JP2019036339A - Driving support device - Google Patents

Abstract

To provide a driving support device and a driving support method that can perform appropriate driving support at low cost.SOLUTION: A driving support device according to the present invention includes: a communication unit 40 that acquires statistical traffic information including an average speed and an average inter-vehicle distance of vehicles at a point in the vicinity of its own vehicle on a road on which the own vehicle travels; a driving mode determination unit 44 that, on the basis of the statistical traffic information acquired by the communication unit 40, sets driving control parameters including a speed and an inter-vehicle distance when traveling in an automatic driving mode in which traveling of the own vehicle is controlled automatically; and a vehicle control unit 46 that controls traveling of the own vehicle on the basis of the driving control parameters set by the driving mode determination unit 44 in the automatic driving mode.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving support apparatus and a driving support method that perform driving support of an automobile.

  In recent years, autonomous sensors such as collision avoidance brakes that autonomously avoid and reduce collisions, or adaptive cruise control (ACC) that runs at a constant speed, using cameras or millimeter wave sensors mounted on automobiles. Type automatic driving systems are becoming popular. However, the autonomous autonomous driving system has a problem in that it cannot detect a situation with a poor visibility (out of sight) when merging on a highway or changing lanes while traveling on the main line due to restrictions on the detection area of the sensor. It was.

  In order to solve the above-mentioned problems, information on locations where sensors installed on the roadside cannot be detected by sensors mounted on vehicles in places with poor visibility such as junctions or intersections on expressways ) And an infrastructure-linked vehicle group traffic flow control system that transmits the detected information to the vehicle by wireless communication is disclosed (for example, see Patent Document 1).

  In addition, a traffic control system is disclosed that calculates a target speed based on the main line traffic volume and traffic density on an automobile-only road and controls vehicle travel based on the target speed (see, for example, Patent Document 2).

  In addition, a driving support device that guides lane change or lane maintenance to a vehicle traveling on the main line based on the traffic on the main line at the junction of the highway is disclosed (for example, see Patent Document 3).

JP 2012-68722 A Japanese Patent No. 5083388 Japanese Patent No. 5338392

  In patent document 1, it is necessary to install roadside sensors, such as a camera, on the road side where it joins, and to acquire detailed information, such as a position and speed of each vehicle which drive | works a main line by the said roadside sensor by communication. Therefore, it is necessary to install highly accurate and expensive sensors on the roadside and communication devices with a wide communication area, and it is expensive to install these sensors and communication devices on all roads, which causes operational problems.

  In Patent Document 2, in order to increase the traffic capacity, the target speed or the target inter-vehicle distance is calculated based on the traffic volume and traffic density of the main line, but it is applied to driving assistance that realizes smooth merging and lane change. I can't.

  In Patent Document 3, guidance for changing lanes or maintaining lanes is given to vehicles traveling on the main line according to the traffic volume on the main line, but this is appropriate for vehicles that join the main line or vehicles that change lanes. Driving assistance is not possible.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a driving support device and a driving support method capable of performing appropriate driving support at low cost.

  In order to solve the above-described problem, a driving support device according to the present invention is a driving support device that supports driving of the host vehicle, wherein the average speed of the vehicle at a point around the host vehicle on the road on which the host vehicle runs and Statistical traffic information acquisition unit that acquires statistical traffic information including average inter-vehicle distance, and based on statistical traffic information acquired by the statistical traffic information acquisition unit An operation mode determination unit that sets operation control parameters including a speed and an inter-vehicle distance; and a vehicle travel control unit that controls the travel of the host vehicle in the automatic operation mode based on the operation control parameters set by the operation mode determination unit; .

  According to the present invention, the driving support device is a driving support device that supports driving of the host vehicle, and includes statistical traffic that includes the average speed and the average inter-vehicle distance of the vehicle at points around the host vehicle on the road on which the host vehicle travels. Driving that includes the speed and distance between vehicles when traveling in the automatic driving mode that automatically controls the driving of the host vehicle based on the statistical traffic information acquired by the statistical traffic information acquiring unit that acquires information and the statistical traffic information acquiring unit Since it includes an operation mode determination unit that sets control parameters and a vehicle travel control unit that controls the travel of the host vehicle based on the operation control parameters set by the operation mode determination unit in the automatic operation mode, the cost is low. Appropriate driving assistance can be provided.

It is a block diagram which shows an example of a structure of the driving assistance device by embodiment of this invention. It is a figure which shows an example of the hardware constitutions corresponding to the software function in the driving assistance device by embodiment of this invention. It is a figure which shows an example of operation | movement of the driving assistance apparatus in the case of changing lanes by embodiment of this invention. It is a figure which shows an example of operation | movement of the driving assistance apparatus in the case of the free flow by embodiment of this invention. It is a figure which shows an example of operation | movement of the driving assistance apparatus in the case of the saturated traffic flow by embodiment of this invention. It is a figure which shows an example of operation | movement of the driving assistance apparatus in the case of the congestion flow by embodiment of this invention. It is a figure which shows an example of the information processing in the central management server by embodiment of this invention. It is a figure for demonstrating the setting of the operation control parameter by embodiment of this invention. It is a figure for demonstrating the setting of the operation control parameter by embodiment of this invention. It is a figure which shows an example of the relationship between each automatic driving mode by embodiment of this invention, speed, distance between vehicles, and vehicle head time. It is a figure which shows an example of the relationship between each automatic driving mode by embodiment of this invention, a relative speed, and a relative distance. It is a figure which shows an example of the relationship between the traffic density and average speed by embodiment of this invention. It is a figure which shows an example of the relationship between the traffic volume and average speed by embodiment of this invention. It is a figure which shows an example of distribution of the distance between vehicles by embodiment of this invention. It is a figure which shows an example of distribution of the distance between vehicles by embodiment of this invention. It is a figure which shows an example of distribution of the distance between vehicles by embodiment of this invention. It is a figure which shows an example of the relationship between the front and back inter-vehicle distance and distribution of inter-vehicle distance by embodiment of this invention. It is a figure which shows an example of the positional relationship with the vehicle before and behind existing at the time of the merging by embodiment of this invention. It is a figure which shows an example which judges an operation mode using the average inter-vehicle distance and relative distance by embodiment of this invention. It is a figure which shows an example which judges an operation mode using the average speed and relative speed by embodiment of this invention. It is a flowchart which shows an example of operation | movement of the central management server by embodiment of this invention. It is a flowchart which shows an example of operation | movement of the operation mode determination part by embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings.

<Embodiment>
<Configuration>
FIG. 1 is a block diagram showing an example of a configuration of a driving support apparatus according to an embodiment of the present invention. In the following, components having the same or corresponding functions are denoted by the same reference numerals.

  As shown in FIG. 1, the driving support apparatus according to the present embodiment is realized by a system including a roadside sensor 1, a central management server 2, a roadside communication device 3, and a vehicle 4. Although FIG. 1 shows a case where a plurality of roadside sensors 1, roadside communication devices 3, and vehicles 4 are provided, the roadside sensor 1, the central management server 2, the roadside communication device 3, and the vehicle 4 are provided. One or more of each may be provided.

  The roadside sensor 1 detects traveling vehicle information such as an inter-vehicle time and a speed of a vehicle traveling on a road in real time. Here, the roadside sensor 1 uses, for example, an infrared sensor, a radio wave, a pressure-sensitive sensor, and the like to calculate the presence / absence of a vehicle, the time between vehicles, and the like. Intelligent Transport System) spot, etc., but is not limited to this. The traveling vehicle information includes, in addition to the above-mentioned inter-vehicle time and speed, the inter-vehicle distance, the traveling lane, the vehicle head time, the vehicle height, and the like, but is not limited thereto.

  The roadside sensors 1 are installed on the road at regular intervals. At this time, a vehicle traveling in all lanes may be detected by one roadside sensor 1, and a roadside sensor 1 is installed in each lane, and a vehicle traveling in each lane is detected by each roadside sensor 1. It may be. In addition, although this Embodiment demonstrates the case where the roadside sensor 1 detects driving | running | working vehicle information, it does not restrict to this. For example, the roadside sensor 1 may acquire traveling vehicle information that is voluntarily notified from a vehicle traveling on a road as probe information.

  The roadside sensor 1 includes an inter-vehicle time calculation unit 10, a vehicle speed calculation unit 11, and a communication unit 12.

  The inter-vehicle time calculation unit 10 detects the presence or absence of a vehicle at the installation point of the roadside sensor 1, calculates a time interval for detecting the vehicle based on the detection result, or calculates an inter-vehicle time from the inter-vehicle distance. The inter-vehicle time calculating unit 10 may detect only the presence or absence of a vehicle and calculate the inter-vehicle time by the information processing unit 20 of the central management server 2.

  The vehicle speed calculation unit 11 detects the presence or absence of a vehicle at the installation point of the roadside sensor 1 and calculates the speed of the vehicle at the installation point of the roadside sensor 1 based on the detection result.

  The communication unit 12 transmits traveling vehicle information including the inter-vehicle time calculated by the inter-vehicle time calculation unit 10 and the speed calculated by the vehicle speed calculation unit 11 to the central management server 2. In addition, the communication unit 12 may transmit information such as an identifier of the roadside sensor 1, an installation position of the roadside sensor 1, an inter-vehicle time, and a time when the vehicle speed is calculated, to the central management server 2 together with the traveling vehicle information. Good. Moreover, the central management server 2 may manage the identifier and installation position of the roadside sensor 1.

  The inter-vehicle time calculating unit 10 and the vehicle speed calculating unit 11 manage the inter-vehicle time and vehicle speed information calculated in real time together with the calculated time, manage them as a distribution within a predetermined time, or calculate in the past The inter-vehicle time and the vehicle speed are managed, and the managed information is transmitted from the communication unit 12 to the central management server 2. The period for transmitting information from the communication unit 12 to the central management server 2 may be a predetermined period such as 100 ms, 1 minute, or several minutes. Further, the communication unit 12 may transmit information in response to a request from the central management server 2.

  Based on the traveling vehicle information received from the plurality of roadside sensors 1, the central management server 2 determines the traffic volume, traffic density, average travel speed, average inter-vehicle distance at a predetermined point or a predetermined section on the road, The average traffic density, average head time, and average inter-vehicle time are calculated. Further, based on each calculated information, a travel speed distribution, an inter-vehicle distance distribution, an inter-vehicle time distribution, and a traffic density distribution are created and stored. The central management server 2 is a computer server and manages a plurality of roadside sensors 1.

  Hereinafter, the traffic volume, traffic density, average speed, average inter-vehicle distance, average traffic density, average head time, travel speed distribution, inter-vehicle distance distribution, and traffic density distribution are collectively referred to as statistical traffic information. The statistical traffic information is not limited to the above information, but may include other information.

  The central management server 2 includes an information processing unit 20, an information storage unit 21, and a communication unit 22.

  The information processing unit 20 calculates the inter-vehicle distance and the vehicle head time based on the speed and the inter-vehicle time calculated by the roadside sensor 1, and calculates an average traveling speed, an average inter-vehicle time, an average inter-vehicle distance within a predetermined time, and Calculate the average vehicle head time. Note that the information processing unit 20 may perform the above processing for each roadside sensor 1 or may perform the above processing for each of a plurality of roadside sensors 1 installed in a predetermined section. Here, examples of the predetermined time include 1 minute, 1 hour, 24 hours, 1 month, and 1 year, but are not limited thereto. In addition, examples of the predetermined section include 100 m, 1 km, and 10 km, but are not limited thereto.

  In addition, the information processing unit 20 creates a travel speed distribution, an inter-vehicle distance distribution, and an inter-vehicle time distribution within a predetermined time. The information processing unit 20 may predict the distribution at the installation position of the roadside communication device 3 based on the traveling vehicle information received from the plurality of roadside sensors 1. Here, the distribution may be a histogram having a predetermined range or a transition of actual measurement values with respect to a time series, but is not limited thereto.

  The information storage unit 21 stores the traveling vehicle information received from the roadside sensor 1 and the statistical traffic information calculated by the information processing unit 20. The information storage unit 21 manages information such as the installation position of the roadside sensor 1, the installed section, and the identifier, and stores information such as the installation position of the roadside communication device 3, the installed section, and the identifier. It manages the information about the shape of the road including the junction and branch point of the road.

  The communication unit 22 receives the traveling vehicle information transmitted from the roadside sensor 1, transmits the statistical traffic information calculated by the information processing unit 20 to the roadside communication device 3, and is stored in the information storage unit 21. Vehicle information, statistical traffic information, and the like are transmitted to the roadside communication device 3. Note that the communication unit 22 considers the identifier and installation position of the roadside communication device 3 and the identifier and installation position of the roadside sensor 1, and is closer to the upstream side of the vehicle traveling direction than the installation position of the roadside communication device 3. ) May be transmitted to the roadside communication device 3, or traffic statistical information in a section before and after the installation position of the roadside communication device 3 may be transmitted to the roadside communication device 3.

  The communication unit 12 of the roadside sensor 1, the communication unit 22 of the central management server 2, and the communication unit 30 (described later) of the roadside communication device 3 are connected so as to be communicable by wired such as Ethernet (registered trademark) or optical fiber. It may be connected to be communicable by radio such as LTE (Long Term Evolution) or WiFi, but is not limited thereto.

  In the roadside communication device 3, the communication unit 30 transmits statistical traffic information on a predetermined road received from the central management server 2 to the vehicle 4. Further, the communication unit 30 receives vehicle information from the vehicle 4 and transmits the vehicle information to the central management server 2. Here, the vehicle information includes a vehicle identifier, a position, a speed, an acceleration, a driver characteristic, a driving mode, a driving control parameter, and the like, but is not limited thereto. The roadside communication device 3 and the central management server 2 may be realized by being integrated (shared). Further, the roadside communication device 3 may select each information included in the statistical traffic information transmitted to the vehicle 4 in consideration of the information received from the central management server 2 and the installation position of the roadside communication device 3. Good.

  Note that examples of the communication medium between the roadside communication device 3 and the vehicle 4 include, but are not limited to, a DSRC (Dedicated Short Range Communication) communication device, WiFi, LTE, and the like.

  The vehicle 4 according to the present embodiment refers to a vehicle that travels on the main line of the road at the merge point and a vehicle that merges with the main line of the road at the merge point. In addition, the vehicle 4 autonomously controls only a part of driving operations such as an accelerator, a brake, and a steering wheel by a vehicle that autonomously travels by an automatic driving system, a vehicle that is manually driven by a driver, or an automatic driving system. Vehicle including, but not limited to.

  Based on the statistical traffic information received from the roadside communication device 3, the vehicle 4 determines the operation mode, sets the operation control parameter in the automatic operation mode, determines whether or not to merge, determines the speed when merging, and Judgment of the timing to join is performed. In the following, the vehicle (vehicle 4B) that is the subject of the description is referred to as the own vehicle, and vehicles other than the own vehicle (vehicles 4A and 4C) are referred to as other vehicles. In addition, other vehicles existing around the host vehicle may be referred to as surrounding vehicles. Further, when there is no distinction between the own vehicle and another vehicle, it is simply referred to as a vehicle 4.

  The vehicle 4 is equipped with a sensor such as a camera or a millimeter wave, and can perform automatic driving that travels autonomously using the sensor. Further, the vehicle 4 performs merging by automatic driving based on the information received from the roadside communication device 3 or cancels the automatic driving and notifies the driver that the vehicle is driven manually. Further, the vehicle 4 transmits vehicle information including the speed, position, identifier, and the like of the host vehicle to the roadside communication device 3.

  The vehicle 4 includes a communication unit 40, a surrounding detection unit 41, a vehicle information acquisition unit 42, a surrounding environment recognition unit 43, a driving mode determination unit 44, a vehicle behavior determination unit 45, a vehicle control unit 46, a notification Part 47.

  The communication unit 40 receives statistical traffic information from the roadside communication device 3 and transmits vehicle information including the position, speed, identifier, and the like of the vehicle 4 to the roadside communication device 3. In addition, the communication part 40 may communicate directly with the surrounding vehicle which drive | works the periphery of the own vehicle, and may transmit / receive a mutual position, speed, an identifier, etc. Further, the communication unit 40 performs wireless communication and may use a vehicle-specific communication medium such as DSRC or 802.11p, or may use a communication medium such as LTE or WiFi. As described above, the communication unit 40 obtains statistical traffic information including the average speed, average head time, average inter-vehicle distance, and traffic density of the vehicle at points around the own vehicle on the road on which the own vehicle is traveling. It functions as an acquisition unit.

  The surrounding detection unit 41 is a sensor such as a camera, a millimeter wave, or a laser radar, and detects surrounding vehicles traveling around the host vehicle, road white lines, walls or obstacles existing around the host vehicle, and the like. Further, the surrounding detection unit 41 also detects a relative distance, a relative speed, and a relative position with respect to a surrounding vehicle or an obstacle, and outputs each detected information to the surrounding environment recognition unit 43 as detection information.

  The vehicle information acquisition unit 42 acquires vehicle information including the position, speed, identifier, and the like of the host vehicle. For example, the position of the host vehicle is acquired by GPS (Global Positioning System), and the speed of the host vehicle is acquired by a speed sensor.

  The surrounding environment recognition unit 43 includes information on the surrounding vehicle or obstacle detected by the surroundings detection unit 41, information on the surrounding vehicle received from the surrounding vehicle when the communication unit 40 communicates with the surrounding vehicle, Based on the map information and the like managed in the above, an area where the host vehicle can travel (a travelable area) is recognized. Further, the surrounding environment recognition unit 43 outputs the information on the travelable area, the information detected by the surroundings detection unit 41, and the information received by the communication unit 40 to the driving mode determination unit 44 and the vehicle behavior determination unit 45. The map information may be held by the vehicle 4 or acquired from the outside.

  The driving mode determination unit 44 joins the main vehicle to the main line or changes the lane based on the travelable area recognized by the surrounding environment recognition unit 43 and the statistical traffic information received from the roadside communication device 3 by the communication unit 40. Determine whether or not. Further, the driving mode determination unit 44 switches the driving mode to either the automatic driving mode or the manual driving mode based on the traffic information of the front and rear of the host vehicle, the road attribute during traveling, and the like. Set operation control parameters such as travel speed and distance between vehicles. Here, examples of the operation control parameters include, but are not limited to, a target speed, a target inter-vehicle distance, a target head time, a gear, a maximum speed, an acceleration / deceleration, and the like that are controlled in the automatic operation mode. The automatic operation mode refers to an operation mode that automatically controls the traveling of the host vehicle, and the manual operation mode refers to an operation mode in which the driver manually controls the traveling of the host vehicle.

  When the driving mode determination unit 44 determines that it is possible to merge or change the lane of the host vehicle, the driving mode determination unit 44 requests the vehicle behavior determination unit 45 to create a plan for merging or changing lanes. On the other hand, when the driving mode determination unit 44 determines that it is impossible to join the main vehicle to the main line or change lanes, the driving mode determination unit 44 notifies the driver through the notification unit 47 so that the driver can drive himself / herself. Further, when the operation mode determination unit 44 changes the lane or changes the lane, whether or not the change or lane change is possible based on the relative distance and the relative speed with the surrounding vehicles existing before and after the own vehicle detected by the surrounding detection unit 41. Judging.

  Based on the information recognized by the surrounding environment recognition unit 43, the vehicle behavior determination unit 45 determines a route along which the host vehicle travels autonomously or makes a determination to stop urgently. Further, when the driving mode determining unit 44 determines that the merge or lane change is performed in the automatic driving mode, the vehicle behavior determining unit 45 plans a travel route and a traveling speed when performing the merge or lane change, and the driving mode determining unit 45 The vehicle is controlled so as to travel with the operation control parameter set at 44. The travel route and travel speed (travel plan) planned by the vehicle behavior determination unit 45 are output to the vehicle control unit 46.

  The vehicle control unit 46 controls the accelerator, steering, brake, gear, and the like of the vehicle 4 based on the travel plan input from the vehicle behavior determination unit 45. That is, the vehicle control unit 46 has a function as a vehicle travel control unit that controls the travel of the host vehicle based on the drive control parameters set by the drive mode determination unit 44. Further, the vehicle control unit 46, within a predetermined time, when the driving mode determination unit 44 requests that the driver drive by himself / herself (requests the driver to transfer the operation). If the driver does not operate, the vehicle 4 is controlled to stop.

  The notification unit 47 notifies the driver by voice, image, vibration, or the like based on the operation mode determined by the operation mode determination unit 44 and whether or not merging or lane change is possible. Here, the notification method is not limited to voice, image, and vibration, but may be tightening of a seat belt, vibration of a handle, vibration of a seat, or the like.

  FIG. 2 is a diagram illustrating an example of a hardware configuration corresponding to a software function in the driving support device.

  In the roadside sensor 1, each of the inter-vehicle time calculation unit 10, the vehicle speed calculation unit 11, and the communication unit 12, for example, executes a program stored in the memory 6 or the like by the processor 5 of FIG. Realized as a function. However, these may be realized in cooperation with a plurality of processors 5, for example.

  In the central management server 2, each of the information processing unit 20 and the communication unit 22 is realized as a function of the processor 5 when the processor 5 of FIG. 2 executes a program stored in the memory 6 or the like. However, these may be realized in cooperation with a plurality of processors 5, for example.

  In the roadside communication device 3, the communication unit 30 is realized as a function of the processor 5, for example, when the processor 5 of FIG. 2 executes a program stored in the memory 6 or the like. However, these may be realized in cooperation with a plurality of processors 5, for example.

  In the vehicle 4, each of the communication unit 40, the surroundings detection unit 41, the vehicle information acquisition unit 42, the surrounding environment recognition unit 43, the driving mode determination unit 44, the vehicle behavior determination unit 45, and the vehicle control unit 46 includes, for example, FIG. When the processor 5 executes a program stored in the memory 6 or the like, it is realized as a function of the processor 5. However, these may be realized in cooperation with a plurality of processors 5, for example.

<Operation>
The overall operation of the driving support apparatus according to the present embodiment will be described with reference to FIGS. 3 shows the roadside sensors 1A to 1F, and FIGS. 4 to 6 show the roadside sensors 1A and 1B. However, the present invention is not limited to this. Handles information detected and calculated.

  As shown in FIGS. 3 to 6, a plurality of roadside sensors 1 installed on the road are used for speed and inter-vehicle distance of a vehicle 4 (vehicles 4 </ b> A and 4 </ b> B in FIG. 3 and vehicle 4 </ b> A in FIGS. 4 to 6) traveling on the road. The vehicle head time and the presence / absence of the vehicle 4 are detected and calculated for each lane. The roadside sensor 1 transmits the calculated traveling vehicle information and the like to the central management server 2.

  The central management server 2 performs statistical processing on the traveling vehicle information collected from the plurality of roadside sensors 1 for each lane or for each road, and determines the average speed, average traffic density, average traffic volume, and these in a predetermined section. Statistical traffic information including the distribution of Then, the central management server 2 transmits the calculated statistical traffic information to the vehicle 4 via the roadside communication device 3.

  The vehicle 4 receives an average speed, an average traffic density, and an average traffic volume in a section in front or rear of the position of the host vehicle, predicts a traffic situation, and determines whether to switch a driving mode based on the prediction, or Set the operation control parameters in the automatic operation mode. In addition, the vehicle 4 outputs the driving mode information to the vehicle behavior determination unit 45 or the notification unit 47.

  Next, the operation of the driving support device according to each traffic situation will be described.

  FIG. 3 is a diagram illustrating an example of the operation of the driving support device when the vehicle 4B changes the lane to the lane in which the vehicle 4A is traveling.

  As shown in FIG. 3, the vehicle 4 </ b> A and the vehicle 4 </ b> B are traveling in lanes adjacent to each other while receiving statistical traffic information in front and rear of the vehicles 4 </ b> A and 4 </ b> B from the roadside communication device 3. Each of the vehicles 4A and 4B switches the operation mode or sets the operation control parameter based on the average speed, average traffic density, and average traffic volume at points around the host vehicle.

  FIG. 4 is a diagram illustrating an example of the operation of the driving support apparatus when the main road is a free stream. FIG. 5 is a diagram illustrating an example of the operation of the driving support apparatus when the main road is a saturated traffic flow. FIG. 6 is a diagram illustrating an example of the operation of the driving support apparatus when the main road is a traffic jam. 4 to 6, it is assumed that the vehicle 4A travels on the main line of the road and the vehicle 4B is about to join the main line.

  As shown in FIGS. 4 to 6, the central management server 2 calculates the statistical traffic information at the rear (downstream) of the junction based on the traveling vehicle information detected and calculated by the roadside sensors 1 </ b> A and 1 </ b> B. It transmits to the vehicle 4B via the machine 3. Based on the statistical traffic information received from the roadside communication device 3, the vehicle 4 </ b> B switches the operation mode or sets the operation control parameter, and merges the main road.

  In FIG. 4, the vehicle 4 </ b> B determines that the main line is a free stream based on the statistical traffic information received from the roadside communication device 3. Then, the vehicle 4B sets the driving mode to the automatic driving mode corresponding to the free flow, and sets the driving control parameter based on the statistical traffic information (t = T1). Next, the vehicle 4B accelerates until the average speed of the lane closest to the merging point on the main line is reached (t = T2), and the lane closest to the merging point on the main line based on the detection result of the periphery detection unit 41 in the merging section. If the relative distance from the surrounding vehicle traveling on the vehicle can be kept at a predetermined distance or more, the merge is performed (t = T3). At this time, when the relative distance to the surrounding vehicle traveling on the main line is short, the merging is not performed and the merging is performed after the surrounding vehicle passes through the merging point.

  In FIG. 5, the vehicle 4 </ b> B determines, based on the statistical traffic information received from the roadside communication device 3, that it is a saturated traffic flow with a relatively large traffic volume on the main line and a high average speed at the junction of the main lines. Then, the vehicle 4B sets the operation mode to the manual operation mode corresponding to the slightly congested traffic volume (t = T1), and notifies the driver to that effect by the notification unit 47 (t = T2). Note that the vehicle stops when the driver does not perform the driving operation in the merge section (t = T3).

  In FIG. 6, the vehicle 4B determines based on the statistical traffic information received from the roadside communication device 3 that the main line is a traffic jam. Then, the vehicle 4B sets the driving mode to the automatic driving mode corresponding to the traffic jam flow, and sets the driving control parameter based on the statistical traffic information (t = T1). Next, the vehicle 4B travels to the merging section without accelerating (t = T2). When there is another vehicle that joins while waiting for another vehicle to join while traveling at a low speed in the joining section, the relative distance from the other vehicle (neighboring vehicle) is determined in advance based on the detection result of the surrounding detection unit 41. If the distance is equal to or more than the predetermined distance and the relative position with the surrounding vehicle is not close, the merging occurs.

  From the above, the vehicle 4B in FIGS. 4 to 6 determines the operation mode and sets the operation control parameter based on the traffic situation (statistical traffic information) on the main line. That is, the vehicle 4B can travel (merge or change lanes) in an operation mode according to the traffic situation of the main line.

  Next, the operation of the central management server 2 will be described.

  FIG. 7 is a diagram illustrating an example of information processing in the central management server 2.

  The information processing unit 20 of the central management server 2 manages the identifiers and installation positions of the plurality of roadside sensors 1 installed on the road. The presence / absence of the vehicle received from the roadside sensor 1, the vehicle speed V, the vehicle head time h Based on the above, an average speed V_ave, an average vehicle head time t_ave, an average traffic density q_ave, an average traffic volume Q_ave, and an average traffic rate q_ave are calculated.

  The average traffic density may be calculated based on the number of vehicles existing within the measurement time at the installation position of the roadside sensor 1, or may be calculated based on the number of vehicles existing in a predetermined section. .

  Moreover, based on the installation position of the roadside sensor 1, you may estimate the average speed, traffic density, and traffic volume in a predetermined position or area. Moreover, based on each value detected by the roadside sensor 1 installed in the front (downstream) and the back (upstream), the speed, traffic density, and traffic volume of the vehicle 4 are calculated as functions, and predetermined. The speed, traffic density, and traffic volume at the location may be calculated.

  In the example of FIG. 7, the information processing unit 20 calculates a quadratic function from the values of the two roadside sensors 1 in addition to the average value based on the values of the vehicle speed and the head time with respect to the time series in the roadside sensor 1. Alternatively, it may be calculated as a quadratic function or a cubic function from the values of three or more roadside sensors 1. By calculating as a function, it is possible to easily calculate a value at a predetermined position. In addition, the vertical axis | shaft of FIG. 7 may be any of average speed, traffic density, or traffic volume.

  Next, operation | movement of the vehicle 4 is demonstrated using FIGS.

  The vehicle 4 travels while judging an autonomously travelable region (travelable region) based on communication with the surrounding vehicle by the periphery detection unit 41 and the communication unit 40. Further, the vehicle 4 switches the operation mode, switches the automatic operation mode to a plurality of stages based on the statistical traffic information received from the central management server 2, and sets operation control parameters in the automatic operation mode.

  Specifically, the vehicle 4 is based on the difference between the statistical traffic information at several places ahead of the junction or the lane change point and the statistical traffic information at several places behind, or the difference in the statistical traffic information for each lane. Determine the operation mode or set the operation control parameters.

  8 and 9 are based on the traveling vehicle information calculated by the roadside sensor 1 installed before and after the point where the host vehicle is traveling, the traveling speed V, the inter-vehicle distance, An example of setting the vehicle head time is shown.

  8 and 9 show the relationship between the average speed, the average inter-vehicle distance, and the average vehicle head time calculated by the central management server 2 with respect to the position of the host vehicle. In particular, FIG. 8 shows an example in which two points, a front point and a rear point, are considered from the position where the host vehicle is currently traveling. Further, FIG. 9 shows an example in which a plurality of locations at a front point and a rear point are considered from the position where the host vehicle is currently traveling.

  As shown in FIGS. 8 and 9, the speed, the inter-vehicle distance, and the vehicle head time at the front point and the rear point are compared with the travel speed, the inter-vehicle distance, and the vehicle head time included in the operation control parameters set in the host vehicle. The operation control parameter is set (changed) according to the difference between the two. The operation control parameter may be set based on the magnitude relationship between the front point and the rear point, may adopt an intermediate value or an approximate value between the front point and the rear point, and is not limited thereto. . Moreover, the timing which sets a driving control parameter may be judged periodically, may be judged whenever statistical traffic information is received from the roadside communication apparatus 3, and may be judged at arbitrary timings.

  8 and 9, for example, when the average inter-vehicle distance at the front point is larger than that of the own vehicle and the average inter-vehicle distance at the rear point is about the same as that of the own vehicle, the inter-vehicle distance of the driving control parameter is set to a slightly larger value. Set. However, in the case where the host vehicle is in the automatic driving mode, it is basically traveling to ensure safety.For example, when the value to be set as the driving control parameter is equal to or higher than the legal speed or shorter than the average inter-vehicle distance, The value is not set as an operation control parameter, but is set with a value within the range of a preset minimum value and maximum value.

  In FIGS. 8 and 9, the values of the speed in front and rear, the inter-vehicle distance, and the vehicle head time are classified into three values of the same level as the host vehicle, a large value (+), and a small value (−). However, the present invention is not limited to this, and may be classified in more detail.

  FIG. 10 is a diagram illustrating an example of the relationship between each automatic driving mode and the speed, the inter-vehicle distance, and the vehicle head time. Note that the vehicle 4 normally has a default speed (V_default) in the free mode in which the vehicle 4 travels without being affected by the surrounding vehicle and the normal mode in which the vehicle 4 follows the vehicle ahead (the preceding vehicle). Basically, the vehicle travels according to the inter-vehicle distance (D_default) and the vehicle head time (T_default).

  In FIG. 10, each mode (modes A to D) in which the traffic situation can be determined as “congested”, “crowded”, “slightly crowded”, and “vacant”, and dynamically correspond to the traffic situation. 5 modes, which are “traffic adaptation” modes (mode E) capable of

  The speed, the inter-vehicle distance, and the vehicle head time set in each mode are increased or decreased according to the traffic conditions with the default speed (V_default), the inter-vehicle distance (D_default), and the vehicle head time (T_default) as references. In order to follow the speed, for example, the speed is adjusted to the speed of the vehicle ahead (V_front) or to the average speed (V_ave). The inter-vehicle distance is, for example, narrowed when congested, widened during free running, or matched to the average inter-vehicle distance (D_ave). In the case of mode E, it may be set dynamically based on the values at the front and rear.

  In FIG. 10, five modes are defined. However, the modes may be further subdivided and defined, and a number of modes including a plurality of modes may be defined, and the present invention is not limited to these. In FIG. 10, abstract expressions such as traffic congestion and congestion are shown, but specific expressions such as traffic volume Q, speed V, and traffic density k may also be used.

  FIG. 11 is a diagram illustrating an example of the relationship between each automatic operation mode, the relative speed, and the relative distance. The relative speed and the relative distance shown in FIG. 11 are used for determination of merging or lane change. Each mode shown in FIG. 11 is the same as each mode shown in FIG.

As shown in FIG. 11, the relative speed and relative distance set in each mode are the default relative speed (<Vth), the default relative distance to the preceding vehicle (Df_default), and the default relative distance to the rear vehicle. With (Db_default) as a reference, each parameter is increased or decreased according to the traffic situation.

  FIG. 12 is a diagram illustrating an example of the relationship between traffic density and average speed. FIG. 13 is a diagram illustrating an example of the relationship between the traffic volume and the average speed.

  For example, in FIG. 12, when the traffic density is low and the average speed is high, the mode D is set so that the speed and the inter-vehicle distance are increased. When the traffic density is large and the average speed is slow, mode A is set.

  Regarding the difference in the statistical traffic information for each lane, when the vehicles 4 merge, the statistical traffic information of the lane to be merged is weighted to determine the driving mode or set the driving control parameters. When the vehicle 4 changes lanes, the statistical traffic information of the lane to be changed is weighted to determine the operation mode or set operation control parameters.

  Further, when the difference in statistical traffic information between the front point and the rear point is large, the vehicle 4 predicts the traffic situation and determines the driving mode and sets the driving control parameter. For example, when the front of the host vehicle is vacant and the back is crowded, the confluence is predicted to be mixed, and the driving mode is determined and the driving control parameters are set according to the statistical traffic information behind . On the other hand, when the front of the host vehicle is crowded and the rear is vacant, it is predicted that congestion starts from the front, and the driving mode is adjusted to the intermediate value between the statistical traffic information ahead and the statistical traffic information behind And setting operation control parameters. As a result, it is possible to determine the operation mode and set the operation control parameters in consideration of the traffic conditions in the front and rear.

  Moreover, since the vehicle 4 can calculate the speed or the vehicle head time at a predetermined point when the statistical traffic information received from the roadside communication device 3 includes information on the distribution, Based on the positional relationship and the distance, a change in the speed or the vehicle head time at the junction can be predicted.

  In addition, traffic density increases or traffic volume increases, resulting in traffic jams.Confluence or lane change is considered in consideration of whether or not surrounding vehicles are willing to join or change lanes. Need to travel. In such a case, set the inter-vehicle distance and the head time short and run, display a blinker indicating the willingness to merge or change lanes, and slowly merge or lane based on the relative distance and relative speed with the surrounding vehicles. Set to make changes. Alternatively, the driver is notified so that the driver manually operates in the manual operation mode.

  14-16 is a figure which shows an example of distribution of the distance between vehicles in a predetermined point. FIG. 14 shows a case where the number of vehicles 4 with a short inter-vehicle distance is large. FIG. 15 shows a case where the number of vehicles 4 having a large inter-vehicle distance is large. FIG. 16 shows a case where the number of vehicles 4 with a short inter-vehicle distance and the number of vehicles 4 with a wide inter-vehicle distance are approximately the same. In FIGS. 14 and 16, and FIGS. 15 and 16, the average inter-vehicle distance is the same. FIG. 17 is a diagram showing an example of the relationship between the inter-vehicle distance between the front vehicle and the rear vehicle and the inter-vehicle distance distribution shown in FIGS.

  The driving mode determination unit 44 of the vehicle 4 indicates that the distribution of inter-vehicle distances included in the statistical traffic information calculated based on the traveling vehicle information calculated by the roadside sensor 1 closest to the vehicle 4 is any of FIGS. In this case, the relative distance between the front vehicle and the rear vehicle detected by the periphery detection unit 41 in the merging section is compared with the distribution of the inter-vehicle distance included in the statistical traffic information. Then, based on the relative distance to the front vehicle, the relative distance to the rear vehicle, and the average inter-vehicle distance, a determination is made as to whether the vehicle enters between the front vehicle and the rear vehicle or behind the rear vehicle. Make a decision.

  As shown in FIG. 17, for example, when the inter-vehicle distance with the preceding vehicle is greater than the inter-vehicle distance with the rear vehicle, the distribution shown in FIG. Merge or change lanes.

  14 to 16 show an example of the distribution of the inter-vehicle distance, and may be determined in more detail in consideration of the average inter-vehicle distance, and are not limited thereto. 14 to 16 show an example of the distribution of the inter-vehicle distance, but the determination of the merging and the lane change is made in the same manner as described above using the speed distribution, the vehicle head time distribution, or the traffic density distribution. May be performed.

  FIG. 18 is a diagram illustrating an example of a positional relationship with the vehicles before and after existing at the time of merging.

  As shown in FIG. 18, the vehicle 4B has a relative distance Df and a relative speed Vf with respect to the front vehicle 4C traveling in the main lane to be merged, and a relative distance Dr with the rear vehicle 4A by the periphery detection unit 41. The relative speed Vr is calculated.

  In FIG. 18, the relative distance Df from the front vehicle 4C is calculated from the front end of the vehicle 4B, and the relative distance Dr from the rear vehicle 4A is calculated from the rear end of the vehicle 4B. However, it is not limited to this. The starting point for calculating the relative distance may be, for example, the center of the vehicle 4B.

  FIG. 19 is a diagram illustrating an example of determining the operation mode using the average inter-vehicle distance and the relative distance. Specifically, when the host vehicle merges or changes lanes, the forward vehicle detected and calculated by the periphery detection unit 41 when there is a forward vehicle and a rear vehicle on the main line to be merged or the lane to be changed An example in which the operation mode is switched according to the magnitude relationship between the relative distances Df and Dr with the rear vehicle and the average inter-vehicle distance D_ave received from the central management server 2 is shown.

  19, (1) to (3) run in the automatic operation mode, and (4) shows an example of running in the manual operation mode.

  For example, in (1), since the relative distances Df and Dr between the host vehicle, the front vehicle, and the rear vehicle are equal to or greater than the average inter-vehicle distance D_ave, the host vehicle merges or changes lanes while traveling at the average speed V_ave.

  In (2), the relative distance Df between the host vehicle and the preceding vehicle is equal to or less than the average inter-vehicle distance D_ave, but the relative distance Dr between the host vehicle and the rear vehicle is equal to or greater than the average inter-vehicle distance D_ave (the inter-vehicle distance from the rear vehicle). Therefore, the host vehicle joins or changes lanes while traveling at the average speed V_ave. At this time, the host vehicle may join or change lanes while traveling at the same speed as the preceding vehicle.

  In (3), the relative distance Dr between the host vehicle and the rear vehicle is equal to or less than the average inter-vehicle distance D_ave, but the relative distance Df between the host vehicle and the preceding vehicle is equal to or greater than the average inter-vehicle distance D_ave (the inter-vehicle distance from the preceding vehicle). Therefore, the host vehicle joins or changes lanes while traveling at an average speed V_ave or higher, which is faster than the speed of the rear vehicle. However, the host vehicle decelerates when the speed of the rear vehicle is high, and merges or changes lanes after the rear vehicle passes (after moving ahead of the host vehicle).

  In (4), since the relative distances Df and Dr between the host vehicle, the front vehicle, and the rear vehicle are equal to or less than the average inter-vehicle distance D_ave (the inter-vehicle distance between the front vehicle and the rear vehicle cannot be sufficiently secured), the manual operation mode is set. Switch. Alternatively, when traveling in the automatic driving mode, the vehicle is decelerated to an average speed V_ave or less to maintain the same speed as that of the preceding vehicle, and the vehicle merges or changes the lane so as to travel at an intermediate point between the preceding vehicle and the following vehicle.

  FIG. 20 is a diagram illustrating an example of determining the operation mode using the average speed and the relative speed. Specifically, when the host vehicle merges or changes lanes, the forward vehicle detected and calculated by the periphery detection unit 41 when there is a forward vehicle and a rear vehicle on the main line to be merged or the lane to be changed An example in which the operation mode is switched according to the magnitude relationship between the relative speeds Vf and Vr with the rear vehicle and the average speed V_ave received from the central management server 2 is shown.

  In FIG. 20, when the relative speeds Vf and Vr are equal to or higher than the average speed V_ave, the host vehicle is separated from the preceding vehicle or the rear vehicle, and when the relative speeds Vf and Vr are equal to or lower than the average speed V_ave, It shows that the vehicle or the vehicle behind is approaching. In addition, it is assumed that the host vehicle travels while accelerating or decelerating with the average speed V_ave as the target speed.

  20, (1) to (3) run in the automatic operation mode, and (4) shows an example of running in the manual operation mode.

  For example, in (1), the host vehicle is separated from the front vehicle and the rear vehicle, so that the host vehicle merges or changes lanes while traveling at an average speed V_ave.

  In (2), since the host vehicle and the preceding vehicle approach and the host vehicle and the rear vehicle move away from each other, the host vehicle has the same speed or average speed V_ave as that of the front vehicle regardless of the distance between the host vehicle and the rear vehicle. Merge or change lanes while driving.

  In (3), since the host vehicle and the preceding vehicle are separated and the host vehicle and the rear vehicle approach each other, when the relative distance between the host vehicle and the rear vehicle is larger than the average inter-vehicle distance, the host vehicle is average speed V_ave. Change lanes or lanes while driving below. On the other hand, when the relative distance between the host vehicle and the rear vehicle is smaller than the average inter-vehicle distance, the host vehicle decelerates to the average speed V_ave or less, and after the rear vehicle passes (after moving ahead of the host vehicle). Merge or change lanes.

  In (4), since the host vehicle approaches the front vehicle and the rear vehicle, it is determined that it is difficult to travel in the automatic operation mode, and the mode is switched to the manual operation mode. Alternatively, when the automatic driving mode travels, if the inter-vehicle distance between the host vehicle and the rear vehicle is equal to or greater than a predetermined distance, the vehicle merges or changes lanes while traveling at the same speed as the preceding vehicle.

  Note that FIG. 19 and FIG. 20 may be combined. That is, the operation mode setting, the vehicle traveling speed, and the inter-vehicle distance shown in FIGS. Moreover, as shown in FIGS. 14 to 17, the automatic operation mode may be set more finely.

  19 and 20 show an example in which the operation mode is switched according to the relative distance or the relative speed detected and calculated by the periphery detection unit 41 at the timing of merging or changing lanes, but is not limited thereto. For example, it may be determined whether or not the driving mode is switched in real time with respect to the relative distance or relative speed calculated by the periphery detection unit 41 while the vehicle about to join or change lanes travels. You may judge.

  19 and 20 show the case where the front vehicle and the rear vehicle are detected, but the present invention is not limited to this. For example, when only one of the front vehicle and the rear vehicle can be detected, it is determined whether to switch the driving mode based on the detected relative distance or relative speed with either the front vehicle or the rear vehicle. May be performed.

  In FIGS. 19 and 20, the case where the merging or the lane change is performed after passing the rear vehicle has been described, but the present invention is not limited to this. When the traffic density is high, there is a high possibility that the rear vehicle is also congested, so it may be possible to merge or change lanes without waiting for the passage of the rear vehicle.

  Each of FIGS. 8 to 20 may be operated in any combination, and may be operated using one of FIGS. Moreover, the values shown in FIGS. 8 to 20 are examples, and the present invention is not limited to these values.

  FIG. 21 is a flowchart illustrating an example of the operation of the central management server 2. FIG. 21 shows a case where the situation shown in FIG. 3 is assumed.

  In step S <b> 101, the communication unit 22 determines whether or not traveling vehicle information has been received from the communication unit 12 of the roadside sensor 1 after activation. When traveling vehicle information is received, it transfers to step S102. On the other hand, when traveling vehicle information is not received, it waits until traveling vehicle information is received.

  In step S <b> 102, the communication unit 22 stores the received traveling vehicle information in the information storage unit 21.

  In step S103, the information processing unit 20 calculates an average speed, an average traffic density, and an average traffic volume in a predetermined section or a predetermined time.

  In step S104, the information processing unit 20 calculates a speed distribution, a traffic density distribution, and a traffic volume distribution within a predetermined time.

  In step S105, the information processing unit 20 calculates the average speed, average traffic density, and average traffic volume calculated in step S103, and the speed distribution, traffic density distribution, and traffic volume distribution calculated in step S104. Is stored in the information storage unit 21 as statistical traffic information.

  In step S <b> 106, the information processing unit 20 acquires, from the information storage unit 21, information related to the roadside communication device 3 existing in a predetermined section that is a target of the calculated statistical traffic information and in the preceding and following sections.

  In step S <b> 107, the information processing unit 20 transmits statistical traffic information to the identified roadside communication device 3. Then, it returns to step S101.

  In step S103 and step S104, a predetermined section or a predetermined time is set, but the present invention is not limited to this. For example, it may be within an arbitrary unit time within all sections.

  In step S106, information on the roadside communication device 3 existing in a predetermined section and in the preceding and following sections is acquired, but the present invention is not limited to this. For example, the statistical traffic information may be transmitted from the communication unit 22 to all the roadside communication devices 3 and may be transmitted to the vehicle 4 after selecting the statistical traffic information of the relevant section on the roadside communication device 3 side.

  FIG. 22 is a flowchart illustrating an example of the operation of the operation mode determination unit 44.

  In step S <b> 201, the operation mode determination unit 44 determines whether statistical traffic information has been received from the roadside communication device 3 via the communication unit 40. When statistical traffic information is received, the process proceeds to step S202. On the other hand, when statistical traffic information is not received, it waits until statistical traffic information is received.

  In step S202, the vehicle information acquisition unit 42 acquires information on the current traveling speed and the current position of the host vehicle. The acquired travel speed and current position information is output to the operation mode determination unit 44.

  In step S203, the driving mode determination unit 44 receives the statistical traffic received from the roadside communication device 3 based on the statistical traffic information received from the roadside communication device 3 and the current position information input from the vehicle information acquisition unit 42. Identify whether the information is forward or backward information.

  In step S204, the operation mode determination unit 44 determines the operation control parameters (vehicle speed, inter-vehicle distance, and vehicle head time) at the current position or the target position (position where merging or changing lanes) based on the front and rear statistical traffic information. And a relative distance and a relative speed, which serve as a reference when changing lanes, are calculated.

  In step S205, the driving mode determination unit 44 determines whether or not the vehicles join based on a preset route. When vehicles merge, it transfers to step S206. On the other hand, if the vehicles do not join, the process proceeds to step S208.

  In step S206, the driving mode determination unit 44 determines whether or not the joining in the automatic driving mode is possible based on the statistical traffic information.

  In step S207, based on the statistical traffic information of the front and the rear, the relative distance and the relative speed that are the determination criteria when performing the merge are calculated.

  In step S208, the driving control parameter calculated in step S204 and the relative distance and relative speed calculated in step S207 are notified to the vehicle behavior determination unit 45. Thereafter, the process returns to step S201.

  In step S209, the notification unit 47 notifies the driver to perform a driving operation. Thereafter, the process returns to step S201.

  In FIG. 22, as shown in FIGS. 19 and 20, the operation mode determination process based on the relative distance or relative speed with respect to each of the front vehicle and the rear vehicle calculated by detection by the periphery detection unit 41 is performed. It may be performed before S208.

  From the above, according to the present embodiment, it is possible to perform appropriate driving support at low cost. Specifically, since the switching of the driving mode is determined in consideration of the traffic situation around the host vehicle, it is possible to shift to the manual driving mode before the situation becomes difficult to deal with in the automatic driving mode. It is possible to avoid an emergency stop or abnormal operation in a situation that cannot be handled in the mode.

  It is possible to dynamically switch information such as speed, inter-vehicle distance, vehicle head time, relative distance, relative speed, etc. used for determining the driving mode in consideration of the traffic conditions ahead and behind the current driving. Traveling according to traffic conditions can be performed, and the driver can get on without a sense of incongruity.

  Since the surrounding traffic situation is grasped using an existing vehicle detector or the like, it is not necessary to install a new roadside sensor or the like.

  In order to change the distance and speed between vehicles in consideration of the surrounding traffic density and average speed, safety and comfort are improved, such as driving with increased safety when free driving is possible and avoiding interruptions when traffic is congested. Can be increased.

  When vehicles running in automatic driving mode merge or change lanes, the relative speed and distance used for determining whether to merge or change lanes are changed in consideration of surrounding traffic conditions. Driving with less discomfort can be realized.

  Since the operation control parameter is changed according to the traffic situation, it is possible to increase the possibility that the merge or lane can be changed even if the merge or lane cannot be changed conventionally.

  Whether or not to perform merging or lane change based on the relative distance and relative speed of the vehicle before and after the host vehicle detected by the periphery detection unit 41 and the average speed and average inter-vehicle distance received from the roadside communication device 3 Since the determination is made, it is possible to determine which of the surrounding vehicles should be joined before or after the lane change. In addition, it is possible to avoid a situation in which merging or lane change cannot be performed after waiting for the passage of the rear vehicle.

  In the present embodiment, the case where the central management server 2 calculates the statistical traffic information has been described. However, the present invention is not limited to this. For example, the roadside sensor 1 may calculate statistical traffic information, and store and manage the calculated statistical traffic information.

  In the present embodiment, the operation mode is determined and the operation control parameters are set in the vehicle 4, but the present invention is not limited to this. For example, after the operation mode is determined and the operation control parameter is set in the central management server 2, it may be transmitted (distributed) to the vehicle 4. Further, the driving mode and the driving control parameter may be shared between the vehicles, and the value of each information set in the surrounding vehicle may be set in the own vehicle.

  In the present embodiment, the case of using the target position or information before and after the host vehicle has been described. However, the present invention is not limited to this. For example, you may utilize only the information of the front or back of the own vehicle.

  In the present invention, the embodiments can be appropriately modified and omitted within the scope of the invention.

  DESCRIPTION OF SYMBOLS 1 Roadside sensor, 2 Central management server, 3 Roadside communication apparatus, 4 Vehicle, 5 Processor, 6 Memory, 10 Inter-vehicle time calculation part, 11 Vehicle speed calculation part, 12 Communication part, 20 Information processing part, 21 Information storage part, 22 Communication unit, 30 communication unit, 40 communication unit, 41 surrounding detection unit, 42 vehicle information acquisition unit, 43 surrounding environment recognition unit, 44 driving mode determination unit, 45 vehicle action determination unit, 46 vehicle control unit, 47 notification unit.

Claims (6)

A driving support device that supports driving of the host vehicle,
A statistical traffic information acquisition unit for acquiring statistical traffic information including an average speed of vehicles and an average inter-vehicle distance at points around the own vehicle on a road on which the own vehicle is traveling;
Based on the statistical traffic information acquired by the statistical traffic information acquisition unit, driving mode determination for setting driving control parameters including a speed and an inter-vehicle distance when driving in an automatic driving mode that automatically controls driving of the host vehicle. And
In the automatic driving mode, based on the driving control parameter set by the driving mode determination unit, a vehicle driving control unit that controls the driving of the host vehicle;
A driving support device comprising:   The driving mode determination unit sets the average speed included in the statistical traffic information as the speed included in the driving control parameter, and is included in the statistical traffic information as the inter-vehicle distance included in the driving control parameter. The driving support device according to claim 1, wherein an average inter-vehicle distance is set. The statistical traffic information acquisition unit receives the driving control parameter from a vehicle traveling around the host vehicle,
The driving according to claim 1 or 2, wherein the driving mode determination unit sets the driving control parameter of the host vehicle based on the driving control parameter received by the statistical traffic information acquisition unit. Support device.   The driving mode determination unit is configured to drive in either the automatic driving mode or a manual driving mode in which a driver manually controls driving of the host vehicle based on the statistical traffic information acquired by the statistical traffic information acquiring unit. 4. The driving support device according to claim 1, wherein it is determined whether to control the traveling of the host vehicle in a mode. 5.   The driving support apparatus according to claim 4, wherein the statistical traffic information acquisition unit transmits the driving mode to a vehicle traveling around the host vehicle.   The driving support device according to any one of claims 3 to 5, wherein the statistical traffic information acquisition unit transmits the driving control parameter to a vehicle traveling around the host vehicle. .

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