JP2009146011A - Driving support system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To give an instruction in consideration of inter-vehicle distance in a driving support system for instructing a driving method for traveling on a specified road section to a vehicle from an onboard communication equipment. <P>SOLUTION: The onboard communication equipment 1 transmits road shape information on a road shape and driving method instruction information to instruct a driving method on the road to a vehicle C traveling toward an S curve road section in a communication area Q. An onboard unit 6 which has received the driving method instruction information and the like determines a proper driving policy of the vehicle C based on the information so that the vehicle C can travel on the road section according to the driving policy. In this case, the onboard communication equipment 1 changes instruction content of the driving method according to inter-vehicle distance as to a following one of two vehicles running in tandem. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a driving support system that provides information for supporting safe driving to an in-vehicle device.

In recent years, technology for automatically driving vehicles (or technology for assisting driving) has been developed for the purpose of promoting traffic safety and preventing traffic accidents, and based on information on the shape of roads stored in advance. A method for automatically controlling a vehicle has been studied.
As an example of such a system, there has been proposed a safe driving support system or the like in which operation information of a traffic light is wirelessly transmitted to a vehicle, and the vehicle performs brake control according to a remaining display time of a green signal included in the operation information. (See Patent Document 1).

Japanese Patent No. 2806801

  In a so-called vehicle driving support system in which an in-vehicle device automatically determines an appropriate vehicle braking method based on information such as a road shape and controls an accelerator or a brake according to the braking method, each in-vehicle device itself In order to determine the braking method of the vehicle, the braking method can be different depending on the manufacturer of the vehicle or the in-vehicle device.

For example, in an autonomously driven vehicle that has reached an S-curve, the braking method is determined such as where to accelerate / decelerate at the entrance of the curve, how fast to turn the curve, or whether to accelerate near the exit of the curve. However, these braking methods are considered to be different for each vehicle if the manufacturer is different.
That is, one vehicle approaches the curve at a relatively high speed and decelerates significantly at the entrance of the curve, while another vehicle approaches the curve at a relatively low speed and does not decelerate so much at the entrance of the curve. There are cases where the control method is different for each vehicle, but when vehicles with such different braking methods coexist, the traffic flow at that point is not smooth, and the effect of the system to improve safety is There is a possibility of halving.

  In this case, for all manufacturers' vehicles and in-vehicle devices, it is desirable to make the specifications unified in advance so that the braking method has the same or generally similar tendency at the same point, but in practice, It is difficult to unify specifications assuming all road shapes.

Therefore, the applicant of the present application has proposed a driving support system for instructing a predetermined driving method to the vehicle so that the braking method of the vehicle trying to pass through a certain point or section has a generally similar tendency ( (Japanese Patent Application No. 2007-194441).
The instruction regarding the driving method of the proposed system has been given as a unit for all vehicles that are going to travel on this road section in principle, but it is preferable that it can be changed at any time according to the road conditions.

  In view of the above, an object of the present invention is to provide a driving support system that gives an instruction of a driving method in consideration of road conditions in or near a road section.

  A driving support system according to the present invention includes a first in-vehicle device mounted on a first vehicle traveling on a road, a second in-vehicle device of a second vehicle traveling following the first vehicle, and the on-road A road communication device that communicates with the first vehicle-mounted device and the second vehicle-mounted device in a predetermined communication area, and the road communication device is road shape information that is road shape information in the traveling direction of the vehicle. And downlink information including driving method instruction information for instructing a driving method on the road to the vehicle-mounted device, the first vehicle-mounted device and the second vehicle-mounted device are based on the downlink information, A road driving policy is determined, wherein the road shape information includes position information regarding positions of a series of sample points virtually provided on the road, and the driving method instruction information includes the sample The operation state quantity at at least one sample point among the points is included, and the content of the driving method instruction information given to the second vehicle-mounted device is determined in accordance with the traveling conditions of the first vehicle and the second vehicle. (Claim 1).

According to this invention, by giving an instruction regarding a driving method of a certain road section from the roadside device side to the vehicle side, variation in the driving method for each vehicle is reduced, and the flow of the vehicle in the road section is made smoother. can do. As a result, it is possible to prevent traffic jams and traffic accidents in the road section.
Furthermore, by changing the content of the instruction given to the following vehicle according to the traveling conditions of the two vehicles traveling back and forth, it has become possible to make the traveling more safe and smooth.
The road shape information here is information indicating how far and in what direction a road is connected from a certain point on the road, and the driving method is a continuous vehicle on the road. It is a braking method. The instruction of the driving method is performed by presenting the driving state quantity, which is a specification necessary for controlling the vehicle, to the vehicle side.

In this case, as the running situation of the first vehicle and the second vehicle, for example, an inter-vehicle distance between the first vehicle and the second vehicle when the second vehicle passes through the predetermined communication area can be considered. Claim 2).
This is because the inter-vehicle distance between two vehicles traveling back and forth can be an important factor for safe driving of a vehicle traveling on a certain road section.

  In this case, the driving state quantity can include speed instruction information related to the traveling speed of the vehicle at the sample point and steering angle instruction information related to the steering angle of the vehicle at the sample point. Among the traveling speeds included in the information, what is given to the second in-vehicle device is the speed given to the first in-vehicle device when the inter-vehicle distance between the first vehicle and the second vehicle is equal to or less than a predetermined value. It is preferable to make the value relatively smaller than the traveling speed included in the instruction information.

When the driving method is instructed to the vehicle, the driving state quantity is specifically indicated by the speed and the steering angle, so that it is appropriate to run at what position on the road section and at what speed, the vehicle at which position. Since it is possible to accurately know the control parameters of the vehicle such as how much the vehicle should be steered, the in-vehicle device can determine an appropriate driving policy based on these.
In addition, when the distance between two front and rear vehicles is small, if the traveling speed of the following vehicle is relatively smaller than the speed of the preceding vehicle, the distance between the vehicles traveling on the road section is properly maintained, As safety increases, acceleration / deceleration is not repeated irregularly according to the behavior of the preceding vehicle, and smooth running becomes possible.

Further, the driving state quantity includes the driving state quantity includes information on the operation of the direction indicator at the sample point, information on the volume of the in-vehicle acoustic device, information on the operation of the headlight, information on the operation of the horn sound generator, At least one of them may be included (claim 5).
For example, if a road section includes a point where it is preferable to branch or change lanes, it is preferable to give an instruction regarding a direction indicator. It is preferable to turn down the volume of the car audio or in-car TV so that it is concentrated, and it is preferable to turn on the headlight at a point such as a tunnel entrance, and inform the oncoming vehicle of the presence. This is because it is preferable to sound a horn or perform passing with a headlight if the point is better. These detailed instructions promote further safety of road traffic.

In addition, the road shape information can include information on the road gradient and the number of lanes on the road between the sample points.
By providing detailed information such as the road gradient and the number of lanes to the vehicle, the in-vehicle device can determine a more appropriate driving policy based on these information.

  As described above, according to the driving support system of the present invention, a vehicle approaching a certain point or section brakes the vehicle on the basis of a unified instruction from the road device side. Will be smoother and traffic safety will be higher. In this case, the safety of the traffic is further enhanced by changing the instruction contents according to the traveling conditions of the two vehicles traveling back and forth.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic diagram showing an outline of the device arrangement of the driving support system according to the present invention. The road communication device 1 and its communication antenna (communication head) 1A, traffic signal controller 2, vehicle C, and vehicle C are shown in FIG. It includes the in-vehicle device 6 mounted. FIG. 4 is a block diagram showing functional blocks of the road communication device 1.

[Overall system configuration]
On the road R having an S-shaped curve, the on-road communication device 1 is installed in front of the S-shaped curve by a predetermined distance. The road communication device 1 includes an antenna (head) 1A for performing communication with a vehicle. The road R may have a shape other than the S-curve, such as a shape that repeats up and down.

The road communication device 1 transmits and receives communication data to and from the in-vehicle device 6 mounted on the vehicle C in a predetermined communication area Q on the road (a range indicated by hatching in FIG. 1).
Here, as the road communication device 1, any device that can realize road-to-vehicle communication wirelessly, such as an optical beacon, a radio beacon, or a DSRC, may be used.
In this case, for example, if it is desired to notify a vehicle approaching a section such as an S-curve at a point just a predetermined distance away from the section, a narrow area communication such as an optical beacon is performed. It is desirable to use an on-road communication device.

The communication data transmitted from the on-road communication device 1 to the vehicle C in the communication region Q includes road shape information related to the road R in the S-curve and the sections before and after the S-curve.
The road shape information here includes information related to the shape of the road such as the section length of the road R, the number of lanes, and the gradient.
The road shape information is stored in advance in the storage unit of the roadside communication device 1 from the information providing device 5 installed in the traffic control center through the router 4 and the communication line.

  On the other hand, the information transmitted by the vehicle C to the road communication device 1 includes the vehicle ID information of the vehicle C and the elapsed time (roadside) after the road-to-vehicle communication with another road communication device provided at a different point in the previous time. Information on travel time between communication device installation points).

The vehicle C traveling on the road R has a function of receiving the road shape information and the like and performing a safe driving support operation.
Here, the safe driving support operation automatically controls a brake and an accelerator after determining an appropriate control method of the vehicle when the vehicle C travels on the road R based on the road shape information and the like. Refers to that. In this case, depending on the vehicle, the vehicle may completely perform automatic driving, but may be a control method that supports driving of the driver (for example, brake assist).
Note that all the vehicles traveling on the road R do not have to have the function of the safe driving support operation, and the function may be stopped even if the vehicle has the function.

[Contents of road shape information]
Hereinafter, the details of the road shape information will be described with reference to FIGS. 2 and 3.
FIG. 2 is an explanatory diagram for explaining the basic concept of the format of road shape information.
As shown in FIG. 2, the road shape information includes a plurality of sample points S1, S2,... Virtually placed on the road, information related to the sample points Sn, and information about the sample points Sn to Sn + 1. Is expressed for each sample point.
In this case, it is desirable to place the sample point Sn mainly at a location where the shape of the road changes. For example, a point where a road gradient or curvature changes or a point where the number of lanes increases or decreases. In particular, in a curve-shaped section such as a curve, the interval between sample points should be shortened so that the road shape can be expressed more accurately. Moreover, it is preferable to place it at a point where a road-to-vehicle communication with the on-road communication device 1 or a stop line is drawn.

FIG. 3 shows an example of road shape information, where (a) shows the structure and (b) shows the specific contents.
The road shape information is composed of a header part, a data part, and a footer part as shown in FIG. In this case, the data size of the road shape information, the number of sample points, and the like are stored in the header portion, and the entire SUM value, the CRC value for error detection, and the like are stored in the footer portion.

The data part stores information corresponding to the number of sample points stored in the header part. In this example, first, information (latitude and longitude information) regarding the position of S1 that performs road-vehicle communication with the road communication device 1 is stored. Information on the position of the next sample point S2 is stored in the subsequent area, and information such as the distance between S1 and S2, the gradient, the number of lanes, and the like is further stored.
As described above, the road shape information sequentially stores all sample points of the predetermined section S1 to S15 of the road R and information between the sample points.

In utilizing the road shape information, if the in-vehicle device 6 cannot accurately recognize that it has arrived at the point S1 that is the starting point of the information, the accuracy of subsequent vehicle control may be significantly reduced. Therefore, by transmitting this road shape information to the vehicle C side at the point S1, not only the road shape information is provided but also the vehicle-mounted device 6 is notified that the information provision time point is the time point when it arrived at the S1 point. Is preferred.
In that respect, it is most preferable to use an optical beacon having a limited road-to-vehicle communication area and capable of communicating for each lane as the road communication device 1. By the road-to-vehicle communication with the optical beacon installed at the point S1, the in-vehicle device 6 can accurately know that the starting point of the road shape information has been reached, the traveling lane, and the like.

  When there are a plurality of road lanes, sample points can be placed for each lane to provide more detailed and accurate information. In this case, if the in-vehicle device 6 can recognize its own traveling lane, the road shape information of the traveling lane can be adopted.

The road shape information is not limited to this format. Here, the latitude / longitude information of all the sample points is stored, but only the latitude / longitude of the starting S1 point is stored, and for other points, the previous sample of the series of sample points is stored. Only the relative position from the point may be expressed.
For example, the information on the S2 point includes angle information indicating how many times the direction of the road toward the S2 point is rotating clockwise with respect to the approach direction of the vehicle to the S1 point on the plane, It can also be expressed as a combination of the distance information to the S2 point and the gradient information to the S2 point (that is, vector information from S1 to S2).
As described above, the road shape information may be in any format as long as the vehicle-mounted device can accurately grasp the shape of the road.

[Basic operation of roadside communication device 1]
Hereinafter, a basic operation of the roadside communication device 1 will be described with reference to FIG.

The roadside communication device 1 exchanges information with the information providing device 5 through a communication line, a router, or the like. The transmission / reception means 111 has a function of transmitting / receiving data to / from the information providing apparatus 5 and receives road shape information transmitted from the information providing apparatus 5 and driving method instruction information described later. The received information is stored in the storage unit 121.
The transmission / reception means 111 may exchange data with other road devices such as the traffic signal controller 2 via the router 4 or the like. Information about future display schedules can be acquired.

The road-to-vehicle communication means 141 continues to transmit the downlink information created by the downlink information creation means 131 to the road-to-vehicle communication area Q at all times. The downlink information is transmitted mainly for the purpose of informing the in-vehicle device that the vehicle has entered the road-to-vehicle communication area Q and urging transmission of the uplink information from the in-vehicle device. It contains only basic information such as the current time.
Then, the vehicle-mounted device 6 of the vehicle C that has entered the road-to-vehicle communication area Q transmits uplink information including the vehicle ID of the vehicle C to the road communication device 1 in response to the reception of the downlink information.

When the road-to-vehicle communication means 141 receives the uplink information, the road-to-vehicle communication means 141 executes downlink switching in response to the uplink reception, and notifies the in-vehicle device 6 of the lane in which the in-vehicle device 6 travels. Then, transmission of downlink information after execution of switching including the road shape information, signal information, driving method instruction information, and the like is started. Transmission of the downlink information after execution of the switching is performed only for about 250 ms.
The lane notification information includes information in which the lane number and the vehicle ID of the in-vehicle device 6 are associated with each other, and the in-vehicle device 6 that has received the lane notification information is based on its own vehicle ID. The driving lane can be recognized.

The driving method instruction information includes specific instructions regarding the driving method at each point associated with the road shape information.
5 and 6 are diagrams illustrating an example of the first driving method instruction information, and FIGS. 7 and 8 are diagrams illustrating an example of the second driving method instruction information. All stored numerical values are expressed in hexadecimal.

The instruction includes operation control state quantities at all sample points provided in the road shape information, and includes sample point number, presence / absence of driving instruction, traveling speed upper limit, traveling speed lower limit, and vehicle body rotation direction. , Stored in order of vehicle body rotation angle.
In this example, information on all sample points is stored, but only information on sample points that are particularly important for operation control may be stored. Moreover, you may make it give the instruction | indication of the driving | operation in the area between sample points.

First, details of the first driving method instruction information described in FIGS. 5 and 6 will be described with reference to the road shape information of FIG.
First, no specific instruction is given for the traveling of the sample points S1 and S2, and the traveling speed at the sample point S3 is instructed to be 40 to 45 km / h (data “28” and “2D” expressed in hexadecimal). Has been. In other words, even if the traveling speed of the vehicle at the time of road-to-vehicle communication with the on-road communication device 1 is different, it is an instruction that the traveling speed should be 40 to 45 km / h at least until the point S3 is reached. is there.
Next, at point S4, the vehicle speed is reduced to 20 to 25 km / h, and the vehicle body is instructed to rotate 5 degrees to the right (data “02”). That is, the vehicle is instructed to decelerate approximately 20 km / h between the points S3 and S4.
At point S5, the vehicle body is further directed to the right (data “02”) by 15 degrees, at point S6, the vehicle body is further rotated 120 degrees to the right, and further rotated by 5 degrees to the right at point S7. The speed is specified as 10-15 km / h.

When the vehicle arrives at point S8, it is instructed to turn the vehicle body slowly 5 degrees to the left (data “01”) and further rotate the vehicle body 100 degrees further to the left at point S9. Further, at point S10, the traveling speed is slightly accelerated to 20 to 25 km / h, and the vehicle body is further rotated 5 degrees to the left. And it is instruct | indicated that it accelerates to 40-45 km / h at S11 point, and goes straight toward S15 point with the same speed.
The above is the content of the first driving method instruction information.

On the other hand, in the second driving method instruction information (see FIGS. 7 and 8), the traveling speed at the sample points S3 to S11 is instructed to be 5 km / h smaller than the traveling speed of the first driving method instruction information.
Here, a method will be described in which the first and second driving method instruction information are switched and transmitted to the in-vehicle device 6 in accordance with the inter-vehicle distance between two vehicles traveling back and forth.

First, when the roadside communication device 1 communicates with a vehicle-mounted device of a certain vehicle (hereinafter referred to as a first vehicle-mounted device of the first vehicle) between the road and vehicle, the elapsed time after the communication with the first vehicle-mounted device is completed. Start timing.
Then, after completion of communication with the first vehicle-mounted device, when uplink information is first received from the vehicle-mounted device of the vehicle traveling in the same lane as the first vehicle (hereinafter referred to as the second vehicle-mounted device of the second vehicle). Then, stop counting the elapsed time and check the elapsed time.

In this case, the inter-vehicle distance between the first vehicle and the second vehicle is estimated based on the average traveling speed of the vehicle in the road-to-vehicle communication area Q stored in advance in the storage unit 121 and the elapsed time.
For example, if the average traveling speed is 50 km / h and the elapsed time is 2 seconds, the distance between the first vehicle and the second vehicle can be calculated as about 28 m.
The average traveling speed may be stored as a fixed value, but it is desirable to store the average traveling speed as a value that varies depending on the time zone or the like. Further, if a vehicle detector capable of measuring speed is installed in the vicinity of the road-to-vehicle communication area Q, it may be acquired as needed based on information from the vehicle detector.

Then, the calculated inter-vehicle distance is compared with a predetermined threshold value stored in advance in the storage unit 121, and driving method instruction information to be given to the second in-vehicle device is determined according to the comparison result.
For example, when the predetermined threshold value is 30 m, the inter-vehicle distance is smaller than the predetermined threshold value, and therefore it can be determined that the inter-vehicle distance is not sufficient for the safety and smoothness of vehicle travel.
Therefore, second driving method instruction information whose traveling speed is lower than the first driving method instruction information given to the first on-vehicle device that is the preceding vehicle is transmitted to the second on-vehicle device, and the first driving method instruction information in the S-shaped curve. Increase the distance between the vehicle and the second vehicle.

  On the other hand, when the inter-vehicle distance is greater than the predetermined threshold, it can be determined that the inter-vehicle distance is sufficient for the safety and smoothness of vehicle travel. The same first driving method instruction information as the first driving method instruction information given to the machine is transmitted.

In this way, it is possible to further promote the safety and smoothness of traffic on the S-curve by switching the instructions relating to the driving method according to the distance between the first vehicle and the second vehicle traveling back and forth. Become.
Here, the difference between the first and second driving method instruction information is only the instruction regarding the traveling speed, but the instruction such as the steering angle may be different depending on the speed.
Also, the predetermined threshold for the inter-vehicle distance may be changed according to the situation such as the time zone and the weather.

  In addition, this driving method instruction information is given only an instruction relating to the operation of the vehicle body itself. For example, when a point that branches off on a road is included, an instruction relating to the operation of a direction indicator (such as a blinker) is given. If you approach a point that requires special attention to traffic conditions or pedestrians, temporarily turn off the volume of the car stereo etc. so that the driver can concentrate on driving (or volume Instruction may be given. In addition, an instruction for passing or horning informing the oncoming vehicle of approaching may be given, or an instruction for turning on the headlight may be given at the entrance of a tunnel or the like. Furthermore, the instruction given to the vehicle may be switched according to the vehicle type, and it is preferable to instruct the large vehicle to travel at a lower speed.

[Basic operation of in-vehicle equipment]
FIG. 9 is a schematic diagram of the functional blocks of the vehicle unit 6 and the vehicle C equipped with the vehicle unit 6.
In addition to the in-vehicle device 6, the vehicle C is provided with an engine for advancing the vehicle C and a brake for braking. The engine and the brake can be controlled by a driver operating an accelerator pedal, a brake pedal, and the like, but can also be automatically controlled based on an instruction from the in-vehicle device 6 or the like.
In addition, the vehicle C includes a display (head-up display, a display device for a car navigation device, etc.) for notifying a passenger of various types of information based on information from the in-vehicle device 6 by means of images, sounds, etc. A speaker is provided.

  In the road-to-vehicle communication area Q, the road shape information etc. acquiring means 601 receives the road shape information, signal information, driving method instruction information, etc. transmitted by a predetermined communication method on a receiving antenna (not shown). ) Etc. are received and acquired. In this case, when road shape information and driving method instruction information are transmitted from different road devices, a receiving unit may be provided for each piece of information.

  According to road shape information and driving method instruction information received by road-to-vehicle communication, the in-vehicle device 6 performs a safe driving support operation as follows.

First, the vehicle-mounted device 6 recognizes that it has reached the point of the sample point S1 stored in the road shape information when the road-to-vehicle communication is completed in the road-to-vehicle communication area Q.
From that point, the position of the host vehicle is plotted in real time on the road shape information by using a GPS, a speedometer, an accelerometer, or the like mounted from the point S1.
At this time, it is preferable that the notification information creation unit 611 notifies the driver that the safe driving support operation is started through a speaker, a display, or the like by voice or a symbol. For example, when road-to-vehicle communication is poor, necessary information cannot be acquired, and the safe driving support operation may not be started.

Next, the in-vehicle device 6 analyzes the received first driving method instruction information and determines its driving policy. For example, when the traveling speed has a predetermined width as in the driving method instruction information of the present embodiment, the speed at which the vehicle travels is determined, for example, by adopting a lower limit value. .
When the vehicle-mounted device 6 is traveling at the S1 point at 60 km / h, the speed control means 621 is connected to the engine so as to decelerate by 20 km / h while traveling the distance from the S1 point to the S3 point. Control the brake. In this case, the control of the brake or the like may be finely adjusted as appropriate depending on whether the road gradient is up or down, the road surface condition is dry or wet, and the like.
Then, according to the driving policy established by itself, the vehicle body is controlled up to the point S15 to perform automatic driving. Even when the complete automatic driving is not performed, the notification information generating unit 611 gives an instruction regarding the driving method to the driver by voice or the like, or the speed control unit 621 performs the brake assist, so that the driving policy is satisfied. You may guide so that vehicles may run along.

  Note that the on-road communication device 1 and the in-vehicle device 6 in the present invention may be realized by a single casing or may be realized by a combination of a plurality of casings. Each of these may be realized by one computer or may be realized by combining a plurality of computers.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic diagram which shows the outline | summary of apparatus arrangement | positioning of the driving assistance system which concerns on this invention. It is a figure which shows an example of the sample point which comprises road shape information. (A) is a figure which shows an example of the data format of road shape information, (b) is a figure which shows an example of details, such as a data part of road shape information. It is a figure which shows an example of a function structure of the roadside communication apparatus. It is a figure which shows an example of 1st driving | operation method instruction information. It is a figure which shows an example of 1st driving | operation method instruction information. It is a figure which shows an example of 2nd driving | operation method instruction information. It is a figure which shows an example of 2nd driving | operation method instruction information. It is a figure which shows an example of the functional block structure of the vehicle equipment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Road communication apparatus 1A Communication antenna 2 Traffic signal controller 4 Router 5 Information provision apparatus 6 Car equipment 111 Transmission / reception means 121 Storage part 131 Downlink information creation means 141 Road-to-vehicle communication means 601 Road shape information etc. acquisition means 611 Notification information creation means 621 Speed control means

Claims (6)

A first on-vehicle device mounted on a first vehicle traveling on a road; a second on-vehicle device of a second vehicle traveling following the first vehicle; and the first in the predetermined communication area on the road Including an on-vehicle device and a road communication device that communicates with the second on-vehicle device,
The road communication device transmits to the in-vehicle device downlink information including road shape information which is information on a road shape in the traveling direction of the vehicle and driving method instruction information for instructing a driving method on the road. ,
The first in-vehicle device and the second in-vehicle device are driving support systems that determine a driving policy on the road based on the downlink information,
The road shape information includes position information regarding the position of each of a series of sample points virtually provided on the road,
The operation method instruction information includes an operation state quantity at at least one sample point among the sample points,
The driving support system is characterized in that the content of the driving method instruction information given to the second vehicle-mounted device is configured to be determined according to the traveling conditions of the first vehicle and the second vehicle. The running status of the first vehicle and the second vehicle is
2. The driving support system according to claim 1, wherein the distance is an inter-vehicle distance between the first vehicle and the second vehicle when the second vehicle passes through the predetermined communication area. The operating state quantity is
Speed instruction information regarding the vehicle running speed at the sample point;
The driving support system according to claim 1, further comprising steering angle instruction information related to a steering angle of the vehicle at the sample point. When the inter-vehicle distance between the first vehicle and the second vehicle is a predetermined value or less,
The traveling speed included in the speed instruction information given to the second in-vehicle device is configured to be a value relatively smaller than the traveling speed included in the speed instruction information given to the first in-vehicle device. The driving support system according to claim 3, wherein: The operating state quantity is
The information on the operation of the direction indicator at the sample point, the information on the volume of the in-vehicle acoustic device, the information on the operation of the headlight, and the information on the operation of the horn sound generating device are included. The driving support system according to any one of 1 to 4. The road shape information is
The driving support system according to any one of claims 1 to 5, further comprising information on a road gradient between the sample points and the number of lanes.

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