JP2018062325A - Method for controlling energy saving traffic jam travel - Google Patents
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本願発明は、省エネルギー・低地球温暖化ガス量排出および安全走行の両立を可能にする渋滞走行制御方法に関する。
但し、ここでの渋滞走行とは、前方車両に追従しての発進・停止を頻繁に繰り返す低平均速度走行を云う。
The present invention relates to a traffic congestion control method that enables both energy saving, low global warming gas emission and safe driving.
However, the traffic traveling here means low average speed traveling that frequently repeats starting and stopping following the vehicle ahead.
一定走行距離の走行に際し、最も効率的な走行方法は、最小限の加速走行と、前記最小限の加速走行によって車両が獲得した運動エネルギーを効率的に利用しての最大限の惰性走行による減速走行の組み合わせである。
しかし現状実行されている渋滞走行方法は、エンジンの（全気筒稼働ではなく）一部気筒稼働による走行（特許文献１）、あるいはエンジンの停止条件・再始動条件の最適化（特許文献３）、渋滞走行パターンの学習によるアイドルストップ条件の最適化（特許文献４）等、渋滞走行におけるエンジン利用条件の合理化に関するものが主体であり、、その他には、前方車両との車間距離に対応しての自車速度制御（特許文献２）、等、渋滞走行中の前方車両との車間距離に対応した走行速度の最適化による交通能力の最大化方法等がある。
これらはいずれも自動運転車等に適用できる体系的、合理的な渋滞走行制御方法には至っていない。
When traveling at a fixed distance, the most efficient driving method is the minimum acceleration driving and the deceleration by the maximum inertia driving that efficiently uses the kinetic energy acquired by the vehicle by the minimum acceleration driving. It is a combination of driving.
However, currently running traffic congestion methods include running with some cylinders operating (not all cylinders operating) (Patent Document 1), or optimizing engine stop / restart conditions (Patent Document 3), It is mainly related to rationalization of engine usage conditions in traffic jams, such as optimization of idle stop conditions by learning traffic jam patterns (Patent Document 4), and in addition, it corresponds to the distance between vehicles with the preceding vehicle There is a method for maximizing the traffic capacity by optimizing the traveling speed corresponding to the inter-vehicle distance from the preceding vehicle in a traffic jam, such as own vehicle speed control (Patent Document 2).
None of these methods have achieved a systematic and rational traffic control method that can be applied to autonomous vehicles.
本願発明は渋滞走行を、渋滞平均速度（渋滞中の車両の平均走行速度）、あるいは自車両−前方車両間車間距離、を含めてトータル的にとらえ、それに合理的・体系的に対応することによって省エネルギー・低排出ガス量かつ走行安全な渋滞走行を効果的に行おうとするものである。 The present invention captures traffic jams in total, including traffic jam average speed (average vehicle speed of vehicles in traffic jams), or the distance between the host vehicle and the vehicle ahead, and responds to it rationally and systematically. It is intended to effectively carry on traffic jams that are energy-saving, have low emissions, and are safe for running.
従来の渋滞走行の問題点は以下の如くである。
・加速走行・定速走行、あるいは減速時・停車時の（例えばガソリンエンジンへのガソリン等）過剰な駆動体駆動エネルギー供給による浪費、
・減速走行時の車両の有する運動エネルギーの、制動（低効率回生制動を含む）による浪費。
上記問題を解決するためには、以下の対応が必要である。
・渋滞平均速度に対応した最小限の加速走行と、前記加速走行の結果車両に蓄積された運動エネルギーの車両減速走行への効率的な利用、即ち惰性走行の最大限の活用
・減速走行時あるいは停車時の（例えばガソリンエンジンへのガソリン等）駆動体への駆動体駆動エネルギーの供給停止あるいは供給削減。、
Problems with conventional traffic jams are as follows.
-Waste due to excessive drive body drive energy supply during acceleration travel, constant speed travel, deceleration or stop (eg gasoline to gasoline engine),
-Waste due to braking (including low-efficiency regenerative braking) of the kinetic energy of the vehicle during deceleration.
In order to solve the above problems, the following measures are required.
・ Minimum acceleration travel corresponding to the average speed of traffic jams and efficient use of the kinetic energy accumulated in the vehicle as a result of the acceleration travel for vehicle deceleration travel, that is, maximum use of inertial travel Stop or reduce the supply of drive body drive energy to the drive body when the vehicle is stopped (for example, gasoline to a gasoline engine). ,
上記問題解決策実行のための方策を、図１を用いて説明する。
図１において、縦軸を自車速度、横軸を時間あるいは走行距離とする。
またｖj は渋滞平均速度（渋滞中の車両の平均速度）である。
速度０から速度（２・ｖj）までの間加速度αa で加速走行した場合の走行距離をＬa 、走行時間をｔa、速度（２・ｖj）から速度０までの間減速度αd で減速走行した場合の走行距離をＬd 、走行時間をｔd、とするとＬa、Ｌd、ｔa、ｔd はそれぞれ（数１）、（数２）、（数３）、（数４）であらわされる。
（数１）
Ｌa ＝（２・ｖj ）２／（２・αa）
（数２）
Ｌd ＝（２・ｖj ）２／（２・αd）
（数３）
ｔa ＝（２・ｖj）／αa
（数４）
ｔd ＝（２・ｖj）／αd
ここで、減速度αd は、
（数５）
αd ＝αi ＋αb
但し
αi：惰性走行減速度
αb：減速度αd とするための、惰性走行減速度αiに付加する制動減速度
である。
A measure for executing the above problem solution will be described with reference to FIG.
In FIG. 1, the vertical axis represents the vehicle speed, and the horizontal axis represents time or travel distance.
Further, vj is a traffic jam average speed (average speed of vehicles in a traffic jam).
When traveling at an acceleration αa from speed 0 to speed (2 · vj) at the acceleration distance La, travel time at ta, and traveling at a deceleration αd from speed (2 · vj) to speed 0 Assuming that the travel distance is Ld and the travel time is td, La, Ld, ta, and td are expressed by (Equation 1), (Equation 2), (Equation 3), and (Equation 4), respectively.
(Equation 1)
La = (2 · vj) 2 / (2 · αa)
(Equation 2)
Ld = (2 · vj) 2 / (2 · αd)
(Equation 3)
ta = (2 · vj) / αa
(Equation 4)
td = (2 · vj) / αd
Where deceleration αd is
(Equation 5)
αd = αi + αb
However, αi: inertia traveling deceleration αb: braking deceleration to be added to inertia traveling deceleration αi so as to be deceleration αd.
ここで、加速走行距離Ｌa および減速走行距離Ｌd の和である加減速走行距離（Ｌa＋Ｌd）の間を、加速走行時間ｔａ と減速走行時間ｔd の和である加減速走行時間（ｔa＋ｔd）で走行する場合の速度ｖad は、（数６）で示される。
（数６）
ｖad ＝（Ｌa＋Ｌd ）／（ｔa ＋ｔd ）＝ｖj
即ち、上記の如き加速走行距離Ｌaと減速走行距離Ｌdの和である加減速走行距離（Ｌa ＋Ｌd）を加速時間taと減速時間td での和時間（ｔa ＋ｔd）で走行した場合の平均速度は渋滞平均速度
ｖjとすることができる。
Here, the vehicle travels between the acceleration / deceleration travel distance (La + Ld) which is the sum of the acceleration travel distance La and the deceleration travel distance Ld with the acceleration / deceleration travel time (ta + td) which is the sum of the acceleration travel time ta and the deceleration travel time td. The speed vad in this case is expressed by (Equation 6).
(Equation 6)
vad = (La + Ld) / (ta + td) = vj
That is, the average speed when the vehicle travels by the sum time (ta + td) of the acceleration time ta and the deceleration time td over the acceleration / deceleration travel distance (La + Ld) which is the sum of the acceleration travel distance La and the deceleration travel distance Ld as described above. The traffic jam average speed vj can be obtained.
従って、発進・停止を頻繁に繰り返す渋滞平均速度ｖj の渋滞中において、停車中の自車両が、前方車両との車間距離Ｌが（数７）を満足した時（但しΔＬ：安全車間距離）、上記加速走行を開始し、速度が（２・vj）に達した後減速度αdの減速走行に移行して速度０となるまで走行した場合の走行距離は（Ｌa ＋Ｌd）となり、この結果、前記加減速走行の間の自車両と前方車両間の車間距離は、前方車両の走行状態如何（但し逆走は無しとする）にかかわらず（数８）を満足することができる。即ち、（数９）で示される設定車間距離Ｌsを確保しての安全な加減速走行が可能となる。
（数７）
Ｌ≧Ｌs＋ΔＬ
（数８）
Ｌ≧ΔＬ
（数９）
Ｌs ＝Ｌa ＋Ｌd
Therefore, in a traffic jam with a traffic jam average speed vj that frequently starts and stops, when the host vehicle that is stopped satisfies the following distance L with the preceding vehicle (Expression 7), where ΔL is the safe inter-vehicle distance. The acceleration travel is started, and after the speed reaches (2 · vj), the travel distance is (La + Ld) when shifting to the deceleration travel of the deceleration αd and traveling until the speed becomes 0, and as a result, The inter-vehicle distance between the host vehicle and the preceding vehicle during acceleration / deceleration traveling can satisfy (Equation 8) regardless of the traveling state of the preceding vehicle (however, no reverse running is assumed). That is, safe acceleration / deceleration traveling with the set inter-vehicle distance Ls shown in (Equation 9) is possible.
(Equation 7)
L ≧ Ls + ΔL
(Equation 8)
L ≧ ΔL
(Equation 9)
Ls = La + Ld
ここで、上記加速走行距離Ｌa 、減速走行距離Ｌd の最適化、即ち加速度αa 、減速度αd の最適化、を考える。
先ず減速走行距離Ｌdを考える。
減速走行の最もエネルギー効率の良い走行方法は、前記のとおり惰性走行、即ち減速度αdを惰性走行減速度αi としての走行である。
Here, the optimization of the acceleration travel distance La and the deceleration travel distance Ld, that is, the optimization of the acceleration αa and the deceleration αd will be considered.
First, consider the deceleration travel distance Ld.
As described above, the most energy efficient traveling method of the deceleration traveling is inertia traveling, that is, traveling with the deceleration αd as the inertia traveling deceleration αi.
しかし前記渋滞中の減速走行を惰性走行減速度αiの惰性走行のみで行おうとすると、例えば渋滞平均速度ｖj=５ｋｍ／ｈの渋滞走行において、（一般的な車両においては、）惰性走行減速度αiによる速度（２・ｖｊ）＝１０ｋｍ／ｈから速度０までの惰性走行距離Ｌiは１０ｍ以上、したがって加速走行距離Ｌaを５ｍとすると一周期の加減速走行距離は１５ｍ以上となってしまい、車間距離が過大になるという問題が発生する。 However, if it is attempted to perform the deceleration traveling in the traffic jam only by the inertia traveling at the inertia traveling deceleration αi, for example, in the traffic jam traveling at the average traffic speed vj = 5 km / h (in a general vehicle), the inertia traveling deceleration α i (2 · vj) = 10 km / h to zero speed, the coasting distance Li is 10 m or more. Therefore, if the acceleration traveling distance La is 5 m, the acceleration / deceleration traveling distance in one cycle is 15 m or more. The problem that becomes excessive.
一方、減速走行を減速度αd （＝αi＋αb、即ち惰性走行減速度αiに制動減速度αbを付加した減速走行）で行おうとすると、減速走行時の制動減速度αbの制御が必要となることに加えて、速度０から速度（２・ｖj）までの加速走行によって車両が獲得した運動エネルギー｛（ｍ・ｖj2）／２｝（但しｍ：自車両質量）中の｛αi ／ （αi ＋αb）｝分しか減速走行に利用されず、残りの｛αb ／ （αi ＋αb）｝分は制動減速度αbによる制動による摩擦熱として放散されてしまい、走行の運動エネルギー損失となる。
（但し、上記減速度αbによる制動を摩擦制動ではなく高効率の回生性能を有する回生制動で行う方法もあり、この場合は制動を単なる摩擦制動で行う場合に比べて回生制動の効率分だけ運動エネルギー利用効率を向上させることができる。）
On the other hand, if deceleration traveling is performed at a deceleration αd (= αi + αb, that is, deceleration traveling with inertia braking deceleration αi added to braking deceleration αb), control of braking deceleration αb during deceleration traveling is required. In addition, {αi / (αi + αb) in the kinetic energy {(m · vj 2 ) / 2} (where m is the mass of the host vehicle) acquired by the vehicle by acceleration from speed 0 to speed (2 · vj) } Is used for deceleration traveling, and the remaining {αb / (αi + αb)} is dissipated as frictional heat due to braking by the braking deceleration αb, resulting in kinetic energy loss during traveling.
(However, there is also a method in which braking by the deceleration αb is performed not by friction braking but by regenerative braking having high efficiency regenerative performance. In this case, movement is performed by the efficiency of regenerative braking compared to the case where braking is performed by simple friction braking. Energy use efficiency can be improved.)
従って、渋滞走行速度ｖjに対応する最適な自車両−前方車両間設定車間距離Ｌsのための加速走行距離Ｌa設定に際しては、加速度αaを許容可能な（乗員に違和感を与えず制御が容易かつ安全な）範囲で最大値に設定して後（数１）より前記極大化した加速度αaに対応した極小化した加速走行距離Ｌaを算出・設定する。
次いで、前記Ｌs 、Ｌa より（数９）を用いてＬd （＝Ｌs −Ｌa）を算出（但しここで算出されたＬd は、惰性走行距離Ｌiに対してＬd ＜Ｌi とする）、前記Ｌdより（数２）を用いてαdを、（数５）を用いてαb を算出し、最終的には減速走行時αb を制御しての極小化した減速度αd での極大化した減速走行距離Ｌdでの減速走行を行う。
Therefore, when setting the acceleration travel distance La for the optimum vehicle-to-front vehicle distance Ls corresponding to the traffic speed vj, the acceleration αa can be allowed (the control is easy and safe without giving the passengers a sense of incongruity). The maximum acceleration travel distance La corresponding to the maximum acceleration αa is calculated and set from (Equation 1).
Next, Ld (= Ls−La) is calculated from the above Ls and La using (Equation 9) (however, Ld calculated here is Ld <Li with respect to the inertia traveling distance Li), and from the above Ld Αd is calculated using (Equation 2), and αb is calculated using (Equation 5). Ultimately, the deceleration travel distance Ld maximized at the minimized deceleration αd by controlling αb during deceleration travel. Drive at a reduced speed.
一方、減速走行中あるいは停車中のエンジンあるいはモータの駆動による駆動体駆動エネルギー損失は、駆動を停止するあるいは駆動での消費量を低減させることで可能である。
従ってトータル的な渋滞走行の最適化は、渋滞平均速度ｖjに対応した設定車間距離Ｌsに対応する加速度αa、減速度αdの最適化（即ち、加速走行距離Ｌa 、減速走行距離Ｌdの最適化）とその結果としての運動エネルギー利用効率向上と、減速走行時および停車時の駆動体駆動エネルギーの損失低減、を合わせて総合的に最適化することになる。
On the other hand, the driving body drive energy loss due to the driving of the engine or the motor that is running at a reduced speed or stopped can be achieved by stopping the driving or reducing the consumption of the driving.
Accordingly, the optimization of the total traffic traveling is performed by optimizing the acceleration αa and the deceleration αd corresponding to the set inter-vehicle distance Ls corresponding to the average traffic speed vj (that is, optimizing the acceleration traveling distance La and the deceleration traveling distance Ld). And, as a result, the kinetic energy utilization efficiency is improved and the driving body drive energy loss is reduced when the vehicle is decelerated and stopped.
上記のごとき本願発明による平均速度ｖjでの、基本的に速度０から速度（２・ｖj）間の加減速度走行の繰り返しによる設定車間距離Ｌsでの渋滞走行によって、省エネルギー・地球温暖化ガス削減と安全走行が両立した渋滞走行が可能となる。
特に本願発明による渋滞走行はＥＶ等のモーター駆動を主体とした自動運転車への適用が効果的である。
As described above, energy saving and global warming gas reduction can be achieved by congested traveling at a set inter-vehicle distance Ls by repeating acceleration / deceleration traveling between speed 0 and speed (2 · vj) at the average speed vj according to the present invention as described above. Congested driving that enables safe driving is possible.
In particular, the traffic jam according to the present invention is effective when applied to an autonomous driving vehicle mainly driven by a motor such as EV.
本発明実施に際しては先ず渋滞平均速度ｖjの特定が必要になる。これは外部交通情報からの渋滞長と渋滞通過予測時間からの特定、あるいは自車が渋滞状態に侵入した時からの走行距離および経過時間からの特定で可能である。
また追従走行すべき前方車両の有無特定、あるいは自車−前方車両間車間距離Ｌの特定は、カメラ、レーダー等の測距機能を有する装置、あるいは自車位置特定可能な車両間の（自車−前方車両の）車車間通信によって可能である。
また、渋滞平均速度ｖjに対応した加速度αa 、減速度αd（あるいは惰性走行減速度αi、制動減速度αb）および設定車間距離Ｌsおよび安全車間距離ΔＬは、あらかじめ特定しておく必要がある。
In implementing the present invention, it is first necessary to specify the traffic jam average speed vj. This can be specified from the length of traffic jam from the external traffic information and the estimated traffic passage time, or from the travel distance and elapsed time from when the vehicle entered the traffic jam state.
Also, the presence / absence of a forward vehicle to be followed or the distance L between the vehicle and the vehicle ahead can be specified by a device having a distance measuring function such as a camera or a radar, or between vehicles capable of specifying the vehicle position (vehicles). -It is possible by inter-vehicle communication (of the vehicle ahead).
Further, the acceleration αa, deceleration αd (or inertia traveling deceleration αi, braking deceleration αb), the set inter-vehicle distance Ls, and the safe inter-vehicle distance ΔL corresponding to the average traffic jam speed vj must be specified in advance.
図２に本願発明による省エネルギー渋滞走行制御方法における制御手順例を示す。
図２において、
２０１は、渋滞走行制御手順開始点、
２０２は、自車両前方一定距離Ｌf以内にある（追従すべき）車両の有無を確認する前方車両有無確認処理Ａ、
ここで前方車両の有無は、自車両から一定距離Ｌf（Ｌf＞（Ｌs ＋ΔＬ））以内前方に自車両と同一向き走行の車両の有無を、カメラあるいはレーダー等により確認する。
２０３は、自車速ｖsが０、即ち自車両が停止状態か否か、の確認処理、
２０４は、自車−前方車両間実車間距離Ｌが（Ｌs ＋ΔＬ）以上か否かを判定する車間距離判定処理Ａ、
ここでＬs は設定車間距離、ΔＬは安全車間距離である。
２０５は、処理２０４および後述の処理２０９でＬ≧（Ｌs ＋ΔＬ）と判定された場合、あるいは後述の処理２０６でｖs＜２・ｖjと判定された場合、加速度αa の加速走行を開始あるいは継続する加速走行処理、
FIG. 2 shows an example of a control procedure in the energy-saving traffic traveling control method according to the present invention.
In FIG.
201 is a traffic congestion control procedure start point,
202 is a front vehicle presence / absence confirmation process A for confirming the presence / absence of a vehicle within a certain distance Lf in front of the host vehicle (to be followed);
Here, the presence / absence of a forward vehicle is confirmed by a camera or a radar or the like in front of the vehicle within a certain distance Lf (Lf> (Ls + ΔL)).
203 is a process for confirming whether or not the host vehicle speed vs is 0, that is, the host vehicle is in a stopped state,
204, an inter-vehicle distance determination process A for determining whether or not the actual inter-vehicle distance L between the host vehicle and the preceding vehicle is (Ls + ΔL) or more.
Here, Ls is a set inter-vehicle distance, and ΔL is a safe inter-vehicle distance.
205, when it is determined that L ≧ (Ls + ΔL) in the processing 204 and the processing 209 described later, or when it is determined that vs <2 · vj in the processing 206 described later, starts or continues the acceleration travel of the acceleration αa. Accelerated travel processing,
２０６は加速走行の結果自車速ｖsが（２・ｖj）に達したか否かを判定するｖs 判定処理、
２０７は、処理２０６で加速走行の結果自車速ｖsが（２・ｖj） 以上に達したと判定された場合、あるいは後述の処理２１０でＬ≧ΔＬと判定された場合、減速度αd の減速走行に移行あるいは継続する、減速走行処理、
２０８は、処理２０２と同様、自車両前方に追従すべき車両の有無を確認する前方車両有無確認処理Ｂ、
２０９は、処理２０４と同様、自車−前方車両間実車間距離Ｌが（Ｌs ＋ΔＬ）以上か否かを判定する車間距離判定処理Ｂ、
２１０は、自車−前方車両間実車間距離Ｌが安全車間距離ΔＬ以下か否かを判定する安全車間距離判定処理、
２１１は、処理２１０で自車−前方車両間実車間距離Ｌが安全車間距離ΔＬ以下であると判定された場合、自車速ｖsが０か否か、即ち自車両が停止状態にあるか否かを判定する自車停止判定処理、
２１２は、処理２１１の判定結果自車速ｖsが未だ０となっていないと判定された場合、制動減速度αr（αr＞αb）によるｖs＝０へ向けての制動を行う制動処理、
２１３は、処理２０８において追従すべき前方走行車両無しと判定された場合、渋滞走行制御処理を終了（したのち通常走行に移行）する渋滞走行制御処理終了点、
である。
206 is a vs determination process for determining whether or not the own vehicle speed vs has reached (2 · vj) as a result of acceleration running;
In step 207, when it is determined in the processing 206 that the vehicle speed vs has reached (2 · vj) or more as a result of the acceleration traveling, or when it is determined that L ≧ ΔL in the processing 210 to be described later, the vehicle travels at a deceleration αd. Decelerating driving process,
As in the process 202, 208 is a front vehicle presence / absence confirmation process B for confirming the presence / absence of a vehicle that should follow the front of the host vehicle.
209 is an inter-vehicle distance determination process B for determining whether or not the actual vehicle-to-vehicle distance L is equal to or greater than (Ls + ΔL), similar to the process 204.
210 is a safe inter-vehicle distance determination process for determining whether the actual inter-vehicle distance L between the host vehicle and the preceding vehicle is equal to or less than the safe inter-vehicle distance ΔL;
211, when it is determined in the process 210 that the actual vehicle-to-front vehicle distance L is less than or equal to the safe inter-vehicle distance ΔL, whether or not the host vehicle speed vs is zero, that is, whether or not the host vehicle is stopped. Own vehicle stop determination process,
212, a braking process for performing braking toward vs = 0 by a braking deceleration rate αr (αr> αb) when it is determined that the vehicle speed vs is not yet 0 in the determination result of the process 211;
213, when it is determined that there is no forward traveling vehicle to be followed in the process 208, the traffic congestion control process end point for ending the traffic congestion control process (and then shifting to normal driving);
It is.
以上の如く本願発明による渋滞走行制御方法は、自車両停車時、前方車両までの実車間距離Ｌを特定し、実車間距離Ｌが（Ｌs＋ΔＬ）以上になるのを待って加速走行を開始し、自車速度が（２・ｖj） に達した時点で、加速走行から減速走行に移行し、Ｌ≦ΔＬとなった時点で制動・停止する。
その後は再度前方車両との実車間距離Ｌが（Ｌs＋ΔＬ）以上になるのを待って加速走行を開始する。上記動作を基本動作として繰り返すことによって渋滞平均速度ｖj中の実車間距離（ΔＬ〜Ｌs ＋ΔＬ）を確保しての渋滞走行が可能となる。
但し減速走行中、自車−前方車両間実車間距離Ｌが（Ｌs＋ΔＬ）以上となった場合にはその時点から、加速走行を速度（２・ｖj）に達するまで行い、その後減速走行に移行することによって、車間距離の拡大を防止する。
As described above, the traffic congestion control method according to the present invention specifies the actual inter-vehicle distance L to the preceding vehicle when the host vehicle is stopped, waits for the actual inter-vehicle distance L to become (Ls + ΔL) or more, and starts acceleration traveling. When the host vehicle speed reaches (2 · vj), the vehicle shifts from acceleration to deceleration and brakes / stops when L ≦ ΔL.
Thereafter, the vehicle waits for the actual inter-vehicle distance L with the preceding vehicle to be equal to or greater than (Ls + ΔL), and then starts acceleration travel. By repeating the above operation as a basic operation, it is possible to travel in a traffic jam while securing a distance (ΔL to Ls + ΔL) between actual vehicles in the traffic jam average speed vj.
However, when the actual vehicle-to-vehicle distance L is greater than (Ls + ΔL) during deceleration travel, acceleration travel is performed from that point until the speed (2 · vj) is reached, and then shifts to deceleration travel. This prevents an increase in the inter-vehicle distance.
本願発明によって、車両駆動体としてエンジンを用いた車両は勿論、電気自動車、ハイブリッド車、あるいは燃料電池車の如きモーターを利用した車両においても、渋滞走行中の運動エネルギーの損失を最小限に抑えた、また減速走行中の駆動体への駆動エネルギー供給を最小限に抑えた、さらに前方車両との実車間距離を走行安全上必要十分な距離に抑えた渋滞走行が可能となり、車両の省エネルギー・地球温暖化ガス排出量削減および安全走行に大きく貢献できる。
特に本願発明を自動化すること、即ち自動運転車の渋滞走行方法として採用することは自動運転車の目的から見ても効果的であると言える。
According to the present invention, not only a vehicle using an engine as a vehicle driving body but also a vehicle using a motor such as an electric vehicle, a hybrid vehicle, or a fuel cell vehicle, the loss of kinetic energy during traffic jams is minimized. In addition, it is possible to reduce the amount of driving energy supplied to the driving body during deceleration and minimize the distance between the vehicle and the vehicle ahead and keep it at a necessary and sufficient distance for driving safety. It can greatly contribute to the reduction of greenhouse gas emissions and safe driving.
In particular, it can be said that automating the present invention, that is, adopting it as a traffic jam traveling method for an autonomous driving vehicle is effective from the viewpoint of the autonomous driving vehicle.
ｖs：自車速
ｖj：渋滞平均速度
Ｌ：自車両−前方車両間実車間距離、
Ｌa ：加速走行距離
Ｌi ：惰性走行距離
Ｌd ：減速走行距離
Ｌs ：渋滞平均速度ｖj に対応した設定車間距離、
=Ｌa ＋Ｌd 、あるいはＬs＝Ｌa ＋Ｌi
Ｌf :自車両前方に追従すべき車両有無を判定する追従車両判定距離、
ΔＬ：安全車間距離
ｔa ：加速走行時間
ｔd :減速走行時間
ｔi ：惰性走行時間
αa ：加速度
αd ：減速度
＝αi ＋αb
αi ：惰性走行減速度
αb ：減速度αdの一部となる制動減速度、あるいは回生制動減速度
αr ：Ｌ≦ΔＬ範囲内での制動減速度、（αr＞αb）
vs: own vehicle speed vj: average congestion speed L: actual vehicle-to-front vehicle distance,
La: acceleration travel distance Li: inertial travel distance Ld: deceleration travel distance Ls: set inter-vehicle distance corresponding to the average traffic speed vj,
= La + Ld or Ls = La + Li
Lf: Follow-up vehicle determination distance for determining the presence or absence of a vehicle to follow in front of the host vehicle
ΔL: safe inter-vehicle distance ta: acceleration travel time td: deceleration travel time ti: inertia travel time αa: acceleration αd: deceleration = αi + αb
αi: coasting deceleration αb: braking deceleration that is part of deceleration αd or regenerative braking deceleration αr: braking deceleration within the range of L ≦ ΔL, (αr> αb)
本願発明は、省エネルギー・低地球温暖化ガス量排出走行および安全走行の両立を可能にする渋滞走行制御方法に関する。
但し、ここでの渋滞走行とは、前方車両に追従しての発進・停止を頻繁に繰り返す低平均速度走行を云う。
The present invention relates to a traffic jam traveling control method that enables both energy saving, low global warming gas amount emission traveling and safe traveling.
However, the traffic traveling here means low average speed traveling that frequently repeats starting and stopping following the vehicle ahead.
一定走行距離の走行に際し、最も効率的な走行方法は、最小限の加速走行と、前記最小限の加速走行によって車両が獲得した運動エネルギーを効率的に利用しての最大限の惰性走行による減速走行の、組み合わせである。
しかし現状実行されている渋滞走行方法は、エンジンの（全気筒稼働ではなく）一部気筒稼働による走行（特許文献１）、あるいはエンジンの停止条件・再始動条件の最適化（特許文献３）、渋滞走行パターンの学習によるアイドルストップ条件の最適化（特許文献４）等、渋滞走行におけるエンジン利用条件の合理化に関するものが主体であり、その他には、前方車両との車間距離に対応しての自車速度制御（特許文献２）、等、渋滞走行中の前方車両との車間距離に対応した走行速度の最適化による交通能力の最大化方法等、がある。
しかし、これらはいずれも自動運転車等に適用できる体系的、合理的な渋滞走行制御方法には至っていない。
When traveling at a fixed distance, the most efficient driving method is the minimum acceleration driving and the deceleration by the maximum inertia driving that efficiently uses the kinetic energy acquired by the vehicle by the minimum acceleration driving. of traveling, it is a combination.
However, currently running traffic congestion methods include running with some cylinders operating (not all cylinders operating) (Patent Document 1), or optimizing engine stop / restart conditions (Patent Document 3), optimization of the idle stop condition according to the learning of the congestion running pattern (Patent Document 4), etc., are the main concerns rationalization of engine use conditions in the traffic jam running, others, the self of corresponding inter-vehicle distance to the preceding vehicle car speed control (Patent Document 2), etc., maximization method of traffic capacity by optimization of the traveling speed corresponding to the inter-vehicle distance to the preceding vehicle during a traffic jam traveling, there is.
However, none of these methods have achieved a systematic and rational traffic congestion control method that can be applied to an autonomous vehicle or the like.
従来の渋滞走行の問題点は以下の如くである。
・加速走行・定速走行、あるいは減速時・停車時の（例えばガソリンエンジンへのガソリン等）過剰な駆動体駆動エネルギー供給による浪費、
・減速走行時の車両の有する運動エネルギーの、制動（低効率回生制動を含む）による浪費。
上記問題を解決するためには、以下の対応が必要である。
・渋滞平均速度に対応した最小限の加速走行と、前記加速走行の結果車両に蓄積された運動エネルギーの車両減速走行への効率的な利用、即ち惰性走行の最大限の活用、
・減速走行時あるいは停車時の（例えばガソリンエンジンへのガソリン等）駆動体への駆動体駆動エネルギーの供給停止あるいは供給削減、
Problems with conventional traffic jams are as follows.
-Waste due to excessive drive body drive energy supply during acceleration travel, constant speed travel, deceleration or stop (eg gasoline to gasoline engine),
-Waste due to braking (including low-efficiency regenerative braking) of the kinetic energy of the vehicle during deceleration.
In order to solve the above problems, the following measures are required.
・ Minimum acceleration travel corresponding to the average speed of traffic jams and efficient use of the kinetic energy accumulated in the vehicle as a result of the acceleration travel for vehicle deceleration travel, that is, maximum utilization of inertial travel ,
-Stopping or reducing the supply of drive body drive energy to the drive body during deceleration or stopping (for example, gasoline to a gasoline engine) ,
上記問題解決策実行のための方策を、図１を用いて説明する。
図１において、縦軸を自車速度、横軸を時間あるいは走行距離とする。
またｖj は渋滞平均速度（渋滞中の車両の平均速度）である。
速度０から速度（２・ｖj）までの間加速度αa で加速走行した場合の走行距離をＬa 、走行時間をｔa、
また、速度（２・ｖj）から速度０までの間減速度αd で減速走行した場合の走行距離をＬd 、走行時間をｔd、
とするとＬa、Ｌd、ｔa、ｔd はそれぞれ（数１）、（数２）、（数３）、（数４）であらわされる。
（数１）
Ｌa ＝（２・ｖj ）２／（２・αa）
（数２）
Ｌd ＝（２・ｖj ）２／（２・αd）
（数３）
ｔa ＝（２・ｖj）／αa
（数４）
ｔd ＝（２・ｖj）／αd
ここで、減速度αd は、
（数５）
αd ＝αi ＋αb
但し
αi：惰性走行減速度、
αb：減速度αd とするための、惰性走行減速度αiに付加する制動減速度、
である。
A measure for executing the above problem solution will be described with reference to FIG.
In FIG. 1, the vertical axis represents the vehicle speed, and the horizontal axis represents time or travel distance.
Further, vj is a traffic jam average speed (average speed of vehicles in a traffic jam).
When traveling at an acceleration αa from speed 0 to speed (2 · vj), the travel distance is La, the travel time is ta,
Further, when the vehicle travels at a deceleration αd from the speed (2 · vj) to the speed 0, the travel distance is Ld, the travel time is td,
Then, La, Ld, ta, and td are expressed by (Expression 1), (Expression 2), (Expression 3), and (Expression 4), respectively.
(Equation 1)
La = (2 · vj) 2 / (2 · αa)
(Equation 2)
Ld = (2 · vj) 2 / (2 · αd)
(Equation 3)
ta = (2 · vj) / αa
(Equation 4)
td = (2 · vj) / αd
Where deceleration αd is
(Equation 5)
αd = αi + αb
Where αi: coasting deceleration ,
.alpha.b: for the deceleration .alpha.d, the braking deceleration added to the coasting deceleration .alpha.i,
It is.
一方、減速走行を減速度αd （＝αi＋αb、即ち惰性走行減速度αiに制動減速度αbを付加した減速走行）で行おうとすると、減速走行時の制動減速度αbの制御が必要となることに加えて、速度０から速度（２・ｖj）までの加速走行によって車両が獲得した運動エネルギー｛ｍ・（２・ｖj） 2 ｝／２（但しｍ：自車両質量）中の｛αi ／ （αi ＋αb）｝分しか減速走行に利用されず、残りの｛αb ／ （αi ＋αb）｝分は制動減速度αbによる制動摩擦熱として放散されてしまい、走行の運動エネルギー損失となる。
（但し、上記減速度αbによる制動を摩擦制動ではなく高効率の回生性能を有する回生制動で行う方法もあり、この場合は制動を単なる摩擦制動で行う場合に比べて回生制動の効率分だけ運動エネルギー利用効率を向上させることができる。）
On the other hand, if deceleration traveling is performed at a deceleration αd (= αi + αb, that is, deceleration traveling with inertia braking deceleration αi added to braking deceleration αb), control of braking deceleration αb during deceleration traveling is required. In addition, {αi / (αi) in the kinetic energy {m · (2 · vj) 2 } / 2 (where m is the mass of the vehicle) acquired by the vehicle by acceleration from speed 0 to speed (2 · vj) Only + αb)} is used for decelerating traveling, and the remaining {αb / (αi + αb)} is dissipated as braking frictional heat due to braking deceleration αb, resulting in kinetic energy loss during traveling.
(However, there is also a method in which braking by the deceleration αb is performed not by friction braking but by regenerative braking having high efficiency regenerative performance. In this case, movement is performed by the efficiency of regenerative braking compared to the case where braking is performed by simple friction braking. Energy use efficiency can be improved.)
従って、渋滞走行速度ｖjに対応する最適な自車両−前方車両間設定車間距離Ｌsのための加速走行距離Ｌa設定に際しては、加速度αaを許容可能な（乗員に違和感を与えず制御が容易かつ安全な）範囲で最大値に設定して後（数１）より前記最大化（極大化）した加速度αaに対応した極小化した加速走行距離Ｌaを算出・設定する。
次いで、前記Ｌs 、Ｌa より（数９）を用いてＬd （＝Ｌs −Ｌa）を算出（但しここで算出されたＬd は、惰性走行距離Ｌiに対してＬd ＜Ｌi とする）、前記Ｌdより（数２）を用いてαdを、（数５）を用いてαb を算出し、最終的には減速走行時αb を制御しての極小化した、即ち極力惰性走行減速度αiに近い、減速度αd での極大化した減速走行距離 Ｌdでの減速走行を行う。
Therefore, when setting the acceleration travel distance La for the optimum vehicle-to-front vehicle distance Ls corresponding to the traffic speed vj, the acceleration αa can be allowed (the control is easy and safe without giving the passengers a sense of incongruity). After that, after setting the maximum value in the range, the minimized acceleration travel distance La corresponding to the maximized (maximized) acceleration αa is calculated and set from (Equation 1).
Next, Ld (= Ls−La) is calculated from the above Ls and La using (Equation 9) (however, Ld calculated here is Ld <Li with respect to the inertia traveling distance Li), and from the above Ld Αd is calculated using (Equation 2), and αb is calculated using (Equation 5). Ultimately, it is minimized by controlling αb during deceleration traveling, that is, a reduction that is as close to inertial traveling deceleration αi as possible. Decelerated traveling at the maximum deceleration traveling distance Ld at the speed αd is performed.
本発明実施に際しては先ず渋滞平均速度ｖjの特定が必要になる。これは外部交通情報からの渋滞長と渋滞通過予測時間からの特定、あるいは自車が渋滞状態に侵入した時からの走行距離および経過時間からの特定、で可能である。
また追従走行すべき前方車両の有無特定、あるいは自車−前方車両間車間距離Ｌの特定は、カメラ、レーダー等の測距機能を有する装置、あるいは自車位置特定可能な車両間の（自車−前方車両の）車車間通信によって可能である。
また、渋滞平均速度ｖjに対応した加速度αa 、減速度αd（あるいは惰性走行減速度αi、制動減速度αb）および設定車間距離Ｌsおよび安全車間距離ΔＬは、あらかじめ特定しておく必要がある。
In implementing the present invention, it is first necessary to specify the traffic jam average speed vj. This is possible in particular, from the travel distance and the elapsed time since a particular from congestion length and congestion estimated passage time from an external traffic information, or the vehicle has entered the congested state.
Also, the presence / absence of a forward vehicle to be followed or the distance L between the vehicle and the vehicle ahead can be specified by a device having a distance measuring function such as a camera or a radar, or between vehicles capable of specifying the vehicle position (vehicles). -It is possible by inter-vehicle communication (of the vehicle ahead).
Further, the acceleration αa, deceleration αd (or inertia traveling deceleration αi, braking deceleration αb), the set inter-vehicle distance Ls, and the safe inter-vehicle distance ΔL corresponding to the average traffic jam speed vj must be specified in advance.
本願発明によって、車両駆動体としてエンジンを用いた車両は勿論、電気自動車、ハイブリッド車、あるいは燃料電池車の如きモーターを利用した車両においても、渋滞走行中の運動エネルギーの損失を最小限に抑えた、また減速走行中の駆動体への駆動エネルギー供給を最小限に抑えた、さらに前方車両との実車間距離を走行安全上必要十分な距離に保った、渋滞走行が可能となり、車両の省エネルギー・地球温暖化ガス排出量削減および安全走行に大きく貢献できる。
特に本願発明を自動化すること、即ち自動運転車の渋滞走行方法として採用すること、は自動運転車の目的から見ても効果的であると言える。
According to the present invention, not only a vehicle using an engine as a vehicle driving body but also a vehicle using a motor such as an electric vehicle, a hybrid vehicle, or a fuel cell vehicle, the loss of kinetic energy during traffic jams is minimized. In addition, it is possible to run in traffic jams while minimizing the supply of drive energy to the drive body during deceleration running, and keeping the distance between the vehicle and the vehicle ahead to a necessary and sufficient distance for running safety. It can greatly contribute to the reduction of global warming gas emissions and safe driving.
Especially to automate the present invention, i.e., be employed as the congestion running method of automatic operation car, it can be said that even when viewed from the purpose of automatic operation vehicle is effective.
ｖs：自車速
ｖj：渋滞平均速度
Ｌ：自車両−前方車両間実車間距離、
Ｌa ：加速走行距離
Ｌi ：惰性走行距離
Ｌd ：減速走行距離
Ｌs ：渋滞平均速度ｖj に対応した設定車間距離、
=Ｌa ＋Ｌd 、あるいはＬs＝Ｌa ＋Ｌi
Ｌf :自車両前方に追従すべき車両有無を判定する追従車両判定距離、
ΔＬ：安全車間距離
ｔa ：加速走行時間
ｔd : 減速走行時間
ｔi ：惰性走行時間
αa ：加速度
αd ：減速度
＝αi ＋αb
αi ：惰性走行減速度
αb：減速度αdの一部となる制動減速度、あるいは回生制動減速度
αr：Ｌ≦ΔＬ範囲内での制動減速度、（αr＞αb）
vs: own vehicle speed vj: average congestion speed L: actual vehicle-to-front vehicle distance,
La: acceleration travel distance Li: inertial travel distance Ld: deceleration travel distance Ls: set inter-vehicle distance corresponding to the average traffic speed vj,
= La + Ld or Ls = La + Li
Lf: Follow-up vehicle determination distance for determining the presence or absence of a vehicle to follow in front of the host vehicle
ΔL: safe inter-vehicle distance ta: acceleration travel time td: deceleration travel time ti: inertia travel time αa: acceleration
αd : Deceleration = αi + αb
αi: Inertia running deceleration
αb : braking deceleration or regenerative braking deceleration that becomes part of deceleration αd
αr : braking deceleration within the range of L ≦ ΔL, (αr> αb)
Claims (3)
ここで、
ｖj ：渋滞平均速度、
Ｌs：渋滞平均速度ｖjに対応した設定車間距離
＝Ｌa＋Ｌd
Ｌa：速度０から（２・ｖj）までの間、加速度αa で加速走行した場合の走行距離
＝（２・ｖj）２／（２・αa）、
Ｌd：速度（２・ｖj）から０までの間、減速度αdで減速走行した場合の走行距離
＝（２・ｖj）２／（２・αd）＝（２・ｖj）２／｛２・（αi＋αb）｝
ΔＬ：安全車間距離
αa：加速度
αd ：減速度
＝αi ＋αb
αi ：惰性走行減速度
αb：制動減速度 A traffic jam with an average traffic speed vj that repeatedly starts and stops, an acceleration travel of the travel distance La by an acceleration αa from the speed 0 to the speed (2 · vj), and a deceleration αd from the speed (2 · vj) to the speed 0 An energy-saving traffic congestion control method, which is carried out in an average speed vj and an inter-vehicle distance range [Delta] L to (Ls + [Delta] L) by repeating the deceleration travel of the travel distance Ld.
here,
vj: Traffic jam average speed,
Ls: Set inter-vehicle distance corresponding to the average traffic speed vj = La + Ld
La: Traveling distance when acceleration travels at an acceleration αa from speed 0 to (2 · vj) = (2 · vj) 2 / (2 · αa),
Ld: Traveling distance when the vehicle travels at a deceleration αd from a speed (2 · vj) to 0 = (2 · vj) 2 / (2 · αd) = (2 · vj) 2 / {2 · ( αi + αb)}
ΔL: Safe inter-vehicle distance αa: Acceleration αd: Deceleration = αi + αb
αi: coasting deceleration αb: braking deceleration
Ｌ≧（Ｌs ＋ΔＬ）の関係を満足した場合は、その時点から速度（２・ｖj）へ向けての、加速度αa の加速走行に移行することを特徴とする、請求項１記載の省エネルギー渋滞走行制御方法。 If the actual vehicle-to-vehicle distance L satisfies the relationship L ≧ (Ls + ΔL) during deceleration traveling or when the vehicle is stopped due to completion of deceleration traveling, from that point toward the speed (2 · vj), 2. The energy-saving jammed travel control method according to claim 1, wherein the travel is accelerated to acceleration [alpha] a.
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