JP2006350569A - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system capable of realizing smooth traffic flow at a crossing, by supervising an unpredicted entering state of each vehicle. <P>SOLUTION: The vehicle control system includes a vehicle detection means for detecting a vehicle approaching the crossing; a vehicle selection means for selecting vehicles having possibility of crossing each other at the crossing; an entering state prediction means for predicting the entering state of above each selected vehicle at the crossing; a priority set means for setting the priority to each selected vehicle in consideration of the predicted entering state; a control means for controlling the approaching state to the crossing in regard to the vehicle having lower priority so that the vehicle having higher priority can preferentially enter the crossing according to the set priority; and a monitor means for monitoring the degree of matching between the entering state predicted by the entering state prediction means and an actual entering state. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

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

  Conventionally, by using at least one of sensor information transmitted from a sensor installed on the roadside 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 this 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 is introduced. There is also known a method of performing braking force control so as to realize smooth braking so as not to collide with a preceding vehicle (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, deceleration control or the like is performed from the viewpoint of avoiding a collision between vehicles having a high possibility of crossing. Since an appropriate priority is not set from the viewpoint of realizing traffic control, it is difficult to realize smooth traffic control at an intersection.

  In addition, in order to realize smooth traffic control at intersections, even in a configuration in which priority is given by predicting the approach mode at the intersection of each vehicle, smooth traffic must be considered unless an approach mode contrary to prediction can occur. Control may be impaired.

  Therefore, an object of the present invention is to provide a vehicle control system capable of monitoring an approach mode contrary to prediction of each vehicle and realizing smooth traffic at an intersection.

In order to solve the above problems, a vehicle control system according to a first aspect of the present invention includes vehicle detection means for detecting a vehicle approaching an intersection to enter the intersection;
Vehicle selection means for selecting a vehicle having a possibility of crossing at an intersection from the vehicles detected by the vehicle detection means;
Entry mode prediction means for predicting an entry mode at the intersection of each of the selected vehicles;
In consideration of the predicted approach mode, priority setting means for setting a priority for each selected vehicle;
Control means for controlling the approach of the low priority vehicle to the intersection so that the high priority vehicle can preferentially enter the intersection according to the set priority;
It is characterized by comprising monitoring means for monitoring the consistency between the approach mode predicted by the approach mode predicting means and the actual approach mode.

  The vehicle control system according to a second aspect of the invention is the vehicle control system according to the first aspect of the invention, wherein the monitoring means can identify the vehicle with respect to a vehicle that has performed an entry mode that is contrary to the prediction by the entry mode prediction unit. Information and an approach mode contrary to the prediction are recorded in association with each other.

  The vehicle control system according to a third aspect of the invention is the vehicle control system according to the first aspect of the invention, wherein the monitoring means notifies the vehicle that has entered an entry mode contrary to the prediction by the entry mode prediction means. It is characterized by performing.

  The vehicle control system according to a fourth aspect of the present invention is the vehicle control system according to the first aspect, wherein the monitoring target by the monitoring means is a vehicle having a high priority.

A vehicle control system according to a fifth invention is
Vehicle detection means for detecting a vehicle approaching the intersection to enter the intersection;
Vehicle selection means for selecting a vehicle having a possibility of crossing at an intersection from the vehicles detected by the vehicle detection means;
Entry mode prediction means for predicting an entry mode at the intersection of each of the selected vehicles;
In consideration of the predicted approach mode, priority setting means for setting a priority for each selected vehicle;
Control means for controlling the approach of the low priority vehicle to the intersection so that the high priority vehicle can preferentially enter the intersection according to the set priority;
Informing means for informing a driver of a vehicle with a high priority so as not to realize an approach aspect contrary to the prediction of the approach state predicting means.

The vehicle control system according to a sixth aspect of the invention is the vehicle control system according to the first or fifth aspect of the invention, wherein means for notifying the driver of each vehicle at which the intention of making a right / left turn should be displayed at the latest by means of a direction indicator. With
The approach mode predicting means predicts the approach mode based on the intention display status of each vehicle at the point.

  A vehicle control system according to a seventh invention is the vehicle control system according to any one of the first to sixth inventions, wherein the vehicle detection means, the vehicle selection means, the entry mode prediction means, the priority setting means, At least a part of the operation of the control means is realized in cooperation with a dedicated vehicle-mounted device with a communication function mounted on each vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control system which can monitor the approach aspect contrary to prediction of each vehicle, and can implement | achieve the smooth 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 this 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, a communication device 28, and an approach mode monitoring unit. 30. 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”. In other words, in this embodiment, as will be described in detail below, the approach mode of each vehicle to the intersection is controlled in advance according to an appropriate priority set before the intersection, so that 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.

  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 of the coordinate conversion for the highest priority vehicle on the traveling road of the vehicle having a lower priority than the highest priority vehicle (that is, the highest priority vehicle can be crossed). 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、本実施例では、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 addition, when the action of the following environmental force is started as described above, the autonomous acceleration operation by the driver is prohibited in each vehicle in principle, but the autonomous braking operation by the driver is allowed.

  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 this 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, an example of priority order determination processing (S240 in FIG. 2) by the priority setting unit 22 in this embodiment will be described with reference to FIG. FIG. 3 is a flowchart illustrating a main part of the priority setting algorithm according to the present embodiment. This priority setting algorithm may be applied in combination with another appropriate priority setting algorithm as long as no contradiction occurs.

  First, the priority setting unit 22 sets each vehicle at a predetermined distance L1 [m] before the intersection through road-to-vehicle communication with each vehicle (each vehicle selected in step 230 (see FIG. 2)). Before passing through X (hereinafter referred to as “priority setting point X”), information on the navigation route of the navigation system of each vehicle and the operation status of the turn signal (blinker) is acquired.

  Here, the priority setting point X is a point where priority should be set as shown in FIG. 4, and an appropriate point (for example, the environmental force algorithm is applied) in the area to which the environmental force algorithm is applied. The starting point of the applicable area.). The predetermined distance L1 is determined in advance according to the feature / feature of the intersection (road width, distance to adjacent intersection, legal speed, etc.).

  The navigation 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, as is well known. When the guide route is not set, or when the vehicle is not traveling according to the guide route, information regarding the guide route may not be acquired. As for the operation state of the direction indicator, the operation state immediately before the priority right setting point X is acquired.

  Next, when each vehicle passes through the priority setting point X, the priority setting unit 22 predicts an approach mode at the intersection of each vehicle based on the information obtained in step 600 (S602). Here, the approach mode includes three modes: a mode of going straight at the intersection, a mode of turning to the left, and a mode of turning to the right, and further includes sudden deceleration or sudden stop before the intersection. Since sudden deceleration or sudden stop before the intersection is in principle unpredictable, in this example, three types of right / left turn and straight travel are predicted.

  Specifically, a right or left turn is determined by an intention display by a direction indicator. In addition, 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 route instructs to go straight at the intersection, the approach mode of the vehicle is determined to be “straight”). For vehicles that do not have information on the guidance route or vehicles that do not travel 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 is indicated by the direction indicator. Is done.

  Next, the priority setting unit 22 assigns priorities according to the travel mode up to the priority setting point X of each vehicle and the approach mode at the intersection of each vehicle predicted in step 602 (S604). At this time, the priority setting unit 22 first assigns a low priority to a low-speed vehicle whose vehicle speed when passing through the priority setting point X is less than the predetermined vehicle speed. And the priority according to the prediction result of the approach mode of each vehicle between the vehicles when the vehicle speed when passing the priority setting point X is the same and the time passing the priority setting point X is substantially the same. Perform the grant process. Specifically, a higher priority is given 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.

  Thus, when each vehicle passes the priority setting point X, each priority is given, and an environmental force algorithm is applied according to each priority (see S270 in FIG. 2). At the same time, each vehicle (a vehicle with a particularly high priority) is monitored by the approach mode monitoring unit 30 for the actual approach mode thereafter, as will be described below. Note that after passing through the priority setting point X, the priority order correction processing by the priority setting unit 22 is not originally necessary, 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, if it was scheduled to go straight but decelerated to turn right), it may be closer to the intersection to obtain a higher priority than the higher priority Because there is no.

  FIG. 5 is a flowchart showing an embodiment of the approach mode monitoring algorithm executed in the approach mode monitoring unit 30.

  When each vehicle enters the monitoring section between the intersection and the priority setting point X (YES in step 700), the vehicle enters the monitoring mode until it exits the monitoring section (until it passes the intersection) (NO in step 700). It is placed under monitoring by the monitoring unit 30. When the highest priority vehicle finishes passing the intersection, the priority of other vehicles is increased.

  The approach mode monitoring unit 30 determines whether or not the intention to change the course has been newly displayed in each vehicle existing in the section between the intersection and the priority setting point X, that is, the intention of turning right or left by the direction indicator. It is monitored whether or not the display has been performed (S702). If the intention to change the course is not newly displayed (NO in S702), the priority order of each vehicle is maintained without being changed in principle. In this case, when each vehicle has actually passed the intersection (YES in S704), the approach mode monitoring unit 30 determines whether or not the actual approach mode of each vehicle is in accordance with the predicted approach mode ( S706). The actual approach mode of each vehicle may be determined based on vehicle position information acquired from each vehicle via road-to-vehicle communication after passing the intersection, or may be determined by a monitoring camera installed at the intersection.

  Vehicles whose actual approach is unpredictable (for example, a vehicle that has made a right or left turn intention indication by a turn signal indicator, or a vehicle that has gone straight through an intersection or a right or left turn intention indication) For a vehicle that has made a right or left turn at an intersection), information for identifying the vehicle (vehicle identification information) is recorded and a notification (warning) to that effect is given to the vehicle (S708). The vehicle identification information may be, for example, a vehicle ID included in a signal sent from the vehicle when road-to-vehicle communication is established. If there is a monitoring camera, the vehicle identification information is detected based on the image or the image. It may be the number of the vehicle to be played (number of the license plate). The notification to the vehicle may be a notification on the spot via road-to-vehicle communication or a post-hoc notification.

  On the other hand, when the intention display of a course change is newly performed, the approach mode monitoring unit 30 determines whether or not the new intention display conforms to traffic regulations or traffic norms (S710). For example, if a turn indicator for turning left or right is operated within 30m before the intersection, it is determined that the vehicle does not comply with traffic regulations or traffic norms (NO in S710), and the vehicle with the new intention indication is specified. Information (vehicle identification information) is recorded, and a notification to that effect is given to the vehicle (S712). Similarly, the notification to the vehicle may be an on-the-spot notification via road-to-vehicle communication or a post-hoc notification. In the former case, the notification may urge the driver to withdraw the intention, for example, by giving the driver a vibration that can be experienced by a vibrator embedded in a seat or the like in the passenger compartment. If the new intention display conforms to the traffic laws or traffic norms (YES in S710), the above recording is not performed, and the approach mode is predicted again according to the new intention display this time. Unless a new intention is displayed again, a negative determination is made in step 702, and processing is performed in a loop on the step 704 side.

  As described above, according to the present embodiment, after giving priority order based on the straight ahead priority rule, when an approach mode contrary to prediction is realized (that is, making a right / left turn without displaying an intention of turning right / left) If the vehicle enters an intersection in a manner contrary to the intention display, or if a right / left turn intention display is made at a timing that does not comply with traffic regulations or traffic norms, the vehicle identification information relating to the vehicle is recorded. Since notification is performed together with this, it is possible to effectively suppress an approach mode contrary to the prediction from being easily realized.

  In this embodiment, a voluntary recommendation rule with weak or no legal binding force may be used instead of the traffic regulation or traffic norm. For example, a recommendation rule may be used that an intention to turn right or left should be displayed at the latest by a predetermined distance L1 [m] (30 ≦ L1 ≦ L2) before the intersection. In this case, in step 708, it is determined whether or not the vehicle position where the new intention is displayed is within the predetermined distance L1 before the intersection. In addition, when such a recommendation rule is applied, preferably, the recommendation rule (that is, the value of the predetermined distance L1) is notified in advance to each vehicle approaching the intersection. In this case, in each vehicle, it is desirable to calculate to which point the direction indicator should be operated based on the recommended rule (value of L1) and notify the driver in advance by voice or video.

  In the present embodiment, 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 communicated at the priority setting point X by inter-vehicle communication. The priority order may be determined by comparing the approach modes (courses) of each other. 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.

  In the present embodiment, the function of the approach mode monitoring unit 30 can be set to the vehicle-side configuration instead of the control-side configuration. In that case, the approach mode monitoring unit 30 in the vehicle that has indicated the intention to change the course at a timing that does not comply with traffic regulations or traffic norms voluntarily notifies the control side (and vehicle identification information) to that effect. Then, it is only necessary to notify the driver of the fact by informing the vehicle. Similarly, the notification by the notification means may be on-the-spot notification or post-event notification.

  Next, another embodiment of the approach mode monitoring algorithm executed in the approach mode monitoring unit 30 will be described with reference to FIG.

  FIG. 6 is a flowchart showing an embodiment of the approach mode monitoring algorithm executed in the approach mode monitoring unit 30.

  As in FIG. 5, each vehicle enters the monitoring section between the intersection and the priority setting point X (YES in step 800), and enters the monitoring section 30 until it leaves the monitoring section (NO in step 800). Placed under surveillance.

  The approach mode monitoring unit 30 monitors whether or not the intention to change the course has been newly displayed in each vehicle existing in the section between the intersection and the priority right setting point X (S802). When the intention to change the course is not newly displayed (NO in S802), in principle, the priority order of each vehicle is maintained without being changed. In this case, when each vehicle has actually passed through the intersection (YES in S804), the approach mode monitoring unit 30 determines whether or not the actual approach mode of each vehicle is in accordance with the predicted approach mode ( S806). For a vehicle whose actual entry mode is contrary to prediction, information for identifying the vehicle (vehicle identification information) is recorded and a notification to that effect is given to the vehicle (S808).

  On the other hand, when the intention display of the course change is newly performed, the approach mode monitoring unit 30 determines whether the control mode (S270 in FIG. 2) for other vehicles is affected by the new intention display. (S810). For example, in a situation where a plurality of vehicles are approaching an intersection, a direction indicator for a right or left turn is operated in a vehicle with the highest priority, or a sudden deceleration or a sudden stop occurs. When the brake pedal is operated, a change in the priority order (a change in the control mode for other vehicles (S270 in FIG. 2) associated therewith) may occur. As described above, when the control mode for another vehicle is affected (YES in S810), the vehicle specifying information of the vehicle on which the new intention is displayed is recorded, and a notification to that effect is sent to the vehicle. Performed (S812). Similarly, the notification to the vehicle may be an on-the-spot notification via road-to-vehicle communication or a post-hoc notification. In the former case, the notification may urge the driver to withdraw the intention, for example, by giving the driver a vibration that can be experienced by a vibrator embedded in a seat or the like in the passenger compartment. In the case of a new intention display in a non-priority vehicle or the like, when the control mode for other vehicles is not affected by the new intention display (NO in S810), the above recording or the like is not performed. In accordance with the new intention display, the entry mode is predicted again, and unless a new intention display is performed again, a negative determination is made in step 802, and processing is performed in a loop on the step 804 side.

  As described above, according to the present embodiment, after giving priority order based on the straight ahead priority rule, when an approach mode contrary to prediction is realized (that is, making a right / left turn without displaying an intention of turning right / left) When the vehicle enters the intersection in a manner contrary to the intention display, and when the intention display of a right or left turn is performed at a timing at which the control aspect for another vehicle has an influence. Since the information is recorded and the notification is performed, it is possible to effectively suppress the entry mode that is contrary to the prediction from being easily realized. In particular, it is possible to suppress the occurrence of a new intention of turning right or left after the environmental force algorithm that forces deceleration to a low priority vehicle according to the priority order is suppressed. It is possible to effectively suppress energy loss such that the deceleration in the non-priority vehicle is wasted due to the intention to turn left.

  In the present embodiment, 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 communicated at the priority setting point X by inter-vehicle communication. The priority order may be determined by comparing the approach modes (courses) of each other. 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.

  In the present embodiment, the function of the approach mode monitoring unit 30 can be set to the vehicle-side configuration instead of the control-side configuration. In that case, the approach mode monitoring unit 30 in the vehicle that has indicated the intention to change the course at the timing that causes the change in the priority order, or the approach mode monitoring unit 30 in the other vehicle that is affected by the voluntary or The control side may be notified of the fact (and vehicle specific information) in a reportable manner, and a notification means in the vehicle that has performed the intention display may be used to notify the driver to that effect. Similarly, the notification by the notification means may be on-the-spot notification or post-event notification.

  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.

  For example, in the above-described embodiment, the control-side approach mode monitoring unit 30 monitors the intersection approach mode of each vehicle in real time, but when it is not necessary to perform the various notifications in real time, the approach mode by prediction And the consistency with the actual approach mode may be determined after the fact. In other words, for vehicles that have made a right-left turn intention display, a subsequent decision is made based on the position information at the time of intention display and the contents of the intention display, and the position information at the time of having passed through the intersection. If you do not indicate your intention to turn left or right, you can make a subsequent decision based on at least the position information before and after the intersection, and record the setting process of the priority order. Whether or not there is a change in priority can also be determined later.

1 is a system configuration diagram showing an embodiment of a vehicle control system according to the present invention. It is a flowchart which shows one Example of the flow of an intersection passage judgment algorithm. It is a flowchart which shows one Example of the principal part of a priority setting algorithm. It is explanatory drawing of the priority setting point X. FIG. 5 is a flowchart illustrating an embodiment of an approach mode monitoring algorithm executed in the approach mode monitoring unit 30. 6 is a flowchart illustrating another embodiment of an approach mode monitoring algorithm executed in the approach mode monitoring unit 30.

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 30 Entry Aspect monitoring unit

Claims (7)

Vehicle detection means for detecting a vehicle approaching the intersection to enter the intersection;
Vehicle selection means for selecting a vehicle having a possibility of crossing at an intersection from the vehicles detected by the vehicle detection means;
Entry mode prediction means for predicting an entry mode at the intersection of each of the selected vehicles;
In consideration of the predicted approach mode, priority setting means for setting a priority for each selected vehicle;
Control means for controlling the approach of the low priority vehicle to the intersection so that the high priority vehicle can preferentially enter the intersection according to the set priority;
A vehicle control system comprising: an approach mode predicted by the approach mode predicting unit; and a monitoring unit that monitors consistency between an actual approach mode and the actual approach mode.   The monitoring means relates to a vehicle that has performed an entry mode that is contrary to the prediction by the approach mode prediction unit, and records information that can identify the vehicle and an entry mode that is contrary to the prediction in association with each other. Item 4. The vehicle control system according to Item 1.   2. The vehicle control system according to claim 1, wherein the monitoring unit notifies the vehicle that has entered an entry mode contrary to the prediction by the entry mode prediction unit.   The vehicle control system according to claim 1, wherein the monitoring target by the monitoring unit is a vehicle having a high priority. Vehicle detection means for detecting a vehicle approaching the intersection to enter the intersection;
Vehicle selection means for selecting a vehicle having a possibility of crossing at an intersection from the vehicles detected by the vehicle detection means;
Entry mode prediction means for predicting an entry mode at the intersection of each of the selected vehicles;
In consideration of the predicted approach mode, priority setting means for setting a priority for each selected vehicle;
Control means for controlling the approach of the low priority vehicle to the intersection so that the high priority vehicle can preferentially enter the intersection according to the set priority;
A vehicle control system comprising: a notification unit configured to notify a driver of a vehicle with a high priority so that an entry mode contrary to the prediction of the entry mode prediction unit is not realized. A means for notifying the driver of each vehicle of a point where the intention to turn right or left should be displayed at the latest with a direction indicator
The vehicle control system according to claim 1, wherein the approach mode prediction unit predicts the approach mode based on an intention display state of each vehicle at the point.   At least some of the operations of the vehicle detection unit, the vehicle selection unit, the approach mode prediction unit, the priority setting unit, and the control unit are cooperated by a dedicated in-vehicle device with a communication function mounted on each vehicle. It implement | achieves, The vehicle control system in any one of Claims 1-6 characterized by the above-mentioned.

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