JP2021047881A - Transportation service method and vehicle line operating method, vehicle group operating system, self-propelling vehicle capable of coordinated traveling, and group vehicle guiding machine - Google Patents

Abstract

To provide a transportation service method capable of appropriately controlling an interval between group vehicles in accordance with change of a road surface state, a vehicle line operating method, a vehicle group operating system, a self-propelling vehicle capable of coordinated traveling, and a group vehicle guiding machine.SOLUTION: According to an embodiment, a vehicle group is formed by collecting vehicles for which parameter values of respective vehicles (e.g., a total weight of cargo, persons or animals at the time of loading, a passing acceleration, deceleration/braking performance, a friction force of a tire, or the like) are included within a predetermined range. Specifically, in a group vehicle forming a certain vehicle group, a ratio of a maximum parameter value to a minimum value is set to 1000 or less. When changing a lane of the vehicle group, a lane change command is initially made to a self-propelling following vehicle at the backend in the vehicle group via communication. After changing the lane, the lanes of the remaining vehicles are sequentially changed.SELECTED DRAWING: Figure 20

Description

This embodiment is composed of a transportation service method for providing a transportation service for cargo, people, and animals by utilizing cooperative traveling between a plurality of self-propelled vehicles, an operation method for a vehicle platoon used during the transportation, and a coordinated traveling vehicle. The present invention relates to an operation system of a vehicle group, a self-propelled vehicle capable of cooperative driving that realizes cooperative driving, and a guide machine that guides the traveling of group vehicles constituting the vehicle group.

Advances in autopilot technology (electronic self-driving technology) for individual vehicles are making it possible for multiple vehicles to collaborate with each other based on automatic control.

In the technique of Patent Document 1 as a method for enabling cooperative traveling between a plurality of vehicles, a croup is formed by a plurality of vehicles traveling in cooperation with each other. Then, the management center manages the running of each group.

Japanese Unexamined Patent Publication No. 2017-62691

In the cooperative running between a plurality of vehicles forming a group, the interval control between the group vehicles is very important. For example, consider a case where a plurality of vehicles in a group run in a platoon on the same lane. If the inter-vehicle distance between vehicles traveling in a platoon is too narrow, the risk of a rear-end collision increases. On the other hand, if the inter-vehicle distance is too wide, general vehicles frequently interrupt the gap. When the amount of interruption of general vehicles into the platoon increases, the total length of the platoon increases and the stability of cooperative running decreases.

In particular, frozen roads and rain-wet roads are slippery, and it is necessary to increase the inter-vehicle distance appropriately. However, the technology for controlling the appropriate inter-vehicle distance according to the road surface condition is not disclosed.

In view of the above circumstances, the present embodiment provides a technique for appropriately controlling the distance between group vehicles according to changes in road surface conditions, a transportation service method based on the technique, an operation method, and the like.

In the present embodiment, the lane shift of the vehicle group is devised.

According to the transportation service method of one embodiment, a plurality of self-propelled vehicles having vehicle-specific parameter values within a predetermined range include a self-propelled command vehicle and at least one self-propelled subordinate vehicle. An inter-vehicle distance measuring unit that organizes a group and measures the inter-vehicle distance with the vehicle in front, a communication control unit that enables information exchange with other vehicles in the vehicle group, and the plurality of self-propelled vehicles. It is a transportation service method that provides transportation services for loaded objects by a travel control unit that controls the coordinated travel of vehicles.
The server that manages the operation of the plurality of self-propelled vehicles obtains information about the self-propelled vehicle at the time of accepting a reservation that is performed prior to the execution of the transportation service.
Based on the information, the formation state of the vehicle group is realized,
When the self-propelled command vehicle changes lanes in the vehicle group, the self-propelled command vehicle first issues a lane change command to the last self-propelled subordinate vehicle in the vehicle group via the communication control unit to change lanes. After changing
It is possible to provide a transportation service method characterized in that the remaining vehicles are sequentially changed lanes.

FIG. 1 is an explanatory diagram showing a basic embodiment of the present embodiment. FIG. 2 is an explanatory diagram showing an example of the relationship between the traveling route and the required driver in the present embodiment system. FIG. 3 is an explanatory diagram of an example of a terminal in the present embodiment. FIG. 4 is an explanatory diagram of an example of providing a transportation service using the present embodiment system. FIG. 5 is an explanatory diagram of an example of infrastructure contents that can be provided by the present embodiment system. FIG. 6 is an explanatory diagram of the difference between the group and the formation in the present embodiment. FIG. 7 is a classification explanatory diagram of a processing outline that can be realized by the present embodiment system. FIG. 8 is a diagram illustrating an example of a formation non-conforming platoon in the present embodiment system. FIG. 9 is a condition explanatory diagram of a formation (group) vehicle in the present embodiment system. FIG. 10 shows a comparison diagram of running performance between an electric vehicle and a gasoline vehicle. FIG. 11 is an explanatory diagram of the relationship between the overtaking acceleration characteristic of a gasoline vehicle and the relative fuel consumption rate. FIG. 12 is an explanatory diagram of an example of a vehicle group operation system in this embodiment. FIG. 13 shows an example of a collaborative traveling vehicle used in this vehicle group operation system. FIG. 14 is a diagram showing an example of a formation procedure in the present embodiment system. FIG. 15 is an explanatory diagram of an example of an organization state management method in the present embodiment system. FIG. 16 is a method for measuring the inter-vehicle distance and the speed difference, and an explanatory diagram of the structure of the measuring unit / reflecting unit. FIG. 17 is an explanatory diagram of the principle of the guidance method using the tracking running in the present embodiment. FIG. 18 is an explanatory diagram of a calculation method of the planned control speed based on the feedforward method. FIG. 19 is an explanatory diagram of a platoon vehicle guidance method using the feedforward method. FIG. 20 is an explanatory diagram of an application example (accident response) when guiding a platoon vehicle. FIG. 21 is an explanatory diagram of a platoon formation notification method to a general vehicle in the present embodiment system. FIG. 22 is an explanatory diagram of a screen display example of the platoon vehicle on an external vehicle. FIG. 23 is an explanatory diagram of an advertisement display control example in the present embodiment system. FIG. 24 is an explanatory diagram of an overtaking method between platoons using a terminal. FIG. 25 is an explanatory diagram of a processing flow common to overtaking between traveling squadrons. FIG. 26 is an explanatory diagram of an example of overtaking between running platoons. FIG. 27 is an explanatory diagram of another overtaking example between running platoons. FIG. 28 is an explanatory diagram showing a display example during overtaking between rows of traveling squadrons to other general vehicles. FIG. 29 is an explanatory diagram of a display example of other information for a general vehicle. FIG. 30 is an explanatory diagram relating to an example in the operation history data of the group vehicle. FIG. 31 is an explanatory diagram of a detailed example inside the operation management data of the group vehicle. FIG. 32 shows a transition diagram between traveling modes of the vehicle. FIG. 33 is an explanatory diagram showing a state immediately after the merging of a plurality of different formations. FIG. 34 shows an example of traveling mode control at the time of merging in a platoon. FIG. 35 is an explanatory diagram of a method of changing the formation order in the terminal. FIG. 36 is an explanatory diagram of an example of a method of changing the formation order during traveling. FIG. 37 is an explanatory diagram showing an example of the formation separation method. FIG. 38 is an explanatory diagram of the relationship between the formation separation and the command vehicle change. FIG. 39 is an explanatory diagram of the relationship between the vehicles participating in the formation and the boarding / alighting timing of the driver. FIG. 40 is an explanatory diagram of an example of a map around the terminal. FIG. 41 is an explanatory diagram of a vehicle operation table based on the first embodiment. FIG. 42 is an explanatory diagram of a vehicle operation table based on the second embodiment.

In the present embodiment, a vehicle in which the parameter values of individual vehicles (for example, total weight when loaded with luggage, people, animals, etc., overtaking acceleration, deceleration / braking performance, tire friction force, etc.) are included within a predetermined range is used. Collect and form a vehicle group (Fig. 9). Further, by the above-mentioned vehicle group formation method, the distance between the group vehicles can be appropriately controlled according to the change in the road surface condition. The reason will be described later with reference to FIG. An example of a transportation service method using the vehicle group organized in this way will be described later with reference to FIGS. 4 and 5.

First, a form example of a vehicle group or a vehicle platoon will be described with reference to FIG. When the group vehicles 2, 12, and 14 belonging to the vehicle group are traveling in cooperation with each other, they are electronically connected to each other by wireless communication. As the physical layer of wireless communication system, among short-range wireless systems such as ZigBee (registered trademark), Bluetooth (registered trademark), UWB (Ultra Wide Band), Z-Wave, Wi-Fi (Wireless Fidelity), EnOcean, etc. A range radio system may be used.

In the communication form of the upper layer with respect to the physical layer of the wireless communication, the master-slave format is adopted between the group vehicles 2, 12, and 14. That is, the slave vehicle A12 and the subordinate vehicle B14 on the slave side are in the guided mode 490 in which unmanned driving or the driver does not directly drive. (The guided mode 490 will be described later with reference to FIG. 32).
On the other hand, in the command vehicle (Master Vehicle) A2 on the master side, the driver directly drives. Further, while the same driver drives the commander A2, the following subordinate vehicle A12 and subordinate vehicle B14 are also directly or indirectly guided to travel. In the embodiment of FIG. 1, the leading vehicle in the vehicle group is the command vehicle A2. However, the present invention is not limited to this, and the vehicles in any order in the vehicle group may be the command vehicle A2. Further, the device for commanding on the master side does not necessarily have to be a vehicle, and may be, for example, a portable group vehicle guide 320.

In the embodiment of FIG. 1, for example, one driver operates three vehicles A2, A12, and B14 included in the vehicle group. Therefore (compared to the conventional method that requires three drivers), there is an effect that the labor cost of the driver can be reduced. Therefore, an inexpensive transportation service can be provided to the user.

Further, in the present embodiment, for example, it is possible to join or separate / leave the vehicle group even while traveling within the main line (expressway) 50. Then, it is possible to join or separate / leave at any place. Therefore, there is also an effect that long-distance transportation / long-distance movement service between arbitrary points can be provided in a flexible formation form as compared with conventional railway transportation.

The target "Vehicle" in the present embodiment system is a general term for all types and forms of self-propelled transportation means. And here, a "self-propelled vehicle" capable of self-propelled driving is applicable. Therefore, for example, a moving body such as a trolley or a cart that "requires an external mechanical action for movement" is excluded from the target of the "vehicle" in the present embodiment. In addition, the object of transportation may be arbitrarily selected such as luggage, people, and animals.

Specific examples of this "vehicle" include bicycles, motorcycles, passenger cars, buses, trucks, trains (railroads), ships, airplanes, rockets, special vehicles, and the like. And this special vehicle may include military trucks, tanks, fighters, bombers, artificial satellites, aircraft carriers, battleships, destroyers, submarines, and the like.

An example of the relationship between the traveling route and the required driver in the present embodiment system is shown in FIG. For example, five group vehicles travel in the main line (expressway) 50 connecting the terminal A42 and the terminal B44. At this time, one driver controls the running of the entire group vehicle.

This one vehicle group is divided into three vehicle groups at terminal B44. And at this time, three drivers are needed. Further separation at the center 64 would require a total of five drivers.

A specific example in the terminals A42 and B44 shown in FIG. 2 will be described with reference to FIG. The admission registration / parking location instruction units 112 and 116 register the vehicles to be incorporated into the vehicle group and instruct the parking location. At the same time, the gross weight measuring units 114 and 118 of the vehicle measure the gross weight of the vehicle in the load-loaded state or the passenger's boarding state.

As described above, in the present embodiment, the parameter values of each vehicle (for example, total weight when loaded with luggage, people, animals, etc., overtaking acceleration, deceleration / braking force, tire friction force, etc.) are within a predetermined range. Only the vehicles included are organized into the corresponding vehicle groups. Therefore, different vehicle group types are defined according to the parameter values of individual vehicles. In FIG. 3, parking is performed in different platoon parking lots 142 to 176 for different vehicle group types. Therefore, by parking in the platoon parking lots 142 to 176 instructed by the admission registration / parking place instruction units 112 and 116, the vehicle group formation for each type is completed.

A bus stop 134 is installed at the center of terminals A42 and B44, and people can come and go using the space of the bus stop 134. Then, for example, after the driver of the vehicle traveling on the ascending lane 102 gets off in the terminals A42 and B44, he / she can walk through the space of the bus stop 134. After that, the vehicle can get on the vehicle parked in the parking lots 152 to 156 and 172 to 176 and travel in the down lane 104.

An example of a method of a transportation service using cooperative traveling between a plurality of vehicles in the present embodiment system will be described with reference to FIG. As a specific example of the transportation service according to FIG. 4, for example, there is a case where a plurality of members who live dispersedly in a distant area gather in one place, execute some event, and then disband. Then, in the present embodiment system, a service that supports member movement (transportation) including backup of this event may be provided.

Multiple members who live dispersedly in remote areas move by using some means of transportation (vehicle). As the number of participating members increases, multiple vehicles will be required to move. If a predetermined vehicle in a plurality of vehicles moving at the same time is set to the guided mode 490, the driver in the vehicle can drink. If all the participating members want to drink while traveling, they may request the dispatch of the leading vehicle (command vehicle 2) of the vehicle group for a fee.

FIG. 4 shows a specific flow of transportation services when the case described above is taken as an example. The server 310 (not shown) of the vehicle operation management company starts accepting reservations for transportation services on the Internet, for example (S200). When accepting reservation applications from S201 users, "Vehicle model name of participating vehicle", "Number of participants (number of adults and children)", "Weight information for each vehicle of luggage to be carried", "Leading vehicle (leading vehicle) Command vehicle A2) Ask them to enter "whether or not there is a request for dispatch", "contents of the event at the site", "contents of the backup request at the time of the event", etc.

From this information, the server 310 of the vehicle operation management company automatically calculates the cost billing amount at the time of providing the transportation service. If the user agrees on the presented fee, the fee is paid in advance. Not limited to this, the fee may be paid after the end of the transportation service (S216).

When the server 310 of the vehicle operation management company completes the toll payment confirmation (S202) (in the prepaid method), the vehicle group formation (S203) is performed. Here, a response method when there is a "request for dispatch of a leading vehicle (command vehicle A2)" will be described as an example. The above information input at the time of accepting the reservation application from the user is stored in the database 318 (not shown) managed by the server 310. Based on the above information, the server 310 calculates the total weight, overtaking acceleration, expected average running speed, and kinetic energy of each vehicle when the luggage, people, animals, etc. are mounted on each vehicle by the method described later. Next, for these parameter values, the average value for all participating vehicles is calculated. Then, a vehicle having a variable meter value close to the average value is selected and determined as the leading vehicle (command vehicle A2) to be dispatched. Then, a vehicle group to be serviced is formed (S203) by the determined command vehicle A2 and the participating vehicles reserved in advance.

As described above, in the transportation service method provided by the present embodiment system, information on vehicles participating at the time of reservation reception prior to execution of the transportation service is obtained, and an appropriate vehicle group is formed based on the information.

In the present embodiment system, parameter values of individual group vehicles (for example, total weight when loaded with luggage, people, animals, etc., overtaking acceleration, deceleration / braking force, tire friction force, etc.) are included in a predetermined range. The vehicle groups are organized in this way to stabilize the interval control between the group vehicles. However, when the participating vehicle is specified by the user as described above, the subordinate vehicles A12 and B14 included in the vehicle group cannot be selected. In this embodiment system, in this case, a vehicle close to the average value of the parameter values of the subordinate vehicles A12 and B14 is selected as the command vehicle A2. In this way, in a broad sense, a vehicle group is organized so that "parameter values of individual group vehicles are included within a predetermined range".

After the server 310 of the vehicle operation management company starts the operation management of the vehicle group organized in this way (S204), the transportation service is started (S205). When the command vehicle A2 is dispatched, the departure of the group vehicle described in S206 corresponds to the departure of the command vehicle A2. On the other hand, when the command vehicle A2 is not dispatched, the timing when the vehicle farthest from the destination (arrival point) departs is regarded as "departure of the vehicle in the group (S206)".

As a concrete content of the method of joining members at points A and B (S207, S208), when a member gets into a group vehicle that is already running, and a newly pre-registered vehicle joins the vehicle group. Either case is acceptable.

When the entire vehicle group arrives at the destination (arrival point) in S210, services (sightseeing, competition, meetings, dinners, banquets, etc.) are provided to the participating members.

After the service is provided at the destination (or the next day), the participating members will start returning home. Since the participating members live in remote areas in a dispersed manner, they will be partially separated according to the return route. The partial dissolution location of the members does not always coincide with the confluence location. As a partial dissolution form of S211 to S214, there are a member who gets off from the group vehicle and a member who separates the predetermined vehicle from the vehicle group and separates.

After the vehicle group is completely dissolved (S215) and the transportation service is terminated (S216), the operation history of the vehicle group is saved in the database 318 (S217), and finally the reservation acceptance is terminated (S218).

As another application example to FIG. 4 of a transportation service form using cooperative traveling between a plurality of vehicles, there is also a form in which a service is provided only for "users returning home only". For example, a user may go out using a private car and accidentally drink on the go. In the transportation service method of the present embodiment, the command vehicle A2 is called instead of "calling a taxi to return home". In this case, the user's private car becomes the subordinate car A12 and is guided to the return route. Using the above transportation service has the effect of completing the transportation of a private car at the usual taxi usage cost (the total return home cost is reduced).

As another example of the present embodiment system related to the transportation service, the service may be expanded to the ride sharing extension for a large number of users. Traditional ride-sharing provides a social platform that connects car owners / drivers with users who want to travel in the car. The user requests a vehicle dispatch using the mobile application (S201 in FIG. 4 corresponds). Then, a driver who can pick up the vehicle near the user's current position is arranged (corresponding to S203 in FIG. 4). The requested driver can use his spare time to earn small change through the pick-up service (transportation service).

If the number of users who want to move is small (for example, 3 or less), the conventional ride sharing can be used. However, when a large number of users (for example, 4 or more or 10 or more) want to move at the same time, the conventional ride sharing remains dissatisfied. This is because, in the conventional ride sharing, the pick-up timing is different for each carpool, which makes it difficult for everyone to move at the same time.

In the ride sharing expansion service provided in this embodiment system example, a plurality of vehicles pick up and drop off at the same time. Only one of the plurality of vehicles (command vehicle A2) that performs this transfer has a driver, and the remaining rented vehicles (subordinate vehicles A12 and B14) are in the guided mode 490.

The user requests the vehicle allocation using the mobile application (S201 in FIG. 4). As a process corresponding to the vehicle group formation of S203, the server 310 of the vehicle operation management company searches for a driver who has free time and a vehicle that can be rented in a predetermined time zone.

In the process corresponding to the departure step of the vehicle in the group of S206, the driver who drives the command vehicle A2 departs. Then, in the process corresponding to the steps of the member merging S207 and S208 at the points A and B, the subordinate vehicles A12 and B14 that can be rented in the predetermined time zone are borrowed.

Simultaneous movement of a large number of users (for example, 4 or more or 10 or more) is a process equivalent to providing a service to all members of S210.

Further, not limited to this, a part of the steps in FIG. 4 may be used for collecting the rental car after abandonment. In the rental car service, the user may return the rented vehicle directly to the reception store when the rental is completed, or the rented vehicle may be abandoned at the destination. In the latter case, the rental company needs to collect the abandoned rented vehicle.

For example, in the process corresponding to the reservation acceptance step from the user of S201, the rental vehicle collection reservation is accepted from the rental company. Then, the rented vehicle is collected by the process corresponding to the steps of the member merging S207 and S208 at the points A and B.

Further, the above transportation service may be applied to the forced removal of illegally parked vehicles. The service provision form using (at least a part of) FIG. 4 is not limited to the above, and FIG. 4 (at least a part) may be applied to any other similar service provision form.

FIG. 5 shows an example of another transportation service method using cooperative running between a plurality of vehicles in the present embodiment system. For example, conventionally, different transportation companies T 90, A company 92, B company 94, and C company 96 have used individual transportation trucks to carry out long-distance transportation separately for each company. In the example of the transportation service method of FIG. 5, the number of transportation trucks is reduced by mixed loading of transportation cargo. Further, in the expressway 50 between the terminals A42 and B44, a platoon is formed between a plurality of transport trucks to reduce the number of drivers required. The use of coordinated driving between multiple vehicles has the effect of reducing the overall labor cost of the driver and providing inexpensive services.

Prior to the explanation of the technology necessary to stably provide transportation services by utilizing the cooperative driving between multiple vehicles, the terminology of "vehicle group" and "vehicle platoon" used in this specification will be explained. I do.

Both the vehicle group 300 and the vehicle platoon 200 have a feature that "all vehicles run in cooperation with each other" that compose them. A command vehicle A2 or a portable group vehicle guide 320 is used as a master (command tower) for stable and integrated control of cooperative driving. Further, information is transmitted between the subordinate vehicle A12 (or subordinate vehicle Z28) receiving guidance from the master (command tower) and the master (command vehicle A2 or portable group vehicle guide 320) using wireless communication.

With the above common features, a plurality of vehicles traveling on the common route A202 from the point A180 to the point B190 constitute the "vehicle platoon 200". The plurality of vehicles forming this vehicle platoon do not necessarily have to be close to each other. In addition, the individual vehicles that make up this vehicle platoon are called "platoon vehicles".

In comparison, it is not always necessary to travel on the same route A202 between the vehicles (group vehicles) constituting the "vehicle group 300". For example, the command vehicle A2 and the subordinate vehicle A12 and the subordinate vehicle Z28 traveling on the route A202 may form the same vehicle group 300. However, as the example of FIG. 6 shows, the subordinate vehicle Z28 may travel on the route B204 different from the command vehicle A2 and the subordinate vehicle A12. That is, the command vehicle A2 (or portable group vehicle guide 320) of the present embodiment system can "remotely guide" the subordinate vehicle Z28 traveling on a different route B204.

The technique for providing the transportation service example shown in FIG. 4 or FIG. 5 will be described below according to the procedure shown in FIG. As described at the beginning of FIG. 7, the formation conditions will be described first.

For example, consider the case where a four-wheel drive jeep 212 and a truck 214 loaded with a maximum allowable load capacity form a vehicle platoon. As shown in FIG. 8A, the problem does not occur so much while traveling on the flat road surface 210. However, when moving to platooning toward the top of the slope 220 as shown in FIG. 8B, it becomes difficult to maintain an appropriate inter-vehicle distance between the two vehicles.

Due to the heavy weight of the truck 214 loaded with the maximum allowable load, it is difficult to climb the slope 220 at high speed. The four-wheel drive jeep 212, which has a large driving force (horsepower), can easily climb the slope 220 at high speed. When the overtaking accelerations between vehicles in the same vehicle platoon are significantly different in this way, the inter-vehicle distance between vehicles tends to increase.

Further, since the truck 214 loaded with the maximum allowable load has a large total weight (total mass), the deceleration / braking force is relatively weak. Therefore, if the four-wheel drive jeep 212 suddenly brakes while traveling on the downhill road surface 220, there is a high risk of being hit by a truck 214 loaded with a maximum allowable load.

In this embodiment, in order to solve the above problems, vehicle-specific parameter values (for example, total weight when loaded with luggage, people, animals, etc., overtaking acceleration, deceleration / braking performance, tire friction force, kinetic energy, etc.) A vehicle group or a vehicle platoon is formed only by a plurality of vehicles included in the predetermined range, and the cooperative running within the vehicle group (vehicle platoon) is controlled to provide a transportation service of luggage, people, animals, or the like. By controlling the coordinated running within the vehicle group or vehicle platoon that has been sorted and organized in this way, the appropriate inter-vehicle distance according to the road surface conditions (uphill, downhill, wet and slippery road surface, snowy road, etc.) can be obtained. There is an effect that can be secured.

As explained with reference to FIG. 8B, typical vehicle-specific parameters that hinder optimal inter-vehicle distance control within a vehicle group (vehicle platoon) are "passing acceleration" and "deceleration / braking". Braking force ”corresponds.

This overtaking acceleration is evaluated as "positive acceleration". On the other hand, when decelerating with the brake applied, "negative acceleration" occurs. The relationship of [acceleration] = [driving force or braking force] ÷ [total mass of vehicle] (1) is established regardless of whether the acceleration is positive or negative.

The "total mass of the vehicle" in the formula (1) means, for example, the total mass of luggage, people, animals, etc. when loaded (total mass of the vehicle including passengers and loads). Further, the "force" when the "gravitational acceleration of the earth" is substituted into the equation (1) is the "gross weight". Therefore, in the present specification, "mass" and "weight" are treated as substantially synonymous terms.

Further, on a road surface 210 or a snowy road wet with rain, the friction coefficient of the tire is lowered and slipping is likely to occur. The coefficient of friction of this tire is closely related to the strength with which the tire presses the road surface 210 (that is, the weight of the vehicle). Therefore, the frictional force of the tire is also related to the weight of the vehicle.

That is, from the above explanation, both the "passing acceleration" and the "deceleration / braking force" (considering the frictional force of the tire) are closely related to the total mass (weight) of the vehicle. Therefore, among the vehicle-specific parameters, "total mass (weight) of the vehicle (when loaded with luggage, people, animals, etc.)" has the greatest effect on optimal inter-vehicle distance control within the vehicle group (vehicle platoon). It can be said that.

In the following description, the platoon formation conditions (conditions for vehicles capable of forming a vehicle group) will be examined, focusing on the "total mass (weight) of the vehicle" among the parameters unique to the vehicle. However, the present invention is not limited to this, and other vehicle-specific parameters such as overtaking acceleration, deceleration / braking performance, tire frictional force, and kinetic energy of the running vehicle may be associated with each other.

In addition, the damage / damage scale at the time of a vehicle accident in a vehicle collision is related to the amount of kinetic energy of the vehicle immediately before the collision. Here, the kinetic energy of the vehicle is expressed by [kinetic energy of the vehicle] = [total mass of the vehicle] × [vehicle speed] × [vehicle speed] ÷ 2 ... (2). Since the vehicle speeds are almost the same between the platooned vehicles, the kinetic energy during platooning is synonymous with the total mass of the vehicles. However, the proper traveling speed (that is, the speed at which the fuel consumption rate is the lowest when traveling the subordinate vehicle Z28) of the group vehicle (for example, the subordinate vehicle Z28 in FIG. It is different from the running speed. The above kinetic energy may be used for determining the suitability of the group vehicle in this case.

To summarize the above explanation, as a condition for vehicles that can be formed in a platoon, "Only vehicles whose total weight (mass) including passengers and loads is within the range specified by the predetermined upper limit value and the predetermined lower limit value are , You can form a formation. " Next, the above upper limit value and lower limit value will be described.

The ratio of the maximum value of each unique parameter (total mass, total weight, etc.) of the vehicles 212 and 214 constituting the vehicle platoon 200 to the minimum value, and the characteristic for ensuring an appropriate inter-vehicle distance between adjacent vehicles 212 and 214 in the vehicle platoon 200. The results of a detailed examination of the relationship with the above will be described below. As a result of detailed examination, it was found that stable running is difficult when the ratio exceeds 1000 on a general flat road surface 210. Further, on the slope road surface 220, it becomes difficult when the ratio exceeds 100. Further, when the above ratio exceeds 10, it becomes difficult to control the traveling of all the vehicles 212 and 214 in the vehicle group 300 at high speed and with high accuracy. When the above ratio exceeds 3, the waste of the fuel ratio in the platoon vehicle becomes large.

From the above, the ratio of the maximum value of the unique parameters (total mass, total weight, etc.) that each vehicle that can configure the same vehicle group 300 (or vehicle platoon 200) to the minimum value is 1000 or less (preferably 100 or less). Must be set. Further, for the above reason, when the above ratio is set to 10 or less (preferably 3 or less), more stable group running (platooning) is possible with less waste of fuel ratio.

Here, as a unique parameter for each vehicle, the total weight (total mass) when a load, a person, an animal, etc. is mounted has been mainly described. However, overtaking acceleration, deceleration / braking performance, tire friction, kinetic energy, etc. and the total weight of the vehicle are closely related to each other. Therefore, the above ratio range may be defined by applying overtaking acceleration, deceleration / braking performance, tire frictional force, kinetic energy, etc. as specific parameters for each vehicle instead of the total weight.

As mentioned above, the total weight (total mass), overtaking acceleration, deceleration / braking performance, tire friction force, kinetic energy, etc. are closely related to each other. Therefore, even when comparing parameters such as overtaking acceleration, deceleration / brake braking performance, tire friction force, and kinetic energy, it is desirable that the ratio of the maximum value to the minimum value be specified in the same range as above.

In the above, the permissible range of the parameter value peculiar to the vehicle which can configure the same vehicle group 300 (or the vehicle platoon 200) has been described. In addition, in order to secure an appropriate inter-vehicle distance between vehicles traveling in a platoon on the same lane, it is necessary to consider the unique parameter relationship between adjacent vehicles 212 and 214.

The ratio of the specific parameters (gross mass / total weight, overtaking acceleration, deceleration / brake braking performance, tire friction force, etc.) between the adjacent vehicles 212 and 214 in the vehicle platoon 200 to the smaller one. The collision prevention characteristics between the adjacent vehicles 212 and 214 were examined in detail. As a result, on a general flat road surface 210, the above ratio had to be 100 or less. Further, on the slope road surface 220, the above ratio needs to be 10 or less. Further, in order to control the inter-vehicle distance between the adjacent vehicles 212 and 214 in a short time with high accuracy, it was found that the above ratio is preferably 10 or less.

Therefore, the unique parameters (total mass / total weight, overtaking acceleration, deceleration / brake braking performance, tire friction force, etc.) between adjacent vehicles 212 and 214 within the same vehicle group 300 (or vehicle platoon 200) are large. The ratio to the smaller one should be set to 100 or less (preferably 10 or less). Further, in order to control the inter-vehicle distance between the adjacent vehicles 212 and 214 in a short time with high accuracy, the above ratio is preferably 10 or less.

Further, in the present embodiment, as shown in FIG. 9, the traveling order of the vehicles in the vehicle platoon 200 may be set based on the vehicle-specific parameter values constituting the same vehicle platoon. For example, if the overtaking acceleration of the following vehicle is larger than that of the preceding vehicle, it is difficult to increase the inter-vehicle distance while driving on the uphill road surface 220. Therefore, assuming that the overtaking accelerations of the subordinate vehicles A12, B14, and C16 are G1, G2, and G3, the traveling order of the vehicles may be set so as to satisfy G1 <G2 <G3 ... (3).

In other words, in consideration of the equation (1), the relation of the equation (3) may be set so that the total mass (gross weight) of the subordinate vehicles 12, 14 and 16 near the head becomes large. When the traveling order is set in descending order of the total mass (gross weight) of the vehicles in this way, the vehicle traveling behind among the subordinate vehicles 12, 14 and 16 tends to have higher braking performance. Therefore, setting the order of the traveling vehicles according to the above also has the effect of reducing the risk of a rear-end collision when traveling on a wet road surface or a snow surface (ice surface).

Further, in the present embodiment system, the present invention is not limited to the above, and the feedforward control described later may be used to give flexibility to the order of traveling vehicles. Consider the case where the user is in the subordinate vehicle C16 of FIG. 9 (without driving). As described above, when the vehicle travels in descending order of total mass (gross weight), the user in the subordinate vehicle C16 cannot see the front and becomes anxious. In order to eliminate the anxiety of the user, the traveling vehicle order may be set in ascending order of vehicle height (or ascending order of total mass (gross weight)) among the subordinate vehicles 12, 14, and 16.

The above content is paraphrased as follows. That is, 1) it has parameter values G1, G2, and G3 unique to each of the subordinate vehicles A12, B14, and C16 existing in one or more subordinate vehicles A12, B14, and C16 in a vehicle group 300 (or vehicle platoon 200) composed of a plurality of vehicles, and 2) all subordination. If the vehicle parameter values G1, G2, and G3 are within the specified range (the condition of maximum value G3 ≤ 1000 x G1 (G1 is the minimum value) is satisfied), 3) if feedforward control is used for vehicle platoon operation. 4) Even if the driving order between the subordinate vehicles A12, B14, and C16 does not always satisfy "G1 <G2 <G3", 5) Road surface conditions (uphill and downhill, wet and slippery, snowy road, etc.) ), The inter-vehicle distance between the subordinate vehicles A12, B14, and C16 is properly maintained.

Next, the actual measurement method or the calculation method of various parameters described in the equation (1) will be described. Regarding the total mass of the vehicle, 1. Estimate from the user application information at the time of the first reservation application (S201 in FIG. 4). It can be known by measuring directly at the time of merging into the vehicle platoon 200 (or vehicle group 300), or by using both in combination. (For example, it may be measured directly by the gross weight measuring units 114 and 118 of the vehicle shown in FIG. 3).
For gasoline-powered vehicles, the overtaking acceleration is often defined by "intermediate acceleration time at 40 → 60 km / h, 80 → 120 km / h, 100 → 200 km / h, etc." On the other hand, in electric vehicles, the overtaking acceleration is often defined by the "ratio of the earth's gravitational acceleration to G". In this embodiment, since the gasoline vehicle and the electric vehicle are evaluated based on the same criteria, the definition of the electric vehicle is met.

Further, as shown in FIG. 10, the characteristics of the acceleration 234 to be exhibited are different between the traveling performance 230 of the electric vehicle and the traveling performance 240 of the gasoline vehicle. In order to evaluate the traveling performances 230 and 240 of both from the same viewpoint, in the present embodiment, the comparison is made at a place where the acceleration characteristics of the gasoline vehicle are stable.

The overtaking acceleration 244 and the relative fuel consumption contour contour characteristics with respect to the traveling speed 242 of the gasoline vehicle are shown in FIG. In FIG. 11, 252, 262, 272, 282, and 292 represent 100% relative fuel consumption contour lines at 1/2/3/4/5 speeds. Further, 254, 264, 274, 284, 294 represent contour lines of relative fuel consumption rate of 120% at 1/2/3/4/5 speed. And 256, 266, 276, 286, 296 represent contour lines of relative fuel consumption rate 140% in 1/2/3/4/5 speed.

The optimum overtaking acceleration in the set speed range 246 can be calculated using FIG. For example, the maximum overtaking acceleration when the relative fuel consumption rate at a set speed of 80 km / h is 120% or less is given by the G80 corresponding to the 4th speed. In this way, the overtaking acceleration 244 of the gasoline vehicle can be obtained.

The driving characteristics of the vehicle (characteristics corresponding to the driving force of the formula (1)), which are the basis of the characteristics of FIGS. 10 and 11, are often published for each vehicle type. Therefore, the overtaking acceleration characteristic can be calculated by using the total mass (gross weight) information of the vehicle. Further, in the present embodiment, as a method of obtaining information on the overtaking acceleration, 1. Estimate from the user application information at the time of the first reservation application (S201 in FIG. 4). 2. Acquire history information from the drive unit control system 444 when merging into the vehicle platoon 200 (or vehicle group 300). Information can be obtained in real time during platooning (or group driving), or in combination.

Regarding deceleration / braking performance, 1. 2. Acquire history information from the drive unit control system 444 when merging into the vehicle platoon 200 (or vehicle group 300). Information can be obtained in real time during platooning (or group driving), or in combination.

An example of the vehicle group operation system in this embodiment is shown in FIG. Basically, it is composed of a server 310 of a vehicle operation management company managed by a vehicle operation management company and a vehicle group 300. The control system 338 and 332 are built in advance in the subordinate vehicle Z28 included only in the vehicle group 300 and the subordinate vehicle A12 included in both the vehicle group 300 and the vehicle platoon 200.

In the embodiment of FIG. 12, there is a portable group vehicle guide 320 that can be carried by the driver, and wireless communication is performed with the control systems 330, 332, and 338 of each vehicle (command vehicle A2, subordinate vehicle A12, Z28). It is possible. Then, the portable group vehicle guide 320 guides not only the subordinate vehicles A12 and Z28 but also the command vehicle A2 in the vehicle group 300 (vehicle platoon 200) to cooperate with each other. However, the present invention is not limited to this, and a function for guiding the subordinate vehicles A12 and Z28 may be provided in advance in the control system 330 of the command vehicle A.

Linking to each step in FIG. 4 already described, the cooperation operation between each part in FIG. 12 will be described. The user's reservation application S201 is performed using the mobile terminal 312 or a computer at home or work (not shown). This reservation information is notified to the server 310 of the vehicle operation management company via the telecommunications repeater 314.

In the database 318 managed by the server 310 of the vehicle operation management company, not only the operation management data (including history) 322 of the group vehicle, but also the operation management data (including history) 324 of the driver and the congestion / accident in the main line History data 326, trunk environment (weather information such as rain and snow) information history data 328 and the like are stored. The publicly available information such as the driving characteristics of each vehicle type is obtained via the Internet line 316.

As will be described later, the operation management data (including history) 322 of the group vehicle stores the group type, season, day of the week, time zone, and service type charge table 340. Therefore, when the reservation application from the user is accepted (S201), the server 310 of the vehicle operation management company refers to the above price list 340 and matches the group type, season, day of the week, time zone, and service form used by the user. Present the fee.

In addition, the server 310 of the vehicle operation management company obtains information on the corresponding vehicle (subordinate vehicle A12, etc.) at the time of receiving the reservation application from the user (S201), and the operation management data (including history) of the group vehicle in the database 318. Store in 322. Then, the server 310 of the vehicle operation management company organizes a vehicle group suitable for the vehicle (subordinate vehicle A12) based on the above information (S203).

The server 310 of the vehicle operation management company designates the command vehicle A2 conforming to the vehicle group 300 organized in this way. All the vehicles in the formed vehicle group 300 need to have the vehicle-specific parameter values (including the command vehicle A2) within a predetermined range. Therefore, a vehicle having a vehicle-specific parameter value suitable for the vehicle (subordinate vehicle A12) is designated as the command vehicle A2.

Even if the command vehicle A2 and the subordinate vehicle A12 are geographically separated from each other, the command vehicle A2 can guide the subordinate vehicle A12 to travel immediately after the vehicle group 300 is formed. Then, the command vehicle A2 departs (S206) and guides (remotely controlled) the traveling of the subordinate vehicle A12 and the like to the confluence of S207.

The detailed contents in the control systems 330, 332, and 338 in each vehicle described in FIG. 12 are shown in FIG. Unlike a moving body such as a dolly or a cart that "needs an external mechanical action to move", it is equipped with a drive unit control system 444 that enables self-driving. A self-propelled vehicle capable of collaborative traveling within a vehicle group (vehicle platoon) possesses the structure or various functions shown in FIG. Here, each part shown in FIG. 13 may be composed of a dedicated hardware or a dedicated software module for operating a processor.

Using the "measurement unit 424 of the inter-vehicle distance and speed difference between the vehicles in front" installed near the front of the vehicle and the "reflection unit 428 for measuring the inter-vehicle distance and speed difference between the following vehicles" installed at the rear. Appropriately control the inter-vehicle distance between adjacent vehicles.

Further, the external environment monitor unit 420 can be used not only when changing lanes, but also for monitoring an inconvenient extension of the total length of the vehicle platoon due to interruption of a general vehicle or the like. Further, since the captured video / image of the external environment monitor unit 420 is appropriately stored in the memory unit 450, it can be used as a drive recorder as evidence material in the event of an accident.

Further, the function of the control unit 410 of the external display screen may be used to perform "display in a platoon" or "advertisement display" for an external general vehicle.

The communication control unit 470 has medium-range wireless functions such as Wi-Fi or EnOcean, 2G / PDC, GSM (registered trademark) (Second Generation / Personal Digital Cellular, Global System for Mobile Communications), and 3G / CDMA (Third Generation / Code). It is equipped with both long-range wireless functions such as Division Multiple Access) and WiMAX (World wide Interoperability for Microwave Access). Then, information can be exchanged with other vehicles in the vehicle group via the communication control unit 470. In addition, the inter-vehicle distance to the vehicle in front is controlled via this communication control unit.

A GPS control unit 462 and a display screen control unit 464 to the driver's seat are installed in the route guide system 460. In particular, when traveling on another route 204 before merging with the vehicle group 300, the current position information of the merging target platoon is sequentially sent from the server 310 of the vehicle operation management company via the communication control unit 470. .. At the same time, the position of the own vehicle can be confirmed by the GPS control unit 462. In the route guide system 460, the merging route to the target platoon is determined from the information of both, and is displayed on the display screen control unit 464 on the driver's seat. Although not shown, a translucent organic EL (Electro Luminescence) layer is embedded in the windshield of the driver's seat, and a display screen control unit 464 to the driver's seat displays a confluence route.

Inside the travel control unit 440, there are a travel mode control unit 442 and a drive unit control system 444. In this embodiment, as will be described later, a guided mode 490 is defined in addition to the manual operation mode 480 and the fully automatic operation mode 485. The traveling mode control unit 442 is responsible for switching between these modes.

The drive unit control system 444 not only controls the drive of the engine and the motor, but also controls the brakes and the rotation of the wheels (including anti-slip control on wet roads and snowy roads). Further, the controlled data of each unit obtained by the drive unit control system 444 is sequentially stored in the memory unit 450.

Therefore, based on the drive unit control system 444-related data stored in the memory unit 450, the "passing acceleration", "deceleration / brake braking force", and "tire friction force" are calculated using the above-mentioned calculation formula. Can be calculated. Not only that, but inside the drive unit control system 444, "overtaking acceleration", "deceleration / brake braking force", and "tire friction force" are calculated in real time as appropriate.

The real-time "overtaking acceleration", "deceleration / brake braking force", "tire friction force" or its historical data obtained in this way is appropriately transmitted to the portable group vehicle guide via the communication control unit 470. It is transmitted to 320.

In the present embodiment system, a communication function using short-range radio or near-field radio is built in the cargo 432, 434, 436 or the package or the container itself that collects the cargo. For example, when transporting fresh food, it is important to control the temperature and humidity of the fresh food during transportation. Therefore, the load / passenger state management unit 430 manages the state of the load and the physical condition of the passenger by using wireless communication. When a load condition abnormality (such as a change in the storage temperature of fresh food) or a passenger's physical condition is discovered, the load / passenger condition management unit 430 guides the portable group vehicle via the communication control unit 470. Notify the aircraft 320 of a warning.

FIG. 14 shows an example of a platoon formation procedure and an operation method of a vehicle platoon in the present embodiment system in which a vehicle group (vehicle platoon) is formed by a plurality of vehicles whose parameter values unique to the vehicle are included in a predetermined range. The important points here are: ○ Obtain information about the vehicle (subordinate vehicle) used when accepting reservations from users, ○ Organize an appropriate vehicle group (vehicle platoon) based on that information, and ○ The above vehicle ( Before merging the subordinate vehicle into the vehicle group or during cooperative driving, obtain information on the above vehicle (subordinate vehicle) as appropriate, ○ determine the suitability of the above vehicle (subordinate vehicle) within the group, and ○ the above vehicle (subordinate vehicle). Is in place to notify when it is determined that is inappropriate.

The above-mentioned unique parameter value can be obtained from the information on the above-mentioned vehicle (subordinate vehicle). The server 310 of the vehicle operation management company may calculate the unique parameter value from the above information, or the unique parameter value may be directly included in the above information. Then, a vehicle group (vehicle platoon) is formed so that this unique parameter value is included in a predetermined range.

When the user applies for participation in the vehicle platoon 200 using the mobile terminal 312 in the step of S01, the server 318 of the vehicle operation management company accepts the application. At that stage, the type / vehicle name of the participating vehicle, the number of passengers, and the load information of the loaded (loaded) luggage are obtained (S02), and stored in the operation management data (including history) 322 of the group vehicle in the database 318. At the same time, the server 318 of the vehicle operation management company examines the drive characteristics of the specified vehicle name using the Internet line 316.

In addition, the total mass of the vehicle is predicted from the number of passengers and the load information of the loaded (loaded) luggage. Next, the overtaking acceleration characteristic of the target vehicle is calculated using the equation (1). In the step of S03, the result is used to predict the type and rank of the matching vehicle platoon 200.

After that, the server 318 of the vehicle operation management company searches the operation management data 322 of the group vehicles in the database 318 and refers to the operation schedule for each vehicle platoon 200 (S04).

If there is no suitable scheduled operation platoon (No in S05), dispatch arrangements (S06) are made, and if there is a suitable scheduled operation platoon (Yes in S05), the user is notified of the completion of the platoon participation acceptance and the meeting place. / Notify the date and time (S07). Then, the designated command vehicle A2 is notified of the formation participation designation (S08).

When communication between the command vehicle A2 (the portable group vehicle guide 320 in the vehicle) and the corresponding subordinate vehicle A12 is started, the portable group vehicle guide 320 is stored in the memory unit 450 in the subordinate vehicle A12. The history information of the drive unit control system 444 is collected (S09). Then, inside the portable group vehicle guide 320, the overtaking acceleration of the subordinate vehicle A12 (when loaded with luggage, people, animals, etc.) is calculated (S10), and whether or not it matches the current vehicle platoon 200. Is determined (S11). And if it matches (Yes of S11), the formation in S16 is performed.

In addition to the above, when the server 310 of the vehicle operation management company wants to directly collect the unique parameter values of the subordinate vehicle A12, it collects the data from the gross vehicle weight measuring units 114 and 118 (FIG. 3) in the terminal 42. You may.

If the unique parameter value of the subordinate vehicle A12 does not match (No in S11), the formation change belonging to the user is proposed (S12), and if the user approves the change (Yes in S13), the formation change (Yes in S13). S14), and notify the command vehicles A2 and B4 of the old and new platoons.

FIG. 14 mainly shows the vehicle platoon operation method and the vehicle group operation system before the start of the cooperative running, while FIG. 15 determines the suitability of the vehicle group 300 (vehicle platoon 200) after the start of the cooperative running. It shows the vehicle platoon operation method and the vehicle group operation system. The points when both are used together in this vehicle group operation system and vehicle platoon operation method can be summarized as follows. That is, 1) it has a first means and a second means for detecting the parameter value of the subordinate vehicle A12, and 2) the vehicle operation management is based on the parameter value for each subordinate vehicle A12 detected by the first means. The company's server 310 determines the vehicle group suitability of the subordinate vehicle A12, and 3) the command vehicle A2 (or portable group vehicle guidance) based on the parameter value for each subordinate vehicle A12 detected by the second means. The machine 320) determines the vehicle group suitability of the subordinate vehicle A12, and 4) notifies if it is determined to be non-conforming as a result of the judgment.

The processing flow of FIG. 15 corresponding to the detection by the second means will be described. The drive unit control system 444 built in the subordinate vehicle A12 collects information related to the traveling of the subordinate vehicle A12. On the other hand, the load / passenger status management unit 430 collects information on the load and passengers in the subordinate vehicle A12.

This information is collected by the command vehicle A2 (or the portable group vehicle guide 320) (S21), and it is determined whether or not all the vehicles in the group conform to the corresponding platoon (S22). This corresponds to the determination of vehicle group suitability based on the detection result of the second means.

Not only that, is there any abnormality in the load and passengers of all the vehicles in the group in this embodiment system? (S23) is also made at the same time.

Based on the above determination result (when S22 is No or S23 is Yes), the vehicle in which trouble occurs (or vehicle group nonconformity is found) is removed from the vehicle platoon (S25). As this withdrawal method, in the present embodiment system, two types of countermeasures are prepared: A) withdrawal in terminals 42 and 44 and B) withdrawal while driving ⇒ new command vehicle B4 (navigator) guidance-based platoon separation. ing.

That is, when the place where the trouble occurs (discovery of nonconformity with the vehicle group) is near the terminals 42 and 44 (Yes in S29), the above (A) is taken. On the other hand, if the determination result of S29 is No, the dispatch of a navigator corresponding to the new command vehicle B4 required for platoon separation is requested (S32).

Prior to the explanation of the feedforward control method used in the present embodiment, the measurement principle of the inter-vehicle distance and the speed difference between the preceding vehicles performed in the cooperative traveling vehicle will be described. The inter-vehicle distance and speed difference measuring unit 424 between the preceding vehicles in the cooperative traveling vehicle is composed of an inter-vehicle distance measuring unit and a speed difference measuring unit with the preceding vehicle.

In the embodiment shown in FIG. 16, the reflection of sound waves is used to measure the inter-vehicle distance (by the time difference between the transmission and reception of sound waves), and the laser Doppler effect is used to measure the speed difference. However, the present invention is not limited to this, and the inter-vehicle distance and speed difference may be measured by any method. That is, at least one of the inter-vehicle distance and the speed difference may be measured using, for example, microwaves or radio waves.

It is known that the sound wave emitted from a moving vehicle causes the Doppler effect. However, since the reciprocation of sound waves is used in this embodiment, the adverse effects of the Doppler effect are offset. The speed of sound in the air at 15 ° C. and 1 atm is known to be 340 m / s. Assuming that the time required for the sound wave to be reflected and returned by the vehicle in front with an inter-vehicle distance of 80 m is 471 ms, a high signal band is not required for the inter-vehicle distance measurement circuit.

Further, since the speed of sound at 0 ° C. is 332 m / s, the measurement error of the inter-vehicle distance due to the change in temperature does not matter much. Therefore, it is considered that the use of sound waves is suitable for measuring the inter-vehicle distance.

In FIG. 16, in order to improve the directivity of the sound wave, the sound wave emitted from the speaker 429-1 is reflected by the cone-shaped sound wave reflector 429-2. Further, a cone-shaped sound wave reflecting plate 426 is provided on the reflecting unit 428 for measuring the inter-vehicle distance and speed difference between the following vehicles so that the sound wave returns to the microphone 429-3. And here the sound wave is reflected twice and returned.

On the other hand, the speed difference measuring unit is provided with a laser Doppler light source / detecting unit 421. Sound waves are far less directional than laser light. Therefore, the inter-vehicle distance measuring unit with the vehicle in front is arranged 418 above the speed difference measuring unit so that the measurement error does not occur due to reflection on the road surface 416 during measurement.

The light reflection beads 425 are arranged at the tip of the optical path 422 of the laser beam for speed difference measurement, so that the laser beam can easily return to the detection unit. These light reflecting beads 425 are fixed together with the cone-shaped sound wave reflecting plate 426 in the fixing portion 427 of the beads and the reflecting plate.

FIG. 17 shows a control method (feedforward control method in the vehicle platoon) of the group vehicle guide (or command vehicle A2) that controls the traveling of the subordinate vehicles A12 and B14 so that the distance between them and the preceding vehicle becomes an appropriate value. It will be described using.

The group vehicle guide (or command vehicle A2) specifies only "distance between vehicles 1000 after a predetermined time interval Δt with the preceding vehicle" for the subordinate vehicles A12 and B14, respectively. Further, each of the subordinate vehicles A12 and B14 monitors the inter-vehicle distance and the speed difference 1020 between the vehicles in front in real time by using the method of FIG. Furthermore, the road surface condition (climbing / descending and slipping condition) is also monitored in real time from the information from the drive unit control system 444. At the same time, the speed change schedule information 1010 of the preceding vehicle is appropriately notified to the following vehicle.

First, it is assumed that the speed change schedule information 1010 of the command vehicle A2 is determined based on the guidance of the group vehicle guide. This speed change schedule information 1010 is transmitted to the subordinate vehicle A12.

For example, FIG. 18 shows the relationship between the planned control speed characteristic 1030 of the own vehicle to be calculated by the subordinate vehicle A12 and the speed change schedule information 1010 of the preceding vehicle transmitted from the command vehicle A2. The "inter-vehicle distance and time interval specification information 1000 until achievement" transmitted from the group vehicle guide (or command vehicle A2) to the subordinate vehicle A12 specifies the planned control speed 236 after the time interval Δt shown in FIG. Consider the case where it is done.

As for the subordinate vehicle A12, the inter-vehicle distance and speed difference between the current command vehicles A2 are known. The scheduled control speed 236 after the time interval Δt needs to match the speed change schedule information 1010 of the preceding vehicle after the time interval Δt. The current road surface condition is added to these preconditions (boundary conditions), and the optimum "scheduled control speed 1030 of the own vehicle" from the present to after the time interval Δt is calculated in the integrated control unit 400. By performing the above feedforward control, there is an effect that a highly accurate inter-vehicle distance can be flexibly secured in a short time.

Further, as already explained in FIG. 9, even if the traveling order of the subordinate vehicles A12, B14, and C16 in the vehicle platoon 200 is arbitrarily set, the road surface condition changes (uphill or downhill) by using the above feedforward control. The proper inter-vehicle distance is maintained even if there is a change in the vehicle, a wet and slippery condition, or a change to a snowy road.

For example, when a downhill or a road surface is slippery, a rear-end collision can be prevented by increasing the inter-vehicle distance in advance by feedforward control. On the other hand, if the vehicle reaches an uphill while driving with a following vehicle with a small overtaking acceleration, the inter-vehicle distance is reduced in advance before entering the uphill. If feedforward control is performed in this way, it is possible to prevent an unnecessarily large distance between vehicles at the end of an uphill slope.

FIG. 19 shows a detailed example (that is, a detailed example of a vehicle platoon operation method) of traveling guidance using the feedforward control method carried out by the group vehicle guide (or command vehicle A2).

When the platooning starts (S120), the group vehicle guide (or command vehicle A2) starts collecting various information in the step of S121. As S122 indicates as this collection target information, information on the planned travel route is obtained from the server 310 of the vehicle operation management company. The trunk environment (weather, etc.) information history data 328 is stored in the database 318 managed by the server 310 of the vehicle operation management company. Up / down slope information and real-time weather information such as rainy weather and snow cover are stored in this. In addition, the traffic congestion / accident history data 326 in the main line is also stored in the database 318. This information is appropriately transmitted to the group vehicle guide (or command vehicle A2) via the telecommunications repeater 314.

At the same time, as shown in S123, the information of the drive unit control system 444 in the command vehicle A2 is analyzed to independently acquire information such as the slip condition of the road surface and the local slope slope.

Depending on the road surface condition, the tire friction coefficient of only the specific subordinate vehicles A12, B14, and C16 deteriorates, and the deceleration / braking force may deteriorate. Therefore, as shown in S124, it is necessary to obtain the information of the drive unit control system 444 and the inter-vehicle distance information for all the vehicles in the vehicle platoon.

Then, before the road surface condition changes (gradient change or slipperiness change), the optimum guidance information of all vehicles in the platoon (including the command vehicle A2) is calculated inside the group vehicle guide (or command vehicle A2) ( S125) is performed.

In the first step S126 of the feedforward control, the speed change schedule information of the own vehicle (command vehicle A2) is transmitted to the following vehicle (subordinate vehicle A12). Next (S127), "designated inter-vehicle distance and time interval Δt until achievement" is notified for each of the subordinate vehicles A12, B14, and C16 in the vehicle platoon.

If the inter-vehicle distance is too large, there is an increased risk that ordinary vehicles will be interrupted in the vehicle platoon. Therefore, in feedforward control, "preventing interrupts of general vehicles more than necessary" is very important. Therefore, the information obtained from the outside environment monitoring unit 420 (FIG. 13) of all the vehicles in the platoon is sequentially monitored to detect "signs of interruption of general vehicles" in advance (S128). Then, if there is a sign (Yes in S128), the optimum guidance information is recalculated (S125) so as to reduce the inter-vehicle distance.

Feedforward control can be used not only for appropriately controlling the inter-vehicle distance according to changes in road surface conditions, but also for lane change control for avoiding accidents on the driving lane. Utilizing this feedforward control, there is an effect that accident avoidance and traffic congestion avoidance can be performed.

For example, consider the case where the vehicle exterior environment monitor unit 420 discovers an accident or a traffic jam at a destination on the traveling lane in step S131 of FIG. If necessary, this accident or traffic jam information is notified to the server 310 of the vehicle operation management company (S133), and the traffic jam / accident history data in the main line is added to the data 326. The added accident / congestion information can be utilized by another vehicle group 300 (vehicle platoon 200).

If the destination is congested, it can be dealt with simply by slowing down the running speed. However, if there is an accident in the planned traveling lane (Yes in S134), it is necessary for the entire vehicle platoon 200 to change lanes to the overtaking lane (S137). Therefore, the group vehicle guide (or command vehicle A2) calculates the optimum guidance for changing lanes in step S135.

As a method of changing the lane of the entire vehicle platoon 200, in the method of FIG. 20, only the last vehicle in the lane is changed lane (S136), and then all the remaining vehicles are changed lanes (S137). This specific method will be described later with reference to FIG. 27. Then, after the entire vehicle platoon 200 has passed the accident site (Yes in S138), the vehicle returns to the original driving lane.

Notifying general vehicles of the running status of multiple vehicles in a platoon can prevent accidents and prevent unnecessary stress from being provided to general vehicles. In the present embodiment, as a method of disclosing platooning to a general vehicle, either physical display (hard display) of a display object such as a sticker or soft display on a display screen or the like may be performed. FIG. 21 shows an example of a notification method to a general vehicle in the vehicle platoon operation of the present embodiment.

Notification to general vehicles will be given after the formation of platoons is completed (S40). When there is an external display screen on a part of the surface of the platoon vehicle (Yes in S41), the display can be performed by software. In this case, as in step 42, "in formation of platoon" is displayed on the external display screen of the platoon vehicle. Furthermore, if information on the "number of platoon vehicles" and the "running order within the platoon" of the corresponding platoon vehicles is also displayed, it becomes easier for general vehicles to respond.

On the other hand, when there is no external display screen (No in S41), a hardware display is required. As an example of this display, as in step S43, a sticker indicating "in formation of a platoon" may be attached to the surface of the platoon vehicle. Further, while traveling in a platoon (during formation of a platoon), confirmation of proper display (S45) may be performed as appropriate.

A display example performed in this way is shown in FIG. Information on "the number of vehicles in the platoon" and "the order of running in the platoon" may be displayed in the form of fractions. Further, this display is not limited to the side surface of the traveling vehicle (FIG. 22A). When it is displayed at the rear as shown in FIG. 22B, it is easy to understand the following general vehicle.

FIG. 22A shows a display example in which the external display screen on the surface of the platoon vehicle is also used for advertising. Displaying images (or videos) linked between platooned vehicles as shown in FIG. 22A improves the advertising effect. The image (or video) linked between the platoon vehicles is not limited to the continuous image (continuous image) shown in FIG. 22 (a), and for example, a panoramic image (or panoramic image) may be displayed.

FIG. 23 shows an example of a specific method for displaying in cooperation between platoon vehicles. First, the group vehicle guide (or command vehicle A2) collectively receives the advertising image / video from the server 310 of the vehicle operation management company (S51). After that, as shown in step 52, the group vehicle guide (or command vehicle A2) determines a method of dividing / distributing the image / video to be displayed for each vehicle in the platoon. Based on the content of the decision, the image / video information to be displayed in the advertisement is transmitted for each vehicle in the platoon (S53).

In the present embodiment, a vehicle group or a vehicle platoon is formed by a plurality of vehicles whose parameter values unique to the vehicle are included in a predetermined range. As a result, for example, the overtaking acceleration may be divided into a large vehicle group and a small vehicle group. In that case, it becomes necessary for a large vehicle platoon to overtake a vehicle platoon with a small overtaking acceleration within the main line (expressway) 50.

FIG. 24 shows an example of an overtaking method between vehicle platoons in terminals 42 and 44. The vehicle platoon that entered the terminals 42 and 44 earlier and has a small overtaking acceleration is temporarily parked in the passing platoon parking lot 142. With respect to the parking waiting platoon 206, the overtaking traveling platoon 208 (vehicle platoon with a large overtaking acceleration) passes through the aisle 132 and overtakes between the vehicle platoons.

FIG. 25 shows an example of a method of overtaking between vehicle platoons while traveling without using platoon parking in terminals 42 and 44 as described above. The points of this method are: ◎ Display for general vehicles during overtaking between platoons ⇒ Accidents can be avoided ◎ Only group vehicle guide (or command vehicle) guides during overtaking processing ◎ Addition During the over-processing, a mixed formation is temporarily formed. As a result, the risk of inadvertent contact between general vehicles is reduced, the risk of inadvertent contact between vehicle platoons is also reduced, and accidents during overtaking between vehicle platoons can be prevented.

That is, when the overtaking platoon approaches behind the traveling platoon (S101), the display of "overtaking between vehicle platoons" is started for general vehicles (S102). In step S104, in order to unify the guides in accordance with the temporary mixed formation (S105), the conventional command vehicle B4 in the planned overtaking formation (overtaking traveling formation 208) is temporarily replaced with the subordinate vehicle C16. Change to. Around the same time, the related subordinate vehicle Z26 is notified of the change of the command vehicle (S103).

After the running order between the vehicle platoons is changed (Yes in S111), the notification (display) to the general vehicle is terminated (S114), and the mixed platoon is separated into a plurality of platoons (S115).

In the embodiment of FIG. 25, as shown in steps S105 and S109, the leading vehicle in the mixed platoon is set to the command vehicles A2 and B4. However, the present invention is not limited to this, and the command vehicles A2 and B4 may be appropriately switched at any timing.

A specific example of the inter-row overtaking process described with reference to FIG. 25 is shown in FIG. The platoon vehicles 4 and 28 constituting the overtaking platoon 208 are not overtaken at the same time. After the overtaking process of the preceding vehicle 4 is completely completed, the following vehicle 28 starts the overtaking process.

FIG. 27 shows another embodiment of the inter-row vehicle overtaking process described with reference to FIG. 25. As shown in FIG. 27 (a), the overtaking traveling platoon 508 approaches the preceding traveling platoon 504 from behind. When both traveling platoons (vehicle platoons) 504 and 508 approach each other more than a predetermined value, a mixed platoon 510 is temporarily formed as shown in FIG. 27 (b). And all the vehicles in the mixed platoon 510 are guided by the command vehicle B4. Along with this mixed formation 510 formation, the conventional command vehicle A2 is temporarily changed to the subordinate vehicle D18. Prior to this change, the subordinate vehicles A12 and B14 are notified of the "change of command vehicle A2".

In FIG. 27 (b), all the vehicles forming the mixed platoon 510 are traveling on the traveling lane 502. Then, at the start of the inter-row overtaking process, as shown in FIG. 27 (c), the rearmost subordinate vehicle B14 changes lanes and enters the overtaking lane 506.

At this time, the command vehicle B (or the group vehicle guide) only gives an instruction to "change lane to the overtaking lane 506" to the subordinate vehicle B14. Upon receiving this instruction, the vehicle exterior environment monitor unit 420 (FIG. 13) equipped on the subordinate vehicle B14 is used to observe the situation of the overtaking lane 506 and voluntarily change lanes at an appropriate timing.

During normal cooperative driving, the subordinate vehicle B14 is instructed to have an "inter-vehicle distance of 1000 with the preceding vehicle after a predetermined time interval Δt". However, in this case, the command vehicle B (or the group vehicle guide) gives an instruction of "running speed".

When the subordinate vehicle B14 travels at a low speed (despite the overtaking lane 506), the inter-vehicle distance from the general vehicle traveling in front is greatly increased. Utilizing the gap, the subordinate vehicle A12 and the subordinate vehicle D18 sequentially move to the overtaking lane 506.

In the method of FIG. 26, there is a risk of contact with a general vehicle during the overtaking process between vehicle platoons. On the other hand, in the method of FIG. 27, since the risk of contact with a general vehicle during the inter-row overtaking process is low, there is an effect that it is easy to avoid a contact accident during the inter-row overtaking process.

The method shown in FIG. 27 may be used in other states, not limited to the inter-row vehicle overtaking process. For example, this method may be used when the vehicle platoon 200 moves from the terminals 42, 44 to the traveling lanes 102, 104. Here, when the number of vehicles constituting the vehicle platoon 200 is large, the vehicles may be divided into a small number of vehicles (for example, 3 or 4 vehicles each) and moved to the traveling lanes 102 and 104.

For example, if the above processing is performed in a place where the main lane (expressway) 50 is composed of only two lanes, the traveling lane 504 and the overtaking lane 506, the mixed lane 510 temporarily occupies a part of the main lane (expressway) 50. Will be done. In this case, if the general vehicle is notified of the situation during the inter-row overtaking process as shown in FIG. 28B, the stress of the driver of the general vehicle is reduced and the cause of the accident is alleviated.

Another application example of the above method is shown in FIG. It is known that a traffic jam occurs because a specific vehicle travels at a higher speed than necessary even though smooth traveling can be ensured if all vehicles travel in the traveling lane 504 at a specified speed. In response to a request from the management company (for example, NEXCO) of the main line (expressway) 50 to the vehicle operation management company, when a specific vehicle platoon (mixed platoon 510) is driven at a specified speed, it is within the main line (expressway) 50. Smooth running of all vehicles can be ensured. In this case, if the display as shown in FIG. 29B is performed, it becomes easy to obtain the cooperation of general vehicles.

In the server 310 of the vehicle operation management company, vehicle group formation (S203) is performed based on the general reception of reservations (for example, using the Internet) (S200 in FIG. 4). By the way, the reservation frequency fluctuates greatly depending on the season, the day of the week, and the date and time.

In order to respond flexibly and promptly to a large change in the reservation frequency, a vehicle group may be formed by using the past operation history data in the server 310 of the vehicle operation management company. FIG. 30 shows an example of the contents of the operation management data (including history) 322 of the group vehicles stored in the database 318 managed by the server 310 of the vehicle operation management company.

In the operation management data (including history) 322 of the group vehicle, the operation history data 350 of the group vehicle accumulated in the past is stored. In the operation history data 350 of the group vehicle, the time zone of the day is divided into a, b, c, d, e, ..., Respectively. Further, points C46, D47, and E48 are defined according to the location of the interchange existing between the terminals A42 and B44. Then, the history of the number of vehicle platoons that have passed between each point (for example, 54 between CD and C) for each time zone is displayed as a bar graph.

Since the reservation frequency varies depending on the season and the day of the week, the graph is divided for each season and day of the week. Here, "group types" are classified for each vehicle platoon in which vehicle-specific parameter values (such as overtaking acceleration and total weight) are included within a predetermined range.

An example of a method in which the server 310 of the vehicle operation management company predicts the reservation frequency using this data will be described. For example, suppose that the number of reservations in the time zones a and b of 58 between EB and B is extremely low. However, in the operation history data 350 of the group vehicle, the occurrence frequency 238 tends to increase sharply in the time zone c. Therefore, the server 310 of the vehicle operation management company can make an early vehicle allocation arrangement by using this demand forecast.

Further, not only the operation history data 350 of the group vehicle described above, but also various data shown in FIG. 31 are stored in the operation management data (including history) 322 of the group vehicle.

In the transportation service shown in this embodiment, the charge differs depending on the group type, season, day of the week, time zone, and service form. Therefore, at the time of accepting a reservation (for example, using the Internet), the server 310 of the vehicle operation management company refers to the charge table 340 by group type, season, day of the week, time zone, and service type to answer the charge or charge the charge.

The real-time operation management data 360 of the group vehicles in FIG. 31 is the vehicle group organization data 361 related to the operation plan of the transportation service, which is appropriately changed according to the user reservation, and the real-time operation status monitoring result for each vehicle group. Operation status data 366 is included.

Further, the vehicle group formation data 361 includes reservation status management data 362 for each vehicle group and reservation data 363 that does not belong to the existing set vehicle group outside the vehicle group formation at the present time.

The real-time operation status data 366 for each vehicle group is the location management data 367 for each vehicle in the vehicle group, the estimated arrival time data 368 for each vehicle platoon, and the vehicle that is likely to arrive at the scheduled time corresponding to the warning data. It is composed of platoon extraction data 369, other warning information 370, and the like.

In the cooperative travelable vehicle used in the present embodiment system, as shown in FIG. 32, a manual driving mode 480, a fully automatic driving mode 485, and a guided mode 490, which are normally driven by a driver, are defined.

Among these, for example, when guided by a group vehicle guide (or command vehicle A2), the mobile guide 492 corresponds to this. On the other hand, when it is guided from a fixed body such as the server 310 of a vehicle operation management company, it corresponds to the fixed body guidance 496. Further, for example, in the case of a process such as "controlling the lock of the door using the mobile terminal 312", it corresponds to the mobile terminal guidance 494.

In the present embodiment, for example, a process such as "the owner of the car outside the vehicle automatically organizes the car into a vehicle platoon using the mobile terminal 312" can be performed. In this case, the mobile terminal guidance 494 may be set in advance, and the mobile terminal guidance 492 may be switched to the mobile terminal guidance 492 via the route of the mobile body switching 498.

FIG. 33 shows a method of merging between vehicle platoons 200 and 201 in the present embodiment system. One vehicle platoon 201 is organized and merges in front of or behind the other vehicle platoon 200.

The processing flow at this time is shown in FIG. When the platoon merging request is received in step S60, the history information of the drive unit control system 444 for each platoon to be merged is obtained (S61). Then, the parameter values (such as the overtaking acceleration and the total weight) of the target vehicle are calculated from this information, and it is determined whether or not the platooning is possible (S62).

If there are terminals 42 and 44 nearby as a platoon merging method (Yes in S65), platoon merging in terminals 42 and 44 (S67) is performed. On the other hand, if the terminals 42 and 44 are not nearby (No in S65), the merging process during traveling after step S69 is performed.

FIG. 35 shows an example of a method of changing the traveling order in the vehicle platoon using the terminals 42 and 44. The vehicle for which the traveling order is to be changed (subordinate vehicle A12) is once compared with the space for changing the formation order 122, and the traveling order is changed.

On the other hand, as shown in FIG. 36, the traveling order may be changed during traveling. In this case, the inter-vehicle distance between the predetermined vehicles (between the command vehicle A2 and the subordinate vehicle A12) is increased, and the target vehicle (subordinate vehicle A12) is inserted there.

As shown in FIG. 37, the formation separation may be divided into two parts, front and back. FIG. 37 shows an example of a platoon separation method using terminals 42 and 44, and FIG. 38 shows an example of a platoon separation method during traveling.

In the vehicle platoon operation method in the present embodiment, the subordinate vehicle A12 running in the platoon is set to the guided mode 490 in the moving body guidance 492. Therefore, the absence of luck is allowed during the guided mode 490 period.

FIG. 39 shows the relationship between the driver's getting on and off timing and the setting mode in the subordinate vehicle A12. During the manual operation mode periods 602 and 604, the driver is required to ride. Therefore, the driver boarding periods 632, 636, 638 cover the manual driving mode periods 602, 604 (wider than the manual driving mode periods 602, 604).

When the driver locks the door using the mobile terminal 312 at 644 when the driver gets off, the mobile terminal guidance period is 612. After that, when the mobile terminal 312 is used to incorporate the mobile terminal into the vehicle group 300, the mobile body guidance period is switched to 616. Then, when the transportation service within the vehicle group 300 is completed, the mobile terminal guidance period 614 is returned.

What is important here is that "the driver gets off 644 during the guided mode period 610". This has the effect of starting a smooth transportation service. On the other hand, as shown in FIG. 39, the driver's boarding timings 646 and 648 may be before and after the timing at which the guided mode period 610 ends.

FIG. 40 shows an example of a map around the terminal 42 installed in the middle of the route of the main line (expressway) 50. There are branch points 722 and 724 heading from the general roads 706 and 708 to the interchange, and enter the highways 702 and 704 via the interchanges 712 and 714.

The operation curve that superimposes the vehicle A752 that enters the terminal 42 from the highway up line 702 via the interchange 712 from the general road 706 and the vehicle B754 that enters the general road 708 from the highway down line 704 that exits the terminal 42. Is shown in FIG.

The vehicle A752 before entering the terminal 42 was directly driven by the driver in the manual driving mode 480. Then, after switching to the guided mode 490 at the terminal 42, the driver gets off. After that, the driver who got off at the terminal 42 transfers to the vehicle B754 and returns to the centralized collection point 736.

On the other hand, in the operation curve shown in FIG. 42, although the operation curve 752 of the vehicle A and the operation curve 756 of the vehicle C follow substantially the same route, the driver follows a different route. In the example of FIG. 41, the driver got off from vehicle A752 at terminal 42. On the other hand, in the example of FIG. 42, the vehicle C got off from the vehicle C756 at the branch point 722 toward the interchange from the general road 706. Then, at the bus stop 732 installed near the getting-off point, I returned to the centralized collection point 736 using the route bus 758.

In the vehicle group operation system implemented this time, the shorter the driver's restraint time, the more the labor cost can be reduced. Therefore, as shown in the example of FIG. 42, by using not only the platoon vehicle but also a general vehicle such as a bus or a taxi, the restraint time of the driver is shortened, and the effect of reducing the labor cost is produced.

Although the embodiments of the present invention have been described, the embodiments are presented as an example and are not intended to limit the scope of the invention. This novel embodiment can be implemented in various other embodiments, and various omissions, replacements, and changes can be made without departing from the gist of the invention. This embodiment and its modifications are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.

2 Command vehicle A (Master Vehicle) 4 Command vehicle B12 Subordinate vehicle A (Slave vehicle Slave Vehicle) 14 Subordinate vehicle B16 Subordinate vehicle C18 Subordinate vehicle D28 Subordinate vehicle Z30-38 Out-of-group vehicle 42 Terminal A44 Terminal B46 Point C47 Point D48 Point E50 Main line (highway) 52 A-C 54 C-D 56 D-E 58 E-B 62, 64 Center 70-84 Centralized collection point 90 T 92 A 94 B 96 C 98 Company D 100 Server 102 Uphill lane 104 Downhill lane 106 Uphill overtaking lane 108 Downhill overtaking lane 112, 116 Admission registration / parking location instruction unit 114, 118 Total vehicle weight measurement unit 122, 126 Space for changing platoon order 132 136 Passage 134 Bus stop 142-156 Passing lane parking lot 162-176
Passing waiting platoon parking lot 180 point A190 point B200, 201 vehicle platoon 202
Route A204 Route B206 Parking Passing Waiting Line 208 Overtaking Running Group 209 Mixed Group 210 Flat Road 212 Four-Wheel Drive Jeep 214 Maximum Load Truck 220
Slope Road surface 230 Driving performance of electric vehicle 232 Elapsed time (seconds) 234 Acceleration to be exhibited (G) 236 Scheduled control speed (km / h) 238 Occurrence frequency 240 Driving performance of gasoline vehicle 242 Driving speed (km / h) 244 Overtaking acceleration (G) 246 Set speed range 250 Driving force curve at 1st speed 252 Relative fuel consumption rate at 1st speed 100% contour line 254 Relative fuel consumption rate at 1st speed 120% Contour line 256 Relative fuel consumption at 1st speed Rate 140% contour line 260 Driving force curve at 2nd speed 262 Relative fuel consumption rate at 2nd speed 100% contour line 264
Relative fuel consumption rate in 2nd speed 120% contour line 266 Relative fuel consumption rate in 2nd speed 140% Contour line 270 Driving force curve in 3rd speed 272 Relative fuel consumption rate in 3rd speed 100% Contour line 274 3rd speed Relative fuel consumption rate 120% relative fuel consumption rate at 3rd speed relative fuel consumption rate 140% contour line 280 driving force curve at 4th speed 282 relative fuel consumption rate at 4th speed 100% contour line 284 relative to 4th speed Fuel consumption rate 120% Contour line 286 Relative fuel consumption rate at 4th speed 140% Contour line 290 Driving force curve at 5th speed 292 Relative fuel consumption rate at 5th speed 100% Contour line 294 Relative fuel consumption rate at 5th speed 120% Thrust-specific fuel consumption 296 Relative fuel consumption rate at 5th speed 140% Thrust-specific fuel group 310 Vehicle operation management company 312 Mobile terminal 314 Long-distance communication repeater 316 Internet line 318 Database 320 Portable group vehicle guide 322 Group vehicle operation Management data (including history) 324 Driver operation management data (including history) 326 Congestion / accident history data in the main line 328 Main line environment (weather, etc.) Information history data 330 Control system of command vehicle A 332 Control system of subordinate vehicle A 338
Control system of subordinate vehicle Z 340 Group type, season, day, time zone, charge table by service type 350 Group vehicle operation history data 360 Group vehicle real-time operation management data 361 Vehicle group organization data 362 Reservation status management for each vehicle group Data 363 Reservation data that does not belong to the existing setting vehicle group 366 Real-time operation status data for each vehicle group 367 Location management data for each vehicle in the vehicle group 368 Scheduled arrival time data for each vehicle platoon 369 Vehicles that are likely to arrive at the scheduled time late Extracted data of platoon (warning data) 370 Other warning information (accident occurrence information, congestion occurrence information, etc.) 400 Integrated control unit 410 External display screen control unit 414 Downward 416 Road surface 418 Upward 420 External environment monitor unit 421 Laser Doppler Light source / detection unit 422 Optical path of laser light for speed difference measurement 423 Path of sound wave for inter-vehicle distance measurement 424 Measurement unit for inter-vehicle distance and speed difference between vehicles in front 425 Light reflection beads 426 Cone-shaped sound reflector 427 Beads and reflection Plate fixing part 428 Reflector for measuring inter-vehicle distance and speed difference between following vehicles 429-1 Speaker 429-2 Cone-shaped sound reflector 429-3 Microphone 430 Load / passenger condition management part 432-436 Load 440 Travel control unit 442 Travel mode control unit 444
Drive unit control system 450 Memory unit 460 Route guide system 462 GPS control unit 464
Display on the driver's seat Screen control unit 470 Communication control unit 480 Manual operation mode 485
Fully automatic driving mode 490 Guided mode 492 Mobile guidance 494 Mobile terminal guidance 496 Fixed body (key station, etc.) guidance 498 Derivative switching 500 Elapsed time 502 Driving lane 504 Driving lane 506 Overtaking lane 508 Overtaking lane 510 Mixed platoon 602, 604 Manual operation mode period 610 Guided mode period 612, 614 Mobile terminal guidance period 616 Mobile vehicle guidance period 620 Driver absence period (A) 626 Driver absence period (B) 632 Driver ride period 636 Driver ride period (A) 638 Driver boarding period (B) 644 Driver getting off 646, 648 Driver boarding 702 Expressway up line 704 Expressway down line 706, 708 General road 712 Up line interchange 714 Down line interchange 722 From general road Branch point to the interchange on the up line 724 Branch point to the interchange on the down line from the general road 732, 734 Bus stop 736 Centralized collection point 738 Railway station 752 Vehicle A operation curve 754 Vehicle B operation curve 756
Vehicle C operation curve 758 Route bus operation curve 1000 Specify the inter-vehicle distance and time interval to achieve 1010 Speed change schedule information 1020 Inter-vehicle distance and speed difference between preceding vehicles 1030 Scheduled control speed Δt time interval of own vehicle.

Claims (11)

A plurality of self-propelled vehicles whose vehicle-specific parameter values are included within a predetermined range form a vehicle group including a self-propelled command vehicle and at least one self-propelled subordinate vehicle, and with the preceding vehicle. An inter-vehicle distance measuring unit that measures the inter-vehicle distance, a communication control unit that enables information exchange with other vehicles in the vehicle group, and a traveling control unit that controls the cooperative traveling of the plurality of self-propelled vehicles. , A transportation service method that provides transportation services for loaded vehicles,
The server that manages the operation of the plurality of self-propelled vehicles obtains information about the self-propelled vehicle at the time of accepting a reservation that is performed prior to the execution of the transportation service.
Based on the information, the formation state of the vehicle group is realized,
When the self-propelled command vehicle changes lanes in the vehicle group, the self-propelled command vehicle first issues a lane change command to the last self-propelled subordinate vehicle in the vehicle group via the communication control unit to change lanes. After changing
The feature is that the remaining vehicles are sequentially changed lanes.
A transportation service method characterized by that. After the lane change of the rearmost self-propelled subordinate vehicle is performed, the self-propelled command vehicle issues a command to the rearmost self-propelled subordinate vehicle to reduce the traveling speed, and the remaining vehicle It is characterized by forming a gap for changing lanes.
The transportation service method according to claim 1. The total weight or overtaking acceleration of the mounted object at the time of mounting corresponds to the parameter value.
The transportation service method according to any one of claims 1 or 2, wherein the ratio of the maximum value of the parameter value of each of the self-propelled vehicles to the minimum value is set to 1000 or less within the same vehicle group. The transportation service method according to any one of claims 1 to 3, wherein the self-propelled command vehicle and / or the self-propelled subordinate vehicle is in a state of formation of the vehicle group and / or includes a display means for advertisement. .. Vehicle platoons are formed by multiple self-propelled vehicles,
An inter-vehicle distance measuring unit that measures the inter-vehicle distance between the self-propelled vehicles and the vehicle in front, a communication control unit that enables information exchange with other vehicles in the vehicle platoon, and the above-mentioned in the vehicle platoon. Equipped with a travel control unit that controls the coordinated travel of self-propelled vehicles
It is a vehicle platoon operation method in which the plurality of self-propelled vehicles are allowed to maintain the vehicle platoon and run.
One self-propelled command vehicle is defined within the vehicle platoon.
One or more self-propelled subordinate vehicles are defined within the vehicle platoon.
When the self-propelled command vehicle changes lanes in the platoon, the self-propelled command vehicle first issues a lane change command to the last self-propelled subordinate vehicle in the platoon via the communication control unit to change lanes. ,
The feature is that the remaining vehicles are sequentially changed lanes.
Vehicle platoon operation method. After the lane change of the rearmost self-propelled subordinate vehicle is performed, the self-propelled command vehicle issues a command to the rearmost self-propelled subordinate vehicle to reduce the traveling speed, and the remaining vehicle It is characterized by forming a gap for changing lanes.
The vehicle platoon operation method according to claim 5. In a vehicle group operation system consisting of a server and a vehicle group
Within the vehicle group, one self-propelled command vehicle and two or more self-propelled subordinate vehicles are defined.
The server that manages the operation of the vehicle group obtains information about the self-propelled subordinate vehicle at the time of receiving a reservation from the user, and obtains information about the self-propelled subordinate vehicle.
The information includes parameter values specific to the subordinate vehicle.
Based on the information, the vehicle group suitable for the self-propelled subordinate vehicle is formed in the server.
Designate the self-propelled command vehicle that matches the vehicle group in the server,
The designated self-propelled command vehicle is the vehicle group operation system that guides the traveling of the self-propelled subordinate vehicle.
When the self-propelled command vehicle changes lanes in the vehicle group, the self-propelled command vehicle first issues a lane change command to the last self-propelled subordinate vehicle in the vehicle group via the communication control unit to change lanes. After letting
The feature is that the remaining vehicles are sequentially changed lanes.
Vehicle group operation system. After the lane change of the rearmost self-propelled subordinate vehicle is performed, the self-propelled command vehicle issues a command to the rearmost self-propelled subordinate vehicle to reduce the traveling speed, and the remaining vehicle It is characterized by forming a gap for changing lanes.
The vehicle group operation system according to claim 7. The self-propelled vehicle including the self-propelled command vehicle and the self-propelled subordinate vehicle each has a unique parameter value.
The parameter value of the self-propelled vehicle is included in the predetermined range,
The running of the self-propelled subordinate vehicle is controlled by controlling the platooning so that the inter-vehicle distance between the self-propelled vehicles becomes a value in the set range.
The total weight or overtaking acceleration when the mounted object is mounted on the self-propelled vehicle corresponds to the parameter value.
Within the same vehicle platoon, the ratio of the maximum value of the parameter value of the self-propelled vehicle to the minimum value is set to 1000 or less.
The vehicle group operation system according to any one of claims 7 and 8. It is a self-propelled vehicle that can run in cooperation within a predetermined vehicle group.
The self-propelled vehicle has a unique parameter value and
The unique parameter value is included within a predetermined range,
It has a vehicle-to-vehicle distance measurement unit with the vehicle in front and a communication control unit that enables information exchange with other vehicles in the vehicle group.
The self-propelled vehicle capable of collaborative traveling in which the distance between the vehicle and the vehicle in front can be controlled via the communication control unit.
When the self-propelled vehicle changes lanes in the vehicle group, the self-propelled vehicle first issues a lane change command to the last self-propelled subordinate vehicle in the vehicle group by communication, and then changes lanes.
A self-propelled vehicle that can run in cooperation, characterized by sequentially changing lanes for the remaining vehicles. A vehicle group is defined by multiple self-propelled vehicles whose vehicle-specific parameter values are within a predetermined range.
A self-propelled leading vehicle is defined within the vehicle group,
Self-propelled subordinate vehicles are defined within the vehicle group
Communication between the self-propelled leading vehicle and the self-propelled subordinate vehicle is possible,
It is a group vehicle guide that controls the running of the self-propelled subordinate vehicle so that the distance between the self-propelled subordinate vehicle and the vehicle in front of the self-propelled subordinate vehicle becomes a value in the set range.
When the group vehicle guide machine changes the lane of the vehicle group, the group vehicle guide first issues a lane change command to the last self-propelled subordinate vehicle in the vehicle group by the communication, and then changes the lane.
The feature is that the remaining vehicles are sequentially changed lanes.
Group vehicle guidance machine.

Images