JP2006338596A - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system that can realize smooth and efficient traffic at an intersection. <P>SOLUTION: The vehicle control system comprises a vehicle detection means for detecting vehicles approaching an intersection to enter the intersection, a priority setting means for setting a priority level of intersection entry for each vehicle according to at least one parameter that is the mode of approach of each vehicle to the intersection, and a vehicle control means for controlling the mode of approach of each vehicle to the intersection according to the set priority level such that vehicles having relatively higher priority levels can enter the intersection preferentially. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control system for ensuring smooth traffic at an intersection.

  Conventionally, using at least one of sensor information transmitted from a sensor installed on a road and communication information including sensor information transmitted from the sensor, the presence or absence of a collision is predicted by a probabilistic method, and the result of the prediction In the case where it is determined that a collision occurs, information related to the occurrence of the collision is provided to the driver, or information for avoiding the collision is transmitted to the information processing apparatus included in the vehicle. An intersection collision prevention support method is known (see, for example, Patent Document 1). In this intersection collision prevention support method, a physical quantity that is difficult to predict deterministically due to variations in the behavior of the driver is used by using the statistical properties calculated from the past data of the physical quantity. Using a prediction method, it is predicted that a collision will occur between vehicles approaching the intersection from different directions.

In addition, as a method for smooth braking control, it is the case of following driving instead of passing through an intersection, but the concept of environmental force exerted on the host vehicle from the environment such as the preceding vehicle is introduced, and deceleration according to the environmental force There is also known a method of performing braking smoothly so as to prevent the vehicle from colliding with a preceding vehicle by performing braking force control so that the above is realized (see, for example, Patent Document 2).
JP 2002-140799 A JP-A-8-11579

  However, in the prior art according to Patent Document 1 described above, vehicle control is performed from the viewpoint of avoiding a collision between vehicles at an intersection, and smooth and efficient traffic at an intersection is provided for a vehicle having a high possibility of crossing. Since priority is not set from the viewpoint of realization, it is difficult to realize smooth and efficient traffic control at the intersection.

  Accordingly, an object of the present invention is to provide a vehicle control system capable of realizing smooth and efficient traffic at an intersection.

In order to solve the above problems, the first invention is a vehicle detection means for detecting a vehicle approaching the intersection to enter the intersection;
Priority setting means for setting the priority of the approach to the intersection with respect to each vehicle using at least one parameter as an approach mode of each vehicle to the intersection.

  According to a second aspect of the present invention, in the vehicle control system according to the first aspect of the present invention, based on the set priority, a vehicle having a relatively high priority can preferentially enter the intersection. Vehicle control means for controlling the approach mode is provided.

  According to a third invention, in the vehicle control system according to the first invention, the priority setting means prioritizes each vehicle using the positioning accuracy of the vehicle positioning device based on the GPS signal mounted on each vehicle as a parameter. It is characterized by setting the degree.

  According to a fourth invention, in the vehicle control system according to the first invention, the priority setting means sets a low priority for a vehicle that is not traveling according to the guidance route of the navigation system. .

  According to a fifth invention, in the vehicle control system according to the first invention, the priority setting means sets a low priority for the vehicle when a braking operation by the driver is detected in the high priority vehicle. It is characterized by reworking.

  According to a sixth aspect of the present invention, in the vehicle control system according to the first aspect, when a right / left turn intention at an intersection is detected in the left vehicle on the left side when viewed from each vehicle, the priority setting means On the other hand, it is characterized in that a lower priority is set than the right-side vehicle that is on the right side when viewed from the left-side vehicle and in which the intention to go straight at the intersection is detected.

  According to a seventh aspect, in the vehicle control system according to the first aspect, the priority setting means sets a priority for each vehicle using occupant information relating to the occupant of each vehicle as a parameter.

An eighth invention is the vehicle control system according to the seventh invention,
The occupant information includes information that can represent the number of occupants,
The priority setting means sets a high priority for a vehicle having a large number of passengers.

  According to a ninth aspect, in the vehicle control system according to the seventh aspect, the occupant information includes occupant attribute information that can represent individual attributes of the occupant such as an elderly person, a beginner, and a suddenly ill person. Features.

  A tenth invention is characterized in that, in the vehicle control system according to the first invention, the priority setting means sets a priority for each vehicle using vehicle attribute information relating to each attribute of the vehicle as a parameter. To do.

An eleventh aspect of the present invention is the vehicle control system according to the tenth aspect of the present invention, wherein the vehicle attribute information includes geographical information related to a use base of the vehicle,
The priority setting means sets a high priority for a vehicle whose use base is close to the intersection position.

In a vehicle control system according to a twelfth aspect based on the tenth aspect, the vehicle attribute information is a vehicle ID that is different for each individual vehicle.
The priority setting means sets priority according to each vehicle ID for each vehicle according to a predetermined correspondence between each vehicle ID and priority.

A thirteenth aspect of the present invention is the vehicle control system according to the tenth aspect of the present invention, wherein the vehicle attribute information includes information that can represent the public nature of the vehicle,
The priority setting means sets a high priority for a highly public vehicle.

14th invention is the vehicle control system which concerns on 1st invention, The said vehicle attribute information contains the information which can represent the size of a vehicle,
The priority setting means sets a high priority for a vehicle having a large size.

  According to a fifteenth aspect, in the vehicle control system according to any one of the first to thirteenth aspects, at least a part of the operations of the vehicle detection means, the priority setting means, and the control means are mounted on each vehicle. It is realized in cooperation with a dedicated in-vehicle device with a communication function.

  In a sixteenth aspect of the present invention, in the vehicle control system according to the fifteenth aspect of the present invention, the passage of a non-mounted vehicle that is not equipped with the dedicated vehicle-mounted device is suppressed or prevented from passing at a service intersection where the vehicle control by the vehicle control system is applied. In order to be prohibited, navigation means for guiding the passage route of the non-mounted vehicle is provided.

  According to a seventeenth aspect, in the vehicle control system according to the sixteenth aspect, the navigation means includes a map database that records the latest intersection information regarding the service intersection.

  According to an eighteenth aspect of the present invention, in the vehicle control system according to the fifteenth aspect of the present invention, the priority setting means is a vehicle equipped with the dedicated in-vehicle device relative to a non-mounted vehicle not equipped with the dedicated in-vehicle device. Also, a low priority is set.

  According to a nineteenth aspect of the present invention, in the vehicle control system according to the eighteenth aspect of the present invention, information providing whether or not the non-mounted vehicle can be viewed by the driver of the non-mounted vehicle in a manner that allows the driver of the non-mounted vehicle to visually check the non-mounted vehicle. The providing means is installed at an intersection.

  According to a twentieth aspect, in the vehicle control system according to the sixteenth aspect, monitoring means for identifying a non-mounted vehicle that has passed through the service intersection without following the guidance of the traffic route by the navigation means is installed at the intersection. It is characterized by that.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control system which can implement | achieve the smooth and efficient traffic in an intersection can be obtained.

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

  FIG. 1 is a system configuration diagram showing an embodiment of a vehicle control system according to the present invention. FIG. 1 shows a vehicle-side configuration and a control-side configuration. The vehicle-side configuration shown in FIG. 1 is a configuration related to one vehicle, but the same configuration is mounted on each vehicle related to the present system. Similarly, although the control side structure shown in FIG. 1 is a structure concerning one intersection, the same structure is set to each intersection relevant to this system.

  As shown in FIG. 1, the vehicle-side configuration is mounted on a vehicle, and includes a vehicle speed recording device 10, a high-accuracy position specifying device 12, a communication device 14, a braking / driving force generating device 16, and an accelerator pedal reaction force generating device 18. Prepare.

  The vehicle speed recording device 10 records the speed history of the vehicle based on the sensor output of the wheel speed sensor, for example.

  The high-accuracy positioning device 12 has a high-precision positioning function by, for example, RTK-GPS (real-time kinematic global positioning system) or a carrier phase type positioning method. The high-accuracy position specifying device 12 specifies the azimuth and current position of the host vehicle based on the positioning result obtained by GPS positioning.

  The communication device 14 communicates with other vehicles and / or the control side, and realizes so-called vehicle-to-vehicle communication and / or road-to-vehicle communication. There are no particular restrictions on the performance and shape of the antenna, the method used for communication, the frequency band, and the like, and may be arbitrary. Various techniques and device configurations have already been proposed for vehicle-to-vehicle communication and road-to-vehicle communication, and further specific examples of the communication device 14 will be apparent to those skilled in the art.

  The braking / driving force generating device 16 includes a braking force generating device including a brake (mechanical brake) arranged for each wheel and a regenerative brake by a motor generator. In the case of mechanical brakes, each brake is electrically controlled according to the amount of operation of the brake pedal by the driver by an actuator provided for each brake, and automatically automatically for each wheel as necessary. To be controlled. The braking / driving force generating device 16 also includes a driving force generating device such as an engine or an electric motor. The electric motor may operate using a secondary battery or a fuel cell as a power source.

  In the present embodiment, the braking / driving force generating device 16 generates a braking force and / or a driving force in accordance with a control signal received from the control side via the communication device 14 as will be described later. Even during acceleration / deceleration control by such intervention, when the driver performs an independent brake operation, braking by the brake operation is preferentially realized. This is because even during acceleration / deceleration control by intervention, the driver should give the highest priority to braking intention with particular emphasis on safety.

  The accelerator pedal reaction force generator 18 controls the reaction force of the accelerator pedal by an actuator set on the accelerator pedal operated by the driver with his / her foot, and has a size corresponding to the intervention braking state by the braking / driving force generator 16. The accelerator pedal reaction force is generated. Various methods and device configurations have already been proposed for controlling the accelerator pedal reaction force, and specific examples will be apparent to those skilled in the art.

  The control side configuration is a base station or relay station installed as an infrastructure, and may be arranged at each intersection (in particular, an intersection without a traffic signal) or may be arranged so as to control a plurality of intersections.

  As shown in FIG. 1, the control side configuration includes an environmental force generation unit 20, a priority setting unit 22, a coordinate conversion unit 24, a target vehicle selection unit 26, a vehicle detection unit 27, and a communication device 28. The vehicle side and the control side are configured to be capable of bidirectional communication (road-to-vehicle communication) via the communication device 14 and the communication device 28, respectively.

  Next, with reference to FIG. 2, the flow of main processes realized in the vehicle control system according to the present invention will be described. The intersection passage determination algorithm shown in FIG. 2 is constructed from the viewpoint of realizing smooth and efficient traffic at the intersection, and a plurality of vehicles entering the intersection are shifted in time to pass through the intersection. Is.

  In the following description with reference to FIG. 2, the vehicle side and the control side basically cooperate to realize the intersection passage determination algorithm. However, various functional units 20 to 26 may be set on the vehicle side, and a plurality of vehicles may cooperate to autonomously realize an intersection passage determination algorithm via inter-vehicle communication. It is also possible to set some of the various function units 20 to 26. When all of the various functional units 20 to 26 are set on the vehicle side, the control side, that is, the infrastructure itself is not necessary.

  Referring to FIG. 2, the control side detects a vehicle approaching the intersection by the vehicle detection unit 27 by road-to-vehicle communication with each vehicle by the communication device 28 (S210). For example, the control side detects a vehicle within a predetermined area or a predetermined time radius from the intersection center. In a configuration in which a plurality of vehicles cooperate to autonomously realize an intersection passage determination algorithm via inter-vehicle communication, each vehicle has its own vehicle intersection based on its vehicle position information and road information. Detecting approach to

  The control side acquires the detected position and speed of each vehicle by road-to-vehicle communication with each vehicle by the communication device 28 (S220). In a configuration in which a plurality of vehicles cooperate to autonomously realize an intersection passage determination algorithm via inter-vehicle communication, each vehicle acquires the position and speed of another vehicle via inter-vehicle communication. .

  Next, the target vehicle selection unit 26 on the control side selects a vehicle that is likely to intersect among the vehicles approaching the intersection (S230). Here, the term “intersection” is different from “collision”. That is, in this embodiment, as will be described in detail below, since the approaching mode of each vehicle to the intersection is controlled in advance according to an appropriate priority set before the intersection, the possibility of a collision at the intersection is theoretically Therefore, a vehicle having a possibility of crossing has only the meaning of “a vehicle approaching from an intersection at a different direction”. Specific examples of the selection of vehicles that are likely to cross each other include, for example, a vehicle traveling in the same direction in the same lane with respect to a certain target vehicle, an oncoming vehicle when the target vehicle goes straight through an intersection, a target vehicle Vehicles traveling on a road that intersects with the traveling road, vehicles traveling on places other than the road (for example, slowly traveling in a parking lot along the road), and vehicles moving away from the intersection are not eligible. Similarly to the vehicle of interest, a vehicle that is traveling toward the intersection and the inner product of the velocity vectors with the vehicle of interest is 0 or close to 0 is selected. In the configuration in which a plurality of vehicles cooperate to autonomously realize the intersection passage determination algorithm via inter-vehicle communication, the own vehicle is the vehicle of interest, and other vehicles that may be crossed with the own vehicle. Will be selected.

  Next, the priority setting unit 22 on the control side determines a priority order or priority (hereinafter simply referred to as “priority order”) for each vehicle that may be crossed in accordance with a predetermined priority setting algorithm (hereinafter referred to as “priority order”). S240). The priority setting algorithm is basically constructed from the viewpoint of realizing smooth and efficient traffic at an intersection. The priority order may be determined in two stages (that is, with or without priority), or may be determined in three or more stages. In the following, the priority is expressed as high and low, but in the case of a configuration in which the priority is expressed in two stages, the high priority is a case where there is a priority, and the low priority is a case where there is no priority. is there. In the case of a configuration in which the priority order is expressed in three stages, a high priority means that the priority is relatively high or there is a lower priority. Unless otherwise specified, the priority order Does not necessarily mean that is at the top. In addition, the term “non-priority vehicle” used in the following means a vehicle that does not have priority (in the case of a configuration in which the priority order is expressed in two stages) or a vehicle that does not have the highest priority order. The “highest priority vehicle” means a vehicle having a priority (in the case of a configuration in which the priority is expressed in two stages) or a vehicle having the highest priority.

  The processing for determining the priority order in this step 240 is performed individually for all the vehicles entering the intersection. In a configuration in which a plurality of vehicles cooperate to autonomously realize an intersection passage determination algorithm via inter-vehicle communication, a plurality of vehicles having the possibility of crossing proceeding toward the same intersection Since each vehicle knows each other's position information (and vehicle speed information) and all vehicles determine priority based on the same priority setting algorithm, the same conclusion can be obtained in any vehicle, contradiction Does not occur.

  The priority order determination process may be based on an arbitrary priority setting algorithm as long as it is common to all the vehicles and no contradiction occurs. The priority determination process is repeatedly executed for each vehicle until the vehicle passes through the intersection. This is because, for example, when a vehicle suddenly decelerates or stops due to a front obstacle or the like, or enters a parking lot along a road, the priority can change. In addition, when the highest priority vehicle finishes passing the intersection, the priority order of the other vehicles is increased and a new highest priority vehicle is determined.

  In this way, when priorities are determined for a plurality of vehicles having the possibility of crossing, a time difference is generated so that a vehicle other than the highest priority vehicle does not pass the intersection until the highest priority vehicle passes the intersection as a non-priority vehicle. Move on to processing. When the priority order is determined, the priority order may be notified to the driver in each vehicle.

  That is, after the prioritization (S240), the coordinate conversion unit 24 performs a coordinate conversion process on the non-prioritized vehicle (S250). Note that the vehicle set as the highest priority is not subjected to any control intervention for deceleration by the control side, and the vehicle speed as operated by the driver is allowed. In this coordinate conversion process, the position and speed of each target vehicle are converted into an orthogonal coordinate system corresponding to the intersection shape (that is, each target vehicle is converted into a coordinate point having a respective speed vector). .

  Next, the environmental force generation unit 20 on the control side applies the environmental force algorithm to the non-prioritized vehicle. Specifically, the environmental force generation unit 20 can intersect the position and speed obtained by orthogonal coordinate conversion relating to the top priority vehicle on the road of the vehicle having a lower priority than the top priority vehicle (that is, crossover with the top priority vehicle). Mapping on the road where the vehicle having the characteristic exists), the mapped highest priority vehicle is regarded as the preceding vehicle, and the following environmental force regarding the following vehicle is calculated (S260). The following environmental force is an environmental force that is received from the field so that the following vehicle does not collide with the preceding vehicle, as described in Japanese Patent Application Laid-Open No. 8-115777 (Patent Document 2). Therefore, by decelerating the following vehicle (non-priority vehicle) of the virtual preceding vehicle as receiving the following environmental force from the virtual preceding vehicle, the highest priority vehicle does not cross the vehicle with higher priority than the highest priority vehicle at the intersection. Can be.

  Here, according to Patent Document 2, the following environmental force C is

と表される（特許文献２の段落［００５５］の記載参照）。ここで、ａは運転者固有の最大加速度であり、ｘ及びｘ’は非優先車両の位置及び速度であり、ｘ_−１及びｘ’_−１は先行車両の位置及び速度であり、Ｔは運転者固有の車間時間であり、Ｌは運転者固有の停止時車間距離であり、ｐは環境条件の有効な範囲の大きさを決めるパラメータである。

(Refer to paragraph [0055] of Patent Document 2). Where a is the driver's specific maximum acceleration, x and x ′ are the position and speed of the non-priority vehicle, x ₋₁ and x ′ ₋₁ are the position and speed of the preceding vehicle, and T is the driving The vehicle-to-vehicle time unique to the driver, L is the driver-specific vehicle-to-vehicle distance, and p is a parameter that determines the size of the effective range of environmental conditions.

Here, when the position and speed of the mapped virtual leading vehicle are y ₋₁ and y ′ ₋₁ , the above equation (1) is

と書き換えることができる。ここで、Ｔ_{ｃｒｏｓｓ}は運転者固有の交錯車間時間であり、Ｌ_{ｃｒｏｓｓ}は運転者固有の交錯停止時車間距離である。

Can be rewritten. Here, T _cross is a driver-specific inter-vehicle time, and L _cross is a driver-specific inter-vehicle distance at the time of crossing stop.

y ₋₁ and y ′ ₋₁ are obtained by orthogonal coordinate transformation,

である。ここで、ｙ及びｙ’は仮想先行車両の位置及び速度であり、（Ｘ_ｓｉｇ，Ｙ_ｓｉｇ）は交差点位置である。ここで、式（４）の右辺には２階微分が入っているため、これを解くと解が２つ現れ、一方の解が発散してしまう。そこで、本実施態様では、便宜上、２階微分の項を丸めて、式（４）を

It is. Here, y and y ′ are the position and speed of the virtual preceding vehicle, and (X _sig , Y _sig ) is the intersection position. Here, since the second order differential is included in the right side of the equation (4), two solutions appear when this is solved, and one solution diverges. Therefore, in this embodiment, for convenience, the second-order differential term is rounded, and Equation (4) is

と変形して用いるものとする。これによる実質的な問題は生じない。

It shall be used after being modified. This does not cause a substantial problem.

  In this way, when the following environmental force is calculated for each vehicle that receives the following environmental force when the highest priority vehicle is a virtual preceding vehicle, the control side responds to the calculated environmental force. Thus, the braking / driving force generating device 16 of each vehicle is instructed for the braking force to be generated (S270). In response to this, the braking / driving force generating device 16 of each vehicle is operated to realize deceleration and / or vehicle speed according to the calculated environmental force, and in each vehicle, deceleration, slowdown or temporary stop line as required. Stop at is realized. The following environmental power of each vehicle may be calculated as a virtual preceding vehicle, in addition to the calculation method described above, as a virtual preceding vehicle, or all of the higher ranks than the vehicle. May be calculated by accumulating the following environmental forces calculated as virtual preceding vehicles.

  In this step 270, the accelerator pedal reaction force generator 18 responds to the braking force generated by the braking / driving force generator 16 to transmit to the vehicle occupant (especially the driver) that the speed control is being performed on the vehicle side. Control the accelerator pedal reaction force. Accordingly, the driver (and other occupants) are visually, audibly, and / or tactilely notified that the brake is automatically applied, so that the situation can be grasped.

  In order to allow each vehicle to pass through the intersection smoothly with a time difference, it is permitted that the lower priority vehicle is temporarily stopped. However, from the viewpoint of facilitating traffic, it is preferable that the vehicle speed of the non-priority vehicle is controlled so that a vehicle that stops temporarily is not generated as much as possible.

  If the vehicle is temporarily stopped, the vehicle is provided with a start support for starting from the temporarily stopped state by the crossing start determination support algorithm (S280). Various methods have already been proposed for the crossing start decision support algorithm, and specific examples will be apparent to those skilled in the art. For example, for simplicity, the control side grasps the approach direction (straight forward, left / right turn) of each waiting vehicle by road-to-vehicle communication, and when the priority of the waiting vehicle becomes the highest, An instruction may be issued to the accelerator pedal reaction force generator 18 so that the accelerator pedal reaction force control of the vehicle is released, so that the driver can grasp the start permission state.

  As described above, according to the present embodiment, two or more vehicles having the possibility of crossing can pass through the intersections without contacting and colliding with a time difference while minimizing the deceleration of each vehicle. Smooth traffic is realized as if the intersecting roads are three-dimensionally intersecting while existing on the same two-dimensional plane at the intersection where there is no traffic signal.

  Next, on the premise of the basic embodiment described above, the characteristic priority setting mode by the priority setting unit 22 will be described in several embodiments.

  FIG. 3 is a flowchart illustrating a main part of the priority setting algorithm (S240 in FIG. 2) according to the first embodiment. The priority setting algorithm according to the first embodiment is not contrary to the above-described or other priority setting algorithms described later, and can be applied in any combination.

  First, the priority setting unit 22 determines that the distance to the intersection is L1 based on the current position information (positioning result of the high-accuracy position specifying device 12 in each vehicle) acquired through road-to-vehicle communication with each vehicle. The vehicle which is L2 [m] is specified (S300). Here, the predetermined distance L1 is a point where priority should be set, and is determined in advance according to the feature / feature of the intersection (road width, distance to adjacent intersection, legal speed, etc.). The predetermined distance L2 is obtained by adding the margin distance ΔL in consideration of the GPS positioning error to the predetermined distance L1 (that is, L2 = L1 + ΔL). However, the point that is a predetermined distance L2 before the intersection is preferably the start point of the area to which the environmental power algorithm is applied.

  The priority setting unit 22 determines the GPS positioning accuracy of the high-accuracy position specifying device 12 mounted on each specified vehicle (S302). The GPS positioning accuracy is the positioning accuracy of the high-accuracy position specifying device 12 in each vehicle, and is determined according to the positioning method used in each high-accuracy position specifying device 12. For example, a high-accuracy positioning device 12 based on a carrier phase positioning method that takes a double phase difference has a higher GPS positioning accuracy than a high-accuracy positioning device 12 based on a carrier phase positioning method that takes only a single phase. To be judged. In addition, the priority setting part 22 may acquire the information regarding the GPS positioning accuracy of the high-precision positioning device 12 in each vehicle every time via road-to-vehicle communication with each vehicle, or the GPS positioning accuracy of each vehicle. May be recorded in the map in association with the ID of each vehicle when the GPS is acquired, and thereafter the GPS positioning accuracy of each vehicle may be determined based on the map.

  Next, the priority setting unit 22 assigns priorities corresponding to the GPS positioning accuracy of the high-accuracy position specifying device 12 mounted on those vehicles within the range of distances L1 to L2 to the intersection. (S304). At this time, a higher priority is given to a vehicle on which the high-accuracy position specifying device 12 with higher accuracy is mounted. In this way, each vehicle is given priority when entering the L2 before the intersection. Therefore, the priority given in this step 304 is valid only between the vehicles specified in step 300. However, the priority setting unit 22 determines the priority already given by the process of this step 304 before the previous cycle (that is, the vehicle whose distance to the intersection has already been within L1 at the time of the current priority assignment process). In consideration of the priorities given at the time of the previous processing), it is also possible to give priorities that are valid among all vehicles within the distance L2 to the intersection. In this case, among the vehicles whose distance to the intersection is in the range of L1 to L2, the vehicle having the highest GPS positioning accuracy is the vehicle whose distance to the intersection is within L1 and has not yet passed through the intersection. Among the priorities already assigned to (i.e., assigned priorities), one priority lower than the lowest priority is assigned.

  When priorities are given in this way, an environmental force algorithm is applied to each vehicle according to the priorities (see S270 in FIG. 2).

  Next, the priority setting unit 22 monitors the relationship between the distance to the intersection of each vehicle that changes thereafter and the priority given in the above step 304, and corrects the given priority if necessary ( S306). For example, when a vehicle with a low priority due to inferior GPS positioning accuracy is closer to the intersection than the high priority vehicle by a margin distance ΔL or more, the priority setting unit 22 prioritizes these two vehicles. Change the order. That is, a high priority is given to a vehicle given a low priority because GPS positioning accuracy is inferior. Note that such priority order correction processing is not necessary in principle, and functions as fail-safe only. This is because, as described above, a vehicle with a low priority is forced to decelerate by the action of the environmental force as described above (see S270 in FIG. 2), and therefore a higher priority with a greater deceleration. This is because the vehicle will not be closer to the intersection by the margin distance ΔL or more than the high priority vehicle unless the other vehicle decelerates on its own.

  Thus, according to the present embodiment, the difference in the GPS positioning accuracy of the high-accuracy position identifying device 12 in each vehicle is compensated while based on the rule that gives a higher priority to those who approach the intersection earlier. It is possible to correct unfairness and inconvenience due to the difference in GPS positioning accuracy of the high-accuracy position specifying device 12 of each vehicle, and to assign an appropriate priority. Further, the absurdity that a high priority is given to a vehicle on which the high-accuracy position specifying device 12 is mounted so that a low priority is given to the vehicle because the high-precision position specifying device 12 is mounted. Can be prevented, and the reliability of the control can be improved.

  In addition, in the structure which implement | achieves an intersection passage judgment algorithm autonomously via vehicle-to-vehicle communication in cooperation with a plurality of vehicles, each vehicle has a high-accuracy position specifying device of the own vehicle. By comparing the GPS positioning accuracy with other vehicles whose distance to the intersection is within the range of L1 to L2 by vehicle-to-vehicle communication at the time of being within L2 based on the positioning result by 12 Can be determined. In this case, for example, if the GPS positioning accuracy of the high-accuracy position specifying device 12 in the other vehicle is higher than the GPS positioning accuracy of the own vehicle, a higher priority is set for the other vehicle than the own vehicle. Similarly, each vehicle may monitor the relationship between the distance to the intersection of each vehicle that changes thereafter and the priority order, and correct the priority order as necessary.

  FIG. 4 is a flowchart illustrating a main part of the priority setting algorithm (S240 in FIG. 2) according to the second embodiment. The priority setting algorithm according to the second embodiment is not contrary to the above-described or other priority setting algorithms described later, and can be applied in any combination.

  First, the priority setting part 22 specifies the vehicle which exists in a priority setting area based on the present position information acquired through road-to-vehicle communication with each vehicle (S400). Here, the priority setting section may be a section within the range of L1 to L2 [m] before the intersection as in the first embodiment. Here, in order to prevent the explanation from becoming complicated, it is assumed that the GPS positioning accuracy of the high-accuracy positioning device 12 in each vehicle is the same, but the difference in GPS positioning accuracy as in the first embodiment is taken into consideration. It is possible to do.

  The priority setting unit 22 determines whether or not each vehicle in the priority setting section is traveling according to each guidance route by the navigation system mounted on the vehicles (S402). As is well known, the guidance route of the navigation system is a route (recommended route) that is searched according to the destination set by the user and displayed on the map on the display of the navigation system.

  Next, the priority setting unit 22 predicts an approach mode at the intersection of each vehicle for each vehicle existing in the priority setting section (S403). Here, there are three types of approach modes: a mode of going straight through an intersection, a mode of turning left, and a mode of turning right. For vehicles that are traveling according to the guidance route of the navigation system, the approach manner according to the guidance route is determined (that is, the guidance route is determined) unless a different approach manner is indicated by the direction indicator. If the vehicle is instructed to go straight at the intersection, the approach mode of the vehicle is determined to be “straight”). For vehicles that are not traveling according to the guidance route of the navigation system, it is determined that the vehicle will go straight through the intersection unless a different approach mode is indicated by the direction indicator.

  Next, the priority setting unit 22 assigns priorities according to the determination results in steps 402 and 403 (S404). At this time, the priority setting unit 22 gives higher priority to a vehicle predicted to go straight than a vehicle predicted to turn left or right. This is because a vehicle that makes a right or left turn needs to be decelerated before the intersection, so that it is more energy efficient to apply an environmental force to the vehicle. However, when there are a plurality of vehicles that are predicted to go straight ahead, a higher priority is given to a vehicle that is traveling according to the guidance route than a vehicle that is not traveling according to the guidance route. In addition, when there are a plurality of vehicles that are predicted to travel straight and follow the guidance route, a higher priority is given in order from the vehicle whose distance to the intersection is closer to L1. Similarly, when there are a plurality of vehicles that are predicted to go straight and are not traveling according to the guidance route, the vehicle is given a higher priority in order from the vehicle whose distance to the intersection is closer to L1 (however, as described above). , A lower priority is given than the vehicle traveling along the guide route.) Note that the priority given in this step 404 is valid only between the vehicles specified in step 400. However, the priority setting unit 22 determines the priority already given by the processing of this step 404 before the previous cycle (that is, the vehicle whose distance to the intersection has already been within L1 at the time of the current priority assignment processing). In consideration of the priority order given at the time of the previous processing), a priority order that applies to all vehicles within the distance L2 to the intersection may be given.

  When priorities are given in this way, an environmental force algorithm is applied to each vehicle according to the priorities (see S270 in FIG. 2).

  Next, the priority setting unit 22 monitors the relationship between the distance to the intersection of each vehicle that changes thereafter and the priority given in the above step 404, and corrects the given priority if necessary ( S406). For example, when a vehicle with a low priority is closer to the intersection than the vehicle with a high priority by a margin distance ΔL or more, the priority setting unit 22 switches the priority of these two vehicles. That is, a high priority is assigned to a vehicle with a low priority. Note that such priority order correction processing is not necessary in principle, and functions as fail-safe only. This is because, as described above, a vehicle with a low priority is forced to decelerate from that time by the action of the environmental force as described above (see S270 in FIG. 2). As long as the vehicle does not decelerate voluntarily (for example, when it was scheduled to go straight but decelerated to turn right), it would not be closer to the intersection than the higher priority vehicle by a margin distance ΔL or more. is there.

  As described above, according to the present embodiment, a vehicle that is not traveling according to the guidance route is based on a rule that gives a vehicle that is scheduled to go straight ahead higher priority than a vehicle that is scheduled to turn left or right. By assigning a low priority, it is possible to realize a robust control that is not easily affected by an uncertain approach mode in a vehicle that is not traveling according to the guide route. That is, a vehicle that is not traveling according to the guidance route is more difficult to predict the approach mode at the intersection than a vehicle that is traveling according to the guidance route, and therefore must be predicted to go straight unless there is a clear indication of intention. However, with the rule that straight ahead has priority over left and right turns, a sudden change in priority is required due to a sudden right or left turn intention indication of a vehicle that is traveling according to the guidance route, or it is already The performed deceleration control is wasted (useless energy loss occurs). In this embodiment, it is possible to effectively prevent such inconvenience by giving a low priority to the vehicle not traveling according to the guidance route from the beginning.

  In a configuration in which a plurality of vehicles cooperate to autonomously realize an intersection passage determination algorithm via inter-vehicle communication, each vehicle is guided to each other by inter-vehicle communication within the priority setting section. The priority order may be determined by comparing the compliance status. Similarly, each vehicle may monitor the relationship between the distance to the intersection of each vehicle that changes thereafter and the priority order, and correct the priority order as necessary.

  FIG. 5 is a flowchart illustrating a main part of the priority setting algorithm (S240 in FIG. 2) according to the third embodiment. The priority setting algorithm according to the third embodiment is not contrary to the other priority setting algorithms described above or described later, and can be applied in any combination. The third embodiment relates to a priority changing method that is performed as necessary after the priority is determined as described above. Therefore, the third embodiment relates to the processing in the above steps 306 and 406 when combined with the first and second embodiments.

  In the third embodiment, as a premise, when priority is given, voluntary acceleration operation by the driver is basically prohibited in each vehicle, and only voluntary braking operation by the driver is allowed. .

  After assigning priorities according to appropriate rules as described above (S500), the priority setting unit 22 monitors whether or not a braking operation has been performed by the driver in each vehicle that has been given priorities (S502). . When the driver does not perform a braking operation, in principle, the priority order of each vehicle is maintained without being changed (S504). On the other hand, when a braking operation is performed by the driver, the priority setting unit 22 determines the priority of a vehicle for which the braking operation has been performed (hereinafter referred to as “braking vehicle”), and is lower than the priority. A priority order change process is performed between the vehicle to which the priority order is given (two or more vehicles are possible) and the braking vehicle (S506). That is, the priority order of the braking vehicle is lowered, and accordingly, the priority order of the vehicle to which the priority order lower than that of the braking vehicle is given is raised. Moreover, since the vehicle following the braking vehicle is also affected by the braking of the braking vehicle, the priority order may be corrected.

  As described above, according to this embodiment, assuming that a braking operation is performed by the driver, the priority order is readjusted even after the priority order is given, so that the priority determination mode is flexible. Thus, it is possible to flexibly cope with the voluntary braking operation by the driver after the priority is given, and to minimize the influence on the traffic smoothness.

  In a configuration in which a plurality of vehicles cooperate to autonomously realize an intersection passage determination algorithm via inter-vehicle communication, a vehicle for which a braking operation has been performed after priority determination has a higher priority than the vehicle. What is necessary is just to abandon and transfer one's own priority with respect to a low vehicle via vehicle-to-vehicle communication.

  FIG. 6 is a flowchart illustrating a main part of the priority setting algorithm (S240 in FIG. 2) according to the fourth embodiment. The priority setting algorithm according to the fourth embodiment is not contrary to the other priority setting algorithms described above or described later, and can be applied in any combination.

  First, the priority setting unit 22 specifies a vehicle that exists in the priority setting section based on the current position information acquired through road-to-vehicle communication with each vehicle (S600). Here, the priority setting section may be a section within the range of L1 to L2 [m] before the intersection as in the first embodiment. Here, in order to prevent the explanation from becoming complicated, it is assumed that the GPS positioning accuracy of the high-accuracy positioning device 12 in each vehicle is the same, but the difference in GPS positioning accuracy as in the first embodiment is taken into consideration. It is possible to do.

  Next, the priority setting unit 22 predicts an approach mode at the intersection of each vehicle for each vehicle existing in the priority setting section (S602). As described above, there are three types of approach modes: a mode of going straight through an intersection, a mode of turning left, and a mode of turning right. For vehicles that are traveling according to the guidance route of the navigation system, the approach manner according to the guidance route is determined unless a different approach manner is indicated by the direction indicator. For vehicles that are not traveling according to the guidance route of the navigation system, it is determined that the vehicle will go straight through the intersection unless a different approach mode is indicated by the direction indicator.

  Next, the priority setting unit 22 assigns priorities according to the prediction result of the approach mode at the intersection of each vehicle (S604). At this time, the priority setting unit 22 gives higher priority to a vehicle predicted to go straight than a vehicle predicted to turn left or right. This is because a vehicle that makes a right or left turn needs to be decelerated before the intersection, and it is more efficient to apply an environmental force to the vehicle. In addition, when there are a plurality of vehicles that are predicted to go straight ahead, the priority setting unit 22 gives a higher priority to the left vehicle on the left side when viewed from its own vehicle. That is, the principle of left priority is applied, and the vehicle coming from the left side is given priority. It should be noted that the priority order given in step 604 is valid only between the vehicles specified in step 600. However, the priority setting unit 22 determines the priority already given by the process of this step 604 before the previous cycle (that is, the vehicle whose distance to the intersection has already been within L1 at the time of the current priority assignment process). In consideration of the priority order given at the time of the previous processing), a priority order that applies to all vehicles within the distance L2 to the intersection may be given.

  When priorities are given in this way, an environmental force algorithm is applied to each vehicle according to the priorities (see S270 in FIG. 2).

  Next, the priority setting unit 22 monitors whether or not the intention to change the course has been newly displayed in each vehicle that has been predicted to go straight and assigned a high priority (S606). In the case of a vehicle that is predicted to go straight, if the intention to change the route is not newly displayed, the priority order of each vehicle is maintained without being changed (S608). On the other hand, the priority setting unit 22 determines the priority order of the vehicle (hereinafter referred to as “route changing vehicle”) when the intention display of the course change (that is, the intention display of the right or left turn) is newly indicated. Then, priority order change processing is performed between a vehicle (two or more vehicles) to which a priority lower than the priority is given and the route change vehicle (S610). That is, the priority of the route change vehicle is lowered, and accordingly, a vehicle that is given a lower priority than the braking vehicle, particularly the right vehicle that is on the right side when viewed from the route change vehicle and that the intention to go straight at the intersection is detected, Increase the priority. Moreover, since the vehicle following the braking vehicle is also affected by the braking of the braking vehicle, the priority order may be corrected.

  As described above, according to the present embodiment, the priority order is set on the assumption that a new course change intention display is performed after the priority order is given in accordance with the rule of straight ahead and left vehicle priority. By re-adjusting the priority order even after the assignment, it is possible to flexibly cope with the intention to change the course and to minimize the influence on the smoothness of traffic.

  In addition, in the configuration in which a plurality of vehicles cooperate to autonomously realize the intersection passage determination algorithm via inter-vehicle communication, each vehicle enters each other in the priority setting section by inter-vehicle communication. The priority order may be determined by comparing the (course). In addition, the vehicle that has indicated the intention to change the course after the priority is determined is a vehicle that has a lower priority than the vehicle, in particular, a right vehicle that is on the right side when viewed from the vehicle and that detects the intention to go straight at the intersection. On the other hand, it is only necessary to abandon and transfer one's own priority via inter-vehicle communication.

  FIG. 7 is a flowchart illustrating a main part of the priority setting algorithm (S240 in FIG. 2) according to the fifth embodiment. The priority setting algorithm according to the fourth embodiment is not contrary to the other priority setting algorithms described above or described later, and can be applied in any combination.

  First, the priority setting part 22 specifies the vehicle which exists in a priority setting area based on the present position information acquired through road-to-vehicle communication with each vehicle (S700). Here, the priority setting section may be a section within the range of L1 to L2 [m] before the intersection as in the first embodiment. Here, in order to prevent the explanation from becoming complicated, it is assumed that the GPS positioning accuracy of the high-accuracy positioning device 12 in each vehicle is the same, but the difference in GPS positioning accuracy as in the first embodiment is taken into consideration. It is possible to do.

  Next, the priority setting unit 22 applies general rules to give priority to each vehicle existing in the priority setting section (S702). As a general rule, for example, based on the vehicle speed information of each vehicle, first, a vehicle having a predetermined speed or less is set as a non-priority vehicle. Next, it is determined by the characteristics of the roads that intersect at the intersection. If there is a difference in the width of the road, the road with a wider width is given priority. If the road information has a special designation as one of the intersecting roads, it may be followed. Next, when the priorities according to the road characteristics are the same (for example, when the road widths are substantially equal), the priorities are given in the order of arrival at the point L1m before the intersection based on the position information (and vehicle speed information) of each vehicle. Attached. Next, if the priority is still not determined, the left priority principle is applied, and the vehicle coming from the left side is given priority.

  For example, when it is difficult to assign priorities according to such general rules, such as when a vehicle approaches an intersection substantially simultaneously from four directions (YES in S704), the priority setting unit 22 is an exceptional item after step 706. Start priority assignment processing by rules.

  Specifically, first, the priority setting unit 22 acquires vehicle information and occupant information of each vehicle through road-to-vehicle communication with each vehicle for which priority order is to be determined (S706). Vehicle information / occupant information is generated in each vehicle based on output signals from various sensors, various information stored in a memory, and the like. The vehicle information / occupant information of each vehicle may be acquired every time via road-to-vehicle communication with each vehicle, or after being acquired once, it is recorded on the map in association with the ID of each vehicle. Only the vehicle ID may be acquired and determined based on the map.

  Next, the priority setting unit 22 determines whether or not there is an emergency vehicle (for example, a fire engine or an ambulance) based on the acquired vehicle information / occupant information of each vehicle (S708). When an emergency vehicle exists, the priority setting unit 22 gives a high priority to the emergency vehicle.

  Next, the priority setting unit 22 determines whether or not there is a general vehicle carrying a person requiring urgent care, such as a sick person or a pregnant woman, based on the acquired vehicle information / occupant information of each vehicle. (S710). When there is a general vehicle carrying a sick person or the like, the priority setting unit 22 gives a high priority to the vehicle.

  Next, the priority setting unit 22 determines whether or not a public vehicle such as a bus exists based on the acquired vehicle information / occupant information of each vehicle (S712). When there is a public vehicle, the priority setting unit 22 gives a high priority to the vehicle.

  Next, the priority setting unit 22 determines whether there is a vehicle driven by the handicap driver based on the acquired vehicle information / occupant information of each vehicle (S714). When there is a vehicle driven by the handicap driver, the priority setting unit 22 gives a high priority to the vehicle.

  Next, the priority setting unit 22 determines whether there is a vehicle driven by an elderly person based on the acquired vehicle information and occupant information of each vehicle (S716). When a vehicle driven by an elderly person exists, the priority setting unit 22 gives a high priority to the vehicle.

  Next, the priority setting unit 22 determines whether there is a vehicle driven by an elderly person based on the acquired vehicle information / occupant information of each vehicle (S718). When there is a vehicle driven by a beginner, the priority setting unit 22 gives a high priority to the vehicle.

  As described above, according to the present embodiment, the priority order can be appropriately determined even in exceptional cases where it is difficult or impossible to determine the priority order according to the general rule. For example, for emergency vehicles, the highest priority may be given in preference to general rules. Further, in the above-described embodiment, emergency vehicles, general vehicles carrying sick persons, public vehicles, vehicles driven by handicap drivers, vehicles driven by elderly people, vehicles driven by beginners are in order of priority. Although given, such an order may be changed as needed.

  In this embodiment, high priority may be given to a vehicle with a large number of passengers in consideration of the transportation efficiency and stopping capability of each vehicle. For example, when buses compete with each other, a higher priority may be given to a bus with a larger number of passengers.

  FIG. 8 is a flowchart illustrating a main part of the priority setting algorithm (S240 in FIG. 2) according to the sixth embodiment. The priority setting algorithm according to the sixth embodiment is not contrary to the above-mentioned or other priority setting algorithms described later, and can be applied in any combination.

  First, the priority setting unit 22 specifies a vehicle that exists in the priority setting section based on the current position information acquired through road-to-vehicle communication with each vehicle (S800). Here, the priority setting section may be a section within the range of L1 to L2 [m] before the intersection as in the first embodiment. Here, in order to prevent the explanation from becoming complicated, it is assumed that the GPS positioning accuracy of the high-accuracy positioning device 12 in each vehicle is the same, but the difference in GPS positioning accuracy as in the first embodiment is taken into consideration. It is possible to do.

  Next, the priority setting unit 22 applies general rules to give priority to each vehicle existing in the priority setting section (S802). As a general rule, for example, based on the vehicle speed information of each vehicle, first, a vehicle having a predetermined speed or less is set as a non-priority vehicle. Next, it is determined by the characteristics of the roads that intersect at the intersection. If there is a difference in the width of the road, the road with a wider width is given priority. If the road information has a special designation as one of the intersecting roads, it may be followed. Next, when the priorities according to the road characteristics are the same (for example, when the road widths are substantially equal), the priorities are given in the order of arrival at the point L1m before the intersection based on the position information (and vehicle speed information) of each vehicle. Attached.

  For example, when it is difficult to assign priorities according to such general rules, such as when a vehicle approaches an intersection from two or more directions at approximately the same time (YES in S804), the priority setting unit 22 performs an exception after step 806. The priority order giving process based on a general rule is started.

  Specifically, first, the priority setting unit 22 acquires vehicle attribute information of each vehicle through road-to-vehicle communication with each vehicle for which the priority order should be determined (S806). The vehicle attribute information is information relating to individual attributes of the vehicle such as brake performance and acceleration performance that may vary from vehicle to vehicle. In this example, the vehicle attribute information is geographical information relating to the use base of the vehicle. Specifically, the geographical information is an address (area name, prefecture name) indicating the address of the garage of the vehicle, the address of the owner, and the main action range (for example, derived based on the actual movement trajectory). It may be. The vehicle attribute information may be acquired every time through road-to-vehicle communication with each vehicle, or after being acquired once, it is recorded on the map in association with the ID of each vehicle, and thereafter only the ID of each vehicle is acquired. Then, the determination may be made based on the map.

  Next, the priority setting unit 22 determines whether there is a local vehicle (a vehicle driven by a local resident or a vehicle based in an area near an intersection) based on the acquired vehicle attribute information of each vehicle. (S808). When there is a local vehicle, the priority setting unit 22 gives a high priority to the local vehicle. When there is no local vehicle, the priority setting unit 22 applies the left-priority principle and gives a high priority to the vehicle coming from the left side.

  As described above, according to the present embodiment, a high priority is given to a vehicle that is driven by a driver who is familiar with the geography around the intersection, so that it occurs in a vehicle that is driven by a driver who is not familiar with the geography around the intersection. It is effectively prevented that the smoothness of traffic at the intersection is impaired by a sudden change of course or deceleration that is easy to perform.

  In the present embodiment, from the same point of view, the number of times of use (number of times of passage) of each vehicle intersection is counted for each intersection and recorded in association with the ID of each vehicle. It is also possible to give a high priority to vehicles that are more than the number of times.

  FIG. 9 is a flowchart illustrating a main part of the priority setting algorithm (S240 in FIG. 2) according to the seventh embodiment. The priority setting algorithm according to the seventh embodiment is not contrary to the above-described or other priority setting algorithms described later, and can be applied in any combination.

  First, the priority setting unit 22 specifies a vehicle that exists in the priority setting section based on the current position information acquired through road-to-vehicle communication with each vehicle (S900). Here, the priority setting section may be a section within the range of L1 to L2 [m] before the intersection as in the first embodiment. Here, in order to prevent the explanation from becoming complicated, it is assumed that the GPS positioning accuracy of the high-accuracy positioning device 12 in each vehicle is the same, but the difference in GPS positioning accuracy as in the first embodiment is taken into consideration. It is possible to do.

  Next, the priority setting unit 22 acquires the ID (vehicle ID) of each vehicle as vehicle attribute information of each vehicle via road-to-vehicle communication with each vehicle existing in the priority setting section (S902). . If the vehicle ID is an appropriate ID code such as an automobile registration number (including non-affiliated special vehicles), a land transportation office jurisdiction code, a communication radio station identification code (eg, telephone number, call sign, IP number, etc.) Good.

  The priority setting unit 22 refers to a predetermined priority setting map in association with each vehicle ID, and assigns a priority corresponding to each vehicle ID to each vehicle (S904). The correspondence relationship between each vehicle ID and priority is defined so that, in principle, a high priority is set for vehicles with high urgency / publicity. It may be defined such that a higher priority is set in chronological order. For example, it may be defined that a higher priority is set for a general vehicle as the vehicle registration is newer (or older). Further, for the purpose of leveling fairness, the correspondence relationship between each vehicle ID and the priority order may be periodically changed. Or a priority may be periodically raised with respect to a vehicle of a good driver or a vehicle with high traffic norm compliance.

  In a configuration in which a plurality of vehicles cooperate to autonomously realize an intersection passage determination algorithm via inter-vehicle communication, each vehicle is assigned to a common priority setting map in which the same correspondence is defined. By doing so, it is possible to autonomously determine the priority order without contradiction based on the common priority order setting map.

  FIG. 10 is a flowchart illustrating the main part of the priority setting algorithm (S240 in FIG. 2) according to the eighth embodiment. Note that the priority setting algorithm according to the eighth embodiment is not contrary to the other priority setting algorithms described above, and can be applied in any combination.

  First, the priority setting part 22 specifies the vehicle which exists in a priority setting area based on the present position information acquired through road-to-vehicle communication with each vehicle (S910). Here, the priority setting section may be a section within the range of L1 to L2 [m] before the intersection as in the first embodiment. Here, in order to prevent the explanation from becoming complicated, it is assumed that the GPS positioning accuracy of the high-accuracy positioning device 12 in each vehicle is the same, but the difference in GPS positioning accuracy as in the first embodiment is taken into consideration. It is possible to do.

  Next, the priority setting unit 22 acquires the size (for example, wheelbase length, weight) of each vehicle as vehicle attribute information of each vehicle through road-to-vehicle communication with each vehicle existing in the priority setting section. (S912).

  Next, the priority setting unit 22 determines whether or not a plurality of vehicles form a group (convoy) and approach the intersection (S914). For example, when there are a plurality of vehicles that travel in the same direction while satisfying a predetermined inter-vehicle distance and a predetermined speed difference, the priority setting unit 22 may determine that the plurality of vehicles form a group.

  For example, as in the intersection situation shown in FIG. 11A, when a plurality of vehicles are approaching the intersection in a group (convoy) (YES in S914), the priority setting unit 22 The length (for example, the sum of the lengths of each vehicle (wheelbase length) or a length obtained by adding the distance between the vehicles to the total length) is replaced with the size of the leading vehicle in the group (S916).

  Next, the priority setting unit 22 compares the sizes of the leading vehicles approaching the intersection from each direction, and gives a higher priority to the larger size (S918). Therefore, as described above, the first vehicle in the vehicle group is given higher priority than the first vehicle approaching the intersection alone or the first vehicle in the shorter-length vehicle group. For example, in the example shown in FIG. 11A, higher priority is given to the leading vehicle X2 of the vehicle group than the vehicle X that should be the priority vehicle by the principle of the left priority. In this case, since it is more efficient to pass the intersections together as a vehicle group, higher priority than the vehicle X may be given to the subsequent vehicles X2, 3 of the leading vehicle X2. Further, as in the case of the intersection shown in FIG. 11B, if the vehicles are not in a group, the higher priority is given to the larger vehicle X2 (large vehicle such as a truck or a bus). Is granted. This is because forcing a large size vehicle to decelerate results in greater energy loss.

  When priorities are given in this way, an environmental force algorithm is applied to each vehicle according to the priorities (see S270 in FIG. 2).

  As described above, according to the present embodiment, the priority order is determined based on the size of each vehicle so that the total amount of energy lost by applying the environmental power algorithm after the priority order is given is as small as possible. Therefore, smooth and efficient traffic control of the intersection can be realized also from the viewpoint of energy efficiency.

  In the ninth and subsequent embodiments, various types of vehicles that cannot realize the priority setting algorithm described above, that is, for example, a vehicle that does not include a part of the vehicle-side configuration illustrated in FIG. 1 (for example, a vehicle that does not include the communication device 14). It is related with an Example. Hereinafter, a vehicle that cannot realize the above priority setting algorithm is referred to as a “non-mounted vehicle”. The following various embodiments are useful in the transition period until there are no non-equipped vehicles, and when there is a failure of the communication device 14 in a certain vehicle even after the non-equipped vehicles are eliminated, for example. It is still useful because there will be substantially “non-mounted vehicles”.

  FIG. 12 is a block diagram illustrating an example of a vehicle-side configuration in a non-mounted vehicle. The non-mounted vehicle includes a communication device 44 and a navigation system 46. Unlike the communication device 14 described above, the communication device 44 does not have to realize a high communication function (that is, various communication functions for setting priority).

  The navigation system 46 includes a map database that includes intersection information. The intersection information includes position information of each intersection and attribute information (intersection attribute information) of each intersection. The intersection attribute information includes information on whether or not the intersection is an intersection where traffic control by the above priority setting algorithm is realized. Hereinafter, an intersection where traffic control by the above priority setting algorithm is realized is referred to as a “service intersection”.

  The navigation system 46 has a route search function to a destination set by the user. However, the navigation system 46 of the present embodiment has a function of performing a route search so as not to pass through the service intersection as much as possible during the route search (hereinafter referred to as “service intersection avoidance route search function”). Accordingly, it is possible to prevent a situation in which smooth intersection traffic control according to each of the above-described embodiments is hindered due to a mixture of non-mounted vehicles to which the above-described priority setting algorithm cannot be applied. In response to an increase in the number of service intersections due to infrastructure development, the intersection information of the navigation system 46 is updated with new information as needed. This may be realized by downloading the latest intersection information from the control side configuration (or center facility) that holds the latest intersection information.

  FIG. 13 is a system configuration diagram showing an embodiment of a vehicle control system in which a non-mounted vehicle is incorporated. The non-mounted vehicle includes a communication device 44 and a navigation system 46. Unlike the communication device 14 described above, the communication device 44 does not have to realize a high communication function (that is, various communication functions for setting priority). Further, the navigation system 46 may not have the service intersection avoidance route search function described in the ninth embodiment.

  As shown in FIG. 13, in addition to the configuration shown in FIG. 1, the vehicle-side configuration is a configuration for a non-mounted vehicle, and is a pair for realizing road-to-vehicle communication with a communication device 44 of a non-mounted vehicle. A communication device 30 for a non-mounted vehicle and a navigation unit 36 for a non-mounted vehicle are provided.

  FIG. 14 is a flowchart illustrating a main part of the priority setting algorithm according to the tenth embodiment.

  First, in step 1000, the navigation unit 36 for non-mounted vehicle acquires destination information of the non-mounted vehicle via road-to-vehicle communication with the non-mounted vehicle by the communication device 44 of the non-mounted vehicle.

  The navigation unit 36 for the non-mounted vehicle searches for a recommended route from the current position of the non-mounted vehicle to the destination based on the acquired destination information of the non-mounted vehicle (S1002). At this time, the navigation unit 36 performs a route search so that the non-mounted vehicle does not pass through the service intersection as much as possible. The navigation unit 36 includes a database that holds position information of service intersections. The database is updated from time to time as service intersections increase due to infrastructure development. The navigation unit 36 may search for a recommended route in consideration of the traffic volume at each service intersection. For example, non-equipped vehicles are allowed to pass through service intersections with very low traffic, and non-equipped vehicles are absolutely prohibited from passing through service intersections with very high traffic. You may search for a recommended route.

  The navigation unit 36 for the non-mounted vehicle provides the recommended route obtained by the search to the non-mounted vehicle via road-to-vehicle communication with the non-mounted vehicle (S1004).

  When receiving the recommended route via the communication device 44, the navigation system 46 in the non-equipped vehicle displays the recommended route on the display and performs route guidance according to the recommended route by voice guidance or the like (S1006). At this time, the navigation system 46 performs route guidance according to the recommended route from the navigation unit 36 for the non-mounted vehicle even when the route guidance is performed according to the recommended route already searched by itself.

  As described above, according to the tenth embodiment, similarly to the ninth embodiment described above, the smoothness according to each of the first to eighth embodiments described above is caused by the presence of non-mounted vehicles to which the above priority setting algorithm cannot be applied. It is possible to prevent a situation in which traffic control at an intersection is hindered.

  In this embodiment, the navigation unit 36 for the non-mounted vehicle does not provide a complete recommended route to the destination of the non-mounted vehicle, but a temporary avoidance route (a service intersection can be avoided). Route.) May be provided. For example, when there is a detour that can avoid a service intersection, the detour may be provided as an avoidance route.

  In this embodiment, when there is an infrastructure facility such as an electronic guide board at the service intersection, the avoidance route is output in such a manner that the driver of the non-equipped vehicle can use the electronic guide board. May be.

  FIG. 15 is a flowchart illustrating the main part of the priority setting algorithm according to the eleventh embodiment.

  First, in step 1010, the navigation unit 36 for a non-mounted vehicle detects a non-mounted vehicle approaching the service intersection via road-to-vehicle communication with the non-mounted vehicle by the communication device 44 of the non-mounted vehicle. . The presence of a non-mounted vehicle may be detected by receiving information from another vehicle (for example, a vehicle following the non-mounted vehicle) that can detect the presence, such as a camera installed at a service intersection. It may be detected by infrastructure equipment. In addition, the presence of a non-mounted vehicle may be detected by providing information from the control side configuration of the adjacent service intersection that has detected the non-mounted vehicle.

  When the non-mounted vehicle is detected, the navigation unit 36 for the non-mounted vehicle determines whether or not the non-mounted vehicle is in an unavoidable state of entering the service intersection (S1012). For example, when it is possible to guide a detour as described above, it is determined that the vehicle is not in an inevitable state of entry, and the detour is guided to prevent entry to a service intersection by a non-equipped vehicle (S1014).

  When it is determined that it is inevitable to enter the service intersection of the non-mounted vehicle, the navigation unit 36 for the non-mounted vehicle notifies the priority setting unit 22 of the presence of the non-mounted vehicle in the inevitable entry state. (S1016).

  Upon receiving this notification, the priority setting unit 22 gives a low priority to the non-mounted vehicle (and also to a vehicle that follows it if necessary) (S1018), and other high priority. The approach mode and approach mode to the appropriate service intersection are determined in relation to the vehicle, and the navigation unit 36 is notified (S1020).

  Receiving this notification, the navigation unit 36 provides the approach mode and approach mode determined by the priority setting unit 22 to the non-mounted vehicle (S1022).

  When the navigation system 46 in the non-mounted vehicle receives the approach mode and the approach mode via the communication device 44, the navigation system 46 notifies the driver of the non-mounted vehicle to the driver of the non-mounted vehicle by voice guidance or the like (S1024). .

  As described above, according to the eleventh embodiment, similarly to the ninth and tenth embodiments described above, each of the first to eighth embodiments described above is caused by the presence of non-mounted vehicles to which the above priority setting algorithm cannot be applied. It is possible to prevent a situation where smooth traffic control at the intersection is hindered. In addition, when it is unavoidable that a non-equipped vehicle enters the service intersection, a low priority is given to the non-equipped vehicle so that the non-equipped vehicle causes as much trouble as possible to other loaded vehicles. It can be allowed to pass through service intersections in a non-existent manner.

  In this embodiment, when there is an infrastructure facility corresponding to an electronic information board or a traffic light at the service intersection (which is essentially unnecessary but a traffic light used temporarily), the infrastructure facility is used to The approach mode and the approach mode determined by the priority setting unit 22 may be notified to the non-mounted vehicle in such a manner that the driver of the mounted vehicle can visually check. For example, like a normal traffic light, the traffic light may be lit red to instruct a stop until a non-mounted vehicle can enter. In addition, such a traffic light may be a road surface embedded type lamp that is configured by a light-emitting diode (LED) that uses a solar cell as a power source and is advantageous in terms of power consumption.

  FIG. 16 is a block diagram illustrating an example of a control-side configuration in the vehicle control system according to the twelfth embodiment.

  As illustrated in FIG. 16, the vehicle-side configuration according to the twelfth embodiment includes a non-mounted vehicle monitoring unit 38 as a configuration for a non-mounted vehicle in addition to the configuration illustrated in FIG. 12.

  FIG. 17 is a flowchart showing a main part of the non-mounted vehicle monitoring algorithm realized in the non-mounted vehicle monitoring unit 38.

  When a non-mounted vehicle that is in an unavoidable state of entry to a service intersection is detected (S1030), the non-mounted vehicle monitoring unit 38 provides route guidance or detour for the non-mounted vehicle to avoid the service intersection. It is determined whether or not route guidance has been performed (S1032). If route guidance or detour guidance for avoiding a service intersection has not been made, the process ends.

  For a non-mounted vehicle that has approached without following route guidance or detour guidance for avoiding a service intersection, the non-mounted vehicle monitoring unit 38 selects the non-mounted vehicle. Information for identification is recorded (S1034). This information includes a vehicle number (number plate number) and the like. When a camera is installed at a service intersection, the information may be generated based on an image from the camera.

  Next, the non-equipped vehicle monitoring unit 38 monitors the course of the non-equipped vehicle after passing through the intersection (S1036), and if necessary, the non-equipped vehicle may provide the service on the control side configuration of the adjacent service intersection. A notification is sent to the intersection (S1038). Although the non-mounted vehicle monitoring unit 38 cooperates with the non-mounted vehicle monitoring unit 38 at other service intersections to provide route guidance or detour guidance for avoiding service intersections, it does not follow them. The number and frequency of violations may be calculated and recorded for a non-mounted vehicle that has approached or passed the vehicle.

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

  In particular, the priority setting algorithms (priority assignment rules) according to the above-described embodiments can be arbitrarily combined. In this case, when there are many factors that determine the priority order, points may be given to each vehicle by the point addition method for each factor, and a higher priority may be assigned in order from the vehicle with the largest points.

1 is a system configuration diagram showing a basic embodiment of a vehicle control system according to the present invention. It is a flowchart which shows the flow of the intersection passage determination algorithm which concerns on a basic embodiment. 3 is a flowchart illustrating a main part of a priority setting algorithm according to the first embodiment. 12 is a flowchart illustrating a main part of a priority setting algorithm according to a second embodiment. 12 is a flowchart illustrating a main part of a priority setting algorithm according to a third embodiment. 14 is a flowchart illustrating a main part of a priority setting algorithm according to a fourth embodiment. 14 is a flowchart illustrating a main part of a priority setting algorithm according to a fifth embodiment. 18 is a flowchart illustrating a main part of a priority setting algorithm according to a sixth embodiment. 14 is a flowchart illustrating a main part of a priority setting algorithm according to a seventh embodiment. 10 is a flowchart illustrating a main part of a priority setting algorithm according to an eighth embodiment. It is explanatory drawing of the priority setting algorithm which concerns on Example 8. FIG. It is a block diagram which shows an example of the vehicle side structure in a non-mounted vehicle. 1 is a system configuration diagram showing an embodiment of a vehicle control system in which a non-mounted vehicle is incorporated. It is a flowchart which shows the principal part of the priority setting algorithm which concerns on Example 10. FIG. 18 is a flowchart illustrating a main part of a priority setting algorithm according to an eleventh embodiment. It is a block diagram which shows one Example of the control side structure in the vehicle control system which concerns on Example 12. FIG. It is a flowchart which shows the principal part of the non-mounted vehicle monitoring algorithm which concerns on Example 12. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle speed recording device 12 High-precision position specifying device 14 Communication device 16 Braking / driving force generating device 18 Accelerator pedal reaction force generating device 20 Environmental force generating unit 22 Priority setting unit 24 Coordinate conversion unit 26 Target vehicle selection unit 28 Communication device

Claims (20)

Vehicle detection means for detecting a vehicle approaching the intersection to enter the intersection;
A vehicle control system, comprising: priority setting means for setting a priority regarding an approach to an intersection for each vehicle using at least one parameter as an approach mode of each vehicle to the intersection.   The vehicle control unit according to claim 1, further comprising: a vehicle control unit configured to control an approach mode of each vehicle to the intersection so that a vehicle having a relatively high priority can preferentially enter the intersection based on the set priority. Vehicle control system.   The vehicle control system according to claim 1, wherein the priority setting means sets priority for each vehicle using the positioning accuracy of the vehicle positioning device based on a GPS signal mounted on each vehicle as a parameter.   The vehicle control system according to claim 1, wherein the priority setting means sets a low priority for a vehicle that is not traveling according to the guidance route of the navigation system.   2. The vehicle control system according to claim 1, wherein when a braking operation by a driver is detected in a high priority vehicle, the priority setting means resets a low priority for the vehicle.   When the intention of turning right or left at the intersection is detected in the left vehicle on the left side when viewed from the respective vehicle, the priority setting means is on the right side when viewed from the left vehicle and at the intersection with respect to the left vehicle. The vehicle control system according to claim 1, wherein a lower priority is set than a right vehicle in which a straight ahead intention is detected.   2. The vehicle control system according to claim 1, wherein the priority setting means sets priority for each vehicle using occupant information relating to the occupant of each vehicle as a parameter. The occupant information includes information that can represent the number of occupants,
The vehicle control system according to claim 7, wherein the priority setting means sets a high priority for a vehicle having a large number of passengers.   The vehicle control system according to claim 7, wherein the occupant information includes occupant attribute information that can represent individual attributes of an occupant such as an elderly person, a beginner, and a suddenly ill person.   The vehicle control system according to claim 1, wherein the priority setting means sets priority for each vehicle using vehicle attribute information relating to individual attributes of the vehicle as a parameter. The vehicle attribute information includes geographical information about a vehicle usage base,
The vehicle control system according to claim 10, wherein the priority setting means sets a high priority for a vehicle whose use base is close to the intersection position. The vehicle attribute information is a vehicle ID that is different for each individual vehicle,
11. The vehicle control system according to claim 10, wherein the priority setting means sets a priority corresponding to each vehicle ID for each vehicle according to a predetermined correspondence relationship between each vehicle ID and the priority. The vehicle attribute information includes information that can represent the public nature of the vehicle,
The vehicle control system according to claim 10, wherein the priority setting means sets a high priority for a highly public vehicle. The vehicle attribute information includes information that can represent the size of the vehicle,
The vehicle control system according to claim 10, wherein the priority setting means sets a high priority for a vehicle having a large size.   The operation of at least a part of the vehicle detection unit, the priority setting unit, and the control unit is realized in cooperation with a dedicated in-vehicle device with a communication function mounted on each vehicle. A vehicle control system according to claim 1.   Navigation means for guiding the passage route of the non-equipped vehicle so as to suppress or prohibit the passage of the non-equipped vehicle not equipped with the dedicated in-vehicle device to the service intersection to which the vehicle control by the vehicle control system is applied. The vehicle control system according to claim 15, comprising:   The vehicle control system according to claim 16, wherein the navigation means includes a map database storing the latest intersection information related to the service intersection.   16. The vehicle control system according to claim 15, wherein the priority setting means sets a lower priority than a vehicle equipped with the dedicated in-vehicle device for a non-mounted vehicle not equipped with the dedicated in-vehicle device. .   The vehicle according to claim 18, wherein information providing means for providing information on whether or not to enter an intersection to the non-mounted vehicle in such a manner that a driver of the non-mounted vehicle can visually check is installed at the intersection. Control system.   The vehicle control system according to claim 16, wherein monitoring means for identifying a non-mounted vehicle that has passed through the service intersection without following the route guidance by the navigation means is installed at the intersection.

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