other vehicle corresponding to the type having the highest influence on the traffic flow of the road on which the support target vehicle is traveling around the support target vehicle. Is possible.
As a result, in consideration of the influence on other vehicles other than the following vehicle in addition to the following vehicle, it is possible to suppress the heterogeneous traveling that inhibits the traffic flow. As a result, it is possible to form an efficient vehicle group as a whole and run a plurality of vehicles, thereby improving the overall economy including the preceding vehicle, the host vehicle, and the following vehicle.

(Modification)
(1) In the first embodiment, the type of the driver is set by using the inter-vehicle distance, the time required for changing the lane, and the vehicle type, but the present invention is not limited to this.
That is, for example, the type of the driver may be set using the number of operations of an ABS (Antilock Break System), the strength / frequency of the yaw rate, and the like. Alternatively, the type of driver may be set using the frequency of sudden steering, the timing of changing lanes using the inter-vehicle distance and relative speed, the speed decrease frequency when climbing up, and the like.
Furthermore, for example, attention based on changes in the driver's heart rate and sweating detected by a biometric sensor, distraction based on the driver's line of sight detected by the in-vehicle camera, and frequency of conversation in the vehicle detected by the in-vehicle microphone. The type of driver may be set using the degree of distraction or the like. In addition, when the vehicle C is a manual (MT: Manual Transmission) vehicle, the type of the driver may be set using the time required for the shift change.

Further, for example, the type of driver may be set using the configuration of a vehicle such as a manual vehicle, an automatic vehicle, an electric vehicle, a hybrid vehicle, or the like.
Furthermore, the type of the driver may be set by using a demographic (age, residence, occupation, etc.) regarding the driver. In this case, for example, the type of driver may be set by using ages such as an elderly group, a middle-class group, and a young group.

(2) In the first embodiment, as the data used for the process in which the typification calculating unit 40 sets the driver's type, the latest data in which the period is divided is used, but the present invention is not limited to this.
That is, data for the entire period acquired from the past to the present may be used as the data used by the categorization calculating unit 40 for the process of setting the driver's type.
(3) In the first embodiment, the type of the driver is set regardless of the weather, but the present invention is not limited to this.
That is, for example, the vehicle C may be provided with a sensor that can detect a change in weather, such as a raindrop sensor, and the driver's type may be set by dividing the data during fine weather and rainy weather. In this case, it is possible to suppress the heterogeneous traveling that hinders the traffic flow with respect to the traffic flow that changes depending on the weather.

(4) In the first embodiment, the information creation / distribution device 2 is configured to be included in the data center 4 (base station), but is not limited thereto.
That is, it is good also as a structure which implements the function which the information preparation and distribution apparatus 2 has on the internet (Internet cloud) which a cloud server comprises. Further, the information creation / distribution device 2 may be provided in the vehicle C.
(5) In 1st embodiment, although the vehicle information acquisition part 6 and the driving state control part 8 were set as the structure with which the vehicle-mounted apparatus 1 is provided, it is not limited to this.
That is, for example, the vehicle information acquisition unit 6 and the traveling state control unit 8 may be provided in the data center 4 (base station).

  DESCRIPTION OF SYMBOLS 1 ... Car-mounted apparatus, 2 ... Information preparation and distribution apparatus, 4 ... Data center, 6 ... Vehicle information acquisition part, 8 ... Driving state control part, 10 ... Vehicle information detection part, 12 ... Traveling control controller, 14 ... GPS sensor, DESCRIPTION OF SYMBOLS 16 ... Vehicle speed sensor, 18 ... Laser radar, 20 ... Inter-vehicle distance calculation part, 22 ... Camera, 24 ... Lane extraction part, 26 ... Accelerator operation amount detection part, 28 ... Brake operation amount detection part, 30 ... Steering angle sensor, 32 DESCRIPTION OF SYMBOLS ... Driving force controller, 34 ... Braking force controller, 36 ... Steering controller, 38 ... Probe car database (probe car DB), 40 ... Classification operation part, 42 ... Map database (map DB), 44 ... Surrounding type determination part , 46 ... Travel control mode database (travel control mode DB), 48 ... Traffic condition detection unit, 50 ... Travel control mode selection unit, S ... Driving support system , C ... vehicle

Claims (13)

The type of each driver set by classifying the types of drivers of multiple other vehicles traveling on the road on which a single target vehicle for driving support is traveling. A surrounding type determination unit that individually determines in
Of the determined types, a travel control mode selection unit that selects a travel control mode corresponding to the type having the highest influence on the traffic flow of the road around the support target vehicle;
A driving support system comprising: a driving state control unit that controls the driving state of the support target vehicle to the driving state of the selected driving control mode.   The driving control mode corresponding to the type having the highest influence is a mode imitating a driving state of another vehicle driven by the type of driver having the highest influence. Driving support system.   3. The driving support system according to claim 1, wherein the type having the highest influence is a type having the highest existence ratio around the support target vehicle among the plurality of determined types. 4. .   The type having the highest influence is a type of a vehicle type having the highest degree of influence on the traffic flow of the road among the plurality of determined types. The driving support system described in item 1.   2. The surrounding type determination unit is configured to individually determine a type of a driver of the plurality of other vehicles according to a type of each driver from a driving operation performed by the plurality of drivers. The driving support system according to any one of claims 1 to 4.   The driving assistance system according to claim 5, wherein the surrounding type determination unit determines a type of each driver individually by limiting a period during which the driving operation is detected.   2. The surrounding type determination unit is configured to individually determine a type of each driver based on unique information of a vehicle driven by each driver with respect to drivers of the plurality of other vehicles. The driving support system according to any one of claims 6 to 7.   The travel control mode is a mode in which at least one of the speed of the support target vehicle, the acceleration of the support target vehicle, and the inter-vehicle distance between the support target vehicle and the preceding vehicle is a control target. The driving support system according to any one of claims 1 to 7.   The driving support system according to any one of claims 1 to 7, wherein the travel control mode is a mode in which a time required for changing a lane of the support target vehicle is a control target.   10. The driving state control unit according to claim 1, wherein the driving state control unit does not control the driving state when the traffic volume on the road is less than a preset traffic volume threshold value. 11. The described driving assistance system.   11. The travel state control unit according to claim 1, wherein the travel state control unit does not control the travel state when the traffic density of the road is less than a preset traffic density threshold. The described driving assistance system.   12. The travel state control unit according to any one of claims 1 to 11, wherein the travel state control unit does not control the travel state when the congestion degree of the road is less than a preset congestion degree threshold value. The described driving assistance system. The type of each driver set by classifying the types of drivers of multiple other vehicles traveling on the road on which a single target vehicle for driving support is traveling. To judge individually,
Controlling the traveling state of the support target vehicle to the traveling state of the traveling control mode corresponding to the type having the highest influence on the traffic flow of the road around the support target vehicle among the determined types. A characteristic driving support method.

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