JP3555476B2 - Travel control device for vehicles - Google Patents

Travel control device for vehicles Download PDF

Info

Publication number
JP3555476B2
JP3555476B2 JP00574099A JP574099A JP3555476B2 JP 3555476 B2 JP3555476 B2 JP 3555476B2 JP 00574099 A JP00574099 A JP 00574099A JP 574099 A JP574099 A JP 574099A JP 3555476 B2 JP3555476 B2 JP 3555476B2
Authority
JP
Japan
Prior art keywords
vehicle
priority
avoidance
collision
traveling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP00574099A
Other languages
Japanese (ja)
Other versions
JP2000207691A (en
Inventor
伸 小池
Original Assignee
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to JP00574099A priority Critical patent/JP3555476B2/en
Priority claimed from US09/475,986 external-priority patent/US6445308B1/en
Publication of JP2000207691A publication Critical patent/JP2000207691A/en
Application granted granted Critical
Publication of JP3555476B2 publication Critical patent/JP3555476B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicular travel control device, and more particularly to an avoidance operation when there is a possibility of collision with another vehicle.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there has been known an apparatus that acquires traveling data of another vehicle through inter-vehicle communication and executes a predetermined avoiding operation in order to avoid a collision when the own vehicle and another vehicle may collide.
[0003]
For example, Japanese Patent Laying-Open No. 7-333317 discloses a device that transmits and receives position information between moving bodies and gives an alarm when both moving bodies approach a predetermined distance.
[0004]
[Problems to be solved by the invention]
On the other hand, it is conceivable that not only a warning is given but also an avoidance operation (eg, deceleration at the maximum deceleration) is performed more positively. In many cases, this is not always appropriate.
[0005]
FIG. 10 schematically shows an example of a positional relationship between vehicles A and B that may have a collision. Vehicle A is traveling on a priority road, and vehicle B is about to enter a priority road from a non-priority road. When it is determined that there is a possibility of a collision based on the positional relationship between the two vehicles and the traveling speed, in the related art, both the vehicle A and the vehicle B give a warning to the driver of the own vehicle, and further decelerate by applying the brake. And so on. However, since the vehicle A is traveling on the priority road, the vehicle A normally travels as it is, and only the vehicle B should perform the avoidance operation. Is performed, the collision with the vehicle B can be avoided, but the inter-vehicle distance with the vehicle C running behind the vehicle A is sharply reduced. However, since the vehicle A is traveling on the priority road, it is assumed that the vehicle A does not decelerate and travels).
[0006]
The present invention has been made in view of the above-described problems of the related art, and has an object to prevent collision by performing an avoiding operation more effectively when there is a possibility that the own vehicle and another vehicle collide. Another object of the present invention is to provide a device capable of reducing the impact at the time of collision.
[0007]
[Means for Solving the Problems]
The present invention is an apparatus for controlling the traveling of the own vehicle based on the traveling data of the own vehicle and the traveling data of the other vehicle obtained by the inter-vehicle communication, wherein the traveling data of the own vehicle and the traveling data of the other vehicle are included. Evaluation means for evaluating the possibility of collision between the two vehicles based on the priority, priority determining means for determining the priority of the own vehicle and another vehicle when there is a possibility of collision, and the own vehicle based on the priority Control means for executing the avoidance operation of the vehicle, and transmitting data indicating that the own vehicle performs the avoidance operation to the other vehicle when the priority determination means determines that the own vehicle has no priority. A transmitting unit, wherein the control unit executes the avoidance operation after transmitting by the transmitting unit . Even if there is a possibility of collision, the vehicle and the other vehicle do not perform the avoidance operation uniformly, but more specifically, the vehicle with the lower priority performs the avoidance operation based on the priority of the own vehicle and the other vehicle. As a result, it is possible to effectively avoid a collision between the own vehicle and another vehicle while preventing the traveling of another vehicle (or the flow of traffic) from being affected. By transmitting and receiving which of the own vehicle and the other vehicle should perform the avoidance operation by inter-vehicle communication, it is possible to effectively avoid the collision.
[0008]
Further, the present invention is an apparatus for controlling traveling of the own vehicle based on traveling data of the own vehicle and traveling data of another vehicle obtained by inter-vehicle communication, wherein the traveling data of the own vehicle and traveling of the other vehicle are controlled. Evaluation means for evaluating the possibility of collision between the two vehicles based on the data, priority determination means for determining the priority of the own vehicle and another vehicle when there is a possibility of collision, and based on the priority Control means for performing an avoiding operation of the own vehicle, wherein the control means determines that the priority of the own vehicle is determined by the priority determining means, and executes the avoiding operation from the other vehicle. When data is received, the avoidance operation is not executed . Even if the own vehicle has a priority, the non-execution of the avoidance operation is determined after receiving the data indicating that the avoidance operation is performed from the other vehicle (unless the data indicating that the avoidance operation is performed is received from the other vehicle, Even if the own vehicle has a priority, the avoidance operation is performed in principle), so that the collision can be reliably avoided.
[0009]
Here, the priority determining means can determine the priority based on a priority relationship in a road regulation. For example, if the own vehicle is traveling on a priority road, the vehicle's avoidance operation is suppressed, and other vehicles are mainly performed in the avoidance operation, thereby affecting other vehicles traveling on the priority road. Collisions can be avoided without giving.
[0010]
Further, the priority determining means can determine the priority based on the speeds of the own vehicle and another vehicle. The difficulty of the avoidance operation and the effect on other traffic depend on the vehicle speed of the own vehicle and the other vehicle. When the own vehicle is slower than the other vehicle, it is easier to perform the avoidance operation of the own vehicle. It is. Therefore, the collision can be effectively avoided by determining the priority according to the vehicle speed.
[0011]
Further, the priority determining means can determine the priority based on a possibility of collision between the own vehicle and a vehicle other than the other vehicle when the own vehicle executes a predetermined avoidance operation. Even if a collision with another vehicle is avoided, it is meaningless if the possibility of collision with another vehicle (third vehicle) is further increased. Therefore, in consideration of the possibility of collision with the third vehicle when the own vehicle performs the avoiding operation, the own vehicle performs the avoiding operation when there is no possibility of the collision with the third vehicle, thereby reducing traffic. A collision can be avoided while maintaining a smooth flow.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0014]
FIG. 1 shows a configuration block diagram of the present embodiment. The own vehicle 10 and the other vehicles A and B perform communication between the vehicles and have a relationship of transmitting and receiving each other's traveling data.
[0015]
The vehicle 10 is provided with a communication antenna 12, and further provided with a data communication unit 14, an electronic control unit ECU 16, various sensor units 18, and an actuator unit 20.
[0016]
The data communication unit 14 modulates the traveling data of the own vehicle 10, specifically, the predicted position, the predicted speed, and the predicted acceleration after a lapse of a predetermined time calculated based on the current position, the steering angle, and the vehicle speed of the own vehicle. Later, the data is transmitted to another vehicle via the antenna 12, and the traveling data transmitted from the other vehicle is received, demodulated, and supplied to the ECU 16 after demodulation. The specific configuration of the data communication unit 14 will be described later.
[0017]
The ECU 16 is specifically configured by a microcomputer, calculates the predicted position, the predicted speed, and the predicted acceleration of the own vehicle after the lapse of the above-described predetermined time, and calculates the predicted position, the predicted speed, and the predicted position of the other vehicle received from the other vehicle. The possibility of collision between the own vehicle and another vehicle is evaluated based on the predicted acceleration. If there is a possibility of a collision as a result of the evaluation, the priority of the own vehicle and the other vehicle is further determined, and a control signal is supplied to the actuator unit 20 based on the priority to avoid the own vehicle. Execute. The basic principle of avoidance driving is to not execute the avoidance operation such as deceleration uniformly when there is a possibility of collision, but to compare the priorities of the own vehicle and other vehicles and give priority to the own vehicle. If the degree is low, the evasion operation of the own vehicle is performed, and if the priority of the own vehicle is high, the evasion operation is not performed (or the operation is limited even if the evasion operation is performed; ), The main avoidance action is to leave it to other vehicles.
[0018]
The sensor unit 18 includes a GPS, a steering angle sensor, and a vehicle speed sensor, and supplies the detected current position, steering angle, and vehicle speed of the vehicle to the ECU 16.
[0019]
The actuator unit 20 includes a brake actuator, a steering actuator, a buzzer, and the like, and performs an avoiding operation such as applying a brake in accordance with a control signal from the ECU 16, decelerating, steering, or prompting a driver to perform a steering operation. .
[0020]
FIG. 2 shows an overall processing flowchart of the present embodiment. First, the ECU 16 inputs a signal from the sensor unit 18 (S101). More specifically, the position data, the steering angle, and the vehicle speed by GPS are used. In addition to these, the relative position with respect to another vehicle, the yaw rate, the driving torque estimated value, the road surface μ estimated value, the road surface cant, the gradient estimated value, and the estimated vehicle weight obtained by the on-vehicle radar may be input. When these data are input, the ECU 16 calculates travel data of the own vehicle (S102). What is calculated is the predicted position, predicted speed, and predicted acceleration of the own vehicle after a predetermined time has elapsed (after several seconds). Taking the predicted position as an example, the ECU 16 performs a sequential simulation from the four-wheel vehicle model, and calculates the position coordinates of the four corners of the vehicle in space-time (a space having a space axis and a time axis) several seconds later. . In addition, a position error due to GPS radio wave reception and a position error due to variation in vehicle characteristics are added to the position coordinates. Considering the error, the predicted position is represented by a probability (existence probability distribution).
[0021]
Next, the calculated traveling data is periodically transmitted to another vehicle (S103). As a transmission procedure, first, the travel data obtained by the calculation is divided into time and position data. For example,
[Table 1]
And so on. Then, the time and the position data are rounded in an appropriate unit (rounding the least-significant digit LSB), and a series is formed. The created sequence is randomized by a predetermined encryption process.
[0022]
For example, the time and position at time 1.01 in Table 1 above are:
1.0, 1013, 0105, 15 → 101013010515 → 730184621803869
Is converted to The sequence created in this manner is used as a PN sequence for spread spectrum communication or a random number for determining a hopping frequency pattern.
[0023]
Note that a PN sequence or a hopping frequency can be created using only the current position coordinates of the host vehicle. However, since there is a possibility that a plurality of vehicles exist in different LSBs when the position coordinates are rounded, a sequence corresponding to the vehicle ID is added to the sequence of the position information to avoid interference, and the pattern of the PN sequence or the hopping frequency is changed. decide. For example, when the own vehicle ID is 0323 and the current position is (1012.0, 1411.0, 15.0),
0323, 1012.0, 1411.0, 15.0 → 0.2310121141115 → 8461209739656829
It becomes.
[0024]
The actual transmission information is accurate time, location information, and existence probability at that location, which are pulsed and carried as digital communication.
[0025]
FIG. 4 shows a transmission configuration of the data communication unit 14. It is an example of spread spectrum communication. The chip time (wavelength) of the carrier having a frequency sufficiently higher than the pulse transmitted by the primary modulator 14a is changed, and the modulated signal is multiplied by the PN sequence generated by the PN sequence generator 14c by the multiplier 14b. The signal is transmitted from the antenna 12 via the band pass filter 14d. In the case of the frequency hopping method, a carrier is created by hopping the frequency according to a sequence. The transmission data may include the current position and the vehicle speed of the own vehicle.
[0026]
After transmitting the traveling data of the own vehicle to the other vehicle, the traveling data of the other vehicle transmitted from the other vehicle is received (S104). At the time of reception, first, the radio wave transmitted by the own vehicle is filtered or temporally removed, and the time and position data of the own vehicle created at the time of transmission are rounded, and data near space-time is added as necessary. Create a sequence as in the transmission. For example, as the data at the time of transmission, 7301844621803869 can be obtained from the position (1013, 0105, 15) through synthesis and encryption from the position (1013, 0105, 15). 5301444621893867 is created from 0105,15), and 7308484621893865 is created from the position 1.510, 0105,15, which is the neighborhood data on spacetime. The generated sequence is used as a PN sequence for spread spectrum or a random number for determining a hopping frequency pattern and received.
[0027]
FIG. 5 shows a reception configuration of the data communication unit 14. It is an example of spread spectrum communication. The signal received by the antenna 12 is passed through a band-pass filter 14e, the received signal is multiplied by a sequence generated by a PN sequence generator 14g by a multiplier 14f to release PN, and demodulated by a demodulator 14h. When the PN sequence is generated using the vehicle ID during transmission, it goes without saying that the PN sequence is generated using the vehicle ID also during reception.
[0028]
When the travel data of the other vehicle is received as described above (YES in S105), the collision (contact) probability of the received other vehicle with the own vehicle in space-time and the magnitude of the impact when the collision (contact) is calculated are calculated. (S106).
[0029]
FIG. 9 shows an example of the positional relationship between the own vehicle and the received other vehicle in space-time. In the figure, the coordinates are spatial coordinates X and Y and time coordinate t. The trajectory of the predicted position of the own vehicle in space-time is indicated by 100, and the trajectory of the predicted position of another vehicle in space-time is indicated by 200. Each predicted position includes an error as described, and each position has an existence probability. If the existence probabilities of the predicted positions of the own vehicle and the other vehicle are 100% overlapping with each other, the collision probability is 100%. If the existence probability is 0% to 100%, there is an overlap. The value that maximizes the product of the existence probabilities is the collision probability. For example, assuming that the portion of the existence probability of the own vehicle of 60% and the portion of the existence probability of the other vehicle of 50% overlap, the collision probability is 60% × 50% = 30%.
[0030]
On the other hand, since the magnitude of the impact at the time of the collision is proportional to the kinetic energy, first, the relative speed between the own vehicle and the other vehicle at the position where the finite (non-zero) collision probability occurs is calculated, and the square of the absolute value is calculated. Multiplied by a predetermined constant is defined as the magnitude of the impact.
[0031]
After evaluating the collision probability and the magnitude of the impact, the ECU 16 determines whether the collision probability is higher than a predetermined value and the impact is higher than a predetermined value as shown in FIG. 3 (S107). When the collision probability is high and the impact is large, it is determined that the avoidance operation is necessary, and a predetermined optimal avoidance control calculation is executed (S108).
[0032]
This optimal avoidance control calculation is for calculating whether or not deceleration control is appropriate as the avoidance operation, and calculating the allowance for avoidance, and a detailed flowchart thereof is shown in FIG.
[0033]
In FIG. 6, first, the vehicle motion (predicted position, predicted speed, predicted acceleration) when the own vehicle is assumed to be decelerated with the maximum braking force is calculated (S201). Next, the probability of collision with another vehicle and the magnitude of the impact at the time of collision are evaluated again using the vehicle momentum obtained by the calculation, and it is assumed that the own vehicle is decelerated with the maximum braking force (the other vehicle is It is determined whether or not the magnitude of the shock (assuming that the vehicle travels as predicted without deceleration) is smaller than the magnitude of the impact when the vehicle is not decelerated with the maximum braking force (the magnitude of the impact calculated in S106) (S202). ). If the magnitude of the impact is reduced (including the case where no collision occurs), the brake control is set to be effective (step S203: for example, the brake control flag B is set to 1), and the magnitude of the impact is set. If the vehicle speed does not decrease (equal to or equal to or when the impact increases due to braking), the brake control is determined to be invalid and the brake control is disabled (the flag B is set to 0) (S204). ). Then, the shortest distance to the other vehicle at the time of avoidance (the shortest distance to the other vehicle when the predicted positions of the own vehicle and the other vehicle are all assumed to be 100% including the error) and the relative speed of the own vehicle and the other vehicle The avoidance margin is calculated based on the (current relative speed) (S205). The avoidance margin is specifically expressed as
Avoidance margin = shortest distance / relative speed. This equation is based on the fact that the larger the shortest distance is, the more room there is, and the smaller the relative speed between the own vehicle and the other vehicle is, the more slowly the two vehicles approach each other. In the case where the brake control is not possible, the steering is avoided by operating the steering wheel. Therefore, the avoidance margin is calculated at the shortest distance when an appropriate steering operation is performed.
[0034]
Returning to FIG. 3 again, after performing the optimal avoidance control calculation as described above, it is determined whether or not there is a margin for avoidance using the calculated avoidance margin (S109). If the avoidance margin is equal to or more than the predetermined value and there is an avoidance margin (NO in S109), the traffic priority of the own vehicle and the other vehicle is checked to perform more effective avoidance (S111).
[0035]
FIG. 7 shows the details of the process in S111. First, traveling of the own vehicle and the other vehicle based on the map data stored in the memory (not shown in FIG. 1: map data of the navigation system can be used), the detected own vehicle position, and the received other vehicle position. The lane and the traveling road are specified, and the priority relation between the own vehicle and another vehicle in the road regulation is detected (S301). Then, it is determined whether or not the own vehicle is prioritized (S302). If the own vehicle is not prioritized, a flag for other vehicle priority is set (for example, the flag P is set to 1: S310). If the own vehicle has priority according to the road regulations, the current vehicle speed of the own vehicle is compared with that of another vehicle (S303). If the result of the comparison indicates that the other vehicle is faster, the flag for other vehicle priority is set (S309). The priority is given to the one with the higher vehicle speed because it is generally difficult to cause the person with the higher vehicle speed to perform the avoidance operation, and the influence on the traffic flow is considered to be large.
[0036]
On the other hand, if the own vehicle has a higher vehicle speed than the other vehicle, then the vehicle collides with the third vehicle (a vehicle other than the other vehicle determined to have a possibility of collision in S107) by the avoidance control of the own vehicle. It is determined whether there is a possibility (S306). This determination can be made based on, for example, whether there is a following vehicle or not, and whether there is a vehicle running in a lane adjacent to the own vehicle (the existence of these vehicles is determined by inter-vehicle communication or own vehicle). If the vehicle is not likely to collide with the third vehicle, priority is given to another vehicle (S308), and if there is a possibility of collision with the third vehicle, The priority is given to the own vehicle (S307). In the case of "other vehicle priority", the own vehicle executes the avoidance operation, and in the case of "own vehicle priority", the own vehicle does not execute the avoidance operation.
[0037]
Returning to FIG. 3 again, when the traffic priority check is completed, it is determined whether the vehicle has no priority (other vehicle has priority) and there is no abnormality in the operation of the actuator unit 20 (S112). . If the own vehicle does not have a priority and the actuator unit also functions normally, the own vehicle needs to perform the avoidance operation, so that the content of the avoidance control is included in the next vehicle motion calculation and transmitted to another vehicle ( S113). As a result, the other vehicle receives the data indicating that the own vehicle should perform the avoidance operation at the next reception, so that the other vehicle does not execute the avoidance operation. Note that the ECU 16 of another vehicle independently performs the same determination and determines that the vehicle has the priority. However, it is determined that the avoidance operation is not to be performed only after receiving data indicating that the avoidance operation is performed from the other party. Even if it is determined that the user has the priority, if data for performing the avoidance operation is not received from the other party, the avoidance operation is performed from the viewpoint of fail-safe. Then, after transmitting data indicating that the own vehicle should perform the avoidance operation to the other vehicle, if it is determined in the next determination process that there is no more room for avoidance (YES in S109), the ECU 16 of the own vehicle will be described. Executes a predetermined avoidance control (S110).
[0038]
On the other hand, if YES in S109, that is, if there is no avoidance margin, the avoidance control is immediately executed (S110).
[0039]
FIG. 8 shows the details of the process in S110. First, it is determined whether the brake control is possible by checking the value of the brake control flag B (S401). If the brake control is possible, the brake pressure is increased and decelerated to operate the brake actuator with the maximum control force (S402). Thereby, a collision with another vehicle is avoided (or an impact at the time of a collision is suppressed). If the brake control is not possible, the brake actuator control is terminated and the brake pressure is reduced (S403). Then, the driver is instructed to perform a steering operation or the like (S404). The steering direction is a direction that reduces the collision probability and the impact obtained in S106.
[0040]
As described above, in the present embodiment, the possibility of collision between the own vehicle and another vehicle is evaluated, and even if there is a possibility of collision, both the own vehicle and the other vehicle do not perform an avoidance operation. Since one of the vehicles performs the avoiding operation according to the priority of the vehicle, it is possible to effectively avoid the collision without the possibility of a new collision with the third vehicle due to the avoiding operation. Can be.
[0041]
In the present embodiment, a case is described in which the priorities of the own vehicle and the other vehicle are determined, and a person without a priority performs an avoidance operation. The priority of the vehicle is 60%), and the ratio of the avoidance operation is determined according to this ratio (the deceleration of the own vehicle is 60% of the maximum deceleration, and the deceleration of the other vehicle is 40% of the maximum deceleration). Is also possible. That is, it is possible that both the own vehicle and the other vehicle do not perform the avoidance operation, but perform the avoidance operation according to the priority.
[0042]
【The invention's effect】
As described above, according to the present invention, when there is a possibility that the own vehicle and another vehicle collide, the collision can be effectively avoided while suppressing the influence on the traffic flow.
[Brief description of the drawings]
FIG. 1 is a configuration block diagram of an embodiment.
FIG. 2 is an overall processing flowchart (part 1) of the embodiment;
FIG. 3 is an overall processing flowchart (part 2) of the embodiment.
FIG. 4 is a transmission configuration diagram of a data communication unit of the embodiment.
FIG. 5 is a reception configuration diagram of a data communication unit of the embodiment.
FIG. 6 is a detailed flowchart of optimal vehicle avoidance control according to the embodiment.
FIG. 7 is a detailed flowchart of a traffic priority check of the embodiment.
FIG. 8 is a detailed flowchart of the avoidance control according to the embodiment.
FIG. 9 is an explanatory diagram of predicted trajectories of the own vehicle and other vehicles in space and time according to the embodiment.
FIG. 10 is an explanatory diagram showing a positional relationship between the own vehicle and another vehicle.
[Explanation of symbols]
10 vehicle (own vehicle), 12 antenna, 14 data communication unit, 16 ECU, 18 sensor unit, 20 actuator unit.

Claims (5)

  1. A device that controls the traveling of the own vehicle based on the traveling data of the own vehicle and the traveling data of the other vehicle obtained by the inter-vehicle communication,
    Evaluation means for evaluating the possibility of collision between the two vehicles based on the traveling data of the own vehicle and the traveling data of the other vehicle,
    Priority determining means for determining the priority of the own vehicle and another vehicle when there is a possibility of collision;
    Control means for executing the own vehicle's avoidance operation based on the priority,
    A transmitting unit that transmits data indicating that the own vehicle performs an avoidance operation to the other vehicle when the priority determining unit determines that the own vehicle has no priority;
    And the control unit executes the avoidance operation after transmitting by the transmitting unit.
  2. A device that controls the traveling of the own vehicle based on the traveling data of the own vehicle and the traveling data of the other vehicle obtained by the inter-vehicle communication,
    Evaluation means for evaluating the possibility of collision between the two vehicles based on the traveling data of the own vehicle and the traveling data of the other vehicle,
    Priority determining means for determining the priority of the own vehicle and another vehicle when there is a possibility of collision;
    Control means for executing the own vehicle's avoidance operation based on the priority,
    The control means, when the priority determining means determines that the vehicle has a priority, and receives data from the other vehicle to perform the avoidance operation, the control means, A travel control device for a vehicle, which is not executed .
  3. The apparatus according to any one of claims 1 and 2 ,
    The vehicle traveling control device according to claim 1, wherein the priority determining means determines the priority based on a priority relationship in a road regulation .
  4. The apparatus according to any one of claims 1 and 2 ,
    The vehicle traveling control device according to claim 1, wherein the priority determining means determines the priority based on the speeds of the own vehicle and another vehicle .
  5. The apparatus according to any one of claims 1 and 2 ,
    The vehicle travel control device according to claim 1, wherein the priority determining means determines the priority based on a possibility of collision between the own vehicle and a vehicle other than the other vehicle when the own vehicle executes a predetermined avoidance operation .
JP00574099A 1999-01-12 1999-01-12 Travel control device for vehicles Expired - Fee Related JP3555476B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP00574099A JP3555476B2 (en) 1999-01-12 1999-01-12 Travel control device for vehicles

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
JP00574099A JP3555476B2 (en) 1999-01-12 1999-01-12 Travel control device for vehicles
US09/475,986 US6445308B1 (en) 1999-01-12 1999-12-30 Positional data utilizing inter-vehicle communication method and traveling control apparatus
DE60016815T DE60016815T8 (en) 1999-01-12 2000-01-11 Method and device for transmitting position data between vehicles
EP00100489A EP1020834B1 (en) 1999-01-12 2000-01-11 Positional data utilizing inter-vehicle communication method and apparatus
EP04007804A EP1435601B1 (en) 1999-01-12 2000-01-11 Vehicle travelling control apparatus based on inter-vehicle data communication
DE60019653T DE60019653T8 (en) 1999-01-12 2000-01-11 Device for controlling the driving of a vehicle using data transmission between vehicles
US10/199,039 US6861957B2 (en) 1999-01-12 2002-07-22 Positional data utilizing inter-vehicle communication method and traveling control apparatus
US10/198,934 US6801138B2 (en) 1999-01-12 2002-07-22 Positional data utilizing inter-vehicle communication method and traveling control apparatus

Publications (2)

Publication Number Publication Date
JP2000207691A JP2000207691A (en) 2000-07-28
JP3555476B2 true JP3555476B2 (en) 2004-08-18

Family

ID=11619509

Family Applications (1)

Application Number Title Priority Date Filing Date
JP00574099A Expired - Fee Related JP3555476B2 (en) 1999-01-12 1999-01-12 Travel control device for vehicles

Country Status (1)

Country Link
JP (1) JP3555476B2 (en)

Families Citing this family (39)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8364136B2 (en) 1999-02-01 2013-01-29 Steven M Hoffberg Mobile system, a method of operating mobile system and a non-transitory computer readable medium for a programmable control of a mobile system
US10361802B1 (en) 1999-02-01 2019-07-23 Blanding Hovenweep, Llc Adaptive pattern recognition based control system and method
US7904187B2 (en) 1999-02-01 2011-03-08 Hoffberg Steven M Internet appliance system and method
US8352400B2 (en) 1991-12-23 2013-01-08 Hoffberg Steven M Adaptive pattern recognition based controller apparatus and method and human-factored interface therefore
JP2002304700A (en) * 2001-04-06 2002-10-18 Honda Motor Co Ltd Moving body alarm system
US7146260B2 (en) 2001-04-24 2006-12-05 Medius, Inc. Method and apparatus for dynamic configuration of multiprocessor system
US10298735B2 (en) 2001-04-24 2019-05-21 Northwater Intellectual Property Fund L.P. 2 Method and apparatus for dynamic configuration of a multiprocessor health data system
US6615137B2 (en) * 2001-06-26 2003-09-02 Medius, Inc. Method and apparatus for transferring information between vehicles
US7178049B2 (en) 2002-04-24 2007-02-13 Medius, Inc. Method for multi-tasking multiple Java virtual machines in a secure environment
JP3689076B2 (en) 2002-09-05 2005-08-31 株式会社東芝 Automotive electronics
JP3922173B2 (en) 2002-12-18 2007-05-30 トヨタ自動車株式会社 Driving assistance system and device
JP3801139B2 (en) * 2003-03-04 2006-07-26 トヨタ自動車株式会社 Mobile communication system and vehicle driving assistance device
JP3928571B2 (en) 2003-03-14 2007-06-13 トヨタ自動車株式会社 Vehicle driving assistance device
JP4596309B2 (en) * 2004-06-08 2010-12-08 マツダ株式会社 Alarm system and mobile terminal
JP2005352607A (en) * 2004-06-08 2005-12-22 Mazda Motor Corp Warning device for moving body
US7337650B1 (en) 2004-11-09 2008-03-04 Medius Inc. System and method for aligning sensors on a vehicle
JP2006238035A (en) * 2005-02-24 2006-09-07 Toyota Motor Corp Communication apparatus for vehicle
JP2006350568A (en) * 2005-06-14 2006-12-28 Toyota Motor Corp Vehicle control system
JP4706365B2 (en) * 2005-07-22 2011-06-22 トヨタ自動車株式会社 Vehicle control system
US8805601B2 (en) 2006-02-28 2014-08-12 Toyota Jidosha Kabushiki Kaisha Object path prediction method, apparatus, and program, and automatic operation system
JP4650899B2 (en) * 2006-10-13 2011-03-16 三菱電機株式会社 In-vehicle system providing safety support information
JP4525670B2 (en) 2006-11-20 2010-08-18 トヨタ自動車株式会社 Travel control plan generation system
US7881868B2 (en) * 2007-06-12 2011-02-01 Palo Alto Research Center Incorporated Dual assessment for early collision warning
US7831391B2 (en) * 2007-06-12 2010-11-09 Palo Alto Research Center Incorporated Using segmented cones for fast, conservative assessment of collision risk
JP4900076B2 (en) * 2007-06-18 2012-03-21 トヨタ自動車株式会社 Vehicle travel support device
JP4470978B2 (en) 2007-08-30 2010-06-02 トヨタ自動車株式会社 Receiving apparatus and wireless communication system
JP5172366B2 (en) * 2008-01-22 2013-03-27 アルパイン株式会社 Vehicle driving support device
JP4807385B2 (en) * 2008-08-25 2011-11-02 トヨタ自動車株式会社 Interference evaluation method, apparatus, and program
US9358924B1 (en) 2009-05-08 2016-06-07 Eagle Harbor Holdings, Llc System and method for modeling advanced automotive safety systems
US8417490B1 (en) * 2009-05-11 2013-04-09 Eagle Harbor Holdings, Llc System and method for the configuration of an automotive vehicle with modeled sensors
JP2011134087A (en) * 2009-12-24 2011-07-07 Equos Research Co Ltd Driving assist system
JP5614055B2 (en) * 2010-02-22 2014-10-29 トヨタ自動車株式会社 Driving assistance device
JP5267517B2 (en) * 2010-07-14 2013-08-21 株式会社デンソー Vehicle position estimation apparatus and vehicle position estimation program
US9108582B1 (en) * 2014-02-25 2015-08-18 International Business Machines Corporation System and method for collaborative vehicle crash planning and sequence deployment
JP6465296B2 (en) * 2015-03-24 2019-02-06 株式会社Ihiエアロスペース Collision avoidance control system and method
JP2016194829A (en) * 2015-03-31 2016-11-17 富士通株式会社 Display processing method, determination processing method, display processing program, determination processing program, and processing device
JP6406131B2 (en) * 2015-06-02 2018-10-17 株式会社デンソー Driving assistance device
JP6582885B2 (en) * 2015-10-30 2019-10-02 株式会社デンソー Driving support device, driving support system, roadside device
WO2019138498A1 (en) * 2018-01-11 2019-07-18 住友電気工業株式会社 Vehicle-mounted device, adjustment method, and computer program

Also Published As

Publication number Publication date
JP2000207691A (en) 2000-07-28

Similar Documents

Publication Publication Date Title
US10074280B2 (en) Vehicle pedestrian safety system and methods of use and manufacture thereof
CN105427669B (en) A kind of anti-collision early warning method based on DSRC truck traffic technology
US10514457B2 (en) Lane change advisor
EP3345800B1 (en) Vehicle control device and vehicle control system
CN105848981B (en) Driver assistance method and system for vehicle
US8321092B2 (en) Pre-collision assessment of potential collision severity for road vehicles
US10759419B2 (en) Vehicle traveling controller
US20160001775A1 (en) Method for ascertaining an emergency trajectory and method for partially automated or automated driving of an ego-vehicle
CN103813950B (en) Method for improving riding stability
US6926374B2 (en) Automatic brake and steering system and method for a vehicle
EP2814014B1 (en) Method for coordinating the operation of motor vehicles
EP1840524B1 (en) Collision prediction apparatus
US6791471B2 (en) Communicating position information between vehicles
US9815459B2 (en) Collision avoidance support device
JP3772838B2 (en) VEHICLE DRIVE SUPPORT DEVICE AND VEHICLE CONTROL DEVICE
EP1911652B1 (en) Vehicle control information transmission structure, vehicle control device using the transmission structure, and vehicle control simulator using the transmission structure
CN102077259B (en) Vehicle relative position estimation apparatus and vehicle relative position estimation method
CN101926198B (en) Vehicle-mounted communication device
JP3174832B2 (en) Crossing pedestrian collision prevention system
US20170212515A1 (en) Autonomous vehicle control system and method
EP2229668B1 (en) Transmission of vehicle-relevant data of a vehicle via mobile communication
US8244408B2 (en) Method to assess risk associated with operating an autonomic vehicle control system
US10759420B2 (en) Method for determining an activation criterion for a brake application and emergency brake system for performing the method
Kato et al. Vehicle control algorithms for cooperative driving with automated vehicles and intervehicle communications
CN106157696B (en) Avoidance system and preventing collision method are moved from car owner based on Che-Che Tongxin

Legal Events

Date Code Title Description
TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20040420

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20040503

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20080521

Year of fee payment: 4

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20090521

Year of fee payment: 5

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20100521

Year of fee payment: 6

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20110521

Year of fee payment: 7

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20110521

Year of fee payment: 7

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120521

Year of fee payment: 8

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120521

Year of fee payment: 8

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20130521

Year of fee payment: 9

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20140521

Year of fee payment: 10

LAPS Cancellation because of no payment of annual fees