JP2008269357A - Vehicle driving support device - Google Patents

Abstract

To provide a vehicle driving support device for preventing unnecessary acceleration or deceleration of a vehicle traveling behind a vehicle group.
A vehicle driving support apparatus 100 includes a vehicle group traveling state acquisition unit 11 that acquires information about a traveling state of a vehicle group C, and a vehicle group traveling environment acquisition that acquires information about a traveling environment in the traveling direction of the vehicle group. Means 12, vehicle group speed prediction means 13 for predicting changes in the vehicle group speed based on the driving state and the driving environment, and the vehicle speed based on the changes in the vehicle group speed predicted by the vehicle group speed prediction means 13. Speed control means 14 for controlling.
[Selection] Figure 1

Description

  The present invention relates to a vehicle driving support device that supports driving of the host vehicle, and more particularly to a vehicle driving support device that prevents unnecessary acceleration or deceleration of the host vehicle traveling behind a vehicle group.

  2. Description of the Related Art Conventionally, a vehicle group traveling control device that supports and controls platooning by a vehicle group in order to reduce the burden of driving operations on a driver is known (see, for example, Patent Document 1).

  When the host vehicle is the first vehicle in the vehicle group, the vehicle group traveling control device transmits control information such as the speed and acceleration of the host vehicle to the outside, and the host vehicle is a subsequent vehicle in the vehicle group. In some cases, the control information of the head vehicle in the vehicle group is received, and the own vehicle speed is controlled based on the control information.

  In addition, the vehicle group traveling control device constitutes a vehicle group to which the host vehicle belongs while transmitting display information such as the vehicle registration number and destination of the host vehicle to the outside and receiving display information from other vehicles. Display information regarding a vehicle traveling ahead of the host vehicle among the vehicles to be displayed is displayed on a display provided near the meter panel of the driver's seat.

As a result, the driver can make the vehicle follow the vehicle he wants to follow while confirming the presence or absence of the vehicle he wants to follow, without having to hesitate in selecting the vehicle that the vehicle should follow. The burden of driving operation can be reduced.
JP 2003-115095 A

  However, since the vehicle group traveling control device described in Patent Document 1 controls the own vehicle speed based only on the current control information of the vehicles that form the vehicle group, a confluence that exists in front of the vehicle group in the traveling direction, The vehicle speed cannot be actively controlled while predicting in advance the impact on the vehicle group speed due to a branch point or tollgate, etc., and the vehicle speed passively follows the change in the vehicle group speed. In other words, unnecessary acceleration or deceleration may be repeated.

  In view of the above-described points, an object of the present invention is to provide a vehicle driving support device that prevents unnecessary acceleration or deceleration of a vehicle traveling behind a vehicle group.

  In order to achieve the above-described object, a vehicle driving support apparatus according to a first aspect of the present invention includes a vehicle group traveling state acquisition unit that acquires information regarding a traveling state of a vehicle group, and information regarding a traveling environment in the traveling direction of the vehicle group. Vehicle group traveling environment acquisition means for acquiring vehicle group speed prediction means for predicting the transition of the vehicle group speed based on the traveling state and the traveling environment, and the vehicle group speed predicted by the vehicle group speed prediction means Speed control means for controlling the vehicle speed based on the transition. Thereby, useless acceleration or deceleration can be prevented and fuel consumption can be improved.

  Further, the second invention is a vehicle driving support device according to the first invention, wherein the vehicle group traveling environment acquisition means acquires information on a branch point or a junction in the traveling direction of the vehicle group, The vehicle group speed predicting means predicts transition of the vehicle group speed based on information related to a vehicle that branches at the junction or merges at the junction. Accordingly, it is possible to prevent unnecessary acceleration or deceleration and improve fuel efficiency while appropriately predicting the vehicle group speed that changes before and after the branch point or the junction.

  The third invention is a vehicle driving support device according to the first invention, wherein the vehicle group traveling environment acquisition means acquires information on a speed suppression point in the traveling direction of the vehicle group, and the vehicle group The speed prediction means predicts the transition of the vehicle group speed based on the passing speed of the speed suppression point. Thus, it is possible to prevent unnecessary acceleration or deceleration and improve fuel efficiency while appropriately predicting a vehicle group speed that changes in front of a traffic jam start point or a toll booth.

  With the above-described means, the present invention can provide a vehicle driving support device that prevents unnecessary acceleration or deceleration of a vehicle traveling behind the vehicle group.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing a configuration example of a vehicle driving support apparatus according to the present invention. The vehicle driving support device 100 predicts in advance a speed change of a vehicle group that travels forward in the traveling direction of the host vehicle, and smoothly suppresses the host vehicle at a predetermined point while suppressing unnecessary acceleration or deceleration of the host vehicle as much as possible. Is a device for controlling the traveling speed of the host vehicle so that it can catch up with the control unit 1, the communication unit 2, the positioning unit 3, the storage unit 4, the accelerator control unit 5, the brake control unit 6, the display unit 7, and the sound. The output unit 8 is configured.

  The “vehicle group” is a group of vehicles that hinders free driving (for example, overtaking) of the host vehicle, for example, a group of vehicles connected to both lanes of a two-lane road. Presence / absence of the vehicle is determined based on the number of vehicles traveling in the predetermined section in the period (for example, if the number of vehicles traveling in a two-lane section of 5 kilometers in 10 minutes is 100 or more, Determined to exist.)

  FIG. 2 is a diagram illustrating a situation around the vehicle when the vehicle driving support device 100 is used. A vehicle group C exists in front of the host vehicle V, and a branch point D and a junction point are further in front of the vehicle group C. A state where M and a toll gate G exist is shown.

  As shown in FIG. 2, for example, the vehicle driving support apparatus 100 predicts how the speed of the vehicle group that sequentially passes through the branch point D, the junction M, and the toll gate G changes, and the own vehicle The speed of the host vehicle V in the period until it catches up with the vehicle group C is controlled so that V catches up with the vehicle group C before the toll gate G without unnecessary acceleration / deceleration.

  Next, each component of the vehicle driving assistance device 100 will be described.

  The control unit 1 is a computer including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like, and includes, for example, a vehicle group detection unit 10, a vehicle group traveling state acquisition unit 11, While storing programs corresponding to each of the vehicle group traveling environment acquisition unit 12, the vehicle group speed prediction unit 13, and the driving support unit 14 in the ROM, the CPU executes processing corresponding to each unit.

  The communication unit 2 is a device for receiving various types of information, such as a road-to-vehicle communication device or a wireless communication device using a mobile phone frequency via a magnetic nail embedded in a road, such as a communication center. Receive information from outside facilities.

  The positioning unit 3 is a device for measuring the position of the host vehicle. For example, the positioning unit 3 receives a GPS signal output from a GPS satellite via a GPS antenna by a GPS (Global Positioning System) receiver, and based on the received signal. To measure the position (latitude, longitude, altitude) of the vehicle. The measurement by the positioning unit 3 may be any method such as independent positioning or relative positioning (including interference positioning), but preferably relative positioning with high accuracy is used. At this time, the position of the host vehicle may be corrected based on outputs from various sensors such as a rudder angle sensor, a vehicle speed sensor, a gyro sensor, and various information received via a beacon receiver or an FM multiplex receiver. .

  The storage unit 4 is a device for storing information necessary for various calculations in the control unit 1, and is a rewritable storage medium such as a hard disk or a flash memory, and includes a map information database 40 (hereinafter referred to as “DB”). The traffic flow information DB 41, the vehicle group density increase / decrease ratio map 42, the average acceleration prediction map 43, and the like are stored.

  The map information DB 40 includes node positions such as intersections and interchanges, distances between links (elements connecting the nodes), link costs (referring to the time required for passing the links, the degree of expenses, etc.), and facility positions (latitudes). , Longitude, altitude), facility name, and the like are systematically stored.

  The traffic flow information DB 41 is a database that stores past traffic flow information such as the number of vehicles joining at a junction, the number of vehicles branching at a junction, the number of vehicles passing through a toll gate, and the like. The past traffic flow information can be extracted (for example, every hour, every day of the week, every season, every weather).

  The traffic flow information is obtained by a communication center based on information collected by a traffic flow monitoring camera such as an ETC (Electronic Toll Collection) gate or an N system (for example, a passing time of a vehicle passing through each point). Generated and transmitted, the vehicle driving support apparatus 100 periodically updates the traffic flow information DB 41 while receiving the latest traffic flow information from the communication center via the communication unit 2.

  The vehicle group density increase / decrease ratio map 42 is a data map registered in advance for deriving the vehicle group density increase / decrease ratio before and after merging / branching based on the merging rate or branching rate, and the average acceleration map 43 is before / after merging / branching. It is the data map registered beforehand in order to derive the average acceleration of the vehicle group C after passing the confluence or the branch point based on the vehicle group density increase / decrease ratio.

  FIG. 3 is a diagram illustrating a configuration example of the vehicle group density increase / decrease ratio map 42, and FIG. 4 is a diagram illustrating a configuration example of the average acceleration map 43.

  “Merging rate” is the ratio of the number of merging vehicles (the number of vehicles that merge at the merging point) in the entire vehicle group. For example, 10 vehicles join a vehicle group consisting of 100 vehicles. In this case, the merge rate is 10%. The “branch rate” is the ratio of the number of branched vehicles (the number of vehicles deviating from the vehicle group at the branch point) in the entire vehicle group. The branching rate when one vehicle deviates is -10%. For convenience, the branching rate is treated as a negative value and the confluence rate is treated as a positive value.

  “Car group density increase / decrease ratio before and after merge / branch” is the vehicle group density after passing through the junction or branch point (number of vehicles in the specified section), and the vehicle group density before passing through the junction or branch point. The value divided by.

  The vehicle driving support device 100 includes information (vehicle group speed, number of vehicle group members, vehicle group density, etc.) relating to a vehicle group traveling in front of the host vehicle via the communication unit 2 by a vehicle group traveling state acquisition unit 11 described later. .) Is received from the communication center, and the junction rate at the junction or the branch rate at the junction is predicted while referring to the past traffic flow information stored in the traffic flow information DB 41 of the storage unit 4.

  The vehicle group density ratio map 42 in FIG. 3 shows that as the branching rate increases (toward the left side in FIG. 3), the vehicle group density increase / decrease ratio before and after merging / branching decreases and the merging rate increases (FIG. 3). The vehicle group density increase / decrease ratio before and after merge / branch increases, and the vehicle group density increase / decrease ratio before and after merge / branch is set to 1 when both the branch rate and merge ratio are 0%. The This is because when the branching rate is high, the size of the vehicle group becomes small, and when the junction rate is high, the size of the vehicle group becomes large.

  Further, the average acceleration map 43 of FIG. 4 shows that the average acceleration of the vehicle group after passing through the junction or branch point increases as the vehicle group density increase / decrease ratio before and after the junction / branch decreases. As the vehicle group density increase / decrease ratio increases, the average acceleration of the vehicle group after passing through the merge point or branch point decreases, and when the vehicle group density increase / decrease ratio before and after the merge / branch is 1, the merge point or branch point The average acceleration of the vehicle group after passing through is set to be 0 (zero).

  Moreover, each data map shown in FIG.3 and FIG.4 may be registered for every junction or branch point, and may be registered for every predetermined unit, such as a season, the weather, or a time slot | zone. Further, each data map shown in FIGS. 3 and 4 may be automatically updated based on past data, or may be overwritten by the latest data map transmitted by the communication center. Of course, the operator (driver) may be able to make adjustments.

  The accelerator control unit 5 and the brake control unit 6 are devices for controlling the accelerator opening and the brake assist force, respectively. For example, based on information on the accelerator opening or the control amount of the brake assist force output by the control unit 1. The accelerator opening and brake assist force are controlled while driving the motor and actuator.

  The display unit 7 and the voice output unit 8 are devices for displaying various information and outputting voices. For example, the recommended speed calculated by the control unit 1 is displayed on the screen, or voice guidance is provided. Or, when the vehicle speed exceeds or falls below the recommended speed calculated by the control unit 1, a warning message is displayed on the screen, or a voice guidance such as “Decelerate (accelerate)” is given. A sound corresponding to the degree of deviation (speed difference) from the recommended speed of the own vehicle speed (for example, a rhythm sound whose volume increases as the degree of deviation increases) is output.

  Next, various units included in the control unit 1 will be described.

  The vehicle group detection means 10 is a means for detecting a vehicle group traveling in front of the host vehicle. For example, the traffic group information acquired via the communication unit 2 and the position of the host vehicle measured by the positioning unit 3 Based on map information DB40 of the memory | storage part 4, the vehicle group which exists in the predetermined distance range (for example, 5 kilometers) ahead of the own vehicle is detected.

  The vehicle group detection means 10 may detect the vehicle group by receiving a determination result regarding the presence or absence of the vehicle group by the communication center, and determines whether the vehicle group itself exists based on the traffic flow information received from the communication center. , May be detected.

  The vehicle group traveling state acquisition unit 11 is a unit for acquiring information relating to the traveling state of the vehicle group detected by the vehicle group detection unit 10, for example, the average speed of the vehicle group at the present time, which is compiled by the communication center, the vehicle group Receives the number of components, vehicle group density, vehicle group position, etc., or receives traffic flow information transmitted by the communication center, and the average speed of the vehicle group, vehicle group component number, vehicle group density, vehicle group position, etc. at the present time By calculating the traveling state of the vehicle group detected by the vehicle group detection means 10.

  The vehicle group traveling environment acquisition unit 12 is a unit for acquiring information on the traveling environment in the traveling direction of the vehicle group. For example, the vehicle group traveling environment acquisition unit 11 acquires information on the position of the vehicle group and the storage unit 4. Based on the map information DB 40 of the vehicle group and a junction or branch point in the traveling direction (for example, there is a connection point with an interchange or a service area), or a speed suppression point (free traveling of the vehicle group) For example, there is a traffic jam start point, a toll booth, etc.).

  The vehicle group speed predicting unit 13 is a unit for predicting the speed of the vehicle group traveling in front of the host vehicle. For example, the vehicle group speed environment acquiring unit 12 acquires information related to the traveling environment in the traveling direction of the vehicle group. Based on the above, the transition of the vehicle group speed from the vehicle group to the toll gate via the junction and branch point is predicted.

  For example, the vehicle group speed prediction unit 13 acquires information on the traveling environment in the traveling direction of the vehicle group, and when the vehicle group approaches a toll gate, the host vehicle acquired by the vehicle group traveling state acquisition unit 11 Based on information about the vehicle group traveling ahead (vehicle group speed, number of vehicle group components, vehicle group density, etc.) and the passing speed set in advance as the speed when passing the toll gate, Predict the transition of the vehicle group speed that gradually decreases as you approach.

  The vehicle group speed prediction means 13 predicts a change in the vehicle group speed on the assumption that the vehicle group starts decelerating when the distance between the toll gate and the vehicle group is less than a predetermined distance, and the predetermined distance. May be changed according to the passing speed.

  For example, the vehicle group speed prediction means 13 calculates a time required for the vehicle group to arrive at the toll gate by dividing a value obtained by dividing the predetermined distance by the average value of the current vehicle group speed and the passing speed (hereinafter, “estimated arrival time”). In addition, the value obtained by dividing the speed difference between the current vehicle group speed and the passing speed by the estimated arrival time is taken as the average acceleration of the vehicle group, and the transition of the vehicle group speed is derived.

  Further, the vehicle group speed prediction unit 13 acquires information on the traveling environment in the traveling direction of the vehicle group, and, for example, when the vehicle group passes a junction or a branch point, the vehicle group traveling state acquisition unit 11 Information on the vehicle group traveling in front of the own vehicle (the vehicle group speed, the number of vehicle group components, the vehicle group density, etc.) and past traffic flow information (confluence) stored in the traffic flow information DB 41 of the storage unit 4 The number of vehicles that merge at the point, the number of vehicles that branch at the branch point, and the like, and the vehicle group density increase / decrease ratio map 42 and the average acceleration map 43 in the storage unit 4 pass through the junction or branch point. Predict changes in the vehicle group speed that change each time

  The driving support means 14 derives the recommended speed transition of the own vehicle based on the transition of the vehicle group speed predicted by the vehicle group speed predicting means 13, and assists the driving so that the actual speed of the own vehicle follows the recommended speed. For example, a control signal corresponding to the derived recommended speed is transmitted to the accelerator control unit 5 or the brake control unit 6 to actively control the accelerator opening and brake braking force of the host vehicle. Control the speed.

  In addition, the driving support means 14 transmits a control signal corresponding to the calculated recommended speed to the display unit 7 or the voice output unit 8, and displays the speed difference between the current speed and the recommended speed and the recommended speed itself on the screen. Or a voice output to alert the driver to maintain the recommended speed.

  The driving support means 14 ensures that the distance between the host vehicle and the vehicle group does not become less than a predetermined distance, and that the acceleration or deceleration does not exceed a predetermined value (extremely rapid acceleration or deceleration is recommended). ), While trying to derive the recommended speed transition of the vehicle.

  In principle, when the predicted vehicle group speed when the host vehicle catches up with the future vehicle group is larger than the current vehicle group speed, the driving support means 14 does not decelerate the host vehicle while maintaining a predetermined speed (for example, The recommended speed of the vehicle will catch up with the future vehicle group at the present time while the recommended speed transition is derived so as to maintain the fuel efficiency or to accelerate at a certain rate. If the vehicle speed is smaller than the vehicle group speed, the transition of the recommended speed is derived so as to maintain the predetermined speed or decelerate at a constant rate while preventing the host vehicle from accelerating.

  Next, referring to FIG. 5 and FIG. 6, a process in which the driving support means 14 determines the transition of the recommended future speed of the host vehicle based on the transition of the future vehicle group speed predicted by the group speed prediction means 13. Will be described.

  FIG. 5 is a diagram showing the relationship between the change in the vehicle group speed and the change in the host vehicle speed when the vehicle group passes the branch point and approaches the toll gate. FIG. FIG. 5B shows a relationship diagram with the transition of the host vehicle speed when the device 100 is not used, and FIG. 5B shows a relationship diagram with the transition of the host vehicle speed when the vehicle driving support device 100 is used. In FIG. 5, it is assumed that the vertical axis represents speed and the horizontal axis represents time, the vehicle group speed transition is represented by a solid line, and the own vehicle speed transition is represented by a one-dot chain line.

  In this case, the vehicle group speed predicting means 13 predicts a change in the vehicle group speed of the vehicle group that passes through the branch point and reaches the toll gate. As shown in FIG. 5, until the vehicle group reaches the branch point. After traveling at a constant speed, the vehicle group density decreases at the branch point (time T1), so acceleration is started at a constant average acceleration, and after reaching the maximum speed (for example, legal speed) at time T2. While maintaining the maximum speed as it is, the vehicle starts decelerating at a point (time T3) before a predetermined distance (for example, 500 meters) from the toll booth, gradually decreases the speed at a constant average deceleration, and predetermined at time T4. It is predicted that the passing speed will be.

  When the vehicle group speed changes as predicted and the vehicle driving support apparatus 100 is not used, the driver follows the vehicle group by manual operation and passes the branch point (time T1). The host vehicle is accelerated in accordance with the acceleration of the vehicle group, and after traveling for a while at the maximum speed with the vehicle group, the vehicle is decelerated in accordance with the deceleration of the vehicle group before the toll gate (Fig. 5 (A).)

  On the other hand, in the case where the vehicle driving support device 100 is used, the vehicle driving support device 100 uses the driving support means 14 based on the transition of the vehicle group speed predicted by the vehicle group speed prediction means 13. The optimum transition of the own vehicle speed is derived so as to catch up with the vehicle group in front of the toll gate, and the own vehicle is caused to travel along the derived transition of the own vehicle speed (see FIG. 5B).

  As a result, the vehicle driving support apparatus 100 does not cause the host vehicle to follow the acceleration of the vehicle group even when the distance between the vehicle group and the host vehicle increases due to the acceleration of the vehicle group after passing the branch point. The deceleration of the host vehicle can be maintained, and the fuel consumption of the host vehicle can be improved while preventing unnecessary acceleration and deceleration.

  FIG. 6 is a diagram showing the relationship between the change in the vehicle group speed and the change in the host vehicle speed when the vehicle group passes through the junction and the branch point in order until the vehicle group is resolved. FIG. 6B shows a relationship diagram with changes in own vehicle speed when the vehicle driving support device 100 is not used, and FIG. 6B shows a relationship diagram with changes in own vehicle speed when the vehicle driving support device 100 is used. Show. In FIG. 6, as in FIG. 5, the vertical axis represents speed, the horizontal axis represents time, the vehicle group speed transition is represented by a solid line, and the own vehicle speed transition is represented by a one-dot chain line. Shall.

  In this case, the vehicle group speed prediction means 13 predicts the transition of the vehicle group speed when the vehicle group passes through the junction and the branch point in order and is resolved, as shown in FIG. After traveling at a constant speed until the vehicle reaches the junction, the vehicle group density increases at the junction (time T5). Therefore, deceleration starts at a constant average deceleration, and the vehicle meets the increased vehicle group density at time T6. After reaching the group speed, the vehicle group speed remains as it is until the branch point is reached, and the vehicle group density decreases at the branch point (time T7), so acceleration starts at a constant average acceleration. It is predicted that the maximum speed (for example, the legal speed) will be reached by going toward elimination.

  When the vehicle group speed changes as predicted and the vehicle driving support device 100 is not used, the driver follows the vehicle group by manual operation and passes the confluence (time T5). The host vehicle is decelerated in accordance with the deceleration of the vehicle group, and the host vehicle is accelerated in accordance with the acceleration of the vehicle group after passing the branch point (time T7) (see FIG. 6A).

  On the other hand, when the vehicle driving support device 100 is used, the vehicle driving support device 100 uses the driving support means 14 based on the change in the vehicle group speed predicted by the vehicle group speed prediction means 13. Immediately before the cancellation, an optimum transition of the own vehicle speed is derived so that the own vehicle can catch up with the vehicle group, and the own vehicle is caused to travel along the derived transition of the own vehicle speed (see FIG. 6B).

  As a result, the vehicle driving support apparatus 100 does not force the vehicle to overtake the vehicle group before passing the merging point, even if the vehicle group before passing the merging point is running smoothly. The vehicle speed can be kept at a predetermined speed, and the fuel consumption of the host vehicle can be improved while preventing unnecessary acceleration and deceleration.

  With the above configuration, the vehicle driving support device 100 can predict the influence of the driving environment ahead on the vehicle group speed in advance, regardless of the current driving state of the vehicle group. Since the speed is controlled, the fuel consumption of the host vehicle can be improved while preventing unnecessary acceleration and deceleration.

  Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the vehicle driving support apparatus 100 is configured such that the host vehicle detects the vehicle when the vehicle group passes the speed suppression point or the vehicle group is eliminated while preventing unnecessary acceleration or deceleration. The vehicle speed is controlled so as to catch up with the group, but the optimum point (for example, there is a service area entrance) to be caught up with the group of cars is determined flexibly based on the recommended route derived from the navigation device and information on the waypoints. Then, the host vehicle speed may be controlled so that the host vehicle catches up with the vehicle group at the optimum point while preventing unnecessary acceleration or deceleration. This is because the host vehicle can arrive at a desired point early while preventing unnecessary acceleration or deceleration.

  Further, the vehicle driving support device 100 may be incorporated in a constant speed traveling control device that maintains a set speed or a follow-up traveling control device that maintains a set inter-vehicle distance. In addition to controlling the speed of the host vehicle according to the current driving state of the preceding vehicle by constant-speed driving control and follow-up driving control, the speed control of the host vehicle is also performed while considering the future driving state of the preceding vehicle. This is because the fuel efficiency of the host vehicle can be further improved while avoiding unnecessary acceleration or deceleration.

It is a block diagram which shows the structural example of the driving assistance device for vehicles which concerns on this invention. It is a figure which shows the condition of the vehicle periphery at the time of using the driving assistance device for vehicles. It is a figure which shows the structural example of a vehicle group density increase / decrease ratio map. It is a figure which shows the structural example of an average acceleration map. It is a figure which shows the relationship between the transition of vehicle group speed, and the transition of the own vehicle speed when a vehicle group passes a branch point and approaches a toll gate. It is a figure which shows the relationship between the transition of vehicle group speed, and the transition of the own vehicle speed in the case of passing through a junction and a branch point in order until the vehicle group is resolved.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control part 2 Communication part 3 Positioning part 4 Memory | storage part 5 Accelerator control part 6 Brake control part 7 Display part 8 Audio | voice output part 10 Vehicle group detection means 11 Vehicle group travel state acquisition means 12 Vehicle group travel environment acquisition means 13 Vehicle group speed Predictive means 14 Driving support means 40 Map information database 41 Traffic flow information database 42 Vehicle group density increase / decrease ratio map 43 Average acceleration map 100 Vehicle driving support device C Vehicle group D Branch point V Own vehicle G Tollgate M Confluence

Claims (3)

Vehicle group traveling state acquisition means for acquiring information on the traveling state of the vehicle group;
Vehicle group driving environment acquisition means for acquiring information on the driving environment in the traveling direction of the vehicle group;
Vehicle group speed prediction means for predicting a change in vehicle group speed based on the travel state and the travel environment;
Speed control means for controlling the host vehicle speed based on the transition of the vehicle group speed predicted by the vehicle group speed prediction means;
A vehicle driving support apparatus comprising: The vehicle group traveling environment acquisition means acquires information relating to a branch point or a merging point in the traveling direction of the vehicle group,
The vehicle group speed prediction means predicts a change in vehicle group speed based on information about a vehicle that branches at the branch point or merges at the junction.
The vehicle driving support apparatus according to claim 1. The vehicle group traveling environment acquisition means acquires information on a speed suppression point in the traveling direction of the vehicle group,
The vehicle group speed predicting means predicts the transition of the vehicle group speed based on the passing speed of the speed suppression point.
The vehicle driving support apparatus according to claim 1.

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