JP2000306194A - Automatic running support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable each vehicle to safely and smoothly run autonomously by making a road-side controller and each vehicle requiring avoidance perform the most suitable obstacle avoiding operation in cooperation with each other. SOLUTION: Information of an obstacle detected by a running vehicle MS1 and information of the obstacle detected by a road-side sensor LS are exchanged through an road-vehicle communication system consisting of a road-side machine BSi and a radio machine on the vehicle, and a centralized base station CS2 generates avoidance indication information based on both detected information. The avoidance indication information is reported to vehicles MS1 and MS2 requiring the avoiding operation through the road-vehicle communication system, and thus the vehicle MS1 performs the avoiding operation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intelligent transportation system (ITS).
In particular, the present invention relates to an automatic driving support system for realizing obstacle measures and improving the operation efficiency of commercial vehicles.

[0002]

2. Description of the Related Art The ITS uses a state-of-the-art information communication system to construct a person, a road and a vehicle as an integrated system.
Improved safety, improved transportation efficiency, and improved comfort
Defined as an intelligent transportation system that contributes to environmental protection, research and development are being promoted on a global scale mainly in Japan, the United States and Europe.

[0003] ITS covers a wide range of fields such as roads, traffic, vehicles, and information and communication, and is currently being developed in nine fields. One of them is "support for safe driving".
“Support for safe driving” includes four user services including provision of driving environment information, danger warning, driving assistance, and automatic driving.

[0004] In order to prevent accidents in situations where visibility is reduced, such as during the day, at night, or in bad weather, the user service is provided with various road and vehicle sensors to detect the conditions of the road and surrounding vehicles. Understand the driving environment of
The information providing device provides information to the driver who is driving in real time, and assists the driver in recognizing the driving environment.

The danger warning user service collects information on the position and behavior of the own vehicle and surrounding vehicles, and obstacle information in front of the road using various sensors on the road and the vehicle in order to prevent accidents due to collisions or lane departures. In addition, when a danger is determined based on the vehicle position, the inter-vehicle distance, the traveling speed, and the like, a warning is given, and the determination of the driver's driving operation is supported.

[0006] The driving assistance user service adds the automatic control function of the vehicle to the above-mentioned danger warning service, and takes into consideration the positions and behaviors of the own vehicle and the surrounding vehicles, obstacles, and the like, so that the danger warning service can be used. Assists the driver's driving operation, such as automatically performing speed control such as brake operation and steering wheel control.

[0007] The automatic driving user service develops a driving assistance function capable of automatic control in order to reduce the load on the driver and reduce the risk of a traffic accident as much as possible. By performing speed control such as brake operation and steering wheel control, a safe speed and an inter-vehicle distance are maintained, and safe and smooth automatic traveling is enabled.

[0008] The system for providing the user service described above is the driving support road system (AHS). This system aims not only to reduce the burden on drivers by automating driving, but also to contribute to society by improving safe driving and increasing transport effects by reducing accidents. Expected.

In Japan, an information providing system (AHS-
i), a control support system (AHS-c), and an automatic driving system (AHS-a) are being researched and developed. The above-mentioned driving environment information providing user service and danger warning user service are AHS-i, the driving assistance user service is AHS-c, and the automatic driving user service is AH-i.
Sa respectively.

On the other hand, the development of a so-called advanced safety vehicle (ASV), which enables a vehicle to run autonomously by giving the vehicle itself a highly intelligent function, is also underway. In the ASV, for example, a lane marker or a magnetic nail is provided on a road, and the vehicle autonomously travels on the road by detecting these with a sensor. During traveling, the traveling safety is ensured by monitoring the inter-vehicle distance, the presence or absence of an obstacle, and the like by the inter-vehicle sensor and the obstacle sensor provided on the vehicle.

However, the AHS and the ASV have generally been separately developed in the past, since the deployment targets of various functions may be different between the road side and the vehicle side. However, each of these systems has its own advantages and disadvantages. Therefore, in the future, a system that integrates these, that is, AS on the road where AHS is built
A system for driving the V is under study, but at present the specific development has not yet begun.

On the other hand, one of the nine development fields of the ITS is "efficiency of commercial vehicles". The “efficiency of commercial vehicles” includes two user services: support for operation management of commercial vehicles and continuous automatic driving of commercial vehicles.

[0013] The commercial vehicle operation management support service collects and transports the operation status of commercial vehicles such as trucks and sightseeing buses in real time in order to improve transportation efficiency, reduce business traffic, and improve transportation safety. Supports operation management by providing basic data to businesses. It also supports the improvement of logistics efficiency through the development of sophisticated, automated and systemized distribution centers, and the provision of joint delivery and return cargo information.

[0014] The continuous automatic driving service of commercial vehicles requires a plurality of commercial vehicles having an autonomous driving function in order to dramatically improve transportation efficiency, reduce business traffic, and improve transportation safety. It runs continuously while maintaining the distance.

Among them, an automatic cruise control system has been developed so far as to provide a service similar to a continuous automatic driving service for commercial vehicles. This system, for example, recognizes a preceding vehicle by a radar on a highway and controls the engine output and the shift gear so as not to get too close to the preceding vehicle. Further, when the preceding vehicle decelerates and the inter-vehicle distance becomes short, a warning sound and a warning light on the center message display warn the driver's attention. Then, when there is no preceding vehicle due to a lane change or the like, the vehicle speed returns to the initially set vehicle speed, and when the driver steps on the brake, the system is released at that point.
Alternatively, only the inter-vehicle distance warning function can be activated.

However, when such a continuous automatic driving service for commercial vehicles is introduced to general roads on which traffic lights other than dedicated roads and expressways are installed, the following problems must be solved. There is. For example, if a traffic light changes from blue to red while a plurality of vehicles are traveling in a row and passing a traffic light, the row is divided. Further, in order to prevent the division of the platoon, it is necessary to determine whether the platoon can pass through the traffic light, and if the platoon cannot pass, stop the entire platoon in advance. However, in such a case, the vehicle stops in spite of the green light, so that the operation efficiency of the road is deteriorated, which causes traffic congestion and the like.

[0017]

As described above, the conventional system has the following problems to be solved. In other words, AHS and ASV each have advantages and disadvantages, and a system in which these are integrated is being studied in the future, but no specific development has been made yet on measures against a failure or the like.

[0018] The continuous automatic driving service for commercial vehicles also has a problem to be solved if a plurality of vehicles are to be platooned on a general road on which a traffic light other than a dedicated driving road or an expressway is installed. Many.

The present invention has been made in view of the above circumstances, and a first object of the present invention is to provide an automatic driving support system capable of effectively coping with the occurrence of a failure.

It is a second object of the present invention to provide an automatic driving support system capable of efficiently and stably platooning even on a general road.

[0021]

According to a first aspect of the present invention, there is provided a vehicle-mounted vehicle for controlling a traveling state of a vehicle by detecting a traveling guidance indicator installed along a road. A control device, a road-to-vehicle communication system for performing wireless communication between a roadside wireless device arranged along the road and an on-vehicle wireless device mounted on the vehicle, and a vehicle-to-vehicle communication via the road-to-vehicle communication system. A road-side control device for transmitting and receiving information on traveling at the vehicle. The on-vehicle control device and the road-side control device are provided with a sensor for monitoring an obstacle on the road and an avoidance control means. Is detected, the avoidance control means exchanges the fault detection information via the road-to-vehicle communication system to generate optimal avoidance instruction information, and causes the corresponding vehicle to perform an avoidance operation according to the avoidance instruction information. Those were Unishi.

Therefore, according to the first aspect of the present invention, information relating to a fault is exchanged between the roadside control device and the on-vehicle control device of each vehicle via the road-to-vehicle communication system. Optimal avoidance operations are performed in cooperation with each other between the road-side control device and the vehicles that need to avoid.
For this reason, each vehicle can perform safer and smoother autonomous traveling.

The following are conceivable as specific avoidance control operations performed by the roadside control device and the on-vehicle control device in cooperation. In a first operation, when a roadside sensor detects an obstacle on a road by a roadside sensor, the roadside control device avoids avoidance instruction information including information indicating a failure occurrence position and an avoidance area via the road-vehicle communication system. The required on-vehicle control device is notified to the on-vehicle control device, and the on-vehicle control device causes the own vehicle to perform the avoidance operation based on the notified avoidance instruction information and the information on the obstacle detected by the sensor of the own vehicle. .

In the second operation, when a failure is detected by a sensor of the vehicle, the on-vehicle control device notifies the road-side control device of the failure detection information via the road-to-vehicle communication system. Generating avoidance instruction information including information indicating an avoidance area based on the obstacle detection information notified from the vehicle and the information on the obstacle detected by the roadside sensor, and transmitting the avoidance instruction information via the road-vehicle communication system. By transmitting the information to the on-vehicle control device of the vehicle that needs to avoid the vehicle, the vehicle performs the avoiding operation.

By operating as described above, fault detection information from a roadside sensor that can monitor a wider area than an onboard sensor can be used, so that the vehicle can run autonomously only by using its own onboard sensor. In comparison, it is possible to perform a safer obstacle avoidance operation with a margin.

In the third operation, if the vehicle-mounted control device cannot receive the avoidance instruction information from the road-side control device within a predetermined time after notifying the road-side control device of the failure detection information, the detection information of the travel guidance display is displayed. Based on the obstacle information detected by the sensor of the own vehicle and the own vehicle, the own vehicle performs autonomous traveling including an avoidance operation.

By doing so, for example, a failure or the like occurs in the road-vehicle communication system or the roadside control device,
Thus, even when the avoidance instruction information is not transmitted from the roadside control device to the vehicle-mounted device, the vehicle can perform the avoidance operation by itself.

In the fourth operation, the on-board controller detects the avoidance area on the basis of the obstacle information detected by the sensor of the own vehicle when attempting to perform the avoidance operation by itself, and can detect the avoidance area. In this case, the own vehicle is caused to perform autonomous traveling including the avoidance operation, and if the avoidance area cannot be detected, the own vehicle is stopped. By doing so, the vehicle can be immediately stopped when it is impossible to avoid it.

The fifth operation is that the in-vehicle control device stores the history information of the autonomous traveling including the avoidance action performed by the own vehicle, and after the communication with the roadside control device becomes possible. This history information is transmitted to the roadside control device.

By doing so, for example, the communication between the roadside control device and the on-vehicle control device is temporarily disabled, and when the vehicle performs the self-avoidance action, the content of the avoidance operation is indicated. The history information is stored in the in-vehicle control device, and is notified to the roadside control device after the communication is restored. For this reason, the roadside control device can also grasp the obstacle avoidance operation of the vehicle performed during the communication disabled period, and can use this information for subsequent tracking of the vehicle and correction of the avoidance operation.

The sixth operation is further provided with a derivative sensor for detecting the presence or absence or operation of the travel guidance display, and detecting the absence or non-operation of the travel guidance display by the derivative sensor. In this case, the roadside controller notifies the in-vehicle controller of the vehicle that is performing the autonomous traveling operation in advance that the autonomous traveling is disabled via the road-to-vehicle communication system. Upon receipt, the driver is informed of the fact and switched from autonomous traveling to manual traveling.

In this way, for example, when the lane marker as the driving guidance display body has disappeared or the magnetic nail has failed and the guidance function has been lost, the end point of the autonomous traveling section is further detected by the derivative sensor, The roadside controller notifies the vehicle controller of the fact. Then, after the driver is notified that the autonomous traveling becomes impossible, the traveling control mode is automatically switched from the autonomous traveling mode to the manual traveling mode. Therefore, switching from the autonomous traveling to the manual traveling is smoothly performed in the vehicle.

In a seventh operation, when the avoidance operation is performed on an arbitrary vehicle, the roadside control device monitors the running state of each succeeding vehicle by a roadside sensor, and the avoidance operation affects each subsequent vehicle. The influence is estimated, and when the occurrence of traffic congestion is expected, a deceleration instruction is transmitted to the on-vehicle control device of each subsequent vehicle via the road-to-vehicle communication system. By doing so, even if traffic jam is likely to occur in the following vehicle due to the influence of the obstacle avoidance operation of any vehicle, the occurrence of traffic jam is reduced because the following vehicle is decelerated in advance.

On the other hand, in order to achieve the second object, a second invention is directed to an automatic driving support system for platooning a plurality of vehicles on a road on which a traffic light is installed. A road-vehicle communication system is provided for transmitting and receiving information on platooning between at least one of the vehicles and the traffic light. And, before passing through the traffic signal, the vehicle notifies the traffic signal via the road-to-vehicle communication system of the information requesting platooning, and when the traffic signal receives the information requesting platooning from the vehicle, According to the contents of the request information, the signal display is controlled so as to pass through the row of the plurality of vehicles.

Therefore, according to the present invention, when a plurality of vehicles constituting a platoon pass through a traffic light, the vehicles transmit a request for platooning, and this request is notified to the traffic signal via the road-to-vehicle communication system. In response to this request, the traffic light keeps the green light until the platoon passes. For this reason, there is no fear that the platoon changes from blue to red before the platoon has passed through the traffic light, and as a result, the platoon can run smoothly on a general road having a traffic light without being separated. Further, even when it is expected that the entire platoon cannot pass, the entire platoon can be entered without stopping, so that traffic is not obstructed and there is no risk of causing traffic congestion.

Further, the present invention provides a method for transmitting, in a vehicle, information requesting platooning including information indicating the number of vehicles constituting the platoon, and transmitting, at a traffic light, information requesting platooning from the vehicle. It is determined whether or not the number of vehicles forming the platoon notified by the request information is less than a specified number, and only when the number is less than the specified number, signal display is controlled so as to pass through the platoon of the plurality of vehicles. And

With this configuration, it is possible to prevent a long platoon exceeding the specified length from passing through a traffic light while the platoon is running, whereby the traffic light in the crossing direction is fixed to a red light for a long time. Troubles can be prevented and smooth traffic control can be performed.

Further, according to the present invention, the traffic signal is notified to the vehicle before passing through the road-vehicle communication system via the road-to-vehicle communication system. Signal status notifying means is further provided, and if the vehicle does not request platooning, it is determined whether or not the vehicle can pass through the traffic signal based on the signal status information notified from the traffic signal, and the vehicle can pass. When it is determined that the vehicle is running, the vehicle is driven to pass the traffic light, and when it is determined that the vehicle cannot pass, the travel control unit that stops the vehicle in front of the traffic signal is further provided.

With such a configuration, each vehicle constituting the platoon autonomously passes / stops according to the state of the traffic light when the platoon may be separated. Therefore, the autonomous driving mode of each vehicle can be continued, and as a result, it is not necessary to switch the driving mode from the autonomous driving mode to the manual driving mode each time a traffic signal is approached, thereby maintaining an efficient and safe driving driving state. can do.

The traveling control means determines whether or not the own vehicle has a traffic light based on the remaining time of signal display included in the signal state information notified from the traffic signal, the distance from the own vehicle to the traffic signal, and the traveling speed of the own vehicle. If it is determined that the signal display changes while the vehicle is passing through, a function of increasing the traveling speed of the host vehicle may be provided.

With this configuration, even if the vehicle changes from blue to red in an intersection, for example, the vehicle can pass through the intersection as soon as possible, thereby keeping the safety at the intersection even higher. be able to.

Further, the travel control means includes a signal display remaining time included in the signal state information notified from the traffic signal,
If it is determined from the distance from the own vehicle to the traffic light and the traveling speed of the own vehicle that the signal display changes while the own vehicle is passing the traffic light, the own vehicle is stopped, and the traffic light is signaled. A function of transmitting a request for changing the display from blue to red quickly may be provided.

With such a configuration, the period during which the signal display of the traffic light is kept green even though the vehicle does not pass is shortened, whereby the traffic efficiency of the road can be further increased.

[0044]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (First Embodiment) FIG. 1 is a schematic configuration diagram of an automatic driving support system according to a first embodiment of the present invention, and FIG. 2 is a partially enlarged view of FIG. FIG. In FIG. 2, the illustration of the roadside network is omitted.

The roadside zone of the road RD includes a plurality of roadside machines BS.
1, BS2,..., BSm are arranged at substantially equal intervals. Each of these roadside units BS1, BS2,..., BSm is located on the road RD, for example, as shown in FIG.
1, Z2,... Are formed. Vehicles MS1, MS traveling in wireless zones Z1, Z2,.
2,..., Perform wireless communication with on-vehicle devices mounted on MSn. At this time, a time division multiple access method is used as a wireless access method, and a DSR is used as a communication protocol.
The C protocol is used.

The roadside machines BS1, BS2, ..., BSm
Are grouped by a predetermined number and accommodated in any one of the plurality of roadside networks BNW1, BNW2,. Is connected. These centralized base stations CS1, CS2, C
Are connected to the management system node MM and the service node CC via the backbone network DNW. The management system node MM is connected to the centralized base stations CS1, CS
2, CS3,..., To manage the entire system. The service node CC provides various services to the vehicles MS1, MS2,..., MSn traveling on the road RD.

On the other hand, the vehicle has a function as an advanced safety vehicle (ASV). That is, on the road, for example, as shown in FIG.
The vehicle travels autonomously on a road by detecting these with a sensor and controlling steering based on the detection information. Further, the vehicle is provided with an inter-vehicle sensor and an obstacle sensor, and the vehicle monitors the inter-vehicle distance to a preceding vehicle and the presence or absence of an obstacle by using these sensors during autonomous traveling to ensure traveling safety.

By the way, the system according to the present embodiment is composed of roadside centralized base stations CS1, CS2, CS3,...
A failure avoidance function is provided for exchanging information between the vehicles 2 and 3 via a road-to-vehicle communication system, thereby performing an obstacle avoidance operation in cooperation with each other. Hereinafter, a plurality of embodiments of the avoidance control operation by the obstacle avoidance function will be described.

(Embodiment 1) In Embodiment 1, the roadside sensor LS
FIG. 7 shows the vehicle avoidance control operation when an obstacle on the road is detected by the vehicle. FIG. 3 is a diagram illustrating the situation of the avoidance control operation, and FIG. 8 is a sequence diagram.

Assume that a fault such as an accident has occurred on the road as shown in FIG. 3, and that the fault has been detected by the centralized base station CS2 based on the image picked up by the roadside sensor LS. Then, the centralized base station CS2 first analyzes the occurrence position and the occurrence state of the failure in the processing 8a based on the image captured by the roadside sensor LS, and performs the avoidance operation for the following vehicle in the processing 8b based on the analysis result. To generate avoidance instruction information to cause the avoidance. The avoidance instruction information includes information indicating the occurrence position of the obstacle and the avoidance area. This avoidance instruction information
Via the roadside network BNW1, a roadside device B corresponding to a wireless zone in which a vehicle that needs to perform an avoidance operation exists.
To the vehicle MS1, MS
2 is wirelessly transmitted.

Each vehicle M existing in the wireless zone Zi
When the in-vehicle wireless device receives the avoidance instruction information from the roadside device BSi, the S1 and the MS2 analyze the content of the avoidance instruction information by the ASV control device, and first, in step 8c, use the in-vehicle sensor in accordance with the analysis result. Check.
Then, the ASV control device performs the autonomous avoidance operation of the obstacle by controlling the steering in the process 8d based on the detection result of the vehicle-mounted sensor and the content of the avoidance instruction information. For example, in the example of FIG. 3, the vehicle MS1 changes the lane from the lane A to the lane B after performing the braking. Vehicle MS2
Performs a braking operation to make room for the vehicle MS1 whose lane is to be changed.

By doing so, the vehicles MS1, MS
2 can perform a more reliable and safer avoidance operation in consideration of the running state of the surrounding vehicles and the like, as compared with the case where the avoidance operation is performed autonomously only by using the in-vehicle sensor. Further, the avoidance operation with higher reliability can be performed for each of the vehicles MS1 and MS2 as compared with the case where the avoidance operation is performed based only on the failure information detected by the roadside sensor LS.

(Embodiment 2) Embodiment 2 shows a vehicle avoidance control operation when a failure is detected by a vehicle-mounted sensor. FIG. 4 is a diagram for explaining the situation of this avoidance control operation, and FIG.
Is a sequence diagram.

For example, assume that a fault such as an accident occurs on the road as shown in FIG. 4, and that the following vehicle MS1 detects the fault in the process 9a by the on-vehicle sensor. Then, vehicle MS1 transmits the failure detection information from the on-board wireless device to roadside device BSi. This failure detection information is received by the roadside device BSi and then transferred to the centralized base station CS2 via the roadside network BNW1.

Upon receiving the fault detection information from the vehicle MS1, the centralized base station CS2 checks the status of the fault using the roadside sensor LS in process 9b, and determines whether or not the fault has been confirmed in process 9c. Then, when a failure is confirmed by the roadside sensor LS, the centralized base station CSi analyzes the state of the failure based on the image captured by the roadside sensor LS in step 9d, and generates avoidance instruction information based on the analysis result. The information is generated and transmitted to the roadside machine BSi in order to transmit this information to the vehicle MS1 that is the trouble notification source and the vehicle MS2 that needs to perform an avoidance action around the vehicle MS1.

On the other hand, vehicle MS1 is connected to centralized base station CS.
When the avoidance instruction information is received from i, it is determined in process 9f whether the instruction content is the avoidance instruction based on the avoidance instruction information or the autonomous avoidance instruction. If it is an avoidance instruction in accordance with the avoidance instruction information, an avoidance operation such as braking and lane change is performed in process 9g while following the avoidance instruction information and monitoring the surrounding state with an on-vehicle sensor.

Therefore, also in this case, the vehicles MS1, M
At S2, a safe and secure avoidance operation can be performed based on the avoidance instruction information from the centralized base station CS2 and the monitoring by the on-vehicle sensor of the own vehicle.

On the other hand, for example, the roadside sensor L
It is assumed that the centralized base station CS2 cannot confirm the failure notified from the vehicle MS1 for the reason that S is not installed. In this case, the centralized base station CS2 generates the autonomous avoidance instruction information in the process 9e, and transmits the generated information to the vehicle MS1 as the trouble notification source and the surrounding vehicles MS2.

On the other hand, when each of the vehicles MS1 and MS2 determines in step 9f that the instruction content from the centralized base station CS2 is an autonomous avoidance instruction, the vehicles MS1 and MS2 search for an avoidance area based on the detection information of the onboard sensors in step 9h. The autonomous avoidance operation to the avoidance area is performed. Then, after the avoidance ends, the process 9i
To create the history information of the autonomous avoidance operation, and notify the history information to the centralized base station CS2 via the roadside device BSi. Upon receiving this history information, the centralized base station CS2 confirms the autonomous avoidance operation performed by the vehicle in step 9j.

Therefore, even if the failure cannot be confirmed in the centralized base station CS2, the vehicles MS1 and MS2 do not needlessly wait for the avoidance instruction from the centralized base station CS2.
The autonomous avoidance operation can be started quickly.

If no space for performing the autonomous avoidance operation is found, the vehicle stops running. As a result, it is possible to prevent a collision accident due to a rear-end collision or a lane change from occurring.

(Embodiment 3) Embodiment 3 shows an avoidance control operation when the road-to-vehicle communication system temporarily becomes unable to communicate. FIG. 5 is an explanatory diagram of the situation of the avoidance control operation, and FIG. 10 is a sequence diagram.

For example, assume that a fault such as an accident occurs on the road as shown in FIG. 5, and that the following vehicle MS1 detects the fault in the process 10a by the on-vehicle sensor of the own vehicle. Then, vehicle MS1 transmits the failure detection information from the on-board wireless device to roadside device BSi.

However, it is assumed that, for example, the state of the wireless transmission path is temporarily deteriorated, or the road-to-vehicle communication cannot be performed due to a failure of the roadside machine BSi. Then vehicle M
S1, as shown in FIG. 10, monitors the arrival of the avoidance instruction information from the centralized base station CS2 for a predetermined time after the transmission of the failure detection information. Then, if the avoidance instruction information cannot be received within the predetermined time, an autonomous avoidance operation to the avoidance area is performed in process 10b while monitoring the obstacle and the surrounding state by the on-board sensor.

After completion of the avoidance, history information of the autonomous avoidance operation is created and stored in process 10c, and the history information is notified to the centralized base station CS2 after the restoration of the radio transmission path or via another roadside device. . Upon receiving this history information, the centralized base station CS2 confirms the autonomous avoidance operation performed by the vehicle in the process 10d.

Therefore, according to this embodiment, even when road-to-vehicle communication is impossible, the vehicles MS1 and MS2 start the autonomous avoidance operation promptly without waiting unnecessarily for the avoidance instruction from the centralized base station CS2. be able to.

If no space for performing the autonomous avoidance operation is found, the vehicle stops running. As a result, it is possible to prevent a collision accident due to a rear-end collision or a lane change from occurring.

Fourth Embodiment In a fourth embodiment, when the lane marker or the magnetic nail cannot be detected by the roadside sensor, the driving mode of the vehicle is switched from the autonomous driving mode to the manual driving mode in accordance with an instruction from the centralized base station. is there. FIG. 6 is a diagram for explaining the situation of the switching control operation of the traveling mode, and FIG. 11 is a sequence diagram.

For example, it is assumed that the lane marker LM or the magnetic nail FN does not disappear or operate due to abrasion or the like, and this is detected by the centralized base station CS2 based on the image captured by the roadside sensor LS. In this case, when detecting that the lane marker LM or the magnetic nail FN is not present in the processing 11a as shown in FIG. 11, the centralized base station CS2 issues a notification message to that effect in a predetermined section before the non-detection point. In order to notify the vehicle, the corresponding roadside machine BSi,
BSj,... Then, the notification message is transmitted from the roadside devices BSi, BSj,... To each traveling vehicle via a wireless line, and received by the on-vehicle wireless device.

Each vehicle MS1, which has received the notification message,
In step 11d, the MS 2 converts the notification message into a display message or a voice message and notifies the driver. Subsequently, in step 11e, the vehicle speed is reduced to secure the inter-vehicle distance with the preceding vehicle, and then, in step 11f, the traveling mode is switched from the autonomous traveling mode to the manual traveling mode.

Therefore, in each vehicle MS1, MS2,
Switching from the autonomous traveling mode to the manual traveling mode is performed after the driver is notified. For this reason, the driver can shift to the manual driving mode with a margin, thereby maintaining a high level of safety.

When detecting that there is no lane marker LM or magnetic nail FN in step 11a, the centralized base station CS2 determines the possibility of occurrence of congestion in step 11b. This determination is made based on the running density of the vehicle in a predetermined section upstream of the non-detection position of the lane marker LM or the magnetic nail FN. If there is a possibility that congestion may occur due to this determination, a deceleration instruction message is transmitted to each subsequent vehicle in process 11c to decelerate earlier in advance.

Therefore, even if there is a possibility that congestion will occur in the following vehicle group due to deceleration of the vehicle due to switching from the autonomous driving mode to the manual driving mode, the following vehicle is instructed to decelerate in advance. Therefore, the occurrence of traffic congestion can be mitigated, and the occurrence of a rear-end collision after shifting to the manual driving mode can be prevented.

After switching to the manual driving mode,
The presence or absence of steering, accelerator or brake operation, and shift operation by the driver is monitored. If these operations are not performed, the driver determines that the driver does not support the manual traveling mode and stops the vehicle. By doing so, it is possible to prevent a rear-end collision or the like from occurring.

Fifth Embodiment In a fifth embodiment, each vehicle running is notified of the end point of the autonomous traveling to decelerate each vehicle and then switch to the manual traveling mode. FIG.
FIG. 5 is a diagram illustrating the state of the control operation.

That is, the centralized base station CS3 is connected to the roadside machine B disposed a predetermined distance upstream from the autonomous traveling end point.
From Se, an autonomous traveling end instruction message is broadcast to all traveling vehicles. Upon receiving the broadcast, each vehicle first notifies the driver of the content of the received message by a voice message or a display message. And
While monitoring the inter-vehicle sensor, the speed of the own vehicle is decelerated to secure the inter-vehicle distance, and then the driving mode is switched from the autonomous driving mode to the manual driving mode in accordance with an instruction from the roadside machine at the autonomous driving end point.

Also, as in the fourth embodiment, the centralized base station C
In S3, when the autonomous traveling end point is detected, it is determined whether or not there is a possibility that traffic congestion will occur based on the traveling density of the vehicle in a predetermined section on the upstream side. If there is a risk of congestion, a deceleration instruction message is transmitted to the following vehicle on the upstream side of the end point of the autonomous traveling and the vehicle is decelerated earlier in advance.

Accordingly, the driver's confusion at the end point of the autonomous traveling can be reduced, the mode can be smoothly and smoothly shifted to the manual traveling mode, and the occurrence of traffic congestion can be alleviated.

As described above, in the first embodiment, the information on the fault detected by the running vehicle MS1 and the information on the fault detected by the roadside sensor LS are transmitted to the roadside machine BSi and the vehicle Exchange through consisting of radio,
The centralized base station CS2 generates avoidance instruction information based on both pieces of detection information. Then, the avoidance instruction information is notified to each of the vehicles MS1 and MS2 which need the avoidance operation via the road-to-vehicle communication system, so that the vehicle MS1 performs the avoidance operation.

Therefore, according to the first embodiment, the vehicle MS
Based on the fault detection information exchanged between the centralized base station CS2 and the centralized base station CS2, the centralized base station CS2 and the vehicles MS1 and MS2 cooperate with each other to perform an optimal avoiding operation. Therefore, each of the vehicles MS1 and MS2 can surely avoid obstacles, thereby enabling safe and smooth autonomous traveling.

(Second Embodiment) FIG. 12 is a main part configuration diagram for explaining a second embodiment of the automatic driving support system according to the present invention. Note that the configuration of the entire automatic driving support system is the same as that in FIG.

In this embodiment, the automatic driving support control according to the present invention is applied to a general road.
A roadside machine BSi is installed in front of the intersection where is installed. The roadside machine BSi forms a wireless zone Zi on one lane before the intersection. Then, wireless communication is performed with a vehicle traveling in the wireless zone Zi. The roadside device BSi is connected to the centralized base station CS2 via the roadside network BNW1 as shown in FIG. 1, and relays information on travel support between the centralized base station CS2 and the vehicle.

A traffic signal SS is connected to the roadside machine BSi via a signal cable. Information about signal control is relayed between the traffic signal SS and the vehicle and between the traffic signal SS and the centralized base station CS2. I do.

By the way, the vehicles include general vehicles MS1, MS2,..., MSn which run independently such as passenger cars.
There are vehicles MS11 to MS1k, such as trucks, which can form a platoon MS10 and run following.

The vehicles MS11 to MS1k traveling in the platoon MS10 are configured as follows. FIG.
Is a functional block diagram showing the configuration. In the figure, the output of the prime mover 134 is transmitted to and driven by a drive device 130 via an intermittent machine (clutch) 136. The operation state of the driving device 130 is braked by the braking device 139. Each of the vehicles MS11 to MS1k includes an automatic driving device 132 and a manual driving device 133. The manual driving device 133 controls the prime mover 134, the intermittent device 136, and the braking device 139 according to the driver's steering, accelerator, brake, and clutch operations.

[0086] The automatic driving device 132 is for performing a follow-up traveling when traveling in a platoon, and performs a follow-up traveling by monitoring the positions and traveling states of vehicles in front and behind by a radar 131. In addition, the automatic driving device 132
To the platoon running request information and signal SS
Receives the signal display information broadcasted from the company and automatically controls the following and stopping according to the signal display information. The transmission and reception of the travel request information and the signal display information are performed by the in-vehicle wireless device 138 via the roadside device BSi. The signal processing device 137 arranges the information to be transmitted and received in a predetermined format, and performs signal processing necessary for wireless communication, such as modulation / demodulation, encoding, and error control.

The automatic driving device 132 and the manual driving device 1
33 to be operated, the manual / automatic switching unit 135 is operated in accordance with the driving mode switching operation of the driver.
Is determined by

On the other hand, the traffic signal SS has, in addition to a normal signal display function, a signal transceiver for transmitting and receiving control signals to and from the roadside device BSi, and a signal display control device. This signal display control device includes a vehicle MS constituting a row MS10.
When platoon running request information arrives from 11 to MS1k, the length of the green signal is extended so that the requesting vehicle can pass as part of the platoon. In addition, signal display information indicating the type of the signal being displayed and the remaining time is transmitted to vehicles not performing platooning. This signal display information is the roadside machine BS
Wirelessly transmitted to the vehicle via i.

Next, the operation of the system configured as described above will be described. 14 and 15 are flowcharts showing control procedures and control contents of the platooning vehicles MS11 to MS1k and the traffic light SS, respectively.

Now, for example, as shown in FIG. 12, it is assumed that vehicles MS11 to MS1k in platoon approach an intersection and sequentially enter the radio zone Zi of the roadside machine BSi. Then, each of the vehicles MS11 to MS1k goes to Step 1
If it is detected in 7a that the vehicle has entered the wireless zone Zi, a transmission message of travel request information is generated in step 17b and transmitted to the roadside machine BSi. The transmission message of the travel request information is received by the roadside machine BSi and then transferred from the roadside machine BSi to the traffic light SS via a signal cable.

FIG. 16 shows a format of a transmission message of the travel request information, which is composed of a vehicle ID, platoon information, and a request command. The vehicle ID is a number for identifying a vehicle.
The identification number individually assigned to the in-vehicle device 138 mounted on 1k is used. The platoon information is information on the platoon to which the vehicle belongs, and includes a platoon ID and the remaining number. The column ID is a number for identifying the column, and the vehicle ID of the leading vehicle MS11 of the column is used. The remaining number is the number of succeeding vehicles belonging to the column, and is set manually by the driver of the vehicle during formation. The request command is for requesting whether or not the vehicle wants to continue following, and is set manually by the driver of the vehicle. For example, if the train has just started and it is not desired to break the platoon, follow-up running is requested. If the destination is close, the platoon where it is OK to break down the platoon MS10 is not requested to run.

On the other hand, the traffic signal SS is transmitted from the vehicles MS11 to MS11.
Upon receiving the travel request information from the MS 1k, first, based on the vehicle ID of the received travel request information, step 18 is executed.
At a, it is determined where the transmission source vehicle is located in the platoon. This determination is made, for example, by setting the last vehicle as the remaining vehicle number is 0, as the leading vehicle if the vehicle ID and the row ID are the same, and as the intermediate vehicle for the other vehicles.

When it is determined in this determination that the vehicle is the leading vehicle MS11 of the platoon MS10, the traffic light SS determines in step 18b that the leading vehicle MS11 is traveling in the platoon (following traveling).
It is determined whether or not the number of vehicles constituting the row MS10 is within the limited number in step 18c. If the number is within the limit, the process proceeds to step 18d, where the following vehicles MS12 to MS1k of the same row MS10 are added to the queue waiting to pass. On the other hand, if the number of vehicles constituting the platoon MS10 exceeds the limit number, step 18e
And then do not add the following vehicle to the waiting queue.

Then, at last, the traffic light SS proceeds to step 18.
At f, a notification message of the signal display information is generated, and the notification message is transmitted to the vehicle. This notification message is sent to the roadside machine BSi via the signal cable,
This roadside machine BSi is sent to the vehicle MS11 as the transmission source of the traveling request information via a wireless line.

FIG. 17 shows the format of the notification message, which is composed of a vehicle ID, signal information and time information. The vehicle ID is a vehicle ID of the transmission source of the travel request information. The signal information is the currently lit signal color and is one of blue, yellow, and red. The time information is composed of the remaining time, the number of waiting queue columns, and each passing queue ID. The remaining time is obtained by subtracting a predetermined guard time from the time until the signal turns red as shown in FIG. However, zero is set when the red signal is currently turned on and when the time until the red signal is turned on is shorter than the guard time.

On the other hand, when the leading vehicle MS11 that has transmitted the traveling request information message receives the notification message of the signal display information from the traffic signal SS in step 17d in the response waiting state in step 17c, the leading vehicle MS11 enters the waiting queue in step 17e. It is determined whether or not there is, and if it is not a waiting platoon, it is determined in step 17f whether or not the remaining time of the green light is longer than the time sufficient for the vehicle to pass. If it is a waiting platoon, or if there is sufficient transit time even if it is not a waiting platoon, step 17
Then, the vehicle automatically travels and passes the signal.

On the other hand, the vehicle from which the travel request information is transmitted
In the case of the intermediate vehicles MS12 to MS1k-1 in S10, the traffic light SS directly proceeds to step 18f and sends out a notification message of the signal display information. At this time, if the traveling request information from the leading vehicle previously received is a request for platooning, the remaining time is fixed without being reduced. On the other hand, if the traveling request information from the leading vehicle does not request platooning, the remaining time is reduced.

[0098] The intermediate vehicle MS that has transmitted the traveling request information.
When receiving the notification message of the signal display information from the traffic signal SS in step 17d in the response waiting state in step 17c, the mobile stations 12 to MS1k-1 determine in step 17e whether or not the vehicle is in the waiting queue. If the own vehicle is registered in the waiting queue, the so-called follow-up running control for performing automatic running following the preceding vehicle in step 17g is continued. On the other hand, if the own vehicle is not added to the waiting platoon, it is determined in step 17f whether or not the remaining time of the green light is longer than the time sufficient for the own vehicle to pass. And if enough transit time remains,
The process proceeds to step 17g and the vehicle follows the vehicle and passes the signal.

On the other hand, if the vehicle is not added to the waiting queue and the remaining passage time of the green signal notified from the traffic light SS is shorter than a predetermined time, the vehicle determines that the traffic light SS cannot pass. Then, the process proceeds to step 17h to stop at the stop line.

[0100] Also, the vehicle from which the travel request information is transmitted is the convoy M
If it is the last vehicle MS1k in S10, the traffic light SS sorts out the internal data relating to the waiting platoon in step 18g, and then proceeds to step 18f, where a signal display information notification message is transmitted. Then, at a point in time when a predetermined time has elapsed after transmitting the notification message to the last vehicle MS1k, the signal is turned red. During the period from when the last vehicle MS1k has passed to when the traffic light turns red, a new waiting queue is not accepted.
The last vehicle M that transmitted the message of the travel request information
The operation of S1k is the same as the operation of the intermediate vehicles MS12 to MS1k-1.

As described above, in the second embodiment, when the vehicles MS11 to MS1k constituting the platoon while traveling in the platoon approach the radio zone Zi in front of the traffic light SS, the leading vehicle MS11 transmits the traffic light SS to the traffic light SS. On the other hand, it informs through the roadside machine BSi whether it wants to run in platoon. On the other hand, if the leading vehicle MS11 wants to run in the platoon, the traffic signal SS indicates that if the length of the platoon is within the limit number, the following intermediate vehicles MS12 to MS1k-1 and the rearmost vehicle MS1k will be displayed. Hold the green light until it passes, and let it all pass.

On the other hand, when the leading vehicle MS11 does not desire to run in the platoon, that is, when the platoon may be separated on the way, the following intermediate vehicles MS12 to MS1k-1 and the last vehicle MS1k are each indicated by a green signal. To inform you of the remaining time. On the other hand, each of the intermediate vehicles MS12 to MS1k-1 and the last vehicle MS1k determines whether or not the own vehicle can pass based on the remaining time of the green signal notified from the traffic light S. The vehicle follows the vehicle and stops at a stop line if it cannot pass.

Therefore, each of the vehicles MS11 to MS11 constituting the row
If MS1k wants to run in row, there is no concern that the traffic light will change from blue to red before all vehicles have passed the traffic light SS. Can follow the vehicle without being separated.

When the length of the platoon exceeds the limit number, it is possible to prevent the traffic light SS from passing while the platoon is running, so that the traffic light in the crossing direction is fixed to the red light for a long time. Troubles can be prevented and smooth traffic control can be performed.

Further, vehicles MS11-M forming a row
If S1k does not particularly desire to run in platoon, that is, if the separation of the platoon is permitted, the following running and stop are selectively performed according to the remaining time of the green signal notified from the traffic light SS. Therefore, the autonomous traveling mode of each of the vehicles MS11 to MS1k can be continued. Therefore, the driver does not need to switch the driving mode from the autonomous driving mode to the manual driving mode every time the vehicle approaches the traffic light SS, and thereby it is possible to maintain an efficient and safe driving driving state.

(Other Embodiments) The present invention is not limited to the above embodiments, and various modifications as described below are possible.

That is, in the first embodiment, the centralized base stations CS1, CS2, CS3,... Perform the control operation for supporting the obstacle avoidance operation of the vehicle. The management system node MM that supervises CS2, CS3,... May perform a control operation for supporting the failure avoidance operation.

The vehicles MS11 to M constituting the platoon are also provided.
When S1k passes through the traffic light SS, the own vehicle becomes the traffic light SS based on the remaining time of the green signal notified from the traffic light SS, the distance from the own vehicle to the traffic light, and the traveling speed of the own vehicle.
It is determined whether or not the signal display may change while passing through the vehicle, and if it is determined that the signal display may change, the traveling speed of the own vehicle is increased. It is better to control. In this way, for example, even in a case where the vehicle changes from blue to red in the intersection, the vehicle can pass through the intersection as soon as possible, thereby maintaining the safety at the intersection even higher.

Further, each of the vehicles MS11 to MS11 constituting the platoon is formed.
When the MS 1k passes through the traffic light SS, the remaining time of the green signal notified from the traffic light SS and the traffic light SS
If it is determined from the distance to the vehicle and the traveling speed of the own vehicle that the signal display may change while the own vehicle is passing through the traffic light SS, the own vehicle is stopped and the traffic light is stopped. A request to change the signal display from blue to red early may be transmitted to the SS. By doing so, the period during which the signal display of the traffic signal SS is kept green even though the vehicle does not pass is shortened, whereby the traffic efficiency of the road can be further increased.

In the second embodiment, the traffic light SS
Has described the case where the signal display is controlled in response to the traveling request from the vehicle, but the centralized base stations CS1, CS2, CS
May control the signal display of the traffic signal SS in response to the traveling request from the vehicle, and may notify the requesting vehicle of the signal display information.

In addition, the gist of the present invention also relates to the procedure and contents of the automatic cruise control of each vehicle constituting the platoon, the control procedure and contents of the traffic signal, the configuration of the entire system, the wireless access system of the road-vehicle communication system, and the like. Various modifications can be made without departing from the scope of the present invention.

[0112]

As described above, according to the first aspect of the present invention, the on-vehicle control device and the roadside control device are provided with a sensor for monitoring an obstacle on the road and an avoidance control means. Is detected, the avoidance control means exchanges the failure detection information via the road-to-vehicle communication system to generate optimal avoidance instruction information, and causes the corresponding vehicle to perform an avoidance operation according to the avoidance instruction information. I have to.

Therefore, according to the first aspect of the invention, the roadside control device and each of the vehicles that need to be avoided cooperate with each other to perform optimal avoidance operations, thereby making each vehicle more secure. It is possible to provide an automatic driving support system capable of smoothly running autonomously and effectively responding to the occurrence of a failure.

On the other hand, in the second invention, a road-to-vehicle communication system for transmitting and receiving information related to platooning is provided between at least one of a plurality of vehicles traveling in platoon and a traffic light. Before passing, inform a traffic signal via the road-to-vehicle communication system of information requesting platooning, and when the traffic signal receives information requesting platooning from a vehicle, the traffic signal is transmitted according to the content of the request information. It is characterized in that the signal display is controlled so as to pass through a row of a plurality of vehicles.

Therefore, according to the second aspect of the present invention, there is no fear that the platoon will change from blue to red before the platoon has passed the traffic light, and even if the entire platoon is expected to be unable to pass, the entire platoon will not stop. You can enter an intersection or the like as it is. Therefore, it is possible to provide an automatic driving support system that can realize efficient and safe platooning even on a general road having a traffic light.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an example of an automatic driving support system according to the present invention.

FIG. 2 is an enlarged view showing a part of the system shown in FIG. 1;

FIG. 3 is a view showing a first obstacle avoidance operation in the first embodiment of the automatic driving support system according to the present invention.

FIG. 4 is a diagram showing a second obstacle avoidance operation in the first embodiment of the automatic driving support system according to the present invention.

FIG. 5 is a diagram showing a third obstacle avoidance operation in the first embodiment of the automatic driving support system according to the present invention.

FIG. 6 is a diagram showing a fourth obstacle avoidance operation in the first embodiment of the automatic driving support system according to the present invention.

FIG. 7 is a diagram showing a fifth obstacle avoidance operation in the first embodiment of the automatic driving support system according to the present invention.

FIG. 8 is a sequence diagram for explaining the failure avoidance operation shown in FIG. 3;

FIG. 9 is a sequence diagram for explaining the failure avoidance operation shown in FIG. 4;

FIG. 10 is a sequence diagram for explaining the failure avoidance operation shown in FIG. 5;

FIG. 11 is a sequence diagram for explaining the failure avoidance operation shown in FIG. 6;

FIG. 12 is a partially enlarged view showing a second embodiment of the automatic driving support system according to the present invention.

FIG. 13 is a block diagram showing a configuration of a vehicle.

FIG. 14 is a flowchart showing a procedure of running control executed in the vehicle and its contents.

FIG. 15 is a flowchart showing a procedure of signal display control executed in the traffic signal and its contents.

FIG. 16 is a diagram showing a configuration of a message sent from the vehicle to the traffic light.

FIG. 17 is a diagram showing a configuration of a message sent from the traffic signal to the vehicle.

FIG. 18 is a diagram for explaining the definition of a notification time.

[Explanation of symbols]

BS1, BS2, ..., BSm, BSe, BSi, BSj
... Roadside machines Z1, Z2,. Station DNW backbone network MM management system node CC service node LS roadside sensor LM lane marker FN magnetic nail SS traffic light 130 driving device 131 radar 132 automatic driving device 133 manual driving device 134 motor 135 Manual / automatic switching unit 136 ... intermittent machine (clutch) 137 ... signal processing device 138 ... in-vehicle wireless device 139 ... braking device

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5H180 AA02 AA03 AA07 BB04 CC04 CC14 CC19 CC24 EE07 EE15 EE18 FF12 FF13 FF25 FF27 GG01 GG08 HH19 JJ06 JJ28 LL01 LL04 LL09

Claims (13)

[Claims] 1. A vehicle-mounted control device that controls a traveling state of a vehicle by detecting a traveling guidance display installed along a road, a roadside wireless device disposed along the road and a vehicle. A road-to-vehicle communication system that performs wireless communication with a vehicle-mounted wireless device, and a road-side control device that transmits and receives information about traveling between the vehicle and the vehicle via the road-to-vehicle communication system. And a roadside control device comprising: a sensor for monitoring a failure on the road; and, when a failure on the road is detected by the sensor, exchanging the failure detection information via the road-to-vehicle communication system, and thereby optimally avoiding the failure. An automatic driving assistance system comprising: avoidance control means for generating instruction information and causing the vehicle to perform an avoidance operation according to the avoidance instruction information. 2. The road-side control device according to claim 1, wherein when a road-side sensor detects a road-side obstacle, the road-side controller avoids the avoidance instruction information including information indicating a failure occurrence position and an avoidance area via the road-vehicle communication system. Notifying the necessary on-vehicle control device of the vehicle, the on-vehicle control device causes the own vehicle to perform the avoidance operation based on the notified avoidance instruction information and the information on the obstacle detected by the sensor of the own vehicle. The automatic driving support system according to claim 1, wherein 3. The vehicle-mounted control device, when a failure is detected by a sensor of the own vehicle, notifies the road-side control device of the failure detection information via the road-to-vehicle communication system. When the obstacle detection information is notified from the controller, the controller generates the avoidance instruction information including the information indicating the avoidance area based on the obstacle detection information and the information on the obstacle detected by the roadside sensor. 2. The automatic driving support system according to claim 1, wherein the vehicle is caused to perform an avoidance operation by transmitting the signal to an on-vehicle control device of a vehicle requiring avoidance via an inter-vehicle communication system. 4. The in-vehicle control device, when notifying the road-side control device of the obstacle detection information and not receiving the avoidance instruction information from the road-side control device within a predetermined time, automatically transmits the detection information of the traveling guidance display body to the road-side control device. 4. The automatic driving support system according to claim 3, wherein the self-vehicle is caused to perform an autonomous driving including an avoidance operation based on the obstacle information detected by a vehicle sensor. 5. The on-vehicle control device detects an avoidance area based on obstacle information detected by a sensor of the own vehicle, and when the avoidance area is detected, the own vehicle performs autonomous traveling including an avoidance operation. The automatic driving support system according to claim 4, wherein the self-vehicle is stopped when the avoidance area is not detected. 6. The on-vehicle control device stores history information indicating the content of autonomous traveling including the avoidance action performed by the own vehicle, and after communication with the road-side control device becomes possible. The automatic driving support system according to claim 4, wherein the history information is transmitted to a roadside control device. 7. The vehicle further comprising a derivative sensor for detecting the presence or absence or operation of a travel guidance display, wherein the roadside control device does not have a travel guidance display by the derivative sensor or does not operate. Is detected, the in-vehicle control device notifies the in-vehicle control device of the vehicle that is performing the autonomous traveling operation that the autonomous traveling is disabled via the road-to-vehicle communication system in advance. 2. The automatic driving support system according to claim 1, wherein upon receipt of the notification, the driver is notified of the fact and then switched from autonomous driving to manual driving. 8. The roadside control device estimates the influence of the avoidance operation on each subsequent vehicle by monitoring the running state of each subsequent vehicle with a roadside sensor when an arbitrary vehicle performs the avoidance operation. 2. The automatic driving support according to claim 1, further comprising a function of sending a deceleration instruction to the on-vehicle control device of each subsequent vehicle via a road-to-vehicle communication system when a congestion is expected. system. 9. An automatic traveling support system for platooning a plurality of vehicles on a road on which a traffic light is installed, wherein at least one of the plurality of vehicles traveling in the platoon and the traffic light are related to platooning. A road-to-vehicle communication system for transmitting and receiving information, the vehicle comprising, before passing through the traffic light, a means for notifying a traffic signal of information requesting platooning via the road-to-vehicle communication system, When the traffic signal receives information requesting platooning from the vehicle, the traffic light is provided with means for controlling a signal display to pass through the platoon of the plurality of vehicles according to the content of the request information. Automatic driving support system. 10. The vehicle transmits the information requesting platooning including information indicating the number of vehicles forming the platoon, and the traffic light receives information requesting platooning from the vehicle, It is determined whether or not the number of vehicles forming the platoon notified by the request information is less than a specified number, and if the number is less than the specified number, signal display is controlled to pass through the platoon of the plurality of vehicles. The automatic driving support system according to claim 9, wherein: 11. The traffic signal notifies the vehicle before passing through the road-to-vehicle communication system of signal status information including the content of the signal display and the information indicating the remaining time until the signal display changes. Signal state notifying means, further comprising: when the vehicle does not request platooning, determines whether or not the vehicle can pass through the signal based on the content of the signal state information notified from the signal, Running control means for driving the own vehicle to pass the traffic light when it is determined that the vehicle can pass, and stopping the own vehicle in front of the traffic light when determining that the vehicle cannot pass the traffic light; The automatic driving support system according to claim 9. 12. The travel control means of the vehicle, based on the remaining time of signal display included in the signal status information notified from the traffic signal, the distance from the vehicle to the traffic signal, and the traveling speed of the vehicle, 12. The automatic driving support system according to claim 11, wherein when it is determined that the signal display changes while the vehicle is passing through the traffic light, the traveling speed of the own vehicle is increased. 13. The vehicle travel control means, based on the remaining time of signal display included in the signal state information notified from the traffic signal, the distance from the vehicle to the traffic signal, and the traveling speed of the vehicle, If it is determined that the signal display changes while the vehicle is passing the traffic light, stop the own vehicle, and transmit a request to the traffic light to change the signal display from blue to red quickly. The automatic driving support system according to claim 11, wherein: