JP2019133435A - Controller, operating method of controller, and program - Google Patents

Abstract

To provide a technique for causing plural vehicles stopped for a traffic light or the like to travel integrally.SOLUTION: A controller that controls traveling of a vehicle includes receiving means that receives information on a scheduled takeoff time, and control means that controls the vehicle so that the vehicle will make preparations for takeoff at a time preceding the scheduled takeoff time by a required time corresponding to a drive system of the vehicle.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle-mounted control device, an operation method of the control device, and a program.

  In Patent Document 1, an in-vehicle device mounted on a vehicle acquires a blue change time point when a signal lamp color is switched to blue from a road device, and controls the vehicle so that the vehicle starts to advance at the blue change time point. Have been described.

  Patent document 2 describes that a road control device transmits a travel control signal so as to start almost simultaneously when a vehicular traffic signal is instructed to pass to a plurality of parked vehicles. Has been.

JP 2008-242569 A Japanese Patent Laid-Open No. 10-079090

  However, in the prior art, the time required for start-up differs for each vehicle due to the difference in the drive format of the vehicle, etc., so it is difficult to run a plurality of parked vehicles integrally, causing traffic jams, There is a problem that it takes time to resolve the traffic jam.

  The present invention has been made with the recognition of the above problems as an opportunity, and it is an object of the present invention to provide a technique for driving a plurality of vehicles that are stopped by a signal or the like.

One aspect of the present invention relates to a control device,
A control device that performs vehicle travel control,
Receiving means for receiving a signal including information of the scheduled start time;
Control means for controlling the vehicle so as to start the preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time,
It is characterized by providing.

  According to the present invention, it is possible to integrally drive a plurality of vehicles that are stopped by a signal or the like.

It is a figure for demonstrating the structural example of the vehicle which concerns on one Embodiment of this invention. It is a block diagram for demonstrating the structural example of the vehicle which concerns on one Embodiment of this invention. It is a block diagram for demonstrating the structural example of the vehicle which concerns on one Embodiment of this invention. It is a flowchart for demonstrating an example of the procedure of the process which the control apparatus which concerns on 1st Embodiment implements. It is a figure which shows the mode of transmission of the start timing of the vehicle which concerns on 1st Embodiment. It is a figure which shows an example of the timing of the start preparation start of each vehicle of the stop train line which concerns on 1st Embodiment. It is a figure which shows a mode that a part of stop train line which concerns on 1st Embodiment starts integrated driving | running | working. It is a flowchart for demonstrating an example of the procedure of the process which the control apparatus which concerns on 2nd Embodiment implements. It is a figure which shows the mode of transmission of the start timing of the vehicle which concerns on 2nd Embodiment. It is a flowchart for demonstrating an example of the procedure of the process which the control apparatus which concerns on 3rd Embodiment implements. It is a figure which shows an example of information transmission in case the vehicle which does not correspond to vehicle-to-vehicle communication is contained in the stop vehicle train which concerns on 3rd Embodiment. It is explanatory drawing of the process in case one vehicle of the stop train line which concerns on 3rd Embodiment is not in time for integrated driving | running | working start.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Each figure is only a schematic diagram for explaining the embodiment. For example, the dimensions of each element in the figure do not necessarily reflect actual ones. In the drawings, the same elements are denoted by the same reference numerals, and the description of the overlapping contents in this specification is omitted.

(First embodiment)
<Vehicle configuration>
1 and 2 are diagrams for explaining the configuration of the vehicle 1 according to the first embodiment. FIG. 1 shows an arrangement position of each element described below and a connection relationship between the elements, using a top view and a side view of the vehicle 1. FIG. 2 is a system block diagram of the vehicle 1.

  In the following description, expressions such as front / rear, up / down, side (left / right) may be used, and these indicate relative directions shown with reference to the vehicle body of the vehicle 1. Used as an expression. For example, “front” indicates the front in the longitudinal direction of the vehicle body, and “up” indicates the height direction of the vehicle body.

  The vehicle 1 includes an operation mechanism 11, a periphery monitoring device 12, a control device 13, a drive mechanism 14, a braking mechanism 15, a steering mechanism 16, and a communication device 17. In the present embodiment, the vehicle 1 is a four-wheel vehicle, but the number of wheels is not limited to this.

  The operation mechanism 11 includes an acceleration operation element 111, a braking operation element 112, and a steering operation element 113. Typically, the acceleration operation element 111 is an accelerator pedal, the braking operation element 112 is a brake pedal, and the steering operation element 113 is a steering wheel. However, other types such as a lever type and a button type may be used for these operators 111 to 113.

  The periphery monitoring device 12 includes a camera 121, a radar 122, and a lidar (Light Detection and Ranging (LiDAR)) 123, all of which are sensors for monitoring or detecting the surrounding environment of the vehicle (own vehicle) 1. Function. The camera 121 is an imaging device using, for example, a CCD image sensor or a CMOS image sensor. The radar 122 is a distance measuring device such as a millimeter wave radar. The lidar 123 is a distance measuring device such as a laser radar. As illustrated in FIG. 1, these are arranged at positions where the surrounding environment of the vehicle 1 can be detected, for example, at the front side, the rear side, the upper side, and the side side of the vehicle body.

  As an example of the surrounding environment of the vehicle 1 described above, the traveling environment of the vehicle 1 and the environment surrounding the vehicle 1 (the lane extending direction, the travelable area, the color of the traffic light, etc.), the object information around the vehicle 1 ( The presence / absence of an object such as another vehicle, a pedestrian, or an obstacle, the attribute of the object, the position, the direction and speed of movement, and the like. From this viewpoint, the periphery monitoring device 12 may be expressed as a detection device or the like for detecting the periphery information of the vehicle 1.

  The control device 13 is configured to be able to control the vehicle 1, and controls the mechanisms 14 to 16 based on signals from the operation mechanism 11, the periphery monitoring device 12, and / or the communication device 17 described later, for example. The control device 13 includes a plurality of ECUs (electronic control units) 131-135. Each ECU includes a CPU, a memory, and a communication interface. Each ECU performs predetermined processing by the CPU based on the information (data or electrical signal) received via the communication interface, and stores the processing result in a memory, or stores it in other elements via the communication interface. Output.

  The ECU 131 is an acceleration ECU, and controls, for example, a drive mechanism 14 described later based on the amount of operation of the acceleration operator 111 by the driver.

  The ECU 132 is a braking ECU, and controls the braking mechanism 15 based on the amount of operation of the braking operator 112 by the driver, for example. The brake mechanism 15 is, for example, a disc brake provided on each wheel.

  The ECU 133 is a steering ECU, and controls the steering mechanism 16 based on the amount of operation of the steering operator 113 by the driver, for example. The steering mechanism 16 includes, for example, power steering.

  The ECU 134 is an analysis ECU provided corresponding to the periphery monitoring device 12. The ECU 134 performs predetermined analysis / processing based on the surrounding environment of the vehicle 1 obtained by the surroundings monitoring device 12 and outputs the result to the ECUs 131 to 133. For example, the ECU 134 outputs a control signal to the ECUs 131 to 133 such that the vehicle 1 starts / stops according to the color of the traffic light and the vehicle 1 turns along the lane.

  The ECU 135 is an analysis ECU provided corresponding to a communication device 17 described later. The ECU 135 performs a predetermined analysis / process based on information included in a signal transmitted / received via the communication device 17 and outputs the result to the ECUs 131 to 133. Moreover, the communication apparatus 17 is controlled as needed and a signal is transmitted.

  The communication device 17 includes a vehicle-to-vehicle communication unit 171 and a road-to-vehicle communication unit 172. The inter-vehicle communication unit 171 handles communication between vehicles, and transmits signals to or receives signals from one or more vehicles ahead of the host vehicle and one or more subsequent vehicles. Although details will be described later, the signal includes information on the scheduled start time. The road-to-vehicle communication unit 172 is responsible for communication between a road device (for example, a traffic light) and the host vehicle, and receives information on the remaining time until the signal of the traffic signal changes from the road device such as a traffic light. That is, it is the time until the color changes from red to blue, and is information indicating the scheduled start time.

  That is, ECU 131-133 can control each mechanism 14-16 based on the signal from ECU134 and / or ECU135. With such a configuration, the control device 13 can perform traveling control of the vehicle 1 in accordance with the surrounding environment, and can perform automatic driving, for example.

  In this specification, the automatic driving means that part or all of the driving operation (acceleration, braking and steering) is performed on the control device 13 side, not on the driver side. That is, the concept of automatic driving includes a mode in which all driving operations are performed on the control device 13 side (so-called fully automatic driving), and a mode in which only part of the driving operations are performed on the control device 13 side (so-called driving support). included. Examples of driving assistance include a vehicle speed control (auto cruise control) function, an inter-vehicle distance control (adaptive cruise control) function, a lane departure prevention assistance (lane keep assistance) function, a collision avoidance assistance function, and the like.

  The control device 13 is not limited to this configuration. For example, each of the ECUs 131 to 135 may be a semiconductor device such as an ASIC (Application Specific Integrated Circuit). That is, the functions of the ECUs 131 to 135 can be realized by either hardware or software. Further, part or all of the ECUs 131 to 135 may be configured by a single ECU.

  FIG. 3 is a block diagram for explaining a part of the configuration of the vehicle 1, in particular, the drive mechanism 14. In the present embodiment, the drive mechanism 14 includes a power source 141 and an automatic transmission 142. An internal combustion engine is used as the power source 141, but an electric motor may be used as another embodiment. The automatic transmission 142 includes a torque converter 1421 and a transmission mechanism 1422. With such a configuration, the power (the number of revolutions) of the power source 141 is changed based on a predetermined transmission ratio, and is transmitted via a transmission mechanism (not shown). The power is transmitted to the wheels.

  The torque converter 1421 is a fluid coupling type starting device arranged between the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422, and changes the power of the power source 141 via fluid (for example, oil). Can be transmitted to mechanism 1422. In the present embodiment, a torque converter with a lockup clutch including a lockup clutch 1421A capable of directly connecting the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422 is used as the torque converter 1421. In a state where the lockup clutch 1421A is driven and the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422 are mechanically connected (directly connected state), the power of the power source 141 is directly transmitted to the speed change mechanism 1422. Is done. On the other hand, in a state where lock-up clutch 1421A is not driven (disengaged state), power from power source 141 is transmitted to transmission mechanism 1422 via fluid. Further, the lock-up clutch 1421A is partially driven so as to be slidably engaged between the output shaft of the power source 141 and the input shaft of the transmission mechanism 1422. The power transmission efficiency of the power source 141 can be adjusted by controlling the driving amount.

  In the present embodiment, a planetary gear type transmission mechanism including a plurality of planetary gear mechanisms and a plurality of engagement mechanisms (for example, clutches, brakes, etc.) is used as the transmission mechanism 1422. The speed change mechanism 1422 selectively forms one of a plurality of speed change ratios by controlling each engagement mechanism based on a signal from the control device 13 and switching a power transmission path from the power source 141. Is used to determine the gear position. With such a configuration, the speed change mechanism 1422 shifts and outputs the power of the power source 141 at a speed change ratio corresponding to the shift speed.

  For example, when K is an integer equal to or greater than 1 and the selected gear position is changed from K speed to (K + 1) speed is referred to as upshifting, and the selected gear is changed from (K + 1) speed to K speed. Changing to is called downshifting. As an example of shifting up, there is a case where the gear ratio is lowered by changing from the first gear to the second gear during acceleration. As an example of downshifting, there is a case where the gear ratio is increased by changing from the fourth gear to the third gear during deceleration. Shift-up and shift-down are collectively called shift change (shift operation).

  The ECU 135 performs a predetermined analysis / process based on information included in a signal transmitted / received via the communication device 17 and outputs the result to the ECUs 131 to 133.

<Processing>
Next, details of the processing of the first embodiment will be described with reference to FIGS. 4 to 7. FIG. 4 is a flowchart for explaining an example of a procedure of vehicle travel control according to the first embodiment. The contents of this method are performed by the control device 13 (mainly ECUs 131 to 135). FIG. 5 is a diagram illustrating a state of transmission of the scheduled start time of the vehicle according to the first embodiment. FIG. 6 is a diagram illustrating an example of the start preparation start timing of each vehicle in the stop train row according to the first embodiment. FIG. 7 is a diagram illustrating a state in which at least a part of the stop vehicle train according to the first embodiment starts an integrated travel.

  In step S1010 of FIG. 4 (hereinafter simply referred to as “S1010”, the same applies to other steps), the control device 13 determines whether or not the operation mode of the host vehicle is the automatic driving mode. In the case of the automatic operation mode, the process proceeds to S1020. Otherwise (in the case of the normal mode in which the driver performs all the driving operations), this flow ends. Note that switching between the normal mode and the automatic driving mode as the operation mode of the vehicle 1 can be performed by pressing a predetermined switch by a driver (or a person who can become a driver when automatic driving is canceled) in the vehicle. .

  In S1020, the control device 13 determines whether or not the host vehicle is stopped. The term “stopped” as used herein means a stopped state in which the host vehicle is not moving with respect to the road, and it does not matter whether the engine is stopped. If the host vehicle is stopped, the process proceeds to S1030. On the other hand, if the host vehicle is not stopped, the process proceeds to S1100. For example, as shown in FIG. 5, a case where the road device 50 (for example, a traffic light) is red and the vehicles 1 to 5 are stopped on the road can be considered.

  In S1030, the control device 13 determines whether or not the host vehicle is the leading vehicle in the stop train. If the host vehicle is the leading vehicle, the process proceeds to S1040. On the other hand, if the host vehicle is not the leading vehicle, the process proceeds to S1080. In the case of the example of FIG. 5, if the host vehicle is the vehicle 1, it is not the leading vehicle, and if the host vehicle is 2 to 4, it is not the leading vehicle. It is assumed that the vehicles 1 to 4 in FIG. 5 are vehicles compatible with vehicle-to-vehicle communication, and the vehicle 5 is a vehicle not compatible with vehicle-to-vehicle communication (for example, a non-automatic driving vehicle).

  In S <b> 1040, the control device 13 determines whether or not the signal information transmitted from the road device 50 has been acquired by the road-to-vehicle communication by the road-to-vehicle communication unit 172. The signal information includes information on the remaining time until the signal of the traffic light changes, that is, information on the scheduled start time. In the example of FIG. 5, the information “change to a green signal in 5 seconds” is acquired from the road device 50 by the vehicle 1. If signal information is received, the process proceeds to S1050. On the other hand, if no signal information is received, the process proceeds to S1090.

  In S1050, the control device 13 notifies (transmits) information of the scheduled start time of the host vehicle to the subsequent one or more stopped vehicles through inter-vehicle communication by the inter-vehicle communication unit 171. In the example of FIG. 5, the vehicle 1 notifies the information of the scheduled start time of the host vehicle to the subsequent stopped vehicles 2 to 4. Although notified to the vehicle 5, the vehicle 5 is a vehicle that does not support inter-vehicle communication, and therefore the vehicle 5 does not receive the information transmitted by the vehicle 1.

  In S1060, the control device 13 starts preparations for starting retroactively according to the type of driving type of the host vehicle and the driving state. For example, as shown in FIG. 6, when the host vehicle corresponds to the vehicle 1 or the vehicle 3, the host vehicle is an electric vehicle, and it takes 0.2 seconds until the motor start preparation is completed. Therefore, the start preparation is started 0.2 seconds after the scheduled start time. Further, when the host vehicle corresponds to the vehicle 2, idling is stopped by CVT (Continuously Variable Transmission), the engine return and in-gear are completed, and it takes 0.6 seconds to complete the start preparation. Therefore, start preparation is started 0.6 seconds later from the scheduled start time. Further, when the host vehicle corresponds to the vehicle 4, it is an AT (automatic) vehicle and has not stopped idling, so it takes 0.1 seconds to complete the start preparation. Therefore, start preparation is started 0.1 seconds later from the scheduled start time.

  In S1070, the control device 13 starts the host vehicle with the arrival of the scheduled start time. If other vehicles are controlled to start in accordance with the scheduled start time of the host vehicle, a plurality of vehicles can start to travel integrally when the signal changes to blue. In the example of FIG. 7, the vehicles 1 to 4 form a vehicle group and can start together.

  In S1080, the control device 13 determines whether or not the information about the scheduled start time has been received from another stopped vehicle through the inter-vehicle communication by the inter-vehicle communication unit 171. In the example of FIG. 5, the vehicles 2 to 4 that are not the leading vehicle have received information on the scheduled start time from the vehicle 1 that is the leading vehicle. When the information of the scheduled start time is received, the process proceeds to S1060 and the start preparation process is performed. On the other hand, if the information of the scheduled start time is not received, the process proceeds to S1090.

  In S1090, the control device 13 performs a normal start process. For example, based on the surrounding information acquired by the surroundings monitoring apparatus 12, it detects that the vehicle stopped ahead of the own vehicle started, and performs the starting process of the own vehicle.

  In S1100, the control device 13 determines whether or not the operation mode of the vehicle continues the automatic operation mode. If the automatic operation mode is continued, the process returns to S1020, and if not, this flow is ended. Note that the above-described series of steps S1010 to S1100 is repeatedly performed during automatic operation, and may be performed in response to a predetermined condition such as a temporary stop due to a red light or the like. Thus, the series of processes in FIG. 4 ends.

  As described above, in the present embodiment, a certain stopped vehicle acquires information on the scheduled start time from the road device through road-to-vehicle communication, and starts retroactively according to the driving type of the host vehicle based on the information. The preparation is started, and the information is transmitted to the following stop vehicle by inter-vehicle communication. Subsequent stopped vehicles similarly start preparations for the start of the required time according to the drive type. Thereby, when the scheduled start time arrives, it is possible to start a plurality of vehicles integrally.

  According to the present embodiment, a plurality of vehicles that are stopped by a signal or the like can be caused to travel integrally. Therefore, it is possible to reduce the occurrence of traffic jams at the time of departure and to realize more comfortable travel control.

(Second Embodiment)
In the first embodiment, an example has been described in which the head stop vehicle acquires information on the scheduled start time from the road device through road-to-vehicle communication. On the other hand, in the present embodiment, the scheduled start time of the host vehicle is estimated by analyzing the peripheral information acquired by the periphery monitoring device 12 instead of acquiring information on the scheduled start time from the road device. Then, start preparation is started in accordance with the estimated information, and the information is transmitted to the subsequent stopped vehicle. Since the vehicle configuration is the same as that of the first embodiment, the description thereof is omitted. Each vehicle according to the present embodiment has the same configuration as that of the vehicle 1 as long as it is not a non-automated driving vehicle (a vehicle not compatible with inter-vehicle communication).

<Processing>
Details of the processing of the second embodiment will be described with reference to FIGS. 8 and 9. FIG. 8 is a flowchart for explaining an example of a procedure of vehicle travel control according to the second embodiment. The contents of this method are performed by the control device 13 (mainly ECUs 131 to 135). FIG. 9 is a diagram illustrating a state of transmission of the start timing of the vehicle according to the second embodiment.

  The processing in S2010 is the same as the processing in S1010 in FIG. In S2020, the control apparatus 13 acquires the surrounding information of the own vehicle. This step is performed when the ECU 134 of the control device 13 receives the surrounding information of the host vehicle detected by the periphery monitoring device 12. Since each process of S2030-S2040 is the same as each process of S1020-S1030 of FIG. 4, description is abbreviate | omitted.

  In S2050, the control device 13 estimates the scheduled start time of the host vehicle based on the peripheral information acquired in S2020. For example, in the example of FIG. 9, at the intersection where there is no traffic light, the state in which another vehicle travels on the intersection road from the right front to the left front of the vehicle 1 stopped at the head is acquired as the peripheral information, The time from when the other vehicle passes until the host vehicle can start is calculated and estimated as the scheduled start time. In this case, 5 seconds later is the scheduled start time.

  In S2060, the control device 13 notifies (sends) information of the estimated start time of the host vehicle to the following one or more stopped vehicles by inter-vehicle communication by the inter-vehicle communication unit 171. In the example of FIG. 9, the vehicle 1 notifies the subsequent vehicles 2 to 4 of information on the scheduled start time of the host vehicle estimated from the surrounding information. Although notified to the vehicle 5, the vehicle 5 is a vehicle that does not support inter-vehicle communication, and therefore the vehicle 5 does not receive the information transmitted by the vehicle 1.

  Since each process of S2070-S2110 is the same as each process of S1060-S1100 of FIG. 4, description is abbreviate | omitted. Thus, the series of processes in FIG. 8 ends.

  As described above, in the present embodiment, the estimated start time of the host vehicle is estimated by analyzing the peripheral information acquired by the peripheral monitoring device 12. Then, start preparation is started retroactively according to the drive format according to the estimated information, and the information is transmitted to the subsequent stopped vehicle. Subsequent stopped vehicles similarly start preparations for the start of the required time in accordance with the drive type. Thereby, when the scheduled start time arrives, it is possible to start a plurality of vehicles integrally.

  According to the present embodiment, it is possible to make a plurality of stopped vehicles travel integrally even at an intersection without a road device (for example, a traffic signal). Therefore, it is possible to reduce the occurrence of traffic jams at the time of departure and to realize more comfortable travel control.

(Third embodiment)
In the first embodiment, an example has been described in which the first stop vehicle acquires information on the scheduled start time from the road device through road-to-vehicle communication. On the other hand, in the present embodiment, when a vehicle not compatible with inter-vehicle communication is present in the stop train, an example of newly forming a vehicle group that integrally starts with a plurality of stop vehicles subsequent thereto Will be explained. Along with this, when there is a vehicle that is not ready for the start by the scheduled start time, the vehicle notifies the subsequent vehicle of information on the new scheduled start time, and a new vehicle group that performs integrated start is newly added. An example of forming will be described. Since the vehicle configuration is the same as that of the first embodiment, the description thereof is omitted. Each vehicle according to the present embodiment has the same configuration as that of the vehicle 1 as long as it is not a non-automated driving vehicle (a vehicle not compatible with inter-vehicle communication).

<Processing>
Details of the processing of the third embodiment will be described with reference to FIGS. 10 to 12. FIG. 10 is a flowchart for explaining an example of a procedure of vehicle travel control according to the third embodiment. The contents of this method are performed by the control device 13 (mainly ECUs 131 to 135).

  FIG. 11 is a diagram illustrating an example of information transmission when a vehicle not compatible with inter-vehicle communication is included in a stopped vehicle train according to the third embodiment. FIG. 12 is an explanatory diagram of processing when one vehicle in the stop train row according to the third embodiment is not in time for the integrated travel start.

  In the present embodiment, as shown in FIG. 11, information on the scheduled start time acquired by the first stop vehicle 1001 stopped by a signal from the road device 50 (for example, a traffic light) by road-to-vehicle communication is used. To notify the following car. However, the vehicle 1002 is a vehicle that does not support inter-vehicle communication, and cannot form a vehicle group that performs an integrated start. Therefore, in order to set the vehicle 1003 following the vehicle 1002 as the starting point of a new vehicle group that performs an integrated start, the vehicle 1001 transmits information indicating that information of a new scheduled start time should be estimated to the vehicle 1003. To do. In response to the reception of the information, the vehicle 1003 estimates information on a new scheduled start time based on the peripheral information acquired by the peripheral monitoring device 12 (“start in 0.5 seconds” in the example of FIG. 12). . This process can be realized by the method described in the second embodiment.

  As shown in FIG. 12, the vehicle 1003 transmits information on the estimated new scheduled start time to one or more subsequent stopped vehicles by inter-vehicle communication. Here, the vehicle 1004 is an electric vehicle, and it takes 0.2 seconds until the motor start preparation is completed. However, the vehicle 1005 is idling stopped at the CVT, and it takes 0.6 seconds to complete the engine return and the in-gear and complete the start preparation. Therefore, the vehicle 1005 is not in time for an integral start. Therefore, the vehicle 1005 transmits information on the scheduled start time indicating that the vehicle will start after 0.6 seconds to one or more subsequent vehicles. The vehicles 1006 to 1008 start preparations for starting retroactively in accordance with the respective drive formats so as to be in time for the transmitted scheduled start time. As a result, an integrated start of the vehicle group of the vehicles 1003 to 1004 is realized, and an integrated start of the vehicles 1005 to 1008 is realized with a slight delay.

  Further, if there are vehicles that follow, even if a vehicle that does not support inter-vehicle communication is included by performing the same processing, the vehicle group in front of or behind the vehicle that does not support inter-vehicle communication It is possible to start in an integrated manner.

  With reference to the flowchart of FIG. 10, an example of the procedure of the vehicle travel control according to the third embodiment will be described. The contents of this method are performed by the control device 13 (mainly ECUs 131 to 135).

  Since each process of S3010-S3050 is the same as each process of S1010-S1050, description is abbreviate | omitted.

  In S3060, the control device 13 receives a confirmation response indicating that the notification has been received from one or more subsequent stopped vehicles that have notified the scheduled start time of the host vehicle in S3050. Then, based on the received confirmation response, it is determined whether or not a vehicle not compatible with inter-vehicle communication exists in the following vehicle. For example, in the example of FIG. 11, confirmation responses from the vehicle 1003 and the vehicle 1004 are received, but a confirmation response from the vehicle 1002 is not received. The vehicle 1001 can determine that the vehicle 1002 for which the confirmation response is not received is a vehicle not compatible with inter-vehicle communication.

  If there is a vehicle not compatible with inter-vehicle communication, the process proceeds to S3070. On the other hand, when there is no vehicle not compatible with inter-vehicle communication, the process proceeds to S3080.

  In S3070, the control device 13 transmits information indicating that information of a new scheduled start time should be estimated to a stopped vehicle that has received a confirmation response subsequent to a stopped vehicle that does not have a confirmation response (vehicle not compatible with inter-vehicle communication). To do. In the example of FIG. 11, the vehicle 1001 transmits information indicating that information on a new scheduled start time should be estimated to the vehicle 1003 that has received a confirmation response subsequent to the vehicle 1002 that has no confirmation response. Thereby, the vehicle 1003 can be a starting point of a process for realizing a new integrated start.

  Since each process of S3080-S3100 is the same as each process of S1060-S1080, description is abbreviate | omitted.

  In S3110, the control device 13 determines whether or not the start preparation of the host vehicle is in time for the scheduled start time received from another stopped vehicle in S3100. The said determination process can be performed by comparing the magnitude | size of the remaining time until the received starting scheduled time, and the required time according to the drive format of the own vehicle. If it is not in time, the process proceeds to S3050, and information on the scheduled start time of the host vehicle is notified to the following vehicle by inter-vehicle communication so that the host vehicle becomes a new starting point. On the other hand, if it is in time, the process proceeds to S3060. In the example of FIG. 12, the vehicle 1005 takes 0.6 seconds for the notified start scheduled time (starting in another 0.5 seconds), so that it takes 0.6 seconds to make an integrated start. Not in time. Therefore, in order to become a new starting point, the vehicle 1005 notifies (transmits) information of a new scheduled start time of starting in 0.6 seconds to one or more subsequent vehicles.

  Each process of S3120-S3130 is the same as the process of S1090-S1100. Thus, the series of processes in FIG. 10 is completed.

  As described above, in the present embodiment, when a vehicle that does not support inter-vehicle communication is present in the stop train, a new vehicle group is formed that performs an integrated start with a plurality of stop vehicles that follow it. . Further, when there is a vehicle that is not ready for start by the scheduled start time, the vehicle notifies the subsequent vehicle of information on the new scheduled start time, and a new vehicle group that performs integrated start is newly formed.

  According to the present embodiment, even when a vehicle that does not support vehicle-to-vehicle communication that is difficult to start integrally is included, the front vehicle group and the rear vehicle group can realize an integrated start. Moreover, even if there is a vehicle that is not in time for an integrated start, a new vehicle group can be formed by forming a new vehicle group with the vehicles after the vehicle, and a new integrated start can be realized.

  In each of the above-described embodiments, the example in which the vehicle group is started at the same time as an integrated start has been described, but it is not always necessary to start at the same time. For example, each vehicle may be controlled to travel with a predetermined inter-vehicle distance.

(Other)
As mentioned above, although some suitable aspects were illustrated, this invention is not limited to these examples, The one part may be changed in the range which does not deviate from the meaning of this invention. For example, other elements can be combined with the contents of each embodiment according to the purpose, application, etc., or a part of the contents of another embodiment can be combined with the contents of a certain embodiment. is there. In addition, it is needless to say that each term described in this specification is merely used for the purpose of describing the present invention, and the present invention is not limited to the strict meaning of the term. The equivalent can also be included.

  A program that realizes one or more functions described in each embodiment is supplied to a system or apparatus via a network or a storage medium, and one or more processors in a computer of the system or apparatus read the program. Can be executed. The present invention can also be realized by such an embodiment.

<Summary of Embodiment>
The control device according to the first aspect is:
A control device (e.g., 13) that performs traveling control of a vehicle (e.g., 1),
Receiving means (for example, 135, S1040 or S1080) for receiving information of the scheduled start time;
Control means (for example, 131-133, S1060) for controlling the vehicle so as to start preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time,
Is provided.

  As a result, it is possible to integrally drive a plurality of vehicles that are stopped by a signal or the like. Therefore, it is possible to reduce the occurrence of traffic congestion and realize comfortable travel control.

In the second aspect,
A determination unit (e.g., 134, S1030) for determining whether the vehicle is a leading vehicle in a stop train;
When the vehicle is the leading vehicle (for example, 1), the receiving unit receives the information of the scheduled start time by road-to-vehicle communication (for example, 135, S1040).

  As a result, when the host vehicle is the leading vehicle that is stopped by a signal or the like, information for an integrated start can be acquired.

In the third aspect,
When the vehicle is not the leading vehicle (for example, 2 to 4), the receiving unit receives the information of the scheduled start time from one or more other stopped vehicles in front by inter-vehicle communication (for example, 135, S1080). .

  As a result, when the host vehicle is a vehicle other than the leading vehicle that is stopped by a signal or the like, information for an integrated start can be acquired.

In the fourth aspect,
The information processing apparatus further includes transmission means for transmitting the information of the scheduled start time to one or more subsequent stopped vehicles by inter-vehicle communication (for example, 135, S1050).

  Thereby, the succeeding vehicle can acquire information on the scheduled start time, and processing such as start preparation of the own vehicle can be performed based on the information.

In the fifth aspect,
The receiving means receives a response corresponding to the transmission by the transmitting means from the one or more other stopped vehicles;
The control means determines that the vehicle that does not respond (for example, 1002) is a vehicle that does not support inter-vehicle communication (for example, 134, S3060).

  As a result, it is possible to find a vehicle not compatible with inter-vehicle communication, which is difficult to start in an integrated manner among a plurality of vehicles following the host vehicle.

In the sixth aspect,
The transmission means indicates to another stopped vehicle following the vehicle determined to be a vehicle not compatible with the inter-vehicle communication (for example, 1002) that the other stopped vehicle should estimate a new scheduled start time. Information is further transmitted (for example, 135, S3070).

  This makes it possible to prepare for forming a group of vehicles that perform a new integrated start behind a vehicle that is difficult to perform an integrated start.

In the seventh aspect,
When the start preparation is not completed by the scheduled start time, the vehicle further includes transmission means for transmitting information on the new scheduled start time of the vehicle to one or more other stopped vehicles following by inter-vehicle communication (for example, 135, No in S3110, S3050).

  As a result, it is possible to form a vehicle group that performs a new integrated start behind a vehicle that is difficult to perform an integrated start.

In the eighth aspect,
The scheduled start time is the remaining time until the signal of the traffic light (for example, 50) changes.

  As a result, when the traffic light changes to blue, the stopped vehicle can be started in an integrated manner.

The control device according to the ninth aspect is
A control device (e.g., 13) that performs traveling control of a vehicle (e.g., 1),
Acquisition means for acquiring the surrounding information of the vehicle (for example, 134, S2020);
Estimating means (e.g., 131-133, S2050) for estimating the scheduled start time of the vehicle based on the peripheral information;
Control means (for example, 131-133, S2070) for controlling the vehicle so as to start preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time;
Is provided.

  Thereby, even if it is an intersection without a road device (for example, a traffic signal), it becomes possible to drive a plurality of parked vehicles in one. Therefore, it is possible to reduce the occurrence of traffic jams at the time of departure and to realize more comfortable travel control.

In the tenth aspect,
The information processing apparatus further includes transmission means for transmitting information on the scheduled start time estimated by the estimation means to one or more subsequent stopped vehicles by inter-vehicle communication (for example, 135, S2060).

  Thereby, the succeeding vehicle can acquire information on the scheduled start time, and processing such as start preparation of the own vehicle can be performed based on the information.

The operation method of the control device according to the eleventh aspect is as follows:
An operation method of a control device (for example, 13) that performs traveling control of a vehicle (for example, 1),
A receiving step (for example, 135, S1040 or S1080) for receiving information of the scheduled start time;
A control step (for example, 131 to 133, S1060) for controlling the vehicle so as to start preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time;
Have

  As a result, it is possible to integrally drive a plurality of vehicles that are stopped by a signal or the like. Therefore, it is possible to reduce the occurrence of traffic congestion and realize comfortable travel control.

The operation method of the control device according to the twelfth aspect is:
An operation method of a control device (for example, 13) that performs traveling control of a vehicle (for example, 1),
An acquisition step (for example, 134, S2020) for acquiring surrounding information of the vehicle;
An estimation step of estimating a scheduled start time of the vehicle based on the peripheral information;
A control step (for example, 131-133, S2070) for controlling the vehicle so as to start the preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time;
Have

  Thereby, even if it is an intersection without a road device (for example, a traffic signal), it becomes possible to drive a plurality of parked vehicles in one. Therefore, it is possible to reduce the occurrence of traffic jams at the time of departure and to realize more comfortable travel control.

The program according to the thirteenth aspect is
A program for causing a computer to execute each step of an operation method of a control device according to claim 11 or 12.

  Thereby, the processing of the operation method of the control device can be realized by the computer.

  1: Vehicle, 13: Control device, 131-135: ECU

Claims (13)

A control device that performs vehicle travel control,
Receiving means for receiving information of the scheduled start time;
Control means for controlling the vehicle so as to start the preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time,
A control device comprising: Determination means for determining whether the vehicle is a leading vehicle in a stop train;
2. The control device according to claim 1, wherein, when the vehicle is the leading vehicle, the receiving unit receives information of the scheduled start time by road-to-vehicle communication.   3. The control according to claim 2, wherein when the vehicle is not the head vehicle, the receiving unit receives the information of the scheduled start time from one or more other stopped vehicles in front by inter-vehicle communication. apparatus.   The control device according to claim 1, further comprising transmission means for transmitting the information of the scheduled start time to one or more subsequent stopped vehicles by inter-vehicle communication. The receiving means receives a response corresponding to the transmission by the transmitting means from the one or more other stopped vehicles;
The control device according to claim 4, wherein the control unit determines that the vehicle having no response is a vehicle not compatible with inter-vehicle communication.   The transmission means further transmits information indicating that the other stop vehicle should estimate a new scheduled start time to another stop vehicle following the vehicle determined to be a vehicle not compatible with the inter-vehicle communication. The control device according to claim 5, wherein:   When the start preparation is not completed by the scheduled start time, the vehicle further comprises transmission means for transmitting information on the new scheduled start time of the vehicle to one or more other stopped vehicles following by inter-vehicle communication. The control device according to any one of claims 1 to 3.   The control device according to any one of claims 1 to 7, wherein the scheduled start time is a remaining time until a signal of a traffic light changes. A control device that performs vehicle travel control,
Obtaining means for obtaining surrounding information of the vehicle;
Estimating means for estimating a scheduled start time of the vehicle based on the peripheral information;
Control means for controlling the vehicle so as to start the preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time,
A control device comprising:   The control device according to claim 9, further comprising: a transmission unit configured to transmit information on the scheduled start time estimated by the estimation unit to one or more subsequent stopped vehicles by inter-vehicle communication. An operation method of a control device that performs traveling control of a vehicle,
A receiving process for receiving information of a scheduled start time;
A control step for controlling the vehicle so as to start the preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time;
A method of operating a control device, comprising: An operation method of a control device that performs traveling control of a vehicle,
An acquisition step of acquiring surrounding information of the vehicle;
An estimation step of estimating a scheduled start time of the vehicle based on the peripheral information;
A control step for controlling the vehicle so as to start the preparation for the required time according to the drive type of the vehicle, starting from the scheduled start time;
A method of operating a control device, comprising:   The program for making a computer perform each process of the operating method of the control apparatus of Claim 11 or 12.