JP2002222485A - System and method for maintenance in abnormality between vehicles - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a system and a method for maintenance in abnormality between vehicles capable of more easily constructing a system configuration concerning rear-end collision prevention control in abnormality between vehicles inside the rank of vehicles in a traffic system, with which plural vehicles are traveled while forming the rank. SOLUTION: This system for maintenance in abnormality between vehicles is to be used for the traffic system, with which plural vehicles are traveled while forming a rank 1, and is provided with a CPU 31 for executing an algorithm 35 for maintenance in abnormality between vehicles for judging whether or not all vehicles 10 in the rank 1 are to be stopped in an emergency when abnormality between vehicles occurs between two adjacent vehicles 10 and 10 inside that rank 1 and individually controlling the emergency stop operation of all the vehicles 10 so that the following vehicle 10 between two adjacent vehicles 10 and 10 inside the rank 1 can stop earlier than the preceding vehicle 10 when stopping all the vehicles 10 inside the line 1 in the emergency based on that judgement.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an inter-vehicle security system and an inter-vehicle security system used in a traffic system in which a plurality of vehicles in a platoon are connected mechanically or electronically to travel. The present invention relates to a device for an emergency stop control for preventing a rear-end collision in the case of an abnormality between vehicles.

[0002]

2. Description of the Related Art In a traffic system in which a plurality of vehicles are mechanically connected to each other and run in a platoon, the number of vehicles is increased according to an increase or decrease in passengers.
It takes a lot of time and effort to reduce cars. In order to solve this kind of problem, in recent years, a traffic system in which a plurality of vehicles are connected in a row rather than mechanically and electronically has been proposed. This transportation system includes a multi-mode system ("dual") in which a plurality of bus-type vehicles run in a platoon on a dedicated road and drive automatically, and on a general road, each vehicle runs manually and away from the platoon. (Also called "mode bus").
JP-A-2000-264207, JP-A-2000-264
No. 208, JP-A-2000-264209, JP-A-200
No. 0-264210).

[0003] In any of the transportation systems, for security reasons, when a connection break or an abnormal vehicle-to-vehicle occurs between the vehicles in the platoon, the emergency braking is applied to all the vehicles in the platoon in the same manner, and the vehicles collide with each other. It is necessary to prevent it. In this case,
If the braking of the front vehicle is stronger than the rear vehicle or the timing of the braking of the rear vehicle is delayed, a phenomenon such as a collision with the front vehicle may occur.

In the case of a transportation system in which a plurality of vehicles are mechanically connected to each other, such rear-end collision can be avoided by absorption at a connection portion of the transportation system. In the case of a transportation system such as a mode system, it is almost difficult to avoid. For this reason, in the latter case, a configuration is added to the traffic system in which the sensor detects the distance to the vehicle ahead and, based on the detection signal, adjusts the braking force so as not to collide with the vehicle ahead. ing.

[0005]

However, in the above-mentioned transportation system in which a plurality of vehicles are electronically connected, a sensor system for detecting a distance from a vehicle ahead in order to prevent a collision when the connection is broken or a vehicle-to-vehicle abnormality occurs. In addition, a control system that controls the braking force according to the sensor detection value is also required, and the addition of such a sensor system and the devices and circuits that constitute the control system makes the entire system more complicated and relatively expensive. There is. This is the same in the case of a transportation system in which a plurality of vehicles are mechanically connected.

The present invention has been made in view of such a conventional problem, and in a traffic system in which a plurality of vehicles travel in a platoon, a system configuration relating to rear-end collision prevention control in the event of an abnormality between vehicles in the platoon can be more simply constructed. It is an object of the present invention to provide an in-vehicle abnormality security system at relatively low cost.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention is to prevent a rear-end collision at the time of an abnormal headway by the following method.

1) When an inter-vehicle abnormality due to a broken connection is detected and an emergency brake is applied (deceleration is started), the braking force is increased (deceleration is increased) as the vehicle moves from the preceding vehicle to the following vehicle.

In this case, the braking force is determined by simply associating the order in the platoon with the braking force (deceleration), and changing the braking force according to the total number of the platoon and the order in the platoon. Any of the methods can be applied.

[0010] The braking force is determined by a method of increasing the braking force toward the vehicle behind based on the braking force of the leading vehicle. ) And a method of weakening the braking force toward the vehicle ahead based on the braking force of the last vehicle (the braking force of the last vehicle is the strongest in the range where passenger safety is guaranteed) Braking force, etc.).

2) When applying an emergency brake (starting deceleration) by detecting an inter-vehicle abnormality due to a broken connection or the like, the brake is started to be applied from the last vehicle. For example, upon receiving information that the last vehicle has started decelerating, the vehicles ahead are sequentially braked.

The present invention has been completed based on such an idea.

[0013] That is, the present invention is an inter-vehicle abnormality security system used in a traffic system for driving a plurality of vehicles in a platoon, wherein an inter-vehicle abnormality occurs between two adjacent vehicles in the platoon. Emergency stop determining means for determining whether or not to make an emergency stop of all vehicles in the platoon; and two vehicles adjacent to each other in the platoon when the emergency stop of all the vehicles in the platoon is determined by the emergency stop determining means. And emergency stop control means for individually controlling the emergency stop operation of all the vehicles so that the vehicle behind the vehicle stops earlier than the vehicle ahead of the vehicle.

In the present invention, the control means may individually control the operation start timing and the deceleration of the emergency stop operation of all vehicles in the platoon.

[0015] In this case, the control means determines that all vehicles in the platoon have the same operation start time at the time of an emergency stop operation, and that a rear vehicle of two adjacent vehicles in the platoon has a forward vehicle. Means for controlling the deceleration during the emergency stop operation to be greater than that of the vehicle.

[0016] The control means may be configured such that the deceleration during the emergency stop operation is the same for all vehicles in the platoon, and a rear vehicle of two adjacent vehicles in the platoon is a vehicle in front of the two vehicles. It is possible to provide a means for controlling the operation timing at the time of the emergency stop operation earlier than that of the emergency stop operation.

The present invention relates to an inter-vehicle abnormality security method used in a traffic system for driving a plurality of vehicles in a platoon,
When an inter-vehicle abnormality occurs between two adjacent vehicles in the platoon, determining whether or not to emergency stop all the vehicles in the platoon; and, in the determination, emergency stopping all the vehicles in the platoon Independently controlling the emergency stop operation of all the vehicles so that a rear vehicle of two adjacent vehicles in the platoon stops earlier than a vehicle in front of the two vehicles. Features.

[0018]

FIG. 1 is a block diagram showing an embodiment of an inter-vehicle abnormality security system and an inter-vehicle abnormality security method according to the present invention.
This will be specifically described with reference to FIGS.

FIG. 1 shows an example of a traffic system to which the inter-vehicle abnormality security system of this embodiment is applied. Figure 1
The traffic system shown in FIG. 4 is a dedicated road R1 connecting between cities (city A, B, C in the example in the figure) under the control of traffic control or the like by a predetermined roadside system (control center equipment, roadside equipment, etc.) 200. A plurality of vehicles 10... 10 are connected electronically to form a platoon 1 and run platoon by automatic driving, while a vehicle 10 that has flowed out of the platoon 1 on a general road R2 in each of the cities A, B and C. System for driving the vehicle by switching to manual operation (for example, Japanese Patent Application Laid-Open No. 2000-2642).
No. 09, a new-generation transportation system disclosed in JP-A-2000-264210 and the like.

The roadside system 200 includes, for example, a control center facility for performing operation schedules, dynamic schedules, and plattone operations (not shown), on-rail management on all routes R1 and R2, and facilities in the control center. Roadside equipment for performing signal / security control, vehicle tracking, route control, and the like on a fixed section basis under the management of initial timetables, dynamic timetables, and plattone operations.

In the present embodiment, vehicles 10 traveling in opposite directions at a predetermined position on the single road section forming the main road are arranged on the exclusive road R1.
A passing section 100 and a station section 101 forming a double track or a double track capable of passing each other are installed, respectively.
In addition to the passing and waiting of the vehicles 10 at the station 101, the joining of the vehicles 10 to the platoon 1 from the general road R2 to the dedicated road R1,
The outflow of the vehicle 10 from the platoon 1 from the dedicated road R1 to the general road R2 is performed.

Each of the vehicles 10... 10 forming the platoon 1 has, for example, a vehicle control device 1 in a body body carrying a predetermined number of passengers.
1, vehicle security device 12, magnetic sensor 1 for lane detection
3, equipped with roadside-vehicle communication device 14, vehicle-to-vehicle communication device 15, etc.
The magnetic sensor 13 detects a magnetic field from the magnetic nail 20 for lane detection embedded in the dedicated road R1, and the communication device (communication loop coil) embedded in the dedicated road R1 by the road-to-vehicle communication device 14. Roadside system 2 separately installed via 21
00 (described later) and the vehicle-to-vehicle communication device 15 performs vehicle-to-vehicle communication with the other vehicles 10 and 10 in the platoon 1 to control stop / start, platoon, etc. Running control, speed control, and the like.

As shown in FIG. 2, the vehicle safety device 12 is equipped with an inter-vehicle abnormality security system 30 according to the present invention. The inter-vehicle abnormality security system 30 is configured, for example, integrally or separately with a microcomputer in the vehicle security device 12, and includes a CPU 31, a RAM 32,
Each component based on a computer architecture such as a ROM 33 and an I / F (various interfaces) 34 is provided. Among them, a program based on an inter-vehicle abnormality security algorithm (each means and each step of the present invention) 35 to be executed by the CPU 31 is stored in the ROM 33. Further, in the RAM 32, data constituting a reference table 36 to be referred to when the CPU 31 executes a program is rewritably recorded.

Here, the overall operation of the traffic system of the present embodiment will be described with reference to FIGS. 3 to 8, focusing on the processing of the inter-vehicle abnormality security system 30.

First, as shown in FIG. 3, it is assumed that a plurality of vehicles 10 forming a row 1 are running on a dedicated road R1.
In FIG. 3, for convenience of explanation, each vehicle 10 in the platoon 1 is shown.
.., The order in the platoon is 1, 2,..., N−2, n−1, n from the first vehicle to the last vehicle.
L is defined as the distance between vehicles 0 ... 10.

When running in such a platoon 1, the inter-vehicle abnormality security system 30 executes a ROM
The program based on the inter-vehicle abnormality security algorithm 35 in the vehicle 33 is executed. FIG. 4 shows an example of this processing. In FIG. 4, first, the CPU 31 determines whether or not to make an emergency stop of the platoon 1 due to the occurrence of an inter-vehicle abnormality (step S).
1). Here, the condition for determining the occurrence of the inter-vehicle abnormality is, for example, a condition that the inter-vehicle L is larger than the upper limit Lmax of the allowable value (L> Lmax), or smaller than the lower limit Lmin, as shown in FIG. It is assumed that one of the conditions (L <Lmin) is satisfied.

The above-described judgment is repeated when the judgment is NO (the emergency stop is not performed), and when the judgment is YES (the emergency stop is performed), the process proceeds to the next processing, and the type (reason) of the emergency stop is checked (step S2). In this check, when the type of emergency stop is outside the platoon 1 (for example, when there is an obstacle ahead), it is necessary to immediately stop the leading vehicle 10 of the platoon 1, so that all vehicles in the platoon 1 A control command for emergency stop is issued to 10... 10 under the same stop condition (step S3).

On the other hand, if it is determined in the above check that the type of emergency stop is within the platoon 1 (for example, connection breakage or communication failure), it is further determined whether or not a brake failure has occurred (step S4). If the answer is YES (brake failure), a control command is issued to cause the vehicle 10 in front of the brake failure vehicle 10 in the platoon 1 to escape (step S5). On the other hand, in the case of NO (no brake failure) in the above determination, a stop condition in which the front vehicle 10 of the two adjacent vehicles 10 and 10 in the platoon 1 stops before the rear vehicle 10 is reached. A control command for an emergency stop is issued (step S6). Examples of the stop condition in this case are shown in FIGS.

FIG. 5 shows that the operation timing of the deceleration start is the same, and the order 1 to 1 in the platoon 1 is such that the deceleration increases from the vehicle 10 in front of the platoon 1 to the vehicle 10 in the rear.
This is to explain a method for associating n with decelerations α1 to αn. In this case, the first (order 1) vehicle 10
Is the minimum value in the platoon 1 (the minimum value required for the platoon), and the deceleration αn of the last (order n) vehicle 10 is the maximum value in the platoon 1 (safety of passengers is assured). (The largest value in the range). These relationships are set in advance as data of the reference table 36 in the RAM 32 described above.

FIG. 6 shows the total number of vehicles in the platoon 1 and their order so that the deceleration start operation timing is the same and the magnitude of the deceleration increases from the front vehicle 10 in the platoon 1 to the rear vehicle 10. Is a method for changing the decelerations α1 to αn according to. Also in this case, the deceleration α1 of the first (order 1) vehicle 10 becomes the minimum value (ordinary value (for normal stop), for example, 0.15G, etc.) in the platoon 1, and the last (order n) vehicle 10 Deceleration αn is platoon 1
Maximum value (emergency value (common maximum value), for example, 0.2G)
Becomes Then, the decelerations α2 to αn−1 of the vehicle 10 between the head and the tail can be obtained variably according to the total number in the platoon 1 in a relation proportional to the number of vehicles. These relationships are
The data is set in advance as the data of the reference table 36 in the RAM 32 described above.

FIG. 7 shows that the deceleration start timing is the same as the deceleration start operation timing is received from the rearmost vehicle 10 so that the deceleration start operation timing is delayed from the tail to the head. Explains how to start deceleration. In FIG. 7, the CPU 31 determines whether or not the own vehicle is the last vehicle 10 in the platoon 1 at the time of an emergency stop (step S11). It is determined whether there is an emergency stop instruction (step S12), and if YES (the emergency stop instruction is given), deceleration is started (step S1).
3) The deceleration start confirmation is transmitted to the preceding vehicle by inter-vehicle communication (step S15).

The above processing is an example in the case of the last vehicle 10, and in the case of other vehicles 10, the above-described step S11
Is determined to be NO (not the last vehicle), whereby it is determined whether there is a deceleration start confirmation from the vehicle 10 one behind (step S16). In this case, if YES (confirmation of deceleration start) or NO (no confirmation of deceleration start), after a lapse of a predetermined time (step S17), the process returns to the above processing, and deceleration is started (step S13). A start confirmation is transmitted to the vehicle 10 one ahead by inter-vehicle communication (step S15). This deceleration start confirmation is sent to the vehicle 10 one ahead in the same manner as long as the own vehicle is not the leading vehicle (step S14).

The above processing procedure is incorporated in the processing of step S6 of the inter-vehicle abnormality security algorithm 35 shown in FIG. Therefore, when the CPU 31 executes the processing (step S6) shown in FIG.
By executing steps S11 to S17), the last vehicle 10 in the platoon 1 starts decelerating first, and subsequently waits for the deceleration start confirmation, and then the vehicle 10 one ahead of it starts decelerating. By the same processing, the leading vehicle 10 finally starts decelerating.

FIG. 8 shows that the deceleration start timing Tx is set in consideration of the total number of vehicles in the platoon 1 so that the deceleration starts at the same magnitude and the deceleration start operation timing becomes slower from the tail to the head. This is an explanation of the method. In this case, the deceleration start timing T1 of the first (order 1) vehicle 10 is set to be the latest in the platoon 1, and the deceleration Tn of the last (order n) vehicle 10 is set to be the earliest in the platoon 1. . The setting example in the figure shows that each vehicle 10 in the platoon 1 is based on the operation cycle.
... 10 deceleration start timings Tx [ms] = (nx) × 10
This is a case where the calculation is performed at 0 [ms]. Orders 1 to n and deceleration start timing Tx (T1 to T
The relationship with n) is set in advance as data of the reference table 36 in the RAM 32.

The CPU 31 executes at least one of the methods shown in FIGS.
Stops first, then the vehicle 10 in front of it stops, and thereafter, the vehicles 10 heading from back to front stop sequentially, and finally the leading vehicle 10 stops.

Therefore, according to the present embodiment, in a traffic system in which a plurality of vehicles run in a platoon, the system configuration relating to the rear-end collision prevention control when an inter-vehicle abnormality occurs in the platoon is adjusted to detect the inter-vehicle distance and adjust the braking force as in the conventional example. Therefore, it is possible to provide a simpler construction without the need for a complicated sensor system and control system therefor, and to provide an inter-vehicle abnormality security system at a relatively low cost.

In this embodiment, the case where a plurality of vehicles are electronically connected is described. However, the present invention is not limited to the present invention, and the present invention can be applied to a case where a plurality of vehicles are mechanically connected.

[0038]

As described above, according to the present invention,
In a traffic system in which a plurality of vehicles travel in a platoon, a vehicle-to-vehicle abnormality security system and a vehicle-to-vehicle abnormality security method that can more simply construct a system configuration related to rear-end collision prevention control in the platoon when a vehicle-to-vehicle abnormality occurs can be provided at relatively low cost.

[Brief description of the drawings]

FIG. 1 is a diagram showing an overall configuration of an inter-vehicle abnormality security system according to an embodiment of the present invention.

FIG. 2 is a diagram showing a configuration example of an inter-vehicle abnormality security system.

FIG. 3 is a diagram illustrating the operation of the present example.

FIG. 4 is a schematic flowchart illustrating an algorithm for security during an inter-vehicle abnormality.

FIG. 5 is a diagram illustrating a case where an order in a platoon is associated with a deceleration during an emergency stop.

FIG. 6 is a graph illustrating a case in which deceleration is changed according to the total number and order in a platoon during an emergency stop.

FIG. 7 is a schematic flowchart illustrating a case in which deceleration is sequentially started from the last vehicle at the time of an emergency stop.

FIG. 8 is a diagram for explaining a case where the order in the platoon is associated with the deceleration start time at the time of emergency stop.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 platoon 10 vehicle 11 vehicle control device 12 vehicle security device 13 magnetic sensor 14 road-to-vehicle communication device 15 vehicle-to-vehicle communication device 20 lane detection magnetic nail 20 21 communication device (communication loop coil) 30 vehicle-to-vehicle abnormality security system 31 CPU 32 RAM 33 ROM 34 I / F 35 Inter-vehicle abnormality security algorithm 36 Reference table

 ──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Izumi Miura 1-1-1 Shibaura, Minato-ku, Tokyo F-term in the head office of Toshiba Corporation (reference) 5H180 AA27 BB04 CC17 CC24 EE02 FF13 FF17 LL04 LL09

Claims (5)

[Claims] 1. An inter-vehicle abnormality security system for use in a traffic system for driving a plurality of vehicles in a platoon, wherein when an inter-vehicle abnormality occurs between two adjacent vehicles in the platoon, all of the vehicles in the platoon are replaced. An emergency stop determining means for determining whether or not to emergency stop the vehicle; and if all the vehicles in the platoon are to be emergency stopped by the determination by the emergency stop determining means, a rear of two adjacent vehicles in the platoon. Emergency stop control means for individually controlling the emergency stop operation of all the vehicles so that the vehicle stops before the vehicle in front of the vehicle. 2. The inter-vehicle abnormality safety system according to claim 1, wherein the control means individually controls the operation start timing and the deceleration of the emergency stop operation of all vehicles in the platoon. Characteristic is the inter-vehicle abnormal security system. 3. The inter-vehicle abnormality security system according to claim 2, wherein the control means has the same operation start time at the time of an emergency stop operation for all vehicles in the platoon, and controls the adjacent vehicles in the platoon. An inter-vehicle abnormality security system, comprising: means for controlling a deceleration at the time of an emergency stop operation of a vehicle behind one of the two vehicles to be greater than that of a vehicle ahead of the vehicle. 4. The inter-vehicle abnormality security system according to claim 2, wherein the control means has the same deceleration at the time of an emergency stop operation for all vehicles in the platoon and the two adjacent vehicles in the platoon.
An inter-vehicle security system comprising means for controlling a vehicle behind one of the two vehicles so that an operation timing at an emergency stop operation is earlier than a vehicle ahead of the vehicle ahead. 5. An inter-vehicle abnormality security method used in a traffic system for driving a plurality of vehicles in a platoon, wherein when an inter-vehicle abnormality occurs between two adjacent vehicles in the platoon, all of the vehicles in the platoon are replaced. A step of judging whether or not to emergency stop the vehicle, and in the event that all the vehicles in the platoon are to be subjected to an emergency stop, the rear vehicle of two adjacent vehicles in the platoon is higher than the preceding vehicle. Individually controlling the emergency stop operation of all the vehicles so that the vehicle stops first.