JP2011028639A - Vehicle control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system which can control a relative location relation between an own vehicle and the other vehicle, even when communication performance is decremented between the own vehicle and the other vehicle. <P>SOLUTION: The vehicle control system determines an occurrence of communication failure between the own vehicle and the other vehicle. In a normal state when no communication failure occurs, the system sends an acceleration/deceleration profile of the own vehicle, and when a communication failure occurs, the system sends only the location information of the own vehicle. Accordingly, even if communication performance is decremented, the system can ensure communication performance by reducing communication traffic, and the controlled vehicle at the receiving side can control a relative location relation between the own vehicle and the other vehicle based on the received information. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control system that controls a traffic flow between an own vehicle and another vehicle by controlling a relative positional relationship between the other vehicle capable of inter-vehicle communication and the own vehicle.

  Conventionally, attempts have been made to improve traffic volume on a road and alleviate traffic congestion by controlling the travel of individual vehicles. For example, in Patent Document 1, when a change in the gradient in front of the traveling road is detected and a change in the gradient is detected in the vicinity of the sag (change point to the uphill), the distance from the inter-vehicle distance control to the vehicle speed control is detected. By switching, vehicle speed fluctuations are suppressed.

Japanese Patent Laid-Open No. 2002-137852

  However, in the technique described in Patent Document 1, when trying to control the distance between two vehicles and the vehicle speed while coordinating between the own vehicle and another vehicle communicable with the own vehicle, There is a risk that communication performance may be reduced due to deceleration or the like, and cooperation through communication may not be achieved.

  The present invention has been made to solve such a problem, and controls the relative positional relationship between the own vehicle and the other vehicle even when the communication performance between the own vehicle and the other vehicle is deteriorated. It is an object of the present invention to provide a vehicle control system that can do this.

  A vehicle control system according to the present invention is a vehicle control system for controlling traffic flow by controlling the relative positional relationship between a host vehicle and another vehicle that is a preceding vehicle or a succeeding vehicle that can communicate with the host vehicle. The information transmission means comprises information transmission means for transmitting an acceleration / deceleration profile, which is information relating to acceleration / deceleration control, to another vehicle, and communication state determination means for determining the presence or absence of a communication failure between the host vehicle and the other vehicle. In addition, the acceleration / deceleration profile is transmitted at normal time, and only the position information of the own vehicle is transmitted when it is determined by the communication state determination means that there is a communication failure.

  According to such a vehicle control system, the presence / absence of a communication failure between the host vehicle and another vehicle is determined, and the acceleration / deceleration profile of the host vehicle is transmitted at normal times when no communication failure has occurred. Only the position information of the own vehicle is transmitted when the communication performance is reduced, so that even if the communication performance deteriorates, the communication amount is reduced to ensure the communication performance. Based on the received information, The relative positional relationship can be controlled.

  In addition, information receiving means for receiving an acceleration / deceleration profile that is information related to acceleration / deceleration control of another vehicle, and when receiving position information from a plurality of other vehicles, based on the received position information of the other vehicle, Control target vehicle recognition means for recognizing the other vehicle closest to the own vehicle as the control target vehicle, and control based on prediction information of deceleration propagation of the vehicle existing between the other vehicle that is the control target vehicle and the own vehicle It is preferable to include a travel control means for controlling the relative positional relationship between the other vehicle as the target vehicle and the host vehicle.

  Further, when only the position information of the other vehicle is received, the acceleration of the other vehicle is determined based on the received position information of the other vehicle, the acceleration / deceleration profile received in the past, and the elapsed time from the reception time of the acceleration / deceleration profile. Acceleration / deceleration profile estimation means for estimating the deceleration profile is preferably provided.

  In addition, when it is determined that there is a communication failure, it is preferable to control the traveling of the host vehicle based on the acceleration / deceleration profile that can be transmitted.

  Further, as an acceleration / deceleration profile, acceleration / deceleration profile calculation means for calculating information on the current position of the host vehicle, the current speed, the position of the target point, the control target speed at the target point, the position at which the speed control is started, and the speed change gradient It is preferable to provide.

  According to the vehicle control system of the present invention, a vehicle control system capable of controlling the relative positional relationship between the host vehicle and the other vehicle even when the communication performance between the host vehicle and the other vehicle is deteriorated.

It is a block diagram which shows the structure of the vehicle control apparatus which concerns on embodiment. It is a figure which shows a sag traffic congestion typically. It is a flowchart which shows the control processing performed by ECU. It is a graph which shows the relationship between a traffic flow rate and average speed. It is a graph which shows the relationship between speed and a vehicle head distance. It is a schematic diagram which shows the traffic flow containing a system mounting vehicle and a non-system mounting vehicle. It is a flowchart which shows the control processing which concerns on an Example. It is a schematic diagram for demonstrating the control which concerns on another Example.

  Hereinafter, a vehicle control system according to an embodiment of the present invention will be described with reference to the drawings. The vehicle control system of this embodiment is a system for improving traffic flow by controlling the relative positional relationship between a plurality of vehicles equipped with a vehicle control device to which the present system is applied. As shown in FIG. 1, the vehicle control apparatus 10 of this embodiment includes an inter-vehicle communication device 12, a road-to-vehicle communication device 14, a navigation system 16, various sensors 18, an ECU (Electronic Control Unit) 20, and an ACC (Adaptive Cruise Control). ) 30. Hereinafter, a vehicle equipped with the vehicle control device 10 is also referred to as a “system-equipped vehicle”. Further, the system-equipped vehicle 100B shown in FIGS. 2, 6 and 8 will be described as the own vehicle.

  The inter-vehicle communication device 12 transmits and receives information such as whether the vehicle control for preventing the position, speed, or traffic jam of the system-equipped vehicles 100A, 100B other than the own vehicle 100B is turned on or off by inter-vehicle communication. belongs to.

  The road-to-vehicle communication device 14 is for receiving information such as the traffic volume on the road and the vehicle speed of the vehicle traveling on the road from a roadside facility such as an optical beacon communication device. In the present embodiment, the road-to-vehicle communication device 14 is not necessarily an essential configuration.

  The navigation system 16 receives signals from a plurality of GPS (Global Positioning System) satellites by a GPS receiver, and stores GPS that measures the position of the host vehicle from the difference between the signals and map information in the host vehicle. Map information DB (Data Base). The navigation system 16 is for not only performing route guidance of the host vehicle but also acquiring information related to a point where a decrease in vehicle speed is induced, such as a sag 520 (see FIG. 2) in front of the host vehicle. For example, the navigation system 16 detects the relative position of the host vehicle with respect to the sag and outputs it to the ECU 20.

  The various sensors 18 include, for example, a wheel speed sensor for detecting the host vehicle speed, an acceleration sensor (G sensor) for detecting the acceleration of the host vehicle, and a white line recognition camera (front) for detecting the lane in which the host vehicle travels. Imaging camera).

  ECU20 inputs the information regarding the relative position with respect to the sag 520 of the own vehicle 100B from the navigation system 16, and the information regarding the relative position and relative speed of other vehicles around the own vehicle 100B from the radar 32 of the ACC 30. Further, the ECU outputs a travel control command value such as the target vehicle speed, acceleration / deceleration G, and target inter-vehicle distance to the ACC 30 based on information input from the navigation system 16 and the ACC 30.

  The ECU 20 includes a CPU that performs arithmetic processing, a ROM and a RAM that serve as the storage unit 21, an input signal circuit, an output signal circuit, a power supply circuit, and the like. In the ECU 20, a control target vehicle recognition unit 22, a communication control unit 23, a travel control unit 24, and the like are configured by executing a program stored in the storage unit.

  The control target vehicle recognition unit 22 recognizes the closest system-equipped vehicle 100A on the same lane ahead of the host vehicle as the control target vehicle based on, for example, the position information of the other vehicle received by the inter-vehicle communication device 12. The control target vehicle may be selected according to other conditions.

  The vehicle control apparatus 10 receives various information output from the control target vehicle 100A. The various information output from the control target vehicle includes information on the current position / speed of the control target vehicle 100A, the position of the target point on control (hereinafter also referred to as “target position”, for example, sag 520, etc.) / Control target. Information regarding the control target speed (hereinafter also referred to as “target speed”) at the target position of the vehicle 100A, information regarding the position where the control target vehicle 100A starts deceleration (hereinafter also referred to as “deceleration start position”), and deceleration start. Information on the deceleration gradient (deceleration) from the position to the target position is received. Information on the current position / speed, target position / speed, deceleration start position, and deceleration of the vehicle is referred to as a “deceleration profile”. The deceleration profile is information relating to vehicle deceleration control, and may include other information such as information relating to vehicle behavior. The received deceleration profile of the control target vehicle is stored in the storage unit 21.

  The travel control unit 24 recognizes the current position / speed, target position / speed, deceleration start position, deceleration, and the like of the control target vehicle based on the deceleration profile output from the control target vehicle. The travel control unit 24 sets a deceleration, a deceleration start position, and the like of the host vehicle 100B based on these pieces of information. For example, the traveling control unit 24 starts the deceleration control before the sag 520, and at the time when the sag 520 is reached, the speed and the inter-vehicle distance L2 with the control target vehicle 100A become the target values and immediately before the own vehicle 100B. The traveling of the host vehicle 100B is controlled so that the inter-vehicle distance R2 with the preceding vehicle 200B traveling on the vehicle has spread to the target value.

  In the traveling control unit 24, when the data reception state from the control target vehicle 100A deteriorates, the current information of the control target vehicle is obtained from various information (position, speed, deceleration information) of the control target vehicle 100A obtained so far. The mode shifts to the estimation control mode for estimating the position, and deceleration control is continued. When the travel control unit 24 shifts to the speculative control mode (when only the position information of the other vehicle is received), the travel control unit 24 receives the position information of the other vehicle, the acceleration / deceleration profile of the other vehicle received in the past, and the acceleration / deceleration. It functions as an acceleration / deceleration profile estimation means for estimating an acceleration / deceleration profile of another vehicle based on the elapsed time from the profile reception time.

  When the control target vehicle 100A shifts to the estimation control mode, the control target vehicle 100A fixes the deceleration profile such as the deceleration start position, the deceleration, and the target speed as it is, and continues the control of the control target vehicle 100A itself. In the control target vehicle 100A, while maintaining the past deceleration profile, the calculation of a new deceleration profile is continued, and the deceleration profile is transmitted to the control vehicle 100B.

  The traveling control unit 24 of the control vehicle corrects the information on the estimated position of the control target vehicle based on the newly received deceleration profile when the communication state is improved. On the other hand, the travel control unit of the control target vehicle continues the control of the control target vehicle based on the new deceleration profile when transmission of the deceleration profile is successful.

  The communication control unit 23 functions as a communication state determination unit that determines the presence or absence of a communication failure between the host vehicle and another vehicle. The communication control unit 23 functions as a communication control unit that controls communication between the host vehicle and another vehicle. The communication control unit 23 returns information related to the reception state when the deceleration profile output from the control target vehicle 100A is received to the control target vehicle 100A. The communication control unit 23 returns a monitor value such as whether the control is being executed in the normal control mode or the estimation control mode to the control target vehicle.

  The communication control unit 23 transmits the deceleration profile of the host vehicle at normal time (when the normal control mode is executed). The communication control unit 23 transmits only the position information of the host vehicle when a communication failure has occurred. When the control target vehicle 100A confirms the transition of the control vehicle 100B to the speculative control mode, it is determined that there is a communication failure between the host vehicle and the other vehicle (communication performance is degraded), and the control vehicle Only the current position information is repeatedly transmitted to 100B.

  Hereinafter, the operation of the vehicle control system (vehicle control apparatus) of the present embodiment will be described. First, as a premise, the cause of the occurrence of traffic jam in the sag 520 and the like will be described. For example, when the inter-vehicle distance is reduced due to the deceleration of the preceding general vehicle, the subsequent general vehicle also decelerates to maintain the inter-vehicle distance from the preceding vehicle. In this case, since the following vehicle needs to be decelerated to a speed lower than that of the preceding vehicle, deceleration propagation that propagates while the deceleration is amplified from the preceding vehicle to the succeeding vehicle is generated, resulting in congestion.

  FIG. 2 schematically shows a sag traffic jam to be controlled. In FIG. 2, vehicles 100 </ b> A and 100 </ b> B are system-equipped vehicles on which the vehicle control device 10 is mounted, and the vehicles 200 </ b> A to 200 </ b> C are general vehicles on which the vehicle control device 10 is not mounted. In the state shown in FIG. 2, the system-equipped vehicle 100A, the ordinary vehicles 200A and 200B, the system-equipped vehicle 100B, and the ordinary vehicle 200C are traveling in order from the top. FIG. 2 (a) shows a state where the vehicle is traveling in front of the sag 520, and FIG. 2 (b) shows a state after the passage of the sag.

  FIG. 3 is a flowchart showing a control process executed by the ECU of the vehicle control device. The vehicle control apparatus 10 first grasps the traffic flow rate from information such as a traffic monitoring system on the road, and avoids traffic jam avoidance control when the traffic volume is low. Hereinafter, system-equipped vehicle 100B will be described as a control vehicle (own vehicle), and system-equipped vehicle 100A will be described as a control target vehicle (another vehicle).

  First, the vehicle control device 10 acquires information on the traffic flow of the road on which the host vehicle 100B travels and information on the distance from the host vehicle position to the sag 520 (S1). Here, for example, the information output from the road traffic monitoring system is received using the road-to-vehicle communication device 14, and the traffic flow and the distance to the sag 520 are acquired.

  In the subsequent step 2, the ECU 20 determines whether or not the traffic flow on the road (lane) on which the host vehicle 100B travels is greater than the determination threshold. If it is determined that the traffic volume is greater than the determination threshold value, the process proceeds to step 3. If it is not determined that the traffic volume is greater than the determination threshold value, the process ends.

  In step 3, the vehicle control device 10 detects the position, lane, and speed of the host vehicle 100 </ b> B by a measurement device such as a GPS positioning sensor, a wheel speed sensor, or a front imaging camera.

  Next, the system-equipped vehicles 100A and 100B transmit and receive the detected data (information on the own vehicle position, own lane, and own vehicle speed) using the inter-vehicle communication device 12 (S4).

  Based on the received data, the ECU 20 of the host vehicle 100B recognizes the system-equipped vehicle 100A existing in front of the host vehicle 100B as the control target vehicle (S5).

  Next, the number X (two) of general vehicles (non-system-equipped vehicles) 200A and 200B existing between the control target vehicle 100A and the control vehicle 100B and the average inter-vehicle distance D1 are estimated. Here, values directly measured by a road traffic monitoring system can be used. Also, assuming that the current inter-vehicle distance is the largest at the current vehicle speed V1, based on statistical data on the relationship between the speed and the inter-vehicle distance (see FIG. 5), the most congested value at that speed is calculated as the average inter-vehicle distance. The distance D1 may be estimated. Further, the number X can be estimated by dividing the inter-vehicle distance between the vehicles 100A and 100B acquired by inter-vehicle communication by the average inter-vehicle distance D1.

  Next, the travel control unit 24 calculates the target speed V2 at the sag 520 that is the target position, and the target value R2 of the inter-vehicle distance from the front vehicle 200B. The target speed V2 calculates a speed at which the traffic flow becomes the maximum based on statistical data (see FIG. 4) regarding the relationship between the speed and the traffic flow. Here, for example, the speed is about 60 km / h. The target inter-vehicle distance R2 is preferably a distance at which deceleration does not propagate. When the speed is 60 km / h, an inter-vehicle distance of about 60 m is generally required.

  The inter-vehicle distance L2 of the system-equipped vehicles 100A, 100B at the sag 520 as the target position is as follows: inter-vehicle distance (L2) = number of general vehicles (X) × average inter-vehicle distance (D2) + target inter-vehicle distance (R2) (1) Can be calculated.

  Next, the vehicle control device 10 of the control vehicle 100B receives a deceleration profile such as the current position / speed, target position / speed, deceleration G (deceleration) of the control target vehicle 100A. Based on the received deceleration profile, the travel control unit 24 determines the deceleration start position and the deceleration G so that the inter-vehicle distance between the system-equipped vehicles 100A and 100B becomes the target inter-vehicle distance L2 at the sag 520 that is the target position. (S6).

  Next, the ECU 20 determines whether or not the current vehicle speed-target vehicle speed of the host vehicle 100B is smaller than a threshold value (S7). If it is determined that the current vehicle speed-target vehicle speed of the host vehicle 100B is smaller than the threshold value, the process proceeds to step 8, and if it is not determined that the current vehicle speed-target vehicle speed of the host vehicle 100B is smaller than the threshold value, The process ends.

  In step 8, deceleration start position update processing (for example, control target value update processing shown in FIG. 7) is performed. Details will be described later.

  In the subsequent step 9, it is determined whether or not the host vehicle 100B has reached the deceleration start position. For example, based on information from the GPS positioning sensor, the vehicle position is recognized and it is determined whether or not the deceleration start position has been reached. If the deceleration start position has not been reached, the process returns to step 8. If the deceleration start position has been reached, the process proceeds to step 10 where deceleration control is started at a predetermined deceleration G. The vehicle control device 10 executes the deceleration control so that the target speed (V2) is reached at the target sag position 520 and the inter-vehicle distance L2 from the control target vehicle 100A.

  Next, in step 11, target speed update processing (for example, control target value update processing shown in FIG. 7) is performed. Details will be described later.

  In the following step 12, it is determined whether or not the current host vehicle speed is the target speed. If the current host vehicle speed is not the target speed, the process returns to step 11 to continue the travel control. If the current host vehicle speed is the target speed, the process ends. If the current speed is less than the target speed, deceleration is impossible and control is stopped.

  Further, the deceleration profile of the control vehicle 100B calculated in the above procedure is transmitted to the rear system-equipped vehicle. By performing such control processing, it is possible to sequentially adjust the inter-vehicle distance between the system-equipped vehicles, improve the traffic flow, and suppress the occurrence of traffic congestion.

  Next, control target value update processing (deceleration start position update processing, target speed update processing) will be described with reference to FIG. FIG. 6 schematically shows a traffic flow including a plurality of vehicles to be controlled. In FIG. 6, vehicles 100 </ b> A to 100 </ b> C are system-equipped vehicles on which the vehicle control device 10 is mounted, and the vehicles 200 </ b> A to 200 </ b> C are general vehicles on which the vehicle control device 10 is not mounted. In the state shown in FIG. 6, the system-equipped vehicle 100A, the ordinary vehicle 200A, the system-equipped vehicle 100B, the ordinary vehicles 200B and 200C, and the system-equipped vehicle 100C are traveling in order from the top. The system-equipped vehicle 100C controls the relative positional relationship with respect to the system-equipped vehicle 100B in front thereof, and the system-equipped vehicle 100B controls the relative positional relationship with respect to the system-equipped vehicle 100A in front thereof. Here, system-equipped vehicle 100C is the host vehicle, and system-equipped vehicle 100B is the control target vehicle.

  The system-equipped vehicle 100 </ b> C receives a deceleration profile such as the current position / speed, target position / speed, and deceleration G of the preceding system-equipped vehicle 100 </ b> B using the inter-vehicle communication device 12. The vehicle control device 10 of the vehicle 100C calculates a deceleration profile of the host vehicle 100C based on the received deceleration profile, and executes deceleration control.

  While the host vehicle 100C is decelerating, the control target vehicle 100B executes control on the system-equipped vehicle 100A in front of the host vehicle 100C, and the deceleration profile of the vehicle 100B may change depending on the behavior of the system-equipped vehicle 100A. In this case, every time the deceleration profile of the vehicle 100B changes, the host vehicle 100C receives the deceleration profile of the vehicle 100B and updates the deceleration profile of the host vehicle 100C.

  In an ad-hoc type inter-vehicle communication system, it is generally said that the communicable distance is several hundred meters. In the application that is targeted this time, control is performed to increase the inter-vehicle distance with the preceding vehicle by deceleration control, so the inter-vehicle distance becomes longer than the communicable distance during control, and it becomes impossible to receive the deceleration profile from the middle There is a fear.

  FIG. 7 is a flowchart of control target value update processing (deceleration start position update processing, target speed update processing). First, the vehicle control device 10 of the vehicle 100C detects the position / speed of the host vehicle (S21). Next, the deceleration profile output from the front control target vehicle 100B is received (S22).

  Next, the communication control unit 23 determines whether or not the reception error rate> the threshold value is satisfied (S23). When the reception error rate from the control target vehicle 100B is larger than the threshold value, the traveling control unit 24 shifts to the estimation control mode, and based on the deceleration profile received in the past and the elapsed time from the reception time, the control target vehicle 100B. And the deceleration start position and deceleration G of the host vehicle 100C are updated to continue the control (S24). However, when the communication state is improved and a new deceleration profile of the control target vehicle 100B can be received, the estimated value is corrected (S25).

  On the other hand, the control target vehicle 100B further receives the deceleration profile output from the preceding system-equipped vehicle 100A, and calculates the deceleration profile of the control target vehicle 100B based on the received deceleration profile of the system-equipped vehicle 100A (S26). ), Deceleration control is being executed.

  However, as described above, when the communication state between the vehicle 100C and the vehicle 100B deteriorates, the vehicle control device 10 of the vehicle 100B does not use the newly calculated deceleration profile, but uses the deceleration profile up to that time for the host vehicle 100B. Continue driving control.

  Then, the vehicle control device 10 of the vehicle 100B determines the control target value based on the new deceleration profile that can be transmitted when the communication state with the vehicle 100C is improved and the transmission of the deceleration profile is confirmed to be successful (S27). (Deceleration start position, target speed, deceleration G) is updated.

  If the communication state does not improve, the vehicle 100B cannot perform flexible control over the vehicle 100A, but can communicate between the vehicles 100A and 100B and is out of the communication range between the vehicles 100B and 100C. , 100B, it is considered that there are more general vehicles 200B, 200C existing between the vehicles 100B, 100C than the number of general vehicles 200A existing between the vehicles 100A, 100B. Deceleration propagation in the middle increases deceleration, and traffic congestion can be more effectively prevented by giving priority to control between the vehicles 100B and 100C.

  In such a vehicle control system, it is determined whether there is a communication failure between vehicles equipped with the system, an acceleration / deceleration profile is transmitted during normal times when no communication failure has occurred, and only position information is obtained when a communication failure has occurred. Since transmission is performed, even when the communication performance deteriorates, the communication amount can be reduced to ensure the communication performance, and the relative positional relationship between the system-equipped vehicles can be controlled based on the received information. Thereby, traffic flow can be improved and the occurrence of traffic jams can be prevented.

  Next, control processing according to another embodiment will be described. The control processing here basically follows the flowchart shown in FIG. However, in the control according to the embodiment described above, it is necessary for both the control vehicle and the control target vehicle to simultaneously determine the deterioration of the communication state. If the communication method is Request-Ack type half-duplex communication, both parties can simultaneously grasp the state of the communication channel based on the number of packet retransmission requests. However, in the case of full-duplex communication, the communication status of the uplink channel and downlink channel may be different, and when performing flood type packet communication that sends packets to an unspecified number, a deceleration profile was transmitted. The control target vehicle cannot grasp the reception state with the control vehicle. Further, in the control according to the above-described embodiment, when the reception state deteriorates, the estimated position is corrected by information that can be received from time to time. However, deceleration such as the current position / speed, the target position / speed, and the deceleration start position / deceleration When a profile is transmitted, information on the current position is not always included in a packet that happens to be received.

  Therefore, in the control process according to another embodiment, communication is performed as shown in FIG. In the normal control mode, the control target vehicle 100A transmits a deceleration profile to the control vehicle 100B, while the control vehicle 100B is executing a reception packet error rate or a reception bit error rate or a normal control mode to the control target vehicle 100A. A mode flag indicating that is transmitted.

  The control target vehicle 100A determines whether or not the communication performance is deteriorated based on the information output from the control vehicle 100B (presence of communication failure). When the received error rate exceeds the threshold value or when it is certain that the mode has been shifted to the speculative control mode based on the mode flag, the control target vehicle 100A has the control target value as in the above-described embodiment. Update is stopped and transmission of the deceleration profile to the control vehicle 100B is stopped. Moreover, the communication control part 23 inserts only the present position information of the own vehicle into all packets as a low-speed communication mode, and transmits to the control vehicle 100B.

  In addition, before the communication channel state from the vehicle 100A to the vehicle 100B deteriorates, the communication channel state from the vehicle 100B to the vehicle 100A deteriorates, and the reception error rate and the mode flag change may not be received. . Therefore, the communication control unit 23 of the vehicle 100A also monitors the packet error rate or bit error rate of the communication channel from the vehicle 100B to the vehicle 100A, and the vehicle control apparatus 10 also estimates when this value exceeds a threshold value. Transition to control mode. In this case, the vehicle 100B can simultaneously shift to the estimation control mode by detecting that the deceleration profile from the vehicle 100A has been changed to only the current position information.

  In the vehicle control system that performs such communication control, the vehicles 100A and 100B can simultaneously shift to the control mode, and the current position information is sometimes inserted into all packets from the vehicle 100A to the vehicle 100B. Even in a state where only the packet cannot be received, the vehicle B can increase the number of times of deceleration profile correction. As a result, even if the communication performance between the host vehicle and the other vehicle is deteriorated, the relative positional relationship between the host vehicle and the other vehicle can be controlled, and the traffic flow can be improved.

  As mentioned above, although this invention was concretely demonstrated based on the embodiment, this invention is not limited to the said embodiment. In the above embodiment, the preceding vehicle that travels in front of the host vehicle is set as a control target vehicle, and the relative positional relationship between the preceding vehicle and the host vehicle is controlled. A configuration may be adopted in which the vehicle is set as a control target vehicle and the relative positional relationship between the succeeding vehicle and the host vehicle is controlled. Further, the relative positional relationship may be controlled by performing acceleration control.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle control apparatus, 12 ... Vehicle-to-vehicle communication device, 14 ... Road-to-vehicle communication device, 16 ... Navigation system, 20 ... ECU, 21 ... Memory | storage part, 22 ... Control object vehicle recognition part, 23 ... Communication control part, 24 ... Travel control unit (travel control means, acceleration / deceleration profile calculation means, acceleration / deceleration profile estimation means), 30... ACC, 32.

Claims (5)

In a vehicle control system that controls the traffic flow by controlling the relative positional relationship between the own vehicle and another vehicle that is a preceding vehicle or a succeeding vehicle that can communicate with the own vehicle,
Information transmitting means for transmitting an acceleration / deceleration profile, which is information relating to acceleration / deceleration control of the host vehicle, to the other vehicle;
Communication state determination means for determining the presence or absence of communication failure between the host vehicle and the other vehicle,
The information transmission means transmits the acceleration / deceleration profile at normal time, and transmits only the position information of the own vehicle when the communication state determination means determines that there is a communication failure. When receiving position information from a plurality of other vehicles, based on the received position information of other vehicles, control target vehicle recognition means for recognizing other vehicles closest to the host vehicle ahead of the own lane as control target vehicles;
The travel control means for controlling a relative positional relationship between the own vehicle and another vehicle that is the control target vehicle based on an acceleration / deceleration profile output from the control target vehicle. Vehicle control system.   When only the position information of the other vehicle is received, the acceleration / deceleration of the other vehicle is based on the received position information of the other vehicle, the acceleration / deceleration profile received in the past, and the elapsed time from the reception time of the acceleration / deceleration profile. The vehicle control system according to claim 1, further comprising acceleration / deceleration profile estimation means for estimating a profile.   The vehicle control system according to any one of claims 1 to 3, wherein when it is determined that there is a communication failure, the traveling of the host vehicle is controlled based on an acceleration / deceleration profile that can be transmitted.   As the acceleration / deceleration profile, acceleration / deceleration profile calculating means for calculating information on the current position of the host vehicle, the current speed, the position of the target point, the control target speed at the target point, the position at which the speed control is started, and the speed change gradient. The vehicle control system according to any one of claims 1 to 4, further comprising:

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