JP2006350570A - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system for attaining proper fail safe when the top priority vehicle becomes unclear. <P>SOLUTION: In this intersection passage control system where each vehicle approaching an intersection to enter the intersection is controlled to predetermine the priority order of their entry to the intersection through vehicle/vehicle communication and/or road/vehicle communication, and to pass the intersection following the priority order, each vehicle is controlled to stop before the intersection by declaring that its own vehicle is not the utmost priority vehicle when it is not clear whether or not its own vehicle is the top priority vehicle at a prescribed position before the intersection. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  In the present invention, each vehicle approaching the intersection to enter the intersection determines in advance the priority of entry of the intersection through vehicle-to-vehicle communication and / or road-to-vehicle communication, and passes through the intersection according to each priority. The present invention relates to an intersection traffic control system controlled to

  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, and from the viewpoint of realizing smooth traffic control at the intersection, Since priority is not set for passing, it is difficult to achieve smooth traffic control at intersections.

  In addition, in the configuration in which the priority order of each vehicle is set and each vehicle is controlled to pass through the intersection according to the set priority order, the highest priority vehicle becomes unclear due to disturbance such as communication trouble (for example, There may be multiple top-priority vehicles), and fail-safe for such cases is necessary.

  Therefore, an object of the present invention is to provide a vehicle control system capable of realizing an appropriate fail safe when the highest priority vehicle becomes unclear.

In order to solve the above-described problem, according to one aspect of the present invention, each vehicle approaching an intersection in order to enter the intersection prioritizes the entry priority of the intersection via vehicle-to-vehicle communication and / or road-to-vehicle communication. In an intersection traffic control system controlled to pass through an intersection according to their priorities,
If it is unclear whether the vehicle is the highest priority vehicle at a predetermined position before the intersection, each vehicle is controlled to declare that the vehicle is not the highest priority vehicle and stop before the intersection. An intersection traffic control system is provided. In this situation, a vehicle that has been declared not to be the highest priority vehicle may redeclare that the vehicle is the highest priority vehicle after waiting for a random time that differs for each vehicle, and the host vehicle may be the highest priority vehicle. It may be controlled so as to pass through the intersection when it becomes clear.

Further, according to another aspect of the present invention, each vehicle approaching the intersection to enter the intersection may determine the priority of entry of the intersection in advance via vehicle-to-vehicle communication and / or road-to-vehicle communication. In an intersection traffic control system, controlled to pass through an intersection according to their priorities,
Each vehicle enters the intersection after declaring to the other vehicle that its own vehicle is the highest priority vehicle at a predetermined position before the intersection, and if there are multiple vehicles declaring that it is the highest priority vehicle, Provided with an intersection traffic control system, the vehicle is redeclared that the vehicle is the highest priority vehicle after waiting for a different random time, and the vehicle is controlled to pass through the intersection in order from the vehicle that has been redeclared earliest. Is done.

Further, according to another aspect of the present invention, each vehicle approaching the intersection to enter the intersection may determine the priority of entry of the intersection in advance via vehicle-to-vehicle communication and / or road-to-vehicle communication. In an intersection traffic control system, controlled to pass through an intersection according to their priorities,
Each vehicle enters another intersection after declaring to the other vehicle that its own vehicle is the highest priority vehicle at a predetermined position before the intersection, and it is unclear whether the own vehicle is the highest priority vehicle at the predetermined position before the intersection. If the other vehicle is clear and has priority privileges, the intersection traffic control is characterized in that the vehicle is controlled so as to stop before the intersection by declaring that the vehicle is not the highest priority vehicle. A system is provided.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control system which can implement | achieve suitable fail safe when a top priority vehicle becomes indefinite 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 priority determination / management unit 15, a braking / driving force generating device 16, and An accelerator pedal reaction force generator 18 is provided.

  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 current position of the host vehicle on the map with reference to the host vehicle position information and road information obtained by GPS positioning. In this embodiment, the road information is held in an appropriate memory, but may be acquired from an in-vehicle device (for example, a navigation device) or the like, and further external (other vehicle or external information) via the communication device 14. You may acquire from a provision center.

  The communication device 14 communicates with other vehicles and / or the control side to realize 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 the driver's willingness to brake should be given the highest priority especially considering 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.

  FIG. 2 is a flowchart showing the flow of the intersection passage determination algorithm according to this embodiment. This intersection passage determination algorithm is to allow a plurality of vehicles entering the intersection to pass through the intersection while being shifted in time. In the following, the vehicle side and the control side cooperate to realize an 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 other vehicles via inter-vehicle communication. To do.

  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 a configuration in which a plurality of vehicles cooperate to autonomously realize an intersection passage determination algorithm via inter-vehicle communication, the own vehicle is the vehicle of interest, and other vehicles that may intersect 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, the priority order determination / management unit 15 in each vehicle is the same as the priority setting unit 22. Realize the function. In other words, the priority order determination / management unit 15 in each vehicle determines in advance the priority order of approach to an intersection through vehicle-to-vehicle communication and / or road-to-vehicle communication. In this case, a plurality of vehicles having the possibility of crossing proceeding toward the same intersection grasp each other's position information (and vehicle speed information) through communication, and all vehicles have the same priority setting. Since the priority order is determined based on the algorithm, the same conclusion is obtained in any vehicle, and no contradiction occurs.

  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. For example, based on the vehicle speed information of each vehicle, 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), priorities are given in the order of arrival at the intersection earlier based on the position information (and vehicle speed information) of each vehicle. 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. In addition, 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 given in order from the vehicle with the largest points.

  This priority order determination process is repeatedly executed for each vehicle until the vehicle passes a predetermined point (described later) before 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. Further, when the highest priority vehicle finishes passing the intersection, the fact is declared to the other vehicle, the priority order of the other vehicle is raised, 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.

  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 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 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, with reference to FIG. 3 and subsequent drawings, on the premise of the basic configuration described above, several processes for fail-safe processing executed in the priority determination / management unit 15 of each vehicle immediately before entering the intersection will be described. The description will be divided into examples. In the following description, “own vehicle” refers to a vehicle on which the priority determination / management unit 15 performing the processing is mounted.

  Referring to FIG. 3, the priority order determination / management unit 15 constantly monitors the priority order until the host vehicle passes a predetermined critical point X (S300). The critical point X is the final point that should determine whether or not the host vehicle is the top priority vehicle. In principle, the critical point X is allowed to pass through the point without knowing whether or not it is the top priority vehicle. It is a point that is not done. The critical point X is determined mainly depending on the current vehicle speed and deceleration capability of the host vehicle. For example, as shown in FIG. 4, when the maximum deceleration is performed from the point, the position Y immediately before the intersection entrance (for example, This is the point closest to the intersection entrance where you can stop at the (temporary stop line). In principle, a vehicle given a lower priority is made the highest priority vehicle when passing the critical point X by the action of environmental force as described above (see S270 in FIG. 2). Controlled.

  When the host vehicle passes the critical point X (YES in S302), the priority determination / management unit 15 checks whether or not it is clear that the host vehicle is the highest priority vehicle (S304). If it is clear that the host vehicle is the highest priority vehicle (YES in S304), for example, declare that the host vehicle is the highest priority vehicle to another vehicle, enter the intersection and follow a predetermined course. Pass (S306). Hereinafter, this declaration is referred to as a “highest priority declaration”. In this case, when the priority determination / management unit 15 of the highest priority vehicle finishes passing the intersection, it declares that to other vehicles. Hereinafter, this declaration is referred to as a “first priority abandonment declaration”. As a result, the priority of other vehicles is increased and a new highest priority vehicle is determined.

  Here, whether or not it is clear that the host vehicle is the highest priority vehicle is determined in consideration of the background of priority determination in the above-described priority determination processing (see S240 in FIG. 2), the subsequent variation mode, and the like. It is determined. For example, when it is unclear whether all other vehicles having higher priority than the host vehicle have passed the intersection (that is, the vehicle with the highest priority waiver declaration from the vehicle that made the highest priority declaration prior to the host vehicle) If not, there may be a case where there is a vehicle that makes a top priority declaration in addition to the own vehicle.

  If it is unclear that the host vehicle is the top priority vehicle (NO in S304), a top priority abandonment declaration that the host vehicle is not the top priority vehicle is made (S308). In this case, the priority determination / management unit 15 of the own vehicle urgently notifies the braking / driving force generating device 16 of the own vehicle to that effect, and controls the deceleration so that the own vehicle stops before the intersection.

  As described above, according to this embodiment, when it is unclear that the host vehicle is the highest priority vehicle, the host vehicle is controlled to decelerate so as to stop before the intersection, thereby realizing an appropriate fail safe. Can do.

  FIG. 5 is a flowchart illustrating an example of processing for fail-safe according to the second embodiment. Since the definition of the critical point X and various declarations is the same as the description of the first embodiment, the description is omitted.

  Referring to FIG. 5, the priority determination / management unit 15 constantly monitors the priority until the host vehicle passes a predetermined critical point X (S400). When the host vehicle passes the critical point X (YES in S402), the priority determination / management unit 15 checks whether or not it is clear that the host vehicle is the highest priority vehicle (S404). If it is clear that the host vehicle is the highest priority vehicle (YES in S404), the highest priority declaration is declared and the vehicle passes through the intersection on a predetermined route (S406).

  If it is unclear that the host vehicle is the highest priority vehicle (NO in S404), the priority determination / management unit 15 determines whether there are a plurality of vehicles including the host vehicle that declare the highest priority vehicle. Is determined (S408). If there are not a plurality of vehicles that declare the highest priority vehicle including the own vehicle (NO in S408), the highest priority abandonment declaration that the own vehicle is not the highest priority vehicle is made (S410). In this case, the priority determination / management unit 15 of the own vehicle urgently notifies the braking / driving force generating device 16 of the own vehicle to that effect, and controls the deceleration so that the own vehicle stops before the intersection.

  On the other hand, when there are a plurality of vehicles that declare the highest priority vehicle including the own vehicle (YES in S408), the highest priority abandonment declaration is made and the own vehicle is the highest priority vehicle after waiting for a different random time for each vehicle. The effect is redeclared (S412). Here, the random time is a different time given in advance for each vehicle, and is counted by a timer or the like in each vehicle. The start of timing of the random time may be simultaneously with the declaration of the highest priority abandonment, or may be made the same among a plurality of vehicles in synchronization with the GPS time based on the GPS signal.

  When the highest priority declaration is redeclared as described above, the process returns to step 404, and it is determined again whether or not the host vehicle is clearly the highest priority vehicle. At this time, since the redeclaration time of the highest priority declaration differs for each vehicle due to the random time described above, the vehicle is recognized as the highest priority vehicle by recognizing the vehicle with the earliest redeclaration time of the highest priority declaration as the highest priority vehicle. It becomes clear whether or not.

  Thus, according to the present embodiment, even when it is unclear that the host vehicle is the highest priority vehicle, when there are a plurality of vehicles including the host vehicle declaring the highest priority vehicle, The highest priority vehicle can be appropriately determined again. In addition, if it is unclear that the host vehicle is the highest priority vehicle even after such re-determination, the host vehicle is controlled to decelerate so that it stops before the intersection, and an appropriate fail-safe can be realized. .

  FIG. 6 is a flowchart illustrating an example of processing for fail-safe according to the third embodiment. Since the critical point X, various declarations, and the definition of the random time are the same as those described in the first embodiment, the description thereof is omitted.

  Referring to FIG. 6, the priority determination / management unit 15 constantly monitors the priority until the host vehicle passes a predetermined critical point X (S500). When the host vehicle passes the critical point X (YES in S502), the priority determination / management unit 15 confirms whether or not it is clear that the host vehicle is the highest priority vehicle (S504). If it is clear that the host vehicle is the highest priority vehicle (YES in S504), the highest priority declaration is declared and the vehicle passes through the intersection on a predetermined route (S506).

  When it is unclear that the host vehicle is the highest priority vehicle (NO in S504), the priority order determination / management unit 15 determines whether there are a plurality of vehicles including the host vehicle that declare the highest priority vehicle. Is determined (S508). If there are not a plurality of vehicles that declare the highest priority vehicle including the own vehicle (NO in S508), the highest priority abandonment declaration that the own vehicle is not the highest priority vehicle is made (S510). In this case, the priority determination / management unit 15 of the own vehicle urgently notifies the braking / driving force generating device 16 of the own vehicle to that effect, and controls the deceleration so that the own vehicle stops before the intersection.

  On the other hand, when there are a plurality of vehicles that declare the highest priority vehicle including the own vehicle (YES in S508), the priority determination / management unit 15 of the own vehicle is a vehicle that has other priority privileges. Judge whether or not. A vehicle having priority privileges may be an emergency vehicle such as an ambulance or a fire engine, a general vehicle carrying a sick person, a public vehicle, a vehicle driven by a handicap driver, or a vehicle driven by an elderly person. . This type of information may be included in the transmission signal of each vehicle.

  If there is another vehicle having a priority privilege (YES in S512), the priority determination / management unit 15 makes a top priority abandonment declaration for the other vehicle (S514). In this case, the priority determination / management unit 15 of the own vehicle urgently notifies the braking / driving force generating device 16 of the own vehicle to that effect, and controls the deceleration so that the own vehicle stops before the intersection.

  If there is no other vehicle having priority privileges (NO in S512), the highest priority abandonment is declared, and the vehicle is redeclared that it is the highest priority vehicle after waiting for a random time that differs for each vehicle (S514). When the highest priority declaration is redeclared, the process returns to step 504, and it is determined again whether or not the own vehicle is the highest priority vehicle. At this time, since the redeclaration time of the highest priority declaration differs for each vehicle due to the random time described above, the vehicle is recognized as the highest priority vehicle by recognizing the vehicle with the earliest redeclaration time of the highest priority declaration as the highest priority vehicle. It becomes clear whether or not.

  Thus, according to the present embodiment, even when it is unclear that the host vehicle is the highest priority vehicle, when there are a plurality of vehicles including the host vehicle declaring the highest priority vehicle, The highest priority vehicle can be appropriately determined again. In addition, by setting a vehicle having priority privileges as the highest priority vehicle, the highest priority vehicle can be appropriately determined. In addition, if it is unclear that the host vehicle is the highest priority vehicle even after such re-determination, the host vehicle is controlled to decelerate so that it stops before the intersection, and an appropriate fail-safe can be realized. .

  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, the priority determination / management unit 15 is set on the vehicle side as shown in FIG. 1, but may be set on the control side.

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 process for fail safe. 3 is an explanatory diagram of a critical point X. FIG. It is a flowchart which shows Example 2 of a fail safe process. It is a flowchart which shows Example 3 of a fail safe process.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle speed recording device 12 High-precision position specifying device 14 Communication device 15 Priority order determination / management unit 16 Braking / driving force generation device 18 Accelerator pedal reaction force generation device 20 Environmental force generation unit 22 Priority setting unit 24 Coordinate conversion unit 26 Target vehicle Selection unit 28 Communication device

Claims (3)

Each vehicle approaching the intersection to enter the intersection is determined in advance with the priority of entering the intersection through vehicle-to-vehicle communication and / or road-to-vehicle communication, and controlled to pass through the intersection according to each priority. In the intersection traffic control system,
If it is unclear whether the vehicle is the highest priority vehicle at a predetermined position before the intersection, each vehicle is controlled to declare that the vehicle is not the highest priority vehicle and stop before the intersection. An intersection traffic control system characterized by that. Each vehicle approaching the intersection to enter the intersection is determined in advance with the priority of entering the intersection through vehicle-to-vehicle communication and / or road-to-vehicle communication, and controlled to pass through the intersection according to each priority. In the intersection traffic control system,
Each vehicle enters the intersection after declaring to the other vehicle that its own vehicle is the highest priority vehicle at a predetermined position before the intersection, and if there are multiple vehicles declaring that it is the highest priority vehicle, The intersection traffic control system is characterized in that after waiting for a different random time, the vehicle is redeclared that it is the highest priority vehicle, and is controlled so as to pass through the intersections in order from the vehicle that has been redeclared earlier. Each vehicle approaching the intersection to enter the intersection is determined in advance with the priority of entering the intersection through vehicle-to-vehicle communication and / or road-to-vehicle communication, and controlled to pass through the intersection according to each priority. In the intersection traffic control system,
Each vehicle enters another intersection after declaring to the other vehicle that its own vehicle is the highest priority vehicle at a predetermined position before the intersection, and it is unclear whether the own vehicle is the highest priority vehicle at the predetermined position before the intersection. If the other vehicle is clear and has priority privileges, the intersection traffic control is characterized in that the vehicle is controlled so as to stop before the intersection by declaring that the vehicle is not the highest priority vehicle. system.

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