JP2001301485A - Vehicular control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make own vehicle safely and precisely travel on the basis of vehicular information sent from another vehicle, a detecting device provided on a traveling road, and a base. SOLUTION: A sending/receiving device 38 receives vehicular information showing a state of a traveling road surface of a vehicle in front, a traveling state of the vehicle in front, and a driving operation state of the vehicle in front, and sends vehicular information detected and calculated by using various sensors and a microcomputer 21 in the own car. The microcomputer 21 controls various operation such as operation at braking the vehicle, operation at steering the vehicle, and operation for avoiding or easing contact with the vehicle in front, on the basis of the received vehicular information and the vehicular information about the own vehicle detected and calculated by the own vehicle. Furthermore, the microcomputer 21 detects abnormality in specified vehicular information on the basis of the above-mentioned various vehicular information.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention uses communication between a vehicle, another vehicle, a fixed communication device (road beacon) provided along a road, a base for centrally managing various information, and the like. The present invention relates to a vehicle control device that controls the operation of a vehicle, detects an abnormality in vehicle information, and communicates an abnormality in vehicle information by mutual information exchange.

[0002]

2. Description of the Related Art Conventionally, as disclosed in Japanese Patent Application Laid-Open No. 9-132093, information detected by various sensors mounted on a vehicle and a fixed communication device (a road beacon) ), Further recognizes the position, speed, acceleration, deceleration, etc. of the other vehicle around the own vehicle based on the communication information with the other vehicle, and determines the relative danger to the own vehicle for each lane. There is known a vehicle control apparatus that uses received information that instructs a driver to change lanes to the left or right in accordance with the obtained degree of risk.

[0003]

However, in the above-mentioned conventional apparatus, only the lane change is instructed using the received information, and the use of the received information for other purposes is mentioned. Absent.

[0004]

SUMMARY OF THE INVENTION It is an object of the present invention to improve a vehicle control device using vehicle information detected or calculated by another vehicle, a fixing device provided near a traveling road, or the like. In particular, the present invention uses the vehicle information to control the operation of the own vehicle, determine an abnormality in the detected or calculated vehicle information, and receive the information indicating the abnormality in the vehicle information to detect the abnormality. The purpose is to recognize or.

[0005] In order to achieve the above object, a structural feature of the present invention is a receiving means for receiving vehicle information detected or calculated for a vehicle ahead, and an operation of the vehicle using the received vehicle information. Operation control means for controlling the operation. In this case, the vehicle information includes, for example, information indicating any one of a state of a traveling road surface of a forward vehicle, a traveling state of a forward vehicle, and a driving operation state of a forward vehicle. Further, the operation control means controls, for example, any one of an operation at the time of braking of the vehicle, an operation at the time of steering of the vehicle, and an operation to avoid or reduce contact with a vehicle in front. is there.

According to the present invention having the above-described configuration, the receiving means can control the vehicle information on the vehicle traveling in front of the own vehicle (the state of the traveling road surface of the vehicle in front, the traveling state of the vehicle in front, and the condition of the vehicle in front). Operating information of the vehicle), that is, the vehicle information relating to the position where the vehicle will travel in the future is obtained in advance, and the operation control means operates the vehicle (operation during braking of the vehicle, operation of the vehicle) in accordance with the obtained vehicle information. (Operation for avoiding or reducing contact with the vehicle ahead) during steering. Therefore, the operation of the own vehicle can be accurately controlled based on the vehicle information on the position where the vehicle will run in the future, and the own vehicle can be driven with safe and accurate characteristics.

In particular, if the road surface friction coefficient between the tire and the road surface is adopted as the vehicle information, it is possible to recognize the condition of the road surface on which the vehicle is to travel in the future, and to make the vehicle run accurately and with good characteristics. be able to. For example, if the operation control means is provided with a calculation means for calculating a vehicle speed or a wheel slip rate using the road surface friction coefficient, the vehicle speed or the wheel slip rate is accurately calculated,
The operation of the vehicle can be accurately controlled.

Another feature of the present invention is that, in a vehicle control device provided with the receiving means and the operation control means, whether the vehicle information received by the receiving means should be adopted for the operation control of the vehicle by the operation control means. There is provided an employment determination means for determining. In this case, additional information indicating at least one of a vehicle type, a vehicle control device mounted on the vehicle, and a running state of the vehicle is added to the vehicle information, and the adoption determining unit determines based on the additional information. It is good to judge the adoption of vehicle information.

According to this, the operation control means uses only vehicle information on the same or similar vehicle, a vehicle equipped with the same or similar vehicle control device, or a vehicle traveling in the same or similar traveling state, and Can be controlled, so that the operation control of the vehicle can be performed more favorably.

Another structural feature of the present invention is that a detecting means mounted on the own vehicle to detect or calculate vehicle information related to the own vehicle and a fixed device provided near another vehicle other than the own vehicle or near the traveling road. Receiving means for receiving the vehicle information detected or calculated by the device, and the vehicle information detected or calculated based on the detected or calculated vehicle information and the received vehicle information and the received vehicle information. An abnormality determining means for determining at least one of the abnormalities is provided.

According to this, the abnormality of the vehicle information detected or calculated by the own vehicle is utilized by using the vehicle information detected or calculated by a vehicle other than the own vehicle or by a fixing device provided near the traveling road. Therefore, the abnormality determination of the vehicle information can be accurately performed. Also, compared to determining abnormality of vehicle information using only vehicle information of the own vehicle,
This eliminates the need for a complicated configuration such as a sensor and an arithmetic unit provided only for the abnormality determination.

Another structural feature of the present invention is that detecting means mounted on the own vehicle for detecting or calculating vehicle information on the own vehicle, and transmitting means for transmitting the detected or calculated vehicle information are provided. Receiving information indicating an abnormality determination result of the vehicle information determined based on the transmitted vehicle information and the vehicle information detected or calculated by a vehicle other than the own vehicle or a fixed device provided near the traveling road. And receiving means for performing such operations.

According to this, the abnormality of the vehicle information detected or calculated by the own vehicle is determined by using the vehicle information detected or calculated by another vehicle other than the own vehicle or by a fixing device provided near the traveling road. Since the determination is made and the own vehicle receives the determination result, the abnormality determination of the vehicle information is accurately performed, and it is not necessary to perform the abnormality determination of the vehicle information in the own vehicle.

Another feature of the present invention is that the vehicle control device includes the detection means, the reception means, and the abnormality determination means and performs an abnormality determination of the vehicle information in the own vehicle. In a vehicle control device including means and a receiving means for receiving an abnormality determination result of vehicle information, the abnormality of the vehicle information is determined based on the vehicle information of the own vehicle and the vehicle information on two or more vehicles other than the own vehicle. Is to do so. In this case, the two vehicles other than the own vehicle include vehicles before and after the own vehicle, and the vehicle information may be information indicating the vehicle speed and the inter-vehicle distance of the own vehicle and the preceding and following vehicles.

According to this, the abnormality of the vehicle information is determined by comparing the information of three or more vehicles, and the accuracy of the abnormality determination can be improved.

Further, another structural feature of the present invention resides in a vehicle control device provided with abnormality determination means in the vehicle.
There is provided an adoption judging means for judging whether the vehicle information received by the receiving means should be adopted for the abnormality judgment of the vehicle information by the abnormality judging means. In this case, additional information indicating at least one of a vehicle type, a vehicle control device mounted on the vehicle, and a running state of the vehicle is added to the vehicle information, and the adoption determining unit determines based on the additional information. It is good to judge the adoption of vehicle information.

According to this, the abnormality determining means uses only vehicle information on the same or similar vehicle, a vehicle equipped with the same or similar vehicle control device, or a vehicle traveling in the same or similar traveling state, and Since the abnormality of the information can be determined, the abnormality can be more accurately determined.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a vehicle 20A in front of another vehicle 20B (hereinafter referred to as a front vehicle 20B) on a traveling path 10. Shows a state in which the vehicle is traveling. A fixed communication device 40 (hereinafter referred to as a road beacon 40) provided at an appropriate interval along the traveling road 10 is disposed near the traveling road 10 and at an appropriate position away from the traveling road 10. Are located, and they exchange information with each other by wireless communication (see a two-dot chain line in the figure). In addition, these road beacon 40 and base 50
Are provided in plurals, but the road beacon 40
Are provided more than the base 50. In FIG. 1, Lab indicates the inter-vehicle distance between the host vehicle 20A and the preceding vehicle 20B.

As shown in FIG. 2, other vehicles including the own vehicle 20A and the preceding vehicle 20B are shown in FIGS.
A microcomputer 21 for executing programs corresponding to the flowcharts 6 and 17 is provided.
The microcomputer 21 includes a wheel speed sensor 22a.
~ 22d, front inter-vehicle distance sensor 23, oil pressure sensor 24a
To 24d, the depression amount sensor 25 and the steering angle sensor 26
Is connected. The wheel speed sensors 22a to 22d detect the wheel speeds Vwa to Vwd of each wheel, and the front inter-vehicle distance sensor 23 detects an inter-vehicle distance Lab to the front vehicle 20B.

The hydraulic sensors 24a to 24d are provided with wheel cylinders 31a to 3d for applying a braking force to each wheel.
The hydraulic pressures Pa to Pd within 1d (hereinafter referred to as brake hydraulic pressures Pa to Pd) are detected. The brake hydraulic pressures Pa to Pd are supplied to the wheel cylinders 31a to 31d from a brake hydraulic pressure control device 34 which is controlled by a depression operation of a brake pedal 32 and a brake electric control device 33, respectively. The brake electric control device 33 includes an anti-lock control device 33a and an automatic brake device 33b, each of which is constituted by a microcomputer or the like.
Both exchange data.

The anti-lock control device 33a controls the brake oil pressure control device to reduce the brake oil pressure supplied to the wheel cylinders 31a to 31d when each wheel is likely to be locked by a sudden depression of the brake pedal 32. To avoid locking of each wheel. In addition,
The state in which the wheels are likely to lock is determined by the slip ratio calculated and supplied by the microcomputer 21, and when the brake oil pressure is reduced, an anti-lock brake signal indicating the operating state of the anti-lock brake is output. Output to the microcomputer 21. When the vehicle 10A needs to be stopped urgently, the automatic brake device 33b
Brake hydraulic control device 34 independently of the depressing operation of
To supply brake hydraulic pressure to the wheel cylinders 31a to 31d.

The depression amount sensor 25 detects the depression amount BR of the brake pedal 32. The brake oil pressures Pa to Pd detected by the hydraulic pressure sensors 24a to 24d and the depression BR detected by the depression amount sensor 25 are also input to the brake electric control device 33 and used for controlling the brake hydraulic control device 34. It has become.

The steering angle sensor 26 calculates the steering angle θ of the steering wheel.
Is detected. The steering angle θ detected by the steering angle sensor 26 is also supplied to a power steering control device 35 which is connected to the microcomputer 21 and exchanges data with the computer 21. The power steering control device 35 assists the steering force of the steering wheel in cooperation with the power steering mechanism 36.

The microcomputer 21 is also connected to an airbag control device 37. The airbag control device 37 is mounted on the front of the vehicle body and
An air bag 37a (see FIG. 3) as a protection device for expanding and relaxing the contact when the contact is made with OB is controlled.

Further, the microcomputer 21 includes:
A transceiver 38 for exchanging data with a plurality of other vehicles including the preceding vehicle 20B, the road beacon 40, the base 50 and the like is connected via the antenna 38a. When the transceiver 38 transmits vehicle information detected or calculated by the own vehicle 20A, code information indicating the own vehicle 20A (source), time information indicating time, and the like are also transmitted at the same time. In the description above, the code information and the time information are also transmitted together with the vehicle information unless otherwise specified.

As shown in FIG. 4, the road beacon 40 also
A microcomputer 41 for executing various programs (not shown) is provided. The microcomputer 41 is connected to a vehicle speed sensor 42 and a vehicle position sensor 43. The vehicle speed sensor 42 detects the vehicle speed V40 of the vehicles 20A and 20B traveling on the traveling path 10. The vehicle body position sensor 43 is provided for the vehicle 20 traveling on the traveling path 10.
A, 20B position P40, at least a predetermined position
A and 20B are detected as having passed. The microcomputer 41 includes a plurality of vehicles including the vehicles 20A and 20B and other road beacons 4 via the antenna 44a.
0, a transceiver 44 for exchanging data with the base 50 or the like is connected. In addition, this street beacon 40
Also, when the transceiver 44 transmits the vehicle information detected or calculated by the beacon 40, the code information indicating the beacon 40 (source), the time information indicating the time, and the like are also transmitted at the same time. However, in the following description, the code information and the time information are also transmitted together with the vehicle information unless otherwise specified.

As shown in FIG. 5, the base 50 includes a relatively large-sized computer device 51 for executing various programs (not shown). A transceiver 52 for exchanging data with a plurality of vehicles including the vehicles 20A and 20B, a road beacon 40, another base 50, another communication facility, and the like is connected to the computer device 51 via an antenna 52a. Have been. Further, the computer device 51 is configured to input and output road information, weather information, and the like through a telephone line and other lines. In this base 50, when the transceiver 52 transmits information using the base 50 as a transmission source, the base 50 (transmission source)
And the time information indicating the time are also transmitted at the same time, but in the following description, unless otherwise specified, the code information and the time information are also transmitted together with the vehicle information.

Next, the operation of the communication system including the vehicles 20A and 20B, the road beacon 40, the base 50, and the like will be described focusing on the operation of the own vehicle 20A.

The microcomputer 21 of the vehicle 20A
Executes the main program of FIG. 6 repeatedly at predetermined time intervals. The operation described below is the same for another vehicle having the above-described configuration (for example, the front vehicle 20B). The execution of the main program is performed in step 10
0, the wheel speed sensors 22a to 22 connected to the microcomputer 21 in step 102.
d, front inter-vehicle distance sensor 23, oil pressure sensors 24a to 24
d, from the depression amount sensor 25 and the steering angle sensor 26,
Wheel speeds Vwa-Vwd, inter-vehicle distance Lab, brake oil pressure Pa
To Pd, the depression amount BR and the steering angle θ.

Next, at step 104, the transceiver 38
Wheel speeds Vwa-Vwd, inter-vehicle distance Lab, and brake oil pressure Pa received from another vehicle (for example, the preceding vehicle 20B).
Various vehicle information including Pd, the depression amount BR, the steering angle θ, other calculated vehicle state quantities, information indicating a driving operation, and the like are input. In the same step 104, the transceiver 38 sends the road beacon 40 and the base 5
Various vehicle information received from 0 is also input. Various vehicle information from the road beacon 40 includes information on the vehicle speed V40 and the vehicle position P40 detected by the road beacon 40 itself by the vehicle speed sensor 42 and the vehicle position sensor 43, and information detected and input by the beacon 40 itself. The calculated information is also included, and information received from another vehicle (for example, the preceding vehicle 20B) and the base 50 is also included. The various information from the base 50 includes information transmitted from another vehicle (for example, the preceding vehicle 10B), the road beacon 40, another base 50, and another information transmitting device, and is received by the base 50 itself. Information calculated based on the information is also included.

Next, as will be described later in detail, step 10
In 6 to 110, based on the detected and received various information, calculation of various vehicle state quantities (various vehicle information) related to the own vehicle 10A, determination of abnormality of the various vehicle state quantities (various vehicle information), and Control the operation of the car. In step 112, the vehicle information detected and calculated by the own vehicle 10A and the vehicle information received from another vehicle (for example, the front vehicle 10B), the road beacon 40, the base 50, and the like are output to the transceiver 38. . The transceiver 38 transmits the various information via the antenna 38a. This transmission information is received by another vehicle, the road beacon 40, the base 50, and the like. After the processing of step 112, step 11
At 4, the execution of the main program is temporarily terminated.

Next, a specific example of the calculation of the various vehicle state quantities (various vehicle information) calculated in step 106 will be described. FIG. The μ calculation routine is shown in a flowchart. The execution of this routine is performed in step 200
At step 202
Then, it is determined whether or not the depression amount BR input by the above process is equal to or more than a predetermined amount. If the brake pedal 32 is not depressed or the depressing operation of the brake pedal 32 is shallow and the depressed amount BR is not a predetermined amount or more,
In step 202, “NO” is determined, and
At 0, the execution of the μ calculation routine is terminated. In this case, the road surface friction coefficient μa is not calculated.

If the brake pedal 32 is depressed to some extent and the depression BR is equal to or greater than a predetermined amount, "YES" is determined in step 202, and in step 204, the brake pedal is provided in the microcomputer 21. The road surface friction coefficient μa is calculated by referring to the brake hydraulic pressure-slip ratio table corresponding to the graph of FIG. In the calculation of the road surface friction coefficient μa, the maximum value of the slip rates of the respective wheels previously calculated in the vehicle speed / slip rate calculation routine of FIG. The brake oil pressure (any of the brake oil pressures Pa-Pd) applied to the wheel cylinder (any of the wheel cylinders 31a-31d) corresponding to the above is adopted, and the adopted slip ratio and brake oil pressure are used. It is determined to which of the regions in the graph of FIG. 8 any one of the low μ region, the medium μ region, and the high μ region belongs. If the specified point belongs to the low μ region, the road surface friction coefficient μa is set to a predetermined small value, and if the specified point belongs to the middle μ region, the road surface friction coefficient μa is predetermined. If the specified point belongs to the high μ region, the road surface friction coefficient μa is set to a value larger than the predetermined value.

After the processing in step 204, step 2
At 06, the antilock control device 33a sends the
It is determined whether or not an anti-lock brake signal indicating the operation state of is input. If the anti-lock brake signal has not been input, “NO” is determined in step 206, and the execution of the μ calculation routine ends. In this case, the road surface friction coefficient μa is set to the value calculated in step 204.

On the other hand, if the anti-lock brake signal has been input, "YES" is determined in step 206, and the road surface friction coefficient μa is set in step 208 to a predetermined small value corresponding to the low μ region. Set to. In this case, the determination of the low μ region in step 208 has priority over the road surface friction coefficient μa calculated in step 204. Then, in step 210, the execution of the μ calculation routine is terminated.

As described above, when the brake pedal 32 is depressed to some extent and the road surface friction coefficient μa is detected by the own vehicle 20A, the transmission control of FIG. 17 executed in step 112 of FIG. Step 51 of the routine
At 0, the detected road surface friction coefficient μa and the detection time are output to the transceiver 38. The transceiver 38 transmits such information via the antenna 38a.

In the present embodiment, the road surface friction coefficient region (μ region) defined by the brake oil pressure and the slip ratio is defined as a low road surface friction coefficient region (low μ region) and a medium road surface friction coefficient region (middle μ region). And a high road surface friction coefficient region (high μ region), but if the number of divisions in this region is further increased, the road surface friction coefficient μa can be accurately determined with a finer resolution. In the same processing, the maximum slip rate among the slip rates of the respective wheels is employed. The road surface friction coefficient μa may be calculated by referring to the brake hydraulic pressure-slip ratio table using the values. Also in this case, the road surface friction coefficient μa is determined by determining to which region in the graph of FIG. 8 a point defined by the average value of the slip ratio and the average value of the brake oil pressures Pa to Pd belongs. What should I do?

Next, a description will be given of a vehicle speed / slip ratio calculation routine which is executed in step 106 similar to the above and calculates the vehicle speed and the slip ratio of each wheel. The vehicle speed / slip ratio calculation routine is started at step 220 in FIG.
It is determined whether or not the road surface friction coefficient μb detected by and transmitted from the vehicle 20B is received within a predetermined short time. In addition, the road surface friction coefficient μb
The vehicle 20B calculates the road surface friction coefficient μb by executing the μ calculation routine of FIG.
Corresponds to the transmission of the calculated road surface friction coefficient μb by executing the transmission control routine. If the road surface friction coefficient μb has been received, “YES” is determined in step 222, and the received road surface friction coefficient μb is determined in step 224.
Is determined as the road surface friction coefficient μx for controlling the own vehicle. If the road friction coefficient μb has not been received, “NO” is determined in the step 222, and the program proceeds to a step 226.

In step 226, it is determined whether or not the road surface friction coefficient μa is detected by the vehicle 20A within a predetermined time. Note that the detection of the road surface friction coefficient μa of the own vehicle 20A corresponds to the fact that the own vehicle 20A has calculated (detected) the road surface friction coefficient μa by executing the above described μ calculation routine of FIG. If the road surface friction coefficient μa has been detected, “YES” is determined in step 226, and in step 228, the detected road surface friction coefficient μa is determined as the road surface friction coefficient μx for vehicle control. If the road surface friction coefficient μa has not been detected, “NO” is determined in step 226, and the program proceeds to step 230.

In step 230, the road friction coefficient μx for controlling the own vehicle is set to a large value corresponding to the high μ region. By the processing of steps 222 to 230, the road surface friction coefficient μb detected by the preceding vehicle 20B is prioritized, and then the road surface friction coefficient μa detected by the own vehicle 10A is prioritized.

After the processing in steps 222 to 230, the vehicle speed Va is calculated in step 232 based on the wheel speeds Vwa to Vwd. In this calculation, when the depression amount BR of the brake pedal 32 is small, the wheel speeds of the two driven wheels (wheels not driven by the engine) among the detected wheel speeds Vwa to Vwd are averaged to obtain the vehicle speed Va. Is calculated as On the other hand, the brake pedal 32
Is greater than a predetermined amount, that is, when the vehicle 10A is in a decelerating state, each wheel speed V
wa to Vwd and the determined road surface friction coefficient μ for vehicle control
The vehicle speed Va is calculated using x. Basically, since the maximum value of each wheel speed Vwa to Vwd is considered to be close to the vehicle speed Va, first, as shown in the graph of FIG. 10, the maximum value of each wheel speed Vwa to Vwd is set as the vehicle speed Va. calculate. In the graph of FIG. 10, only two wheels are shown for the sake of simplicity.

However, when the deceleration of the vehicle body speed Va is large, the wheels are locked and in a slip state, and in this slip state, the maximum values of the wheel speeds Vwa to Vwd become smaller than the vehicle body speed Va. It does not match the vehicle speed Va. That is, in this state, the vehicle body speed Va does not decelerate above the predetermined deceleration, and the deceleration becomes smaller as the road surface friction coefficient μ between the wheels and the road surface becomes smaller. In consideration of these points, the deceleration which shows a tendency to decrease as the road surface friction coefficient μx for the vehicle control determined by the processing of the above steps 222 to 230 decreases is set, and the respective wheel speeds V are set.
When the rate of decrease of the maximum value of wa to Vwd exceeds the set deceleration, the wheel speeds that did not exceed the set deceleration are calculated by multiplying the set deceleration by the elapsed time. The vehicle speed Va is calculated by sequentially subtracting from the maximum values of Vwa to Vwd.

After the processing in step 232, step 2
At 34, the slip ratio of each wheel is calculated based on the wheel speeds Vwa to Vwd and the calculated vehicle speed Va, and at step 236, the execution of the vehicle speed / slip ratio calculation routine is terminated. The own vehicle 20A calculated in this manner
The vehicle speed Va and the slip ratio of each wheel are output to the transceiver 38 as vehicle information together with the calculated time in step 510 of the transmission control routine of FIG. 17 executed in step 112 of FIG. The transceiver 38 transmits the vehicle information via the antenna 38a.

As described above, the road surface friction coefficient μ
As a result of calculating the vehicle speed Va based on the wheel speeds Vwa to Vwd in consideration of x, the calculation accuracy of the vehicle speed Va is improved. Further, in this case, when the road surface friction coefficient μb detected a short time ago by the preceding vehicle 20B is received, the road surface friction coefficient μ
Since the vehicle speed Va is calculated using x, the vehicle speed Va is calculated.
Is more accurate. And this vehicle speed V
Since the slip ratio of each wheel is calculated using a, the calculation accuracy of the slip ratio is also improved.

Next, a specific example of abnormality detection of various vehicle state quantities (various vehicle information) in step 108 of the main program of FIG. 6 will be described.
Other vehicle (for example, forward vehicle 20B) and road beacon 40
4 is a flowchart showing a vehicle speed abnormality detection routine for detecting an abnormality of the vehicle speed detected respectively. The execution of this routine is started in step 300, and in step 302, the vehicle speed calculated as described above in the own vehicle 20A is set as the vehicle speed Va, and the vehicle speed is set in another vehicle (for example, the front vehicle 2A). And the vehicle speed received from the other vehicle is set as the vehicle speed Vb. , V4b.

Next, in steps 304 to 308, |
(Va / V4a) -1 | <α, | (Vb / V4b) -1 | <α, |
(Vb / V4b) -1 | <α. Here, α is a predetermined small positive value.
If the vehicle speeds Va, Vb, V4a, and V4b are normal, respectively, the vehicle speeds Va, V4a are substantially the same, Va / V4a is substantially "1", and the vehicle speeds Vb, V4b are also substantially the same. Vb / V4b is also substantially “1”. Therefore, in this case, it is determined “YES” in both steps 304 and 306, and in step 310, the abnormality flags FFa, FFb, and FF40 are set to “0”, respectively. Note that these abnormal flags FFa, FFb, FF40 are
"0" indicates that the vehicle speed calculated or detected by the own vehicle 20A, the other vehicle, and the road beacon 40 is normal, and "1" indicates that the vehicle speed is calculated or detected by the own vehicle 20A, the other vehicle, and the road beacon 40. This indicates that the vehicle speed is abnormal.

On the other hand, when an abnormality occurs in the detection of the vehicle speed of any one of the own vehicle 20A, the other vehicle, and the road beacon 40, only one of the vehicle speeds Va, Vb, and V4a (V4b) has another value. Is different from the value to some extent. In the detection of the vehicle speeds of the own vehicle 20A, the other vehicle, and the road beacon 40, it is extremely unlikely that an abnormality occurs simultaneously in the detection of two or more vehicle speeds. It is. If an abnormality occurs in the detection of the vehicle speed by the own vehicle 20A, the vehicle speeds Va and V4a show different values, Va / V4a becomes a value different from "1" by a certain degree or more, and the vehicle speeds Vb and V4b become Vb / V4b is substantially the same, and is substantially "1". Therefore, in this case, “N
O ”and“ YES ”are determined, and in step 314, the abnormality flag FFa is set to“ 1 ”.

If an abnormality occurs in the detection of the vehicle speed by another vehicle, the vehicle speeds Va and V4a are substantially the same and Va
/ V4a becomes almost “1” and the vehicle speeds Vb, V4b
Indicate different values, and Vb / V4b differs from “1” by a certain value or more. Therefore, in this case, determinations of “YES” and “NO” are made in steps 304 and 306, respectively, and the abnormality flag FFb is set to “3” in step 312.
1 ". If an abnormality occurs in the detection of the vehicle speed by the road beacon 4, the vehicle speeds V4a and V4b are set.
Indicate values that are somewhat different from Va and Vb, respectively, and both Va / V4a and Vb / V4b are values that are somewhat different from “1”. Therefore, in this case, both the determinations of steps 304 and 308 are “NO”, and the abnormality flag FF40 is set to “1” at step 316.

After the processing of steps 310 to 316, the execution of the routine for detecting the vehicle speed equal to or higher than the vehicle speed is terminated in step 318. By executing such a vehicle speed abnormality detection routine, other vehicles other than the own vehicle 20A and the road beacon 4
Since the abnormality of the detection of the vehicle speed by the own vehicle 20A is determined based on the vehicle information which is detected or calculated at 0 and indicates the transmitted vehicle speed, the abnormality is easily and accurately determined. Become. And in this case,
For example, the own vehicle 2 transmitted from another such as the road beacon 40
Since the operation of the vehicle 20A can be controlled using the vehicle speed related to 0A, it is possible to appropriately cope with the abnormality.

The vehicle 2 detected as described above
0A, the abnormality in the detection of the vehicle speed by the other vehicle and the road beacon 40 is executed in step 112 of FIG. In step 510 of the transmission control routine in FIG. 17, the information is output to the transceiver 38 as vehicle information together with the time at which the abnormality was detected. Transceiver 38
Transmits such vehicle information via the antenna 38a. As a result, in other vehicles and the road beacon 40,
The abnormality can be recognized.

In this regard, another vehicle (for example, the front vehicle 2)
0B) and the vehicle 20A, the vehicle 20A
An abnormality in the detection of the vehicle body speed due to is detected by another vehicle, and vehicle information indicating the abnormality can be received from the other vehicle,
It is also possible to deal with the abnormality based on the reception.
Further, also in the road beacon 40, if the vehicle speed abnormality detection routine of FIG. 11 is executed and the abnormality detected in the routine is transmitted to the own vehicle 20A or another vehicle, the own vehicle 20A or In another vehicle, the abnormality can be recognized without performing the abnormality determination.

Next, a description will be given of an inter-vehicle distance sensor abnormality detection routine which is executed in step 108 similar to the above and detects an abnormality in the inter-vehicle distance Lab by the inter-vehicle distance sensor 23 of the own vehicle 20A. This inter-vehicle distance sensor abnormality detection routine is started in step 330 of FIG. 12, and in step 332, the own vehicle 2 calculated by the own vehicle 20A
The acceleration Ga of the own vehicle 20A is calculated by differentiating the vehicle speed Va of 0A. Next, at step 334, the forward vehicle 20B calculated and received by the forward vehicle 20B is received.
By calculating the vehicle speed Vb, the acceleration Gb of the preceding vehicle 20B is calculated. Instead of the above, each of the vehicle speeds V4a, V4a,
The respective accelerations Ga and Gb of the own vehicle 20A and the preceding vehicle 20B may be calculated by differentiating V4b. After the processing in steps 332 and 334, in step 336, the forward vehicle 20B and the own vehicle 2 detected by the road beacon 40 and received from the
The times at which 0A passes through the same point are set as tb and ta.

Next, in steps 338 and 340, it is determined whether or not the absolute values | Ga | and | Gb | of the accelerations Ga and Gb of the own vehicle 20A and the preceding vehicle 20B are less than a predetermined minute value β1. Is determined. These determination processes are:
This is to determine whether the own vehicle 20A and the preceding vehicle 20B are both running at substantially the same speed. If either one of the vehicles is not running at almost the same speed, step 33 is executed.
It is determined "NO" in either of the steps 8 and 340, and the execution of the inter-vehicle distance sensor abnormality detection routine is ended in a step 346. On the other hand, if both vehicles 20A and 20B are traveling at substantially the same speed, both programs are determined to be “YES” in steps 338 and 340, and the program proceeds to step 342.

In step 342, the vehicle speed of the own vehicle 20A detected by the road beacon 40 is set as V4a, and the inter-vehicle distance sensor 2
3 is set as Lab.
It is determined whether the inequality | {V4a (ta−tb) / Lab} −1 |> β2 holds. Here, β2 is a predetermined minute value. In the above inequality, the vehicle speed V4a is treated as appropriate, and if the inter-vehicle distance Lab is normal, V
This is based on the fact that 4a (ta−tb) / Lab becomes substantially “1”. Therefore, if the headway distance Lab detected by the front headway distance sensor 23 is normal, | {V4a (ta−
tb) / Lab} -1 | is almost “0”, in this case,
In step 342, “NO” is determined, and step 34
At 6, the execution of this inter-vehicle distance sensor abnormality detection routine is ended.

If the inter-vehicle distance Lab detected by the inter-vehicle distance sensor 23 is abnormal, | {V4a (ta−
tb) / Lab} -1 | does not substantially become "0", so that "YES" is determined in the step 342, and the abnormality flag indicating the abnormality of the detected inter-vehicle distance Lab is set to "1" in the step 344. . This abnormality flag is normally set to “0”. After the processing of step 344, the execution of this inter-vehicle distance sensor abnormality detection routine is ended in step 346.

By executing such an inter-vehicle distance sensor abnormality detection routine, the abnormality of the inter-vehicle distance sensor 23 can be accurately determined. When the front inter-vehicle distance sensor 23 detects an abnormality, the inter-vehicle distance detected by the front inter-vehicle distance sensor 23 of the own vehicle is detected or calculated by another device such as the road beacon 40, for example. In addition, the inter-vehicle distance transmitted from the other device can be used. In this case, for example, V4a in the above inequality
(ta−tb) can be used as the inter-vehicle distance between the own vehicle 20A and the preceding vehicle 20B.

When it is determined that the detected inter-vehicle distance Lab is abnormal, the transmission control routine of FIG. 17 executed in step 112 of FIG. The information is output to the transceiver 38 as vehicle information. The transceiver 38 transmits the vehicle information via the antenna 38a. As a result, the abnormality can be recognized in the other vehicle and the road beacon 40 as well.

In the above inequality, instead of the vehicle speed V4a of the own vehicle 20A detected by the road beacon 40, the vehicle speed V4b of the preceding vehicle 20B detected by the road beacon 40 and the own vehicle 20A are calculated. The same result can be obtained by using the vehicle speed Va and the vehicle speed Vb calculated by the preceding vehicle 20B. Therefore, even if the vehicle speed detected by the road beacon 40 is abnormal, the detected inter-vehicle distance abnormality can be accurately determined.

Next, a specific example of the vehicle control in step 110 of the main program of FIG. 6 will be described.
FIG. 13 is a flowchart illustrating a power steering control routine for controlling the power steering device 36 of the vehicle 20A. Execution of this routine is performed in step 4
00, and at step 402, the forward vehicle 20B
It is determined whether or not the vehicle has been suddenly braked, and it is determined in step 404 whether or not the front vehicle 20B has been rapidly steered. The vehicle information related to the sudden braking and the sudden steering is stored in the forward vehicle 20.
B, and the preceding vehicle 20B performs the transmission control routine of FIG.
At the time of sudden braking and sudden steering of the vehicle 20B, vehicle information representing the sudden braking and the sudden steering, respectively, is transmitted. Forward vehicle 20B
If the vehicle information indicating the rapid braking and the rapid steering from the vehicle has not been received, both of the judgments in steps 402 and 404 are “NO”, and the program proceeds to step 406.

In step 406, it is determined whether or not information that an obstacle is present on the traveling road surface has been received. This information is transmitted from the road beacon 40 or the base 50, and the road beacon 40 or the base 50 transmits the information based on a report from another traveling vehicle or the like. In some cases, another vehicle receives the information and retransmits the information. If the vehicle 20A has not received the information that the obstacle is present on the traveling road surface, step 4
It is determined “NO” in 06, and the execution of this power steering control routine is ended in step 410. In this case, the power steering control device 35 controls the power steering mechanism 36 according to the steering wheel angle from the steering angle sensor 26, the vehicle speed Va supplied from the microcomputer 21, the steering torque from a steering torque sensor (not shown), and the like. I do. Power steering mechanism 36
Provides an appropriate assisting force to the turning operation of the steering wheel by the control to assist the steering wheel operation by the driver.

On the other hand, vehicle information indicating sudden braking and sudden steering from the preceding vehicle 20B is received, and the road beacon 40,
If information is received from the base 50 or another vehicle that an obstacle is present on the traveling road surface, steps 402 to 40 are performed.
6, the determination is "YES", and the program proceeds to step 408. In step 408,
A control signal for increasing the assist amount in response to the turning operation of the steering wheel is output to the power steering control device 35. The power steering control device 35 holds the control signal for a predetermined time, controls the power steering mechanism 36 based on the control signal, and increases the assist amount for the turning operation of the steering wheel by the mechanism 36 for the predetermined time. . As a result, the driver can turn the steering wheel lightly, and there is an obstacle on the traveling path, or the preceding vehicle 20B suddenly brakes or steers due to the presence of the obstacle. In this case, the own vehicle 20A can be moved lightly to the left and right, and the obstacle can be easily avoided.

Next, a description will be given of a brake control routine executed at step 110 similar to the above to control the brake oil pressure control device 34 of the own vehicle 20A. This brake control routine is started in step 420 in FIG. 14, and in step 422, the road surface friction coefficient μx for vehicle control determined by the vehicle speed / slip ratio calculation routine in FIG. It is determined whether or not the friction coefficient μx has changed. If the determined road surface friction coefficient μx has changed, “YES” in step 422
And outputs the determined road surface friction coefficient μx to the antilock control device 33a in step 424. The antilock control device 33a holds the output road surface friction coefficient μx until a new determined road surface friction coefficient μx is input. If the determined road surface friction coefficient μx has not changed, “NO” is determined in step 422, and the program proceeds to step 426.

In step 426, it is determined whether the slip rate calculated in the vehicle speed / slip rate calculation routine of FIG. 9 has changed from the slip rate calculated last time. If the calculated slip ratio has changed, “YES” is determined in step 426, and the calculated slip ratio is output to the antilock control device 33a in step 428. Anti-lock control device 33a
Holds the output calculated slip ratio until a new calculated slip ratio is input. If the calculated slip ratio has not changed, the determination in step 426 is “NO”, and the execution of this brake control routine is temporarily terminated in step 430.

The anti-lock control device 33a to which the road surface friction coefficient μ and the slip ratio are supplied in this manner provides the brake shown in FIG. 15 on the condition that the input slip ratio is greater than a predetermined value for each wheel. Referring to a slip ratio-braking torque table storing parameters representing a torque curve, the brake hydraulic control device 34 is controlled so that the braking torque is maximized according to the braking torque curve, and the brake hydraulic control device 34 Is supplied to each of the wheel cylinders 31a to 31d. In this case, the antilock control device 33a controls the wheel cylinders 31a to 31a so that the maximum braking torque is obtained according to the road surface friction coefficient μ and the slip ratio held.
The brake oil pressures Pa to Pd to be supplied to 1d are determined. The braking control on the condition that the slip ratio is larger than a predetermined value means anti-lock control. In this case, an anti-lock brake signal is output from the anti-lock control device 33a to the microcomputer 21. .

As described above, since the brake oil pressure is controlled in consideration of the road surface friction coefficient μx of the traveling road on which the vehicle 20A runs and the slip ratio of each wheel, the braking force is appropriately applied to each wheel. . In particular, the road surface friction coefficient μb detected by the forward vehicle 20A and transmitted from the forward vehicle 20B
Is used, a braking force is applied to each wheel according to the state of the road surface on which the vehicle 20A will travel in the future, so that a more accurate braking force is applied to each wheel.

Next, a contact avoidance routine executed at step 110 similar to the above to automatically stop the vehicle 20A and automatically inflate the airbag 37a will be described. This contact avoidance routine is started in step 440 of FIG. 16, and in step 442, the vehicle speed Vb of the vehicle 20B received from the preceding vehicle 20B.
To calculate the deceleration Gb of the vehicle 20B. Then, at step 444, the vehicle speed V
b and the deceleration Gb, the stopping distance Lbs of the preceding vehicle 20B.
(= Vb ² / 2Gb). Step 446
, The vehicle speed V of the own vehicle 20A calculated by the own vehicle 20A
By differentiating a, the deceleration Ga of the vehicle 20A is calculated. Then, at step 448, the vehicle speed Va
And the deceleration Ga, the stopping distance Las (=
Va ² / 2Ga) is calculated. Next, using the calculated both stop distances Lbs, Las and the current inter-vehicle distance Lab detected by the inter-vehicle distance sensor 23 ahead of the own vehicle, the two vehicles 2
The inter-vehicle distance Labs (= Lab + Lbs) when the vehicle stops at 0A and 20B
-Las) is calculated.

After the processing in steps 442 to 450, in step 452, the stop control flag SCF is set to "
1 ". This stop control flag SC
F indicates that automatic stop control of the own vehicle 20A is being performed by the automatic brake device 33b by "1", and indicates that automatic stop control is not being performed by "0". If the own vehicle 20A is not under the automatic stop control and the stop control flag SCF is “0”, “NO” is determined in the step 452, and the program proceeds to the step 454 and thereafter.

In step 454, it is determined whether or not the calculated inter-vehicle distance Labs at the time of stop is less than a predetermined distance L1. The predetermined distance L1 is set in advance to a relatively large value such that both vehicles can safely stop. If the inter-vehicle distance Labs is equal to or greater than the predetermined distance L1 (Labs ≧ L1),
In step 454, “NO” is determined, and step 45
At 6, the execution of the contact avoidance routine is terminated. on the other hand,
If the inter-vehicle distance Labs is less than the predetermined distance L1 (Labs <L1), "YES" is determined in step 454, the stop control flag SCF is set to "1" in step 458, and the program proceeds to step 460 and subsequent steps. Proceed.

In step 460, it is determined whether or not the depression amount BR of the brake pedal 32 is less than a predetermined value BF1. If the operation amount BR of the brake pedal 32 is less than the predetermined value BF1, "YES" is determined in step 460, and in step 462, the automatic brake device 33b is instructed to start operating the device 33b. The automatic brake device 33b controls the brake hydraulic pressure control device 34 to supply brake oil to the wheel cylinders 31a to 31d to apply a braking force to each wheel. Also in this case, the automatic brake device 33b uses the road surface friction coefficient μx and the slip ratio of each wheel calculated by the vehicle speed / slip ratio calculation routine of FIG. 9 as in the case of the above-described antilock control device 33a. To control the braking of each wheel. As a result, when the inter-vehicle distance Lab to the preceding vehicle 20B is reduced to some extent, the own vehicle 20A is automatically controlled to be braked without the driver depressing the brake pedal 32.

On the other hand, if the depressing operation amount BR of the brake pedal 32 is equal to or more than the predetermined value BF1, the routine proceeds to step 46.
It is determined as “NO” at 0, and the program proceeds to step 464 without executing the processing of step 462. This gives priority to the driver's depressing operation of the brake pedal 32. In this case, the brake pedal 32
The self-vehicle 20A is braked by the depressing operation of. Also in this case, when the slip ratio of each wheel increases, the anti-lock control device 33a operates as described above to execute the vehicle speed / slip ratio calculation routine shown in FIG. The brake hydraulic pressure control device 34 is controlled so that the maximum braking force is applied using the slip rate and the slip rate.

In step 464, the forward vehicle 20
It is determined whether or not the inter-vehicle distance Lab with B is less than a predetermined distance L0. This predetermined value L0 indicates that the vehicle 20A is
The value is set to a value that is small enough that the possibility that the vehicle bodies come into contact with each other when approaching 0B. If the inter-vehicle distance Lab is less than the predetermined distance L0, "YES" is determined in the step 464, and in a step 478, the airbag control device 37 is determined.
, A control signal for instructing the operation of the device 37 is output, and in step 480, the execution of the contact avoidance program is terminated. The airbag control device 37 inflates the airbag 37a in response to the control signal. Thus, contact between the vehicle bodies of the own vehicle 20A and the front vehicle 20B can be avoided.

If the inter-vehicle distance Lab is maintained at the predetermined distance L0 or more, "NO" is determined in the step 464, and the execution of the contact avoidance routine is temporarily terminated in a step 456. In this case, the contact avoidance routine is executed again. However, since the stop control flag SCF is set to “1” in the processing of the step 458, after the calculation processing of the steps 442 to 450, the processing proceeds to the step 452. If "YES" is determined, the program proceeds to step 466 and thereafter.

In step 466, the calculated inter-vehicle distance Labs when the host vehicle 20A and the preceding vehicle 20B are stopped is calculated.
Is greater than or equal to a predetermined distance L2. The predetermined distance L2 is set larger than the predetermined distance L1. If the inter-vehicle distance Labs is less than the predetermined distance L2, "NO" is determined in the step 466, and the steps 460 and 46 are performed.
The braking control operation of No. 2 is continued. On the other hand, if the inter-vehicle distance Labs when both the vehicles 20A and 20B are stopped is increased to be equal to or greater than the predetermined distance L2 by the braking control operation, "YES" is determined in step 466. Then, in step 468, the stop control flag SCF is returned to "0", and in step 470, a control signal for instructing the automatic brake device 37 to stop the operation of the device 37 is output. The execution of the avoidance routine is temporarily ended. In this case, the contact avoidance routine is executed again, and in this case, the stop control flag SCF
Are returned to "0", so that steps 442 to 452
After the processing of, the processing after step 454 is executed.

By executing such a contact avoidance routine, the contact between the host vehicle 20A and the front vehicle 20B is prevented beforehand by the vehicle information from the front vehicle 20B or the road beacon 40, that is, the vehicle speed Vb of the front vehicle 20B. Can be. Even if the two vehicles 20A and 20B come into contact with each other, the airbag 37a can avoid contact between the vehicle bodies.

Next, the transmission control routine in step 112 of the main program of FIG. 6 will be described. This transmission control routine is shown in detail in the flowchart of FIG. 17, and its execution is started in step 500.
After the start of the execution, it is determined whether or not the brake pedal 32 is rapidly depressed based on the depression amount BR of the brake pedal 32 detected by the depression amount sensor 25 in step 502, that is, whether or not the own vehicle 20A is rapidly braked. Is determined. In this determination, for example, the depression amount BR is larger than a predetermined value and the differential value dB of the depression amount BR
It is determined that the brake pedal 32 has been suddenly depressed on condition that R / dt is larger than a predetermined value. If it is determined in step 502 that the vehicle has been suddenly braked, the process of step 504 is executed. Otherwise, the program proceeds to step 506.
In step 504, vehicle information indicating that the vehicle 20A has been suddenly braked is output to the transceiver 38. As a result, the transceiver 38 transmits the vehicle information indicating the sudden braking.

After the processing in steps 502 and 504, it is determined whether or not the steering wheel has been rapidly turned based on the steering angle θ of the steering wheel detected by the steering angle sensor 26 in step 506. It is determined whether the driver has steered suddenly. In this determination, for example, the absolute value | θ | of the steering angle θ is larger than a predetermined value and the absolute value | dθ / dt | of the differential value dθ / dt of the steering angle θ is larger than a predetermined value. Then, it is determined that the steering wheel has been suddenly steered. If it is determined in step 506 that the vehicle has been steered suddenly, the processing in step 508 is executed; otherwise, the program is executed in step 51.
Advance to 0. In step 510, vehicle information indicating that the vehicle 20A has been rapidly steered is output to the transceiver 38. Thereby, the transceiver 38 transmits the vehicle information indicating the rapid steering.

Next, at step 510, the vehicle information detected or calculated by the various sensors of the own vehicle 20A and the microcomputer 21 and transmitted from other vehicles (for example, the preceding vehicle 20B), the road beacon 40 and the base 50 are transmitted. The received vehicle information is arranged, and only necessary vehicle information is transmitted. In organizing the vehicle information, a code indicating the transmission source of the vehicle information (the own vehicle 20A, the other vehicle, the road beacon 40, and the base 50) and the transmission time are referred to.

By executing the transmission control routine, only necessary vehicle information is transmitted to another vehicle (for example, the preceding vehicle 20B), the road beacon 40, and the base 50. In addition, the other vehicle, the road beacon 40, and the base 50 also receive and transmit vehicle information independently detected or calculated, and vehicle information received from others. As a result, in each vehicle, based on vehicle information obtained from others, various operations of the own vehicle 20A are controlled, abnormality of the vehicle information regarding the own vehicle 20A is detected, and abnormality of the vehicle information regarding the own vehicle 20A is detected. Is notified, so that the own vehicle 20A can be driven safely and accurately.

In particular, in the above embodiment, the vehicle 20
A is a friction coefficient μ of a road surface on which the preceding vehicle 20B passes.
b, the state of the traveling road surface of the forward vehicle 20B, the vehicle speed Vb
The vehicle information about the other vehicle indicating the driving state of the front vehicle 20B, such as the running state of the front vehicle 20B, such as sudden steering and sudden braking, is received. Then, using the received vehicle information on the other vehicle, the own vehicle 20A determines the road surface friction coefficient μx for the own vehicle 20A, and determines the vehicle body speed Vb of the own vehicle 20A.
It is possible to control the operation state of the own vehicle 20A, such as the braking operation of the own vehicle 20A including the calculation of the slip ratio, the steering operation of the own vehicle 20A, and the operation for avoiding or reducing the contact between the own vehicle 20A and the front vehicle 20B. Therefore, the own vehicle 20A can be driven safely and accurately. Further, using the various types of vehicle information, the vehicle 20A detects an abnormality in vehicle information such as a vehicle speed and an inter-vehicle distance in the vehicle 20A.
Since the abnormality of the vehicle information detected at the base 50 or the like can be received, the driver can easily recognize the abnormality of the vehicle information as described above, and can quickly cope with the abnormality.

Next, a modification of the above embodiment will be described. In this modification, a main program obtained by modifying the main program of FIG. 6 of the above embodiment as shown in FIG. 18 is executed. In the modified main program, the processing in step 104 is performed in step 104a.
It has been transformed as follows. In this step 104a, the state quantity of the vehicle of the other vehicle, the information indicating the driving operation, and the like, which are directly received from the other vehicle by the transceiver 38 or indirectly received from the other vehicle via the road beacon 40 or the base 50, are transmitted. It is determined whether various vehicle information including the vehicle information can be adopted by the own vehicle 20A, and only the vehicle information that can be adopted is input.

In this case, the code information indicating the transmission source from another vehicle described in the above embodiment may include vehicle type information indicating the vehicle type of the other vehicle, or may include various types mounted on the other vehicle. For example, vehicle control device information indicating the vehicle control device is included. Then, the vehicle type information or the vehicle control device information of the other vehicle received by the own vehicle 20A is compared with the vehicle type information or the vehicle control device information of the own vehicle 20A stored in the own vehicle 20A. Indicates whether the various types of vehicle information can be adopted in the own vehicle 20A on the condition that the same or the same type of vehicle is represented, or that both vehicle information indicates that the same or the same type of vehicle control device is mounted on the vehicle. It is good to make a judgment. The various vehicle control devices include the brake device including the power steering control device 35, the antilock control device 33a, the automatic brake device 33b, etc. described in the above embodiment, the steering device, the engine system, the suspension device, the drive device, and the like. .

Further, instead of or in addition to the determination condition that the vehicle information from another vehicle can be adopted, the vehicle information from another vehicle traveling in the same or similar traveling state is used as the condition. May be determined. For example,
That the other vehicle is running at approximately the same speed as your vehicle,
Under the condition that the other vehicle is turning with substantially the same turning radius as the own vehicle and the other vehicle is decelerating (braking) or accelerating simultaneously with the own vehicle, the vehicle information from the other vehicle is input. Is also good.

Then, steps 106 to 110 in FIG.
In, calculation of various state quantities (various vehicle information) and abnormality detection and control of the own vehicle described in the above embodiment are performed using only the vehicle information of the other vehicle determined to be adoptable. . As a result, these calculations, abnormality detection, and control are performed using only vehicle information on the same or similar vehicle, a vehicle equipped with the same or similar vehicle control device, or a vehicle traveling in the same or similar traveling state. You will be Therefore, according to this modified example, it is possible to improve the accuracy of calculating various state quantities (various vehicle information), detecting an abnormality, and controlling the own vehicle.

FIG. 6 according to the above-described embodiment and the modified example.
In the abnormality detection of various state quantities (various vehicle information) in step 108 in FIG. 18, the description has been given in the above embodiment on the condition that three vehicles are running back and forth as shown in FIG. An abnormality in the following distance and the vehicle speed can be detected by a method different from the method.

In this case, the own vehicle 20A, the front vehicle 20B and the rear vehicle 20C have a rear inter-vehicle distance sensor 27 indicated by a broken line in FIG. This rear inter-vehicle distance sensor 27
Is the rear inter-vehicle distance L to the vehicle located behind each vehicle.
Ac is detected, and the detected rear inter-vehicle distance Lac is supplied to the microcomputer 21. This rear inter-vehicle distance Lac
Also, like the other vehicle information described above, each vehicle 20A, 2
0B and 20C, the road beacon 40 and the base 50 transmit and receive each other. In FIG. 19, the distance between the front vehicle 20B and the front vehicle 20B detected by the front vehicle distance sensor 23 of the own vehicle 20A is indicated by Lab, and the distance between the rear vehicle 20C and the rear vehicle 20C detected by the rear vehicle distance sensor 27 of the own vehicle 20A. Is shown as Lac. The distance between the front vehicle 20A and the own vehicle 20A detected by the front inter-vehicle distance sensor 23 is indicated as Lca, and the distance between the rear vehicle 20B and the self-vehicle 20A detected by the rear inter-vehicle distance sensor 27 is indicated by Lca. Lba.

In this case, the microcomputer 2
1 is the same as that shown in FIG.
A routine for detecting a vehicle speed and an inter-vehicle distance abnormality shown at 0 and 21 is executed. In addition, road beacon 40
Detects the time at which each of the vehicles 20A, 20B, 20C traveling on the traveling path 10 described in the above embodiment has passed a predetermined position and the traveling speed of each of the vehicles 20A, 20B, 20C.
Based on these detection results, three or more vehicles 20A,
In addition to having a function of detecting that the vehicles 20B and 20C are traveling one after another within a predetermined distance, they also have a function of transmitting information representing the detection result in addition to the various types of information described above.

Next, a specific operation for detecting an abnormality in the inter-vehicle distance and the vehicle speed will be described. The microcomputer 21 is the same as in the above embodiment,
Execute the main program of In this main program, the same processing as in the above embodiment is executed, but in step 102, at least the wheel speeds Vwa to Vwd detected by the wheel speed sensors 22a to 22d of the own vehicle 20A, and the vehicle speed of the own vehicle 20A. The front inter-vehicle distance Lab detected by the front inter-vehicle distance sensor 23 and the rear inter-vehicle distance Lac detected by the rear inter-vehicle distance sensor 27 of the own vehicle 20A are input.

Step 104 or step 104
a, the transmission / reception of the transmitter / receiver 3 directly from the forward vehicle 20B or through the road beacon 40 or the base 50;
8, the vehicle speed Vb and the rear inter-vehicle distance Lba of the front vehicle 20B detected or calculated by the front vehicle 20B.
At least vehicle information representing (inter-vehicle distance to the own vehicle 20A) is input. Step 104 or step 10
In 4a, the vehicle speed Vc and the front speed of the rear vehicle 20C, which are transmitted directly from the rear vehicle 20C or through the road beacon 40 or the base 50, received by the transceiver 38, and detected or calculated by the rear vehicle 20C, are obtained. Distance Lc
At least vehicle information representing a (inter-vehicle distance from the own vehicle 20A) is input. Further, in step 104 or step 104a, three or more vehicles 20A, 20A are transmitted from the road beacon 40 and received by the transceiver 38.
Information indicating the detection result that B and 20C are running one after another within a predetermined distance is also input.

In step 106, at least the vehicle speed Va of the host vehicle 20A is calculated based on the input wheel speeds Vwa to Vwd of the host vehicle 20A. If the own vehicle 20A has a vehicle speed sensor for detecting the vehicle speed (vehicle speed) Va in accordance with the rotation of the output shaft of the transmission, step 1 can be performed without using the above calculation.
It is only necessary to input the vehicle speed Va from the vehicle speed sensor at 02. The same applies to the front vehicle 20B and the rear vehicle 20C. If a vehicle speed sensor that directly detects the vehicle speeds (vehicle speeds) Vb and Vc is provided, information indicating the detected vehicle speeds (vehicle speeds) Vb and Vc is transmitted. Just send it.

In step 108, the microcomputer 21 of the own vehicle 20A executes step 600 in FIG.
In step 602, based on information from the road beacon 40, the vehicles 20A, 20B, and 20C are running one after another within a predetermined distance. It is determined whether there is. If the vehicles 20A, 20B, and 20C are running one after another within a predetermined distance, “YES” is determined in step 602, and the program proceeds to step 604. Otherwise, “NO” in step 602. Step 638
Terminates the execution of this routine.

In this embodiment, the road beacon 40
In addition, a function of determining whether or not the vehicles 20A, 20B, and 20C are running one after another within a predetermined distance is provided, but this determination may be made in step 602. In this case, information indicating the passing time of each vehicle 20A, 20B, 20C detected by the road beacon 40 at a predetermined position and the traveling speed of each vehicle 20A, 20B, 20C is input, and based on the input information, What is necessary is just to make the said determination.

In step 604, the traveling speeds Va, Vb, V of the vehicles 20A, 20B, 20C described above are used.
It is determined whether c and the inter-vehicle distances Lab, Lac, Lba, Lca have already been input or detected (or calculated). This is because it is necessary to confirm whether variables used in the following processing are prepared. In particular, in order to improve the accuracy of abnormality detection and operation control, vehicle information is used for the same or similar vehicle, a vehicle equipped with the same or similar vehicle control device, or a vehicle running in the same or similar traveling state. If the information is limited to only the vehicle information related to the above, all of the variables may not be input or detected (or calculated).

If all of the variables have not been input or detected (or calculated), "NO" is determined in the step 604, and the execution of this routine is ended in a step 638. On the other hand, if all of the variables have been input or detected (or calculated), “YES” in step 604.
And the program proceeds to step 606.

In step 606, the input rear distance Lba from the front vehicle 20B is differentiated with respect to time, and the differential result d (Lba) / dt is subtracted from the input vehicle speed Vb from the front vehicle B. Thus, the first comparison value Vba (= Vb-d (Lba) / dt) is calculated. In step 606, the input rear vehicle 20C
Is differentiated with respect to time from the front inter-vehicle distance Lca, and the differentiated result d (Lca) /
By adding dt, the second comparison value Vca (= Vc + d (L
Also calculate ca) / dt). The two differential operations are calculated based on changes in the rear inter-vehicle distance Lba and the front inter-vehicle distance Lca every predetermined short time.

Here, these first and second comparison values Vb
FIG. 19 shows the relationship between a and Vca and the vehicle body speed Va of the own vehicle.
This will be described with reference to FIG. Now, if the vehicle speed Vb of the front vehicle 20B is equal to the vehicle speed Va of the own vehicle 20A, the rear inter-vehicle distance Lba does not change with time, so the differential value d (Lba) / dt
Is “0”, and the first comparison value Vba should be equal to the vehicle speed Va of the own vehicle 20A. In addition, the forward vehicle 20
If the vehicle speed Vb of B is different from the vehicle speed Va of the own vehicle 20A, the rear inter-vehicle distance Lba changes with time, and the amount of change per unit time is equal to the differential value d (Lba) / dt. From the vehicle speed Vb of the preceding vehicle 20B, the differential value d
The first comparison value Vba obtained by subtracting (Lba) / dt should be equal to the vehicle speed Va of the own vehicle 20A. If the vehicle speed Vb of the preceding vehicle 20B is higher than the vehicle speed Va of the own vehicle 20A, the differential value d (Lba) / dt, which is the amount of change, is positive. The vehicle speed Vb of the preceding vehicle 20B is equal to the own vehicle 2
If the vehicle speed is lower than 0 A, the differential value d (Lba) / dt, which is the amount of change, is negative.

The vehicle speed Vc of the rear vehicle 20C is
If the vehicle speed Va is equal to the vehicle speed Va of the vehicle A, the inter-vehicle distance Lca does not change with time, so the differential value d (Lca) / dt is “0”, and the second comparison value Vca is equal to the vehicle speed Va of the own vehicle 20A. Should be. If the vehicle speed Vc of the rear vehicle 20C is different from the vehicle speed Va of the own vehicle 20A, the front inter-vehicle distance Lca changes with time, and the amount of change per unit time is equal to the differential value d (Lca) / dt. Also in this case, the second comparison value Vca obtained by adding the differential value d (Lca) / dt to the vehicle speed Vc of the rear vehicle 20C should be equal to the vehicle speed Va of the own vehicle 20A. The vehicle speed V of the rear vehicle 20C
If c is greater than the vehicle speed Va of the vehicle 20A, the differential value d (Lca) / dt, which is the amount of change, is negative. If the vehicle speed Vc of the rear vehicle 20C is lower than the vehicle speed Va of the host vehicle 20A, the differential value d (Lca) / dt, which is the change amount, is obtained.
Is positive.

Therefore, the detection values Va, Vb, Vc, Lb
If a and Lca are normal, the first and second comparison values Vba and Vc
a and the vehicle speed Va of the own vehicle 20A, Vba = V
The relationship of ca = Va should hold. Also, if the distance Lba between the rear vehicle by the front vehicle 20B and the distance Lab between the front vehicles by the own vehicle 20A is normal, Lba = Lab should always be established between the distances Lba and Lab between the two vehicles. Further, the distance Lca between the front vehicle and the own vehicle 20C by the rear vehicle 20C is determined.
If the rear inter-vehicle distance Lac by A is normal, Lca = Lac should always be established between the two inter-vehicle distances Lca and Lac.

Next, the processing after step 608 for detecting an abnormality in the vehicle speed and the inter-vehicle distance using these relationships will be described. In step 608, it is determined whether the first comparison value Vba is equal to the second comparison value Vca,
In step 610, the vehicle speed Va of the own vehicle 20A
And whether the first comparison value Vba is equal to or not. In addition,
In these coincidence determinations and the coincidence determination described below, even if the two values are not exactly the same value, if the values are within a predetermined small value, that is, if both values are almost equal, it is determined that both values are equal. I do.

If the first comparison value Vba is equal to the second comparison value Vca and the vehicle speed Va is equal to the first comparison value Vba, "YES" is determined in steps 608 and 610, respectively. To step 612. “Y” in both of these steps 608 and 610
The determination of “ES” means that the vehicle speeds Va, Vb, Vc and the inter-vehicle distances Lba, Lca are normal as described above, considering that Va = Vba = Vca.

In step 612, it is determined whether or not the front inter-vehicle distance Lab detected by the own vehicle 20A is equal to the rear inter-vehicle distance Lba detected by the front vehicle 20B. If the front inter-vehicle distance Lab is equal to the rear inter-vehicle distance Lba, “YES” is determined in the step 612, and the program proceeds to a step 616. On the other hand, the front inter-vehicle distance L
If ab is not equal to the rear distance Lba, step 6
In step 614, “NO” is determined, and in step 614, an abnormality flag indicating that the front inter-vehicle distance Lab detected by the front inter-vehicle distance sensor 23 of the own vehicle 20A is abnormal is set to “1”. , The program proceeds to step 616. The reason for setting this abnormality flag to “1” is that the rear distance Lba is normal and the distance Lb
This is because a and Lab should be originally equal.

In step 616, it is determined whether or not the rear inter-vehicle distance Lac detected by the host vehicle 20A is equal to the front inter-vehicle distance Lca detected by the rear vehicle 20B. If the rear inter-vehicle distance Lac is equal to the front inter-vehicle distance Lca, "YES" is determined in the step 616, and the execution of this routine is ended in a step 638. On the other hand, if the rear inter-vehicle distance Lac is not equal to the front inter-vehicle distance Lca, "NO" is determined in step 616, and in step 618, the rear inter-vehicle distance detected by the rear inter-vehicle distance sensor 27 of the own vehicle 20A. An abnormal flag indicating that Lac is abnormal is set to "1", and the execution of this routine is terminated in step 638. The reason for setting this abnormality flag to "1" is that the distance L
This is because ca is normal and the distances Lca and Lac between the two vehicles should be essentially equal.

On the other hand, although the first comparison value Vba is equal to the second comparison value Vca, the vehicle speed Va is not equal to the first comparison value Vba, so that "YES" is determined in step 608, and If “NO” is determined in 610,
At step 620, an abnormality flag indicating that the vehicle speed Va calculated by the vehicle 20A is abnormal is set to "1", and at step 638, the execution of this routine ends. This is because the vehicle speeds Vb and Vc and the inter-vehicle distances Lba and Lca are confirmed to be normal by the determination process of step 608, and the vehicle speeds Va, Vb and Vc and the inter-vehicle distances Lba and Lca are confirmed by the determination process of step 610. This is because the abnormality of the remaining vehicle speed Va is confirmed.

If "NO" is determined in step 608, that is, if the first comparison value Vba is not equal to the second comparison value Vca, the vehicle speed Va is compared with the second comparison value in step 622 of FIG. It is determined whether or not the value Vca is equal.
If the vehicle speed Va is equal to the second comparison value Vca, “YES” is determined in the step 622, and the process proceeds to a step 624. The determination of “NO” in both steps 608 and the determination of “YES” in step 622
Considering that Vba ≠ Vca, Va = Vca, the first
This means that the comparison value Vba is abnormal. In addition, considering that the first comparison value Vba is calculated using the vehicle body speed Vb and the rear inter-vehicle distance Lba, it corresponds to an abnormality in the vehicle body speed Vb or the rear inter-vehicle distance Lba.

In step 624, it is determined whether or not the front inter-vehicle distance Lab detected by the host vehicle 20A is equal to the rear inter-vehicle distance Lba detected by the front vehicle 20B. If the front inter-vehicle distance Lab is equal to the rear inter-vehicle distance Lba, “YES” is determined in the step 624, and the calculation is performed based on the wheel speed detected by the wheel speed sensor of the front vehicle 20B in the step 626 ( Alternatively, an abnormality flag indicating that the vehicle speed Vb is abnormal (detected by the vehicle speed sensor) is set to "1", and the execution of this routine is terminated in step 638. The reason for setting the abnormality flag to “1” is that the vehicle speed Vb or the rear inter-vehicle distance Lba is abnormal and the inter-vehicle distance Lb
The fact that a and Lab are equal means that the rear inter-vehicle distance Lba is normal, and if the rear inter-vehicle distance Lba is normal, the vehicle speed Vb should be abnormal.

On the other hand, the front inter-vehicle distance Lab and the rear inter-vehicle distance L
If ba is not equal, it is determined "NO" in step 624, and an abnormality flag indicating that the rear inter-vehicle distance Lba detected by the rear inter-vehicle distance sensor of the front vehicle 20B is abnormal in step 628 is set to " The value is set to 1 ", and the execution of this routine is terminated in step 638. The reason why this abnormality flag is set to "1" is that the vehicle speed Vb or the rear inter-vehicle distance Lba is abnormal as described above, and the fact that the inter-vehicle distances Lba and Lab are not equal may indicate that the rear inter-vehicle distance Lba is abnormal. This is because the nature is high.

If "NO" in the step 622, that is, if it is determined that the vehicle speed Va is not equal to the second comparison value Vca, then in a step 630, it is determined whether or not the vehicle speed Va is equal to the first comparison value Vba. Is determined. If the vehicle speed Va is not equal to the first comparison value Vba, "NO" is determined in the step 630, and the execution of this routine is ended in the step 638. In this case, Vba ≠ Vca, Va ≠ Vc
a, Va ≠ Vba, which makes it difficult to identify an abnormal detected value. In this case, the vehicle speeds Va, Vb, Vc and the inter-vehicle distances Lab, Lab,
It is preferable to detect abnormalities of Lac, Lba, and Lca.

On the other hand, if "YES" in the step 630, that is, if it is determined that the vehicle speed Va is equal to the first comparison value Vba, the process proceeds to a step 632. In this case, the determinations in Steps 608, 622, and 630 are based on Vba ≠ Vca, V
Considering that a ≠ Vca, Va = Vba, it means that the second comparison value Vca is abnormal. Also, considering that the second comparison value Vca is calculated using the vehicle speed Vc and the distance Lca ahead, the vehicle speed Vc
Alternatively, this corresponds to an abnormal front inter-vehicle distance Lca.

In step 632, it is determined whether or not the rear inter-vehicle distance Lac detected by the own vehicle 20A is equal to the front inter-vehicle distance Lca detected by the rear vehicle 20C. If the rear inter-vehicle distance Lac is equal to the front inter-vehicle distance Lca, "YES" is determined in the step 632, and the calculation is based on the wheel speed detected by the wheel speed sensor of the rear vehicle 20B in the step 634 ( Alternatively, an abnormal flag indicating that the vehicle speed Vc is abnormal (calculated by the vehicle speed sensor) is set to "1", and the execution of this routine is terminated in step 638. The reason for setting this abnormality flag to “1” is that the vehicle speed Vc or the inter-vehicle distance Lca is abnormal and the inter-vehicle distance Lc
The fact that a and Lac are equal means that the front inter-vehicle distance Lca is normal, and if the front inter-vehicle distance Lca is normal, the vehicle speed Vc should be abnormal.

On the other hand, the rear inter-vehicle distance Lac and the front inter-vehicle distance L
If ca is not equal, "NO" is determined in step 632, and in step 636, an abnormality flag indicating that the inter-vehicle distance Lca detected by the inter-vehicle distance sensor of the rear vehicle 20C is abnormal is set to " The value is set to 1 ", and the execution of this routine is terminated in step 638. The reason why this abnormality flag is set to "1" is that the vehicle speed Vc or the rear distance Lca is abnormal as described above, and that the distance Lca and Lac between the two vehicles are not equal means that the distance Lba between the front vehicles is abnormal. This is because the nature is high.

According to the vehicle speed and inter-vehicle distance abnormality detection routine shown in FIGS.
c and the abnormalities of the inter-vehicle distances Lab, Lac, Lba, Lca are detected.
Is transmitted in the transmission control routine of step 112 while being used in the own vehicle control routine. In particular,
In the transmission control routine, the above-described step 510 is performed.
The various abnormal flags set to “1” are transmitted as vehicle information through the transmitter / receiver 38 as vehicle information to other vehicles (the front vehicle 20B, the rear vehicle 20C, etc.), the road beacon 40, and the like.
And transmitted to the base 50.

As a result, detecting means for detecting or calculating abnormalities of the vehicle speeds Va, Vb, Vc and the inter-vehicle distances Lab, Lac, Lba, Lca, that is, the detected values Va, Vb, Vc, Lab, Lac, Lba, Lca. Is detected in the own vehicle 20A, and the other vehicles (the front vehicle 20B, the rear vehicle 20C, etc.), the road beacon 40, and the base 50 can also obtain the detection results, so that the own vehicle 20A, the front vehicle 20B, and the rear vehicle 20C are obtained.
Such a vehicle, the road beacon 40 and the base 50 can use the detection result for various controls.

In the modified example, the microcomputer 21 of the vehicle 20A executes the vehicle speed and the inter-vehicle distance abnormality detection routine shown in FIGS.
Abnormalities of a, Vb, Vc and inter-vehicle distances Lab, Lac, Lba, Lca are detected. However, instead of this, the vehicle information necessary for the abnormality detection is provided by the own vehicle 20A and the preceding vehicle 20A.
B, the other vehicle such as the rear vehicle 20C, the road beacon 40 and the base 50 communicate with each other, and the other vehicle such as the front vehicle 20B and the rear vehicle 20C other than the own vehicle 20A, the road beacon 40 and the base 50 are connected to the vehicle speed. And an inter-vehicle distance abnormality detection routine is executed to detect an abnormality of the vehicle speeds Va, Vb, Vc and the inter-vehicle distances Lab, Lac, Lba, Lca, that is, the detected values Va, Vb, Vc, Lab, Lac, Lba, Lca. An abnormality of the detecting means for detecting or calculating may be detected. Then, in this case, the forward vehicle 20 other than the own vehicle 20A
B, other vehicles such as the rear vehicle 20C, the road beacon 40, and the base 50 receive information indicating the detection result of the abnormality from the device or the vehicle that has detected the abnormality, and use the information for various controls. In addition, own vehicle 20A, front vehicle 20B,
Other devices such as the rear vehicle 20C, the plurality of devices of the road beacon 40 and the base 50 may detect the abnormality and compare them with each other.

In the calculation of the inter-vehicle distance change rate in step 606 in FIG. 20, the rear inter-vehicle distance Lba detected by the rear inter-vehicle distance sensor of the front vehicle 20B and the front inter-vehicle distance sensor of the rear vehicle 20C are detected. Instead of using the front inter-vehicle distance Lca, the front inter-vehicle distance Lab and the rear inter-vehicle distance Lac detected by the front inter-vehicle distance sensor 23 and the rear inter-vehicle distance sensor 27 of the own vehicle 20A are used instead. Is also good. According to this, due to the processing of steps 612 to 618 in FIG. 20, the abnormality of the rear inter-vehicle distance Lba and the front inter-vehicle distance Lca detected by the rear inter-vehicle distance sensor of the front vehicle 20B and the front inter-vehicle distance sensor of the rear vehicle 20C respectively. Will be detected. Step 6 in FIG.
24, 628, 632 and 636, the vehicle 20
A front inter-vehicle distance sensor 23 and rear inter-vehicle distance sensor 2
7, the abnormality of the front inter-vehicle distance Lab and the rear inter-vehicle distance Lac respectively detected is detected.

In the vehicle speed and inter-vehicle distance abnormality detection routine shown in FIGS.
In order to calculate the change rates d (Lba) / dt and d (Lca) / dt of the inter-vehicle distance, a short-time repetition process is required. As long as the vehicle speeds Va, Vb, and Vc do not change, each detection value V
Since a, Vb, Vc, Lab, Lac, Lba, and Lca do not change, it is not necessary to repeatedly execute the abnormality detection routine. Therefore, the rate of change d (Lba) / dt, d
Only the calculation of (Lca) / dt is repeatedly executed every short time,
The actual abnormality detection process may be executed at a relatively long time interval.

When any one of the vehicle speeds Va, Vb, Vc changes, the abnormality detection is extremely effective. Therefore, in the case where the abnormality detection process is repeatedly performed at a relatively long predetermined time interval,
Body speeds Va, Vb, Vc and inter-vehicle distances Lab, Lac, Lb
a, even if no abnormality of Lca is detected, the vehicle speed Va,
When any one of Vb and Vc changes, the abnormality may be detected in response to any of the vehicle speeds Va, Vb and Vc in addition to the repeated execution.

In the vehicle speed and inter-vehicle distance abnormality detection routine shown in FIGS. 20 and 21, the vehicle speeds Va, Vb and Vc and the inter-vehicle distances Lab and La for the three front and rear vehicles are used.
Using c, Lba, and Lca, these detected values Va, Vb, V
Abnormalities of c, Lab, Lac, Lba and Lca are detected. However, the abnormality of these detection values may be detected using the detected vehicle speed and the detected inter-vehicle distance for a plurality of four or more vehicles before and after. In this case, one of the plurality of vehicles and the vehicle immediately before and after the vehicle 3
The vehicle speed and the inter-vehicle distance abnormality detection routine are executed for each group with one vehicle as one group, and abnormality of the detected values Va, Vb, Vc, Lab, Lac, Lba, Lca is determined. This determination may be made by any one of the plurality of vehicles or by a plurality of vehicles, or may be made by the road beacon 40 or the base 50. Then, the determination results may be transmitted and received to each other.

As described above, the preferred embodiment of the present invention has been described. However, the above embodiment can be implemented in various modifications without departing from the object of the present invention.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of an entire communication system including a vehicle according to an embodiment of the present invention.

FIG. 2 is a schematic block diagram of a control device mounted on the vehicle of FIG.

FIG. 3 is an external view of the vehicle showing an airbag of the vehicle.

FIG. 4 is a schematic block diagram of an electric device incorporated in the road beacon of FIG. 1;

FIG. 5 is a schematic block diagram of an electric device provided in the base of FIG. 1;

FIG. 6 is a flowchart of a main program executed by the microcomputer of FIG. 2;

FIG. 7 is a flowchart of a μ calculation routine executed in step 106 of FIG. 6;

FIG. 8 is a graph showing a relationship between a brake hydraulic pressure and a slip ratio for determining a road surface friction coefficient.

FIG. 9 is a flowchart of a vehicle speed / slip ratio calculation routine executed in step 106 of FIG. 6;

FIG. 10 is a graph showing the relationship between the time for estimating the vehicle speed and the vehicle speed.

FIG. 11 is a flowchart of a vehicle speed abnormality detection routine executed in step 108 of FIG. 6;

FIG. 12 is a flowchart of an inter-vehicle distance sensor abnormality detection routine executed in step 108 of FIG. 6;

FIG. 13 is a flowchart of a power steering control routine executed in step 110 of FIG. 6;

FIG. 14 is a flowchart of a brake control routine executed in step 110 of FIG.

FIG. 15 is a graph showing a relationship between a road surface friction coefficient and a slip ratio for determining a braking force for each wheel and a braking torque.

FIG. 16 is a flowchart of a contact avoidance routine executed in step 110 of FIG. 6;

FIG. 17 is a flowchart of a transmission control routine executed in step 112 of FIG. 6;

FIG. 18 is a flowchart of a main program according to a modified example in which the main program of FIG. 6 is partially modified.

FIG. 19 is a schematic diagram of an entire communication system including a vehicle according to a modification of the embodiment.

20 is a flowchart showing a first half of a vehicle speed and inter-vehicle distance abnormality detection routine executed in step 108 of FIG. 6 or FIG. 18;

FIG. 21 is a flowchart showing the latter half of the vehicle body speed and inter-vehicle distance abnormality detection routine.

[Explanation of symbols]

10: travel path, 20A: own vehicle, 20B: forward vehicle, 2
1, 41: microcomputer, 22a to 22d: wheel speed sensor, 23: front inter-vehicle distance sensor, 24a to 2
4d: hydraulic pressure sensor, 25: depression amount sensor, 26: steering angle sensor, 27: rear inter-vehicle distance sensor, 31a to 31
d: Wheel cylinder, 32: Brake pedal, 33:
Brake electric control device, 33a: anti-lock control device, 33b: automatic brake device, 34: brake hydraulic control device, 35: power steering control device, 36: power steering mechanism, 37: airbag control device, 3
7a: air bag, 38, 44, 52: transceiver, 40
... road beacon (fixed communication device), 42 ... vehicle speed sensor, 43 ... vehicle position sensor, 40 ... road beacon, 50
... Base, 51 ... Computer device.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60R 21/00 630 B60R 21/00 630G 630D 21/02 21/02 M 21/32 21/32 21/00 B60T 7/18 B60T 7/18 B62D 6/00 B62D 6/00 F02D 29/02 301D F02D 29/02 301 G08G 1/09 H G08G 1/09 1/16 C 1/16 B62D 101: 00 // B62D 101 : 00 113: 00 113: 00 B60R 21/34 693 (72) Inventor Hiroshi Isono 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Takayuki Yamamoto 1 Toyota Town, Toyota City, Aichi Prefecture Toyota (72) Inventor Akira Sakai 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (14)

[Claims] 1. A vehicle comprising: receiving means for receiving vehicle information detected or calculated for a preceding vehicle; and operation control means for controlling the operation of the vehicle using the received vehicle information. Control device. 2. The vehicle control device according to claim 1, further comprising: an adoption determining unit that determines whether the vehicle information received by the receiving unit should be used for the operation control of the vehicle by the operation control unit. A vehicle control device characterized by the above-mentioned. 3. The vehicle control device according to claim 2, wherein the vehicle information includes additional information indicating at least one of a vehicle type, a vehicle control device mounted on the vehicle, and a running state of the vehicle. The vehicle control device, wherein the adoption determination unit determines the adoption of vehicle information based on the attached information. 4. The vehicle control device according to claim 1, wherein the vehicle information includes a state of a traveling road surface of a vehicle ahead, a traveling state of the vehicle ahead, and A vehicle control device that includes any one of the driving operation states of a vehicle ahead. 5. The vehicle control device according to claim 1, wherein the operation control means includes an operation during braking of the vehicle, an operation during steering of the vehicle, and an operation in front of the vehicle. A vehicle control device that controls one of operations for avoiding or reducing contact with a vehicle. 6. The vehicle control device according to claim 1, wherein the vehicle information includes a road surface friction coefficient between a tire and a road surface. 7. The vehicle control apparatus according to claim 6, wherein said operation control means includes a calculation means for calculating a vehicle speed or a wheel slip ratio using a road surface friction coefficient which is said vehicle information. apparatus. 8. A detecting means mounted on the own vehicle for detecting or calculating vehicle information relating to the own vehicle, and detecting and calculating vehicle information detected or calculated by a vehicle other than the own vehicle or a fixing device provided near the traveling road. Receiving means for receiving, and an abnormality of at least one of the vehicle information detected or calculated based on the vehicle information detected or calculated by the detecting means and the received vehicle information and the received vehicle information. A vehicle control device comprising: an abnormality determination unit that determines. 9. A detecting means mounted on the own vehicle for detecting or calculating vehicle information relating to the own vehicle; a transmitting means for transmitting the vehicle information detected or calculated by the detecting means; Receiving means for receiving information indicating a determination result of an abnormality of the vehicle information determined based on the vehicle information detected or calculated by the fixing device provided near the traveling road and the transmitted vehicle information. A vehicle control device characterized by the above-mentioned. 10. A detecting means mounted on the own vehicle for detecting or calculating vehicle information relating to the own vehicle, and using vehicle information detected or calculated by a vehicle other than the own vehicle or by a fixing device provided near the traveling road. Receiving means for receiving vehicle information relating to two or more vehicles other than the own vehicle; and detecting or computing the same based on the vehicle information detected or computed by the detecting means and the received vehicle information relating to the two or more vehicles. A vehicle control device comprising: an abnormality determination unit configured to determine abnormality of at least one of the vehicle information and the received vehicle information. 11. A detecting means mounted on the own vehicle for detecting or calculating vehicle information relating to the own vehicle, a transmitting means for transmitting the detected or calculated vehicle information, and other vehicles other than the own vehicle or near a traveling road. The vehicle information detected or calculated by the fixing device provided in the vehicle information, and represents the determination result of the abnormality of the vehicle information determined based on the vehicle information regarding two or more vehicles other than the own vehicle and the transmitted vehicle information. A vehicle control device comprising: a receiving unit that receives information. 12. The vehicle control device according to claim 10, wherein the two vehicles other than the own vehicle include vehicles before and after the own vehicle, and the vehicle information includes the own vehicle and the vehicle. A vehicle control device that is information indicating the vehicle speed and the inter-vehicle distance of the preceding and following vehicles. 13. The vehicle control device according to claim 8, wherein the vehicle information received by the receiving unit is used for determining whether the vehicle information is abnormal by the abnormality determining unit. A vehicle control device comprising means. 14. The vehicle control device according to claim 13, wherein the vehicle information received by the receiving unit includes a vehicle type,
Attached information indicating at least one of a vehicle control device mounted on the vehicle and a traveling state of the vehicle is added, and the adoption determining means determines the adoption of the vehicle information based on the attached information. A vehicle control device.