JP5263056B2 - Vehicle travel support device - Google Patents

Description

  The present invention relates to a vehicle travel support device that supports the travel of a host vehicle on a road having a plurality of lanes.

  Conventionally, as a vehicle driving support technique, a driving support device described in Patent Document 1 below is known. This travel support apparatus receives information on the surrounding vehicles of the host vehicle through inter-vehicle communication, and calculates at what speed the host vehicle is best traveled based on this information. Then, by controlling the travel of the host vehicle based on the travel speed obtained by the calculation, the host vehicle is allowed to travel independently and appropriately in accordance with surrounding vehicles.

JP 2007-176355 A JP 2006-185136 A

  However, particularly in the transitional period of spread of inter-vehicle communication, it cannot be expected that all the surrounding vehicles are equipped with the inter-vehicle communication device. That is, it is considered that communication vehicles capable of vehicle-to-vehicle communication and non-communication vehicles capable of vehicle-to-vehicle communication are often running on the road. And in the driving assistance apparatus of patent document 1, since the mixture of non-communication vehicles is not considered, in the traffic flow of the spread transition period of inter-vehicle communication, appropriate driving control of the own vehicle is difficult. Further, as in Patent Document 2, a technique for estimating the number of non-communication vehicles traveling between communication vehicles has been proposed. However, in a multi-lane road in which communication vehicles and non-communication vehicles are mixed, In addition, it is not sufficient to enable traveling control according to the flow of vehicles on the road (actual speed).

  Therefore, an object of the present invention is to provide a vehicle travel support device that can accurately grasp an actual speed of a road lane and perform vehicle speed control of the host vehicle in accordance with the actual speed.

  A vehicle travel support device according to the present invention is a vehicle travel support device that supports the travel of a host vehicle on a road having a plurality of lanes in the same traveling direction, and the vehicle positions of surrounding vehicles traveling around the host vehicle are determined. Between the communication means obtained by communication and the communication vehicle counting means for counting the number of communication vehicles capable of vehicle position communication with the own vehicle for each lane of the road between the own vehicle and the own vehicle. In the non-communication vehicle estimation means for estimating the number of non-communication vehicles traveling between the communication vehicles that cannot communicate the vehicle position by communication means, for each lane of the road, Of the lanes on the road, to the lane having the largest sum of the number of communication vehicles counted by the communication vehicle counting means and the number of non-communication non-communication vehicles estimated by the intermediate running non-communication vehicle estimation means, The vehicle is guided.

  In this vehicle travel support apparatus, on a road having a plurality of lanes, the communication vehicle counting means counts the communication vehicles for each lane, and the intermediate running non-communication vehicle estimation means calculates the number of non-running non-communication vehicles for each lane. presume. In this vehicle travel support device, the host vehicle is guided to the lane having the largest sum of the number of communication vehicles and the number of inter-running non-communication vehicles. Here, the host vehicle can acquire information on the speed of the communication vehicle by communication. Further, since the intermediate running non-communication vehicle travels between the communication vehicle and the communication vehicle, the speed of the intermediate running non-communication vehicle can be estimated indirectly from the information on the speed of the communication vehicle. is there. Therefore, the communication vehicle and the non-communication vehicle that travels between them are vehicles that can grasp an approximate speed when viewed from the own vehicle. And among the multiple lanes of the road, the lane that contains many vehicles that can grasp the speed as described above is a lane that is easy to grasp the actual speed of the lane more accurately as seen from the host vehicle. I can say that. In this vehicle travel support device, based on the sum of the number of communication vehicles and the number of inter-running non-communication vehicles, the host vehicle is guided to a lane where it is easy to grasp the actual speed more accurately. In the lane, the vehicle speed of the host vehicle can be controlled more accurately according to the actual speed.

  Specifically, the intermediate running non-communication vehicle estimation means may estimate the number of intermediate running non-communication vehicles based on the inter-vehicle time between the communication vehicles.

  According to the vehicle travel support device of the present invention, it is possible to accurately grasp the actual speed of the road lane and perform vehicle speed control of the host vehicle according to the actual speed.

It is a figure which shows the traffic flow cruise control system which is one Embodiment of the vehicle travel assistance apparatus which concerns on this invention. It is a top view which shows the road which the own vehicle drive | works and contains several lanes. It is a flowchart which shows the traffic flow cruise control by a traffic flow cruise control system.

  Hereinafter, preferred embodiments of a vehicle travel support device according to the present invention will be described in detail with reference to the drawings.

  A traffic flow cruise control system 1 shown in FIG. 1 is mounted on a vehicle and is a device that supports the travel of the vehicle as a vehicle travel support device. The system 1 includes a front inter-vehicle distance sensor 10, a radio antenna 11, a vehicle speed sensor 12, an acceleration sensor 13, a cruise lever 14, an HMI unit (Human Machine Interface unit) 18, a front sensor ECU [Electronic Control Unit] 20, a radio control ECU 21, A vehicle speed sensor ECU 22, an acceleration sensor ECU 23, an engine control ECU 30 (accelerator pedal sensor 15, throttle actuator 40), a brake control ECU 31 (brake pedal sensor 16, brake actuator 41), and a vehicle control ECU 51 are provided. The front sensor ECU 20, the wireless control ECU 21, the vehicle speed sensor ECU 22, the acceleration sensor ECU 23, the cruise lever 14, the HMI unit 18 and the vehicle control ECU 51 communicate with each other via a communication / sensor system CAN [Controller Area Network] 60. The engine control ECU 30, the brake control ECU 31 and the vehicle control ECU 51 communicate with each other through a control system CAN 61.

  In this embodiment, the wireless antenna 11 and the wireless control ECU 21 correspond to communication means described in the claims, and the vehicle control ECU 51 corresponds to communication vehicle counting means and intermediate running non-communication vehicle estimation means.

  The front inter-vehicle distance sensor 10 is a radar sensor that detects a vehicle ahead using millimeter waves or the like. The front inter-vehicle distance sensor 10 is attached to a predetermined height position in the center of the front end portion of the host vehicle (a height position at which the vehicle to be detected can be reliably detected). The front inter-vehicle distance sensor 10 transmits the radar beam forward while scanning the radar beam in the left-right direction, and receives the reflected radar beam. Then, the front inter-vehicle distance sensor 10 transmits radar information (scanning angle in the left and right direction, transmission time, reception time, reception intensity, etc.) about each reflection point (detection point) that can be received to the front sensor ECU 20.

  Based on the radar information transmitted from the front inter-vehicle distance sensor 10, the front sensor ECU 20 determines whether or not a vehicle is present ahead of the own vehicle in the own lane within the detection range of the front inter-vehicle distance sensor 10. When it is determined that a vehicle (preceding vehicle) exists, the front sensor ECU 20 processes the radar information in various ways and outputs a relative value (inter-vehicle distance) to the preceding vehicle as a digital value. The front sensor ECU 20 transmits information such as the distance to the vehicle control ECU 51 as a front inter-vehicle distance signal when there is a preceding vehicle or when there is a preceding vehicle.

  The wireless antenna 11 is a transmission / reception wireless antenna. The wireless antenna 11 is a shared antenna for vehicle-to-vehicle communication and road-to-vehicle communication. In the case of vehicle-to-vehicle communication, the wireless antenna 11 receives a signal from another vehicle in the communication range and capable of vehicle-to-vehicle communication, and transmits a signal to the other vehicle in the communication range. When transmitting a signal, a vehicle-to-vehicle transmission signal is sent from the wireless control ECU 21 to the wireless antenna 11. When the signal is received, the inter-vehicle reception signal is sent from the wireless antenna 11 to the wireless control ECU 21. When performing road-to-vehicle communication, the wireless antenna 11 receives a signal from an infrastructure device (for example, an optical beacon) and transmits a signal to the infrastructure device. When transmitting a signal, a road-to-vehicle transmission signal is sent from the radio control ECU 21 to the radio antenna 11. When a signal is received, a road-to-vehicle reception signal is sent from the wireless antenna 11 to the wireless control ECU 21.

  The wireless control ECU 21 controls various signals transmitted and received wirelessly. In the case of inter-vehicle communication, the radio control ECU 21 performs various conversion processes on the inter-vehicle transmission information from the vehicle control ECU 51 to generate an inter-vehicle transmission signal, and sends the inter-vehicle transmission signal to the wireless antenna 11. In addition, the radio control ECU 21 performs various conversion processes on the inter-vehicle reception signal received by the radio antenna 11 to extract information, and transmits the information to the vehicle control ECU 51 as an inter-vehicle reception information signal. Examples of vehicle information transmitted and received by inter-vehicle communication include vehicle speed, position, acceleration, travel lane, road type (highway, general road, etc.), and vehicle identification information (vehicle ID, etc.). In the case of road-to-vehicle communication, the radio control ECU 21 performs various conversion processes on the road-to-vehicle transmission information from the vehicle control ECU 51 to generate a road-to-vehicle transmission signal, and sends the road-to-vehicle transmission signal to the radio antenna 11. In addition, the radio control ECU 21 performs various conversion processes on the road-to-vehicle reception signal received by the radio antenna 11 to extract information, and transmits the information to the vehicle control ECU 51 as a road-to-vehicle reception information signal. As information transmitted by road-to-vehicle communication, there is vehicle identification information, for example. Information received by road-to-vehicle communication includes, for example, VICS [Vehicle Information Communication System] information (congestion information, traffic regulation information, VICS travel speed, etc.) and infrastructure information (signal cycle information, etc.). In some cases, information on the lane of each vehicle can be received by road-to-vehicle communication.

  In addition, although it was set as the radio | wireless antenna and radio | wireless control ECU which are shared by vehicle-to-vehicle communication and road-to-vehicle communication, it is good also as a separate radio | wireless antenna and radio | wireless control ECU by vehicle-to-vehicle communication and road-to-vehicle communication. In road-to-vehicle communication, information may be received instead of being transmitted and received.

  The vehicle speed sensor 12 is a sensor for detecting the speed of the host vehicle. The vehicle speed sensor 12 detects information related to the speed of the host vehicle at regular intervals, and transmits the detected information to the vehicle speed sensor ECU 22.

  The vehicle speed sensor ECU 22 processes the information transmitted from the vehicle speed sensor 12 and outputs a digital value of the vehicle speed. Then, the vehicle speed sensor ECU 22 transmits the speed of the host vehicle to the vehicle control ECU 51 as a vehicle speed signal.

  The acceleration sensor 13 is a sensor for detecting the acceleration of the host vehicle. The acceleration sensor 13 detects information related to the acceleration of the host vehicle at regular intervals, and transmits the detected information to the acceleration sensor ECU 23.

  The acceleration sensor ECU 23 processes the information transmitted from the acceleration sensor 13 and outputs a digital acceleration of the host vehicle. Then, the acceleration sensor ECU 23 transmits the acceleration of the host vehicle to the vehicle control ECU 51 as an acceleration signal.

  The cruise lever 14 is a lever for performing various operations such as an on (start) / off (stop) operation of the system 1 and a target speed setting operation (a speed up operation and a speed down operation can be performed at predetermined speed intervals). is there. The cruise lever 14 transmits operation information performed by the driver to the vehicle control ECU 51 as a cruise lever signal. The HMI unit 18 has a function of providing various information to the driver. The HMI unit 18 includes, for example, a display monitor that receives a signal from the vehicle control ECU 51 and presents various information to the driver by image display, and a speaker that presents information to the driver by voice. For example, the HMI unit 18 presents various information such as an on / off state of the system 1 and a target speed setting state to the driver.

  The accelerator pedal sensor 15 is a sensor that detects the amount of depression (accelerator opening) of an accelerator pedal (not shown). The accelerator pedal sensor 15 detects the amount of depression of the accelerator pedal at regular intervals, and transmits the detected amount of depression to the engine control ECU 30 as an accelerator pedal signal.

  The engine control ECU 30 is a control device that controls the engine. The engine control ECU 30 normally sets a target acceleration according to the amount of depression of the accelerator pedal by the driver based on the accelerator pedal signal from the accelerator pedal sensor 15 at regular intervals. Then, the engine control ECU 30 sets a target opening of the throttle valve necessary for achieving the target acceleration, and transmits the target opening to the throttle actuator 40 as a target throttle opening signal. In particular, when an engine control signal is received from the vehicle control ECU 51, the engine control ECU 30 transmits a target throttle opening signal for achieving a target acceleration indicated by the engine control signal to the throttle actuator 40.

  The throttle actuator 40 is an actuator that adjusts the opening of the throttle valve. When the throttle actuator 40 receives the target throttle opening signal from the engine control ECU 30, it operates according to the target opening and adjusts the opening of the throttle valve.

  The brake pedal sensor 16 is a sensor that detects the amount of depression of a brake pedal (not shown). The brake pedal sensor 16 detects the amount of depression of the brake pedal at regular intervals, and transmits the detected amount of depression to the brake control ECU 31 as a brake pedal signal.

  Brake control ECU31 is a control apparatus which controls the brake of each wheel. The brake control ECU 31 normally sets a target deceleration according to the amount of depression of the brake pedal by the driver based on the brake pedal signal from the brake pedal sensor 16 at regular intervals. Then, the brake control ECU 31 sets a target brake hydraulic pressure of a wheel cylinder (not shown) necessary for achieving the target deceleration, and transmits the target brake hydraulic pressure to the brake actuator 41 as a target hydraulic pressure signal. . In particular, when a brake control signal is received from the vehicle control ECU 51, the brake control ECU 31 transmits a target hydraulic pressure signal for achieving the target deceleration indicated by the brake control signal to the brake actuator 41.

  The brake actuator 41 is an actuator that adjusts the brake hydraulic pressure of the wheel cylinder of each wheel. When receiving the target hydraulic pressure signal from the brake control ECU 31, the brake actuator 41 operates according to the target brake hydraulic pressure and adjusts the brake hydraulic pressure of the wheel cylinder.

  The vehicle control ECU 51 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and comprehensively controls the system 1. When the vehicle control ECU 51 is activated in accordance with the ON operation information indicated by the cruise lever signal from the cruise lever 14, the traffic flow cruise control is performed by loading the application program stored in the ROM into the RAM and executing it by the CPU. And so on.

  Next, traffic flow cruise control performed by the traffic flow cruise control system 1 will be described.

Here, as shown in FIG. 2, a traffic situation of a road 100 including _two lanes L ₁ and L ₂ is given as an example. The two lanes L ₁ and L ₂ both have a traveling direction in the right direction of the drawing. Now, vehicle M ₀ equipped with system 1, assumed to be traveling toward on a road 100 in the drawing right. Two communication vehicles M ₂ and M ₄ are traveling in the first lane L ₁ in front of the host vehicle M ₀ , and two non-communication vehicles M ₂₂ and M ₂₄ are further forward. Is running. On the other hand, three communication vehicles M ₁ , M ₃ , and M ₅ are traveling in the second lane L ₂ . Then, two non-communication vehicles M ₂₁ and M ₂₃ are running between the communication vehicles M ₁ and M ₃ in the front-rear direction. Further, non-communicating vehicle M ₂₅ is traveling sandwiched back and forth between the communication vehicle M ₃ and M _5.

Here, the “communication vehicle” refers to a vehicle that includes vehicle-to-vehicle communication means similar to the above-described wireless antenna 11 and wireless control ECU 21 and is capable of vehicle-to-vehicle communication with the host vehicle M ₀ . The own vehicle M ₀ and the communication vehicles M _{1 to} M ₅ can exchange vehicle information indicating the traveling state of each other by inter-vehicle communication. As described above, vehicle information exchanged by inter-vehicle communication includes, for example, vehicle speed, position, acceleration, travel lane, road type (highway, general road, etc.), and vehicle identification information (vehicle ID, etc.). is there. In FIG. 2, the communication vehicle is shown with hatching. Further, the term "non-communication vehicle" refers to a vehicle-to-vehicle communication is not possible vehicle of the vehicle M ₀ for reasons such as not equipped with a vehicle-to-vehicle communication means. Here, among non-communication vehicles, a vehicle that is sandwiched between the communication vehicles in the front-rear direction is referred to as an “inter-running non-communication vehicle”. According to this definition, for example, the non-communication vehicles M ₂₁ , M ₂₃ , and M ₂₅ are “inter-running non-communication vehicles”,
Non-communication vehicles M ₂₂ and M ₂₄ are not “inter-running non-communication vehicles”.

  As shown in FIG. 3, when the traffic flow cruise control is started, first, the system 1 performs vehicle information (referred to as “peripheral vehicle group vehicle information”) about each surrounding vehicle existing in the communication range by inter-vehicle communication. ) Is received (S101). Furthermore, the system 1 also receives surrounding traffic information from an infrastructure device (for example, an optical beacon) by road-to-vehicle communication (S101). VICS information such as traffic information on the road 100 and VICS travel speed is received from the infrastructure device.

Next, the vehicle control ECU 51 selects a vehicle to be analyzed from surrounding vehicles based on the received surrounding vehicle group vehicle information and the like (S103). Here, the speed of each vehicle included in the peripheral vehicle group vehicle information, position, acceleration, traveling lane, road type, communication vehicle based on the vehicle identification information, running in the same direction of travel as the vehicle M ₀ on the road 100 M ₁ ~M ₅ is selected.

Next, the vehicle control ECU 51 counts the number of communication vehicles existing on each lane for each of the lanes L ₁ and L ₂ (S105). Here, based on the travel lane information included in the vehicle information of the communication vehicles M _{1 to} M ₅ , two communication vehicles M ₂ and M ₄ are traveling on the first lane L ₁ , and the second It is recognized that _three communication vehicles M ₁ , M ₃ , and M ₅ are traveling on the lane L ₂ . Thus, the vehicle control ECU 51 functions as a communication vehicle counting unit that counts the number of communication vehicles for each lane. In addition, the information on the travel lanes of the communication vehicles M _{1 to} M ₅ may be acquired from the surrounding traffic information by road-to-vehicle communication.

Next, the vehicle control ECU 51 estimates the number of intermediate running non-communication vehicles for each of the lanes L ₁ and L ₂ (S107). That is, in reality, since the vehicles M _{21 to} M ₂₅ do not perform inter-vehicle communication with the host vehicle M ₀ , the vehicle control ECU 51 cannot recognize the presence of the vehicles M _{21 to} M ₂₅ , and each lane L _1, number between run non-communicating vehicle on L ₂ are estimated forced.

More specifically, based on the vehicle speed and position is included in the vehicle information from the communication vehicle M ₁ ~M _5, inter-vehicle time between the communication vehicle M ₁ ~M ₅ is calculated. Further, the number of non-communication vehicles existing between a certain set of communication vehicles can be estimated by the following equation (1).
Estimated number K = (vehicle-to-vehicle time between communication vehicles / general vehicle-to-vehicle time) −1 (1)
The “general inter-vehicle time” refers to an inter-vehicle time that is normally assumed in general traffic situations. The “general inter-vehicle time” may be changed depending on, for example, the vehicle speed of the communication vehicle and the road type, or may be a fixed value.

Then, the vehicle control ECU51, for each lane _L 1, _{L 2,} by obtaining the total estimated number K of non-communicating vehicles existing between the adjacent respective communication vehicles, each lane _L 1, _{L 2,} between The estimated number of running non-communication vehicles can be obtained. For example, here, the second lane L _2, the estimated number K ₁ of the non-communication vehicles existing between the communication vehicle M ₁ and M ₃ are obtained and two based on the time headway tau _1. The estimated number K ₂ of non-communication vehicles existing between the communication vehicles M ₃ and M ₅ is determined as one based on the inter-vehicle time τ ₂ . Then, the value of K ₁ + K ₂ = 3 is set as the estimated number of intermediate running non-communication vehicles in the second lane L ₂ . Here, since the inter-vehicle time between the communication vehicles M ₂ and M ₄ is equal to or less than the “general inter-vehicle time”, the number of non-communication vehicles between the communication vehicles M ₂ and M ₄ is estimated to be zero. Is done. As a result, the number of non-communicating vehicle run between the first lane L ₁ is estimated to 0 units. In this way, the vehicle control ECU 51 functions as an intermediate running non-communication vehicle estimation unit that estimates the number of intermediate running non-communication vehicles for each lane.

式（２）において、右辺第１項は、処理Ｓ１０５でカウントされた通信車両の台数であり、右辺第２項は、処理Ｓ１０７で求められた間走非通信車両の推定台数である。従って、ある車線における評価関数Ｊは、その車線を走行する通信車両と間走非通信車両とを合わせた車両の推定台数を表す。 Next, the vehicle control ECU 51 calculates the evaluation function J represented by the following expression (2) for each of the lanes L ₁ and L ₂ (S109).

In Expression (2), the first term on the right side is the number of communication vehicles counted in step S105, and the second term on the right side is the estimated number of intermediate running non-communication vehicles obtained in step S107. Therefore, the evaluation function J in a certain lane represents the estimated number of vehicles that are a combination of the communication vehicle traveling in the lane and the inter-running non-communication vehicle.

Here, the meaning of the evaluation function J is considered. Vehicle _{M 0} is the speed of communication vehicle _M 1 ~M ₅ can be obtained by inter-vehicle communication. Further, since the intermediate running non-communication vehicles M ₂₁ , M ₂₃ , and M ₂₅ are running between the communication vehicles, the vehicle speed of the intermediate running non-communication vehicles M ₂₁ , M ₂₃ , and M ₂₅ is the communication vehicle M _1. it is possible to indirectly estimate the vehicle speed information of ~M _5. Thus, the communication vehicles M _{1 to} M ₅ and the non-communication non-communication vehicles M ₂₁ , M ₂₃ , M ₂₅ traveling between them are vehicles that can grasp an approximate vehicle speed as viewed from the own vehicle M ₀ . Of the two lanes L _1, L ₂ of the road 100, lane a vehicle capable of grasping the vehicle speed as described above are contained many, as seen from the vehicle M _0, the prevailing speed of the lane more accurately It can be said that the lane is easy to grasp. Further, various information of the non-communication vehicles M ₂₁ , M ₂₃ , M ₂₅ obtained by the communication vehicles M _{1 to} M _{5 using,} for example, a front (or rear) inter-vehicle distance sensor can be indirectly obtained by inter-vehicle communication. In some cases, a lane with many inter-running non-communication vehicles can be said to be a lane where it is easy to collect a lot of vehicle information about the lane. From the above knowledge, the evaluation function J of a certain lane has a meaning as an index as to whether or not it is easy to accurately grasp the actual speed of the lane.

For example, when there are two communication vehicles in a certain lane, there is a possibility that many non-communication vehicles exist between the communication vehicles when the two communication vehicles are further away from each other. There are many vehicles in the lane that are easy to estimate. According to the example of FIG. 2, in the first lane L ₁ , only _{two of} the communication vehicles M ₂ and M ₄ are vehicles that can grasp the vehicle speed, and the non-communication vehicles M ₂₂ and M ₂₄ grasp the vehicle speed. It is a vehicle that cannot. Correspondingly, the evaluation function J of the first lane _{L 1} is calculated from equation (2) and J = 2. On the other hand, in the second lane L ₂ , not only the communication vehicles M ₁ , M ₃ , and M ₅ but also three non-communication vehicles M ₂₁ , M ₂₃ , and M ₂₅ that are estimated to travel between these vehicles are also vehicle speeds. It is a vehicle that can grasp. Correspondingly, the evaluation function J of the second lane _{L 2} is calculated from equation (2) and the J = 6.

Next, the vehicle control ECU 51 compares the evaluation functions J of the respective lanes, selects the lane having the maximum evaluation function J, and guides the driver to travel in the selected lane (S111). Here, the vehicle control ECU51 is to run the second lane _{L 2,} induces the driver. As a specific guidance process, the vehicle control ECU 51 transmits a guidance presentation signal for presenting information that “traveling in the second lane L ₂ is recommended” to the HMI unit 18. Then, HMI unit 18, the information of the "second traveling lane L ₂ is recommended" effect may be displayed on the screen at the display monitor, may be audio presentation by a speaker. The driver can change the lane according to the information presented from the HMI unit 18. By presenting information from the HMI unit 18 as described above, the driver can be informed of the recommended travel lane and the vehicle can be guided to a lane where the actual speed can be easily grasped more accurately. Thus, the vehicle control ECU51 is the evaluation function J to function as a self-vehicle guidance means for guiding the vehicle M ₀ to lane is the maximum.

Then, the vehicle control ECU51 performs speed control of the vehicle _{M 0} in the traffic flow cruise control (S113). Specifically, the vehicle control ECU 51 determines the traveling state (vehicle speed, acceleration, etc.) of each vehicle traveling forward in the same lane as the host vehicle M ₀ , the actual speed of the lane, and the time between the vehicles ahead of the host vehicle M _0. The target acceleration (or target deceleration) is calculated based on the above. Then, an engine control signal is transmitted to the engine control ECU 30 and a brake control signal is transmitted to the brake control ECU 31 so as to achieve the target acceleration (or target deceleration). performing speed control of the vehicle _{M 0.}

According to this system 1, when communication vehicles and non-communication vehicles are mixed in other vehicles traveling on the road 100, a lane that can easily grasp the actual speed is selected, and the lane is selected. on induced (S101~S111) the vehicle _{M 0,} the vehicle speed control (S113) is performed. Therefore, the vehicle speed control of the host vehicle according to the more accurate actual speed becomes possible.

  The present invention is not limited to the above embodiment. For example, in the embodiment, the traffic situation of the road 100 having two lanes has been described as an example, but the present invention can also be used on a road having three or more lanes. According to the above-described processing of the system 1 of the embodiment, it is obvious that the system 1 can be used as it is even on a road having three or more lanes.

DESCRIPTION OF SYMBOLS 1 ... Traffic flow cruise control system (vehicle driving support device), 11 ... Wireless antenna (communication means), 21 ... Wireless control ECU (communication means), 51 ... Vehicle control ECU (communication vehicle counting means, intermediate running non-communication vehicle estimation Means), 100 ... road, M0 ... own vehicle, M _{1 to} M ₅ ... communication vehicle, M ₂₁ , M ₂₃ , M ₂₅ ... non-communication vehicle, L ₁ , L ₂ ... lane.

Claims (2)

A vehicle driving support device that supports driving of a host vehicle on a road having a plurality of lanes in the same traveling direction,
Communication means for acquiring vehicle positions of surrounding vehicles traveling around the own vehicle by communication;
Communication vehicle counting means for counting the number of communication vehicles capable of communicating vehicle positions with the own vehicle for each lane of the road;
The vehicle position cannot be communicated with the vehicle by the communication means, and the number of non-communication vehicles traveling between the communication vehicles is estimated for each lane of the road. Communication vehicle estimation means,
Of each lane of the road, the sum of the number of the communication vehicles counted by the communication vehicle counting means and the number of the intermediate running non-communication vehicles estimated by the intermediate running non-communication vehicle estimation means is the most. A vehicle travel support device for guiding the host vehicle to a large lane. The inter-running non-communication vehicle estimation means is
The vehicle travel support apparatus according to claim 1, wherein the number of the inter-running non-communication vehicles is estimated based on an inter-vehicle time between the communication vehicles.

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