JP3607966B2 - Driving support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize a function for running plural vehicle lines safely at a low cost, relating to a running support device for controlling a vehicular running state where plural vehicles run in parade. SOLUTION: A running support device mounting a main lien 12 on a vehicle running in parade by plural cars is provided. An obstacle sensor for watching the prescribed range of a vehicular advance direction is provided. When the obstacle sensor detects a vehicular line proceeded in the advance direction, the rear prescribed distance of the proceeded vehicular line is set as a blocked section in which an own car should not be entered. The vehicular running state is controlled so that the own car is not entered in the blocked section set like above.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a travel support device, and more particularly, to a travel support device suitable as a device for controlling a travel state of a vehicle traveling with a plurality of vehicles.
[0002]
[Prior art]
Conventionally, for example, a railway service seminar no. 2 As disclosed in “Introduction to Signal Security / Railway Communication”, ATC (Automated Train Control) of railways is known. In the railway ATC system, communication between railway vehicles is performed via rails. The rail is laid along the railcar track. For this reason, in ATC, communication between railway vehicles can be continued regardless of the position of the railway vehicles on the track.
[0003]
In the ATC system, a plurality of blocked sections are set continuously on the railcar track, and individual railway vehicles are controlled by communication so that a plurality of railway vehicles do not coexist in a single blocked section. Specifically, when one railroad vehicle is present in one blockage section, the railroad vehicle that follows the railcar is stopped so as to stop at least in the blockage section adjacent to the one blockage section. An instruction is issued by communication via For this reason, according to the ATC system, it is possible to reliably prevent a plurality of railway vehicles from entering a single closed section and to ensure safe traveling of the railway vehicles.
[0004]
[Problems to be solved by the invention]
However, in order to apply the ATC system described above to a transportation system other than a railway, that is, a transportation system without a rail as an infrastructure facility, a vehicle and a control center are arranged along the track of the vehicle traveling in the transportation system. It is necessary to install a communication means that enables continuous communication. For this reason, in order to implement | achieve the ATC system mentioned above with traffic systems other than a railroad, a huge capital investment is needed.
[0005]
The present invention has been made in view of the above-described points, and an object thereof is to realize a travel support device that can safely travel each vehicle platoon in a traffic system in which a plurality of vehicles travels with an inexpensive configuration. .
[0006]
[Means for Solving the Problems]
The above object is claimed.1As described in the above, a vehicle traveling on a predetermined track with a plurality of vehiclesAssisting drivingDriving supportsystemIn
Monitoring means for monitoring a predetermined range of the traveling direction of the vehicle, blocking section setting means for setting a blocking section for prohibiting entry of the vehicle in the track based on a monitoring result of the monitoring means, and the vehicle And a travel control means for controlling the travel state of the vehicle so as not to enter the closed section.A vehicle,
When the section from the spot communication device arranged at the stop position on the track to the next stop position from the stop position to the next stop position is composed of straight portions, the vehicle travels in front of the vehicle. When the preceding preceding vehicle arrives at the next stop position, a signal permitting start from the stop position is transmitted, while the section from the stop position to the next stop position includes a curved portion. And a control center that transmits a signal for allowing the vehicle to start from the stop position after the preceding vehicle has started the next stop position.
The travel control means also controls the travel state of the vehicle at the stop position on the track according to whether the control center is permitted to start.Driving supportsystemIs achieved.
[0007]
In the present invention, a vehicle traveling on a predetermined track monitors the traveling direction of the vehicle, and when a region that should not be entered when the vehicle travels safely is detected, the region is set as a closed section. Then, when the closed section is set, the vehicle is controlled so as not to enter the section. If individual vehicles do not enter the closed section, all vehicles can travel safely.
In addition, if the section from the stop position to the next stop position is composed of a straight line section for a vehicle that has stopped at a stop position on the track, the control center will determine when the preceding vehicle arrives at the next stop position. When the section from the stop position to the next stop position is configured to include a curved portion, the stop is started after the preceding vehicle starts the next stop position. Allow departure from position. The vehicle stopped at the stop position on the track is controlled to start according to whether the control is permitted from the control center. For this reason, when the distance between the stop positions of the track is a straight line portion, it is possible to appropriately shorten the operation interval of the vehicle and to prevent the vehicle from unduly approaching the preceding vehicle by the closed section set in the vehicle itself. it can. In addition, when the distance between the stop positions of the track includes a curved portion, it can be ensured that vehicles traveling with the curved portion interposed therebetween are not unduly approached.
[0008]
The object is as described in claim 2.In a driving support system that supports driving of a vehicle that runs on a plurality of predetermined tracks,
Monitoring means for monitoring a predetermined range of the traveling direction of the vehicle, blocking section setting means for setting a blocking section for prohibiting entry of the vehicle in the track based on a monitoring result of the monitoring means, and the vehicle A vehicle comprising: a traveling control means for controlling the traveling state of the vehicle so as not to enter the closed section;
When the section from the spot communication device arranged at the stop position on the track to the next stop position from the stop position to the next stop is composed of straight portions, the vehicle travels in front of the vehicle. When the preceding vehicle arrives at the next stop position, a signal for permitting start from the stop position is transmitted, while the section from the stop position to the next stop position is changed from the curved portion to the straight portion. And a control center that transmits a signal that permits the vehicle to start from the stop position after the preceding vehicle has passed through the boundary.
The travel control means also controls the travel state of the vehicle at the stop position on the track according to whether the control center is permitted to start.Is achieved.
[0009]
In the present invention, a vehicle traveling on a predetermined track monitors the traveling direction of the vehicle, and when a region that should not be entered when the vehicle travels safely is detected, the region is set as a closed section. Then, when the closed section is set, the vehicle is controlled so as not to enter the section. If individual vehicles do not enter the closed section, all vehicles can travel safely.
In addition, if the section from the stop position to the next stop position is composed of a straight line section for a vehicle that has stopped at a stop position on the track, the control center will determine when the preceding vehicle arrives at the next stop position. If the section from the stop position to the next stop position includes a boundary from the curved portion to the straight portion, the preceding vehicle passes through the boundary. After finishing, the vehicle is allowed to start from the stop position. The vehicle stopped at the stop position on the track is controlled to start according to whether the control is permitted from the control center. For this reason, when the distance between the stop positions of the track is a straight line portion, it is possible to appropriately shorten the operation interval of the vehicle and to prevent the vehicle from unduly approaching the preceding vehicle by the closed section set in the vehicle itself. it can. Moreover, when the distance between the stop positions of the track includes a boundary from the curved portion to the straight portion, it is possible to safely travel between the vehicles that run between the curved portions while shortening the operation interval of the vehicle as much as possible.
in this caseAs claimed in claim 3, the claim1 orDriving support described in 2systemIn
SaidStopThe location is the station where the vehicle starts and stopsMay be.
[0010]
Also, ContractAs stated in claim 4, the claimAny one of 1 to 3Driving assistance describedsystemIn
SaidThe curved portion is a horizontal curve or a vertical curve on the trajectory.It is good also as being.
[0011]
stillIn the present invention, the curved portion on the trajectory includes a horizontal curve, that is, a trajectory curve, and also includes an up-down direction curve, that is, a trajectory undulation.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a diagram schematically showing an infrastructure facility of an automatic transportation system according to a first embodiment of the present invention.
The infrastructure facility includes a lane marker 10. The lane marker 10 is laid along the main line 12 and the standby line 14. The main line 12 is a lane in which an autonomous driving vehicle described later travels to transport passengers. Moreover, the standby line 14 is a lane for making a surplus vehicle wait.
[0013]
The main line 12 includes straight portions 16 and 18 and loop portions 20 and 22. The straight portion 16 is provided with a first station 24, a second station 26, and a third station 28 in order at predetermined intervals. On the other hand, the fourth station 30, the fifth station 32, and the sixth station 34 are provided in the straight line portion 18 in order at predetermined intervals.
In the present embodiment, the autonomous driving vehicle travels on the main line 12 in a row with a plurality of vehicles. Hereinafter, this formation is referred to as a vehicle formation. The vehicle platoon travels along the main line 12 in the clockwise direction in FIG. The vehicle platoon transports passengers boarded from the first station 24 or the second station 26 to the second station 26 or the third station 28. The vehicle platoon travels through the loop portion 20 in an unattended state after all passengers get off at the third station 28. In addition, the vehicle platoon transports passengers boarding from the fourth station 30 or the fifth station 32 to the fifth station 32 or the sixth station 34 and travels through the loop portion 22 in an unmanned state. The vehicle fleet transports passengers according to the above-mentioned travel rules.
[0014]
Road-to-vehicle communication devices 36 to 48 are disposed in the first station 24 to the sixth station 34 and in the vicinity of the exit of the standby line 14. The road-vehicle communication devices 36 to 48 are connected to the control center 52 via the communication line 50. The road-to-vehicle communication devices 36 to 48 are transceivers for performing road-to-vehicle communication between the control center 52 and individual autonomous driving vehicles.
[0015]
Between the first station 24 and the second station 26, a reference marker 54, a passage detector 56, and a stop instruction marker 58 are arranged along the main line 12. Similarly, between the second station 26 and the third station 28, between the fourth station 30 and the fifth station 32, and between the fifth station 32 and the sixth station 32, along the main line 12. A reference marker 54, a passage detector 56, and a stop instruction marker 58 are provided.
[0016]
The reference marker 54 is composed of a pair of magnetic nails arranged at a predetermined distance apart. An autonomous driving vehicle has a function of detecting a travel distance based on the rotation speed of wheels. The reference distance marker 54 is used for the autonomous driving vehicle to correct the travel distance.
The passage detector 56 is a device that detects passage of a vehicle platoon. When the passage detector 56 detects the passage of the vehicle platoon, the passage detector 56 supplies the information to the control center 52. The stop instruction marker 58 is composed of a single magnetic nail. The stop instruction marker 58 is disposed at a position where deceleration should be started in order for a vehicle train traveling between stations to stop at the next station. The self-driving vehicle starts deceleration by detecting the magnetic field generated by the stop instruction marker 54.
[0017]
FIG. 2 is a block diagram showing the electrical structure of the automatic traffic system of this embodiment. In FIG. 2, the same components as those shown in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted or simplified.
As shown in FIG. 2, the control center 52 is provided with a control computer 60 and a radio 61. To the control computer 60, a passage detector 56 and road-to-vehicle communication devices 36 to 48 are connected. Based on the information supplied from the passage detector 56, the control computer 60 detects the passing situation of the vehicle platoon between the stations. In addition, the control computer 60 detects the departure state of the vehicle fleet at each station based on information supplied from the road-to-vehicle communication devices 36 to 48 disposed at each station. The wireless device 61 performs wireless communication with the autonomous driving vehicles existing on the main line 12 and the standby line 14.
[0018]
A vehicle system 62 is mounted on the autonomous driving vehicle. The vehicle system 62 includes an electronic control unit 64 (hereinafter referred to as ECU 64). The ECU 64 is provided with a road-to-vehicle communication device 66 for communicating with the road-to-vehicle communication devices 36 to 48 provided at each station. Further, the ECU 64 is provided with an inter-vehicle communication device 68 for performing inter-vehicle communication with other autonomous driving vehicles belonging to the same vehicle platoon.
[0019]
A plurality of autonomous driving vehicles belonging to the same vehicle platoon communicate with the preceding vehicle and the following vehicle using the inter-vehicle communication device 68, respectively. In the inter-vehicle communication, predetermined information such as the vehicle ID information and the travel position of the vehicle is communicated.
In the present embodiment, the vehicle system 62 includes a drive motor 70. The drive motor 70 is a mechanism that is used as a drive source for an autonomous driving vehicle. The drive motor 70 generates a drive torque corresponding to the motor instruction value M supplied from the ECU 64.
[0020]
The vehicle system 62 includes a brake actuator 72. The brake actuator 72 can generate an arbitrary braking force in the vehicle. The brake actuator 72 generates a braking force according to the brake instruction value B supplied from the ECU 64.
The vehicle system 62 includes a position detection sensor 74 and a wheel pulse generator 76. The wheel pulse generator 76 generates a pulse signal each time a predetermined rotation angle is generated on the wheel of the autonomous driving vehicle. The distance traveled by the autonomous driving vehicle while the wheel rotates by a predetermined rotation angle changes as the outer diameter of the wheel changes. Based on the number of pulse signals generated from the wheel pulse generator 76 while the vehicle passes between the two magnetic nails constituting the reference marker 54, the ECU 64 determines the generation interval of the pulse signals and the travel distance of the vehicle. And the travel distance S of the vehicle is detected based on the pulse signal.
[0021]
The position detection sensor 74 is a sensor that detects a magnetic field generated by the reference marker 54 and the stop instruction marker 58 described above. The ECU 64 determines that the autonomous driving vehicle has passed the reference marker 54 or the stop instruction marker 58 when the position detection sensor 74 detects the magnetic nail magnetic field.
The vehicle system 62 includes an obstacle detection sensor 78. The obstacle sensor 78 is a sensor that monitors the traveling direction of the vehicle platoon and detects an obstacle that hinders the traveling of the vehicle platoon. When the obstacle sensor 78 detects an obstacle, the ECU 64 executes a predetermined process to stop the vehicle thereafter.
[0022]
The vehicle system 62 includes a steering actuator 82. The steering actuator 82 is a mechanism that controls the steering angle of the autonomous driving vehicle. The steering actuator 82 controls the steering angle of the vehicle based on the steering instruction value supplied from the ECU 64.
The vehicle system 62 includes a lateral position detection sensor 84. The lateral position detection sensor 84 is configured by a camera that photographs the lane marker 20. The ECU 64 detects the lateral position or the like of the autonomous driving vehicle with respect to the lane marker 10 based on the image data supplied from the lateral position detection sensor 84.
[0023]
The vehicle system 62 includes a yaw rate sensor 86. The yaw rate sensor 86 outputs an electric signal according to the yaw rate (angular velocity around the center of gravity axis) of the autonomous driving vehicle. The ECU 64 detects the yaw rate of the vehicle based on the output signal of the yaw rate sensor 86.
The vehicle system 62 includes a steering angle sensor 88. The ECU 64 detects the steering angle of the steering wheel based on the output signal of the steering angle sensor 88. Based on the output signals of the lateral position detection sensor 84, the yaw rate sensor 86, and the steering angle sensor 88, the ECU 64 supplies a steering instruction to the steering actuator 82 so that the autonomous driving vehicle travels along the lane marker 10. Calculate the value.
[0024]
The vehicle system 62 includes a vehicle door opening / closing actuator 90. The vehicle door actuator 90 is an actuator that opens and closes a door of an autonomous driving vehicle. The vehicle system 62 includes a door state detection sensor 92. The door state detection sensor 92 is a sensor that generates an output signal that indicates that the door of the autonomous driving vehicle is fully open and an output signal that indicates that the door is fully closed.
[0025]
The vehicle system 64 further includes a wireless device 94. The wireless device 94 has a function of transmitting a signal having a predetermined frequency to the wireless device 61 installed in the control center 52 and receiving a signal having a predetermined frequency transmitted from the wireless device 61. The ECU 64 instructs the wireless device 94 to output the signal while the autonomous driving vehicle is traveling normally. The ECU 64 instructs the wireless device 94 to stop the output when the autonomous driving vehicle stops in an emergency.
[0026]
The control center 52 determines that the self-driving vehicle is in an emergency stop when any of the self-driving vehicles traveling on the main line 12 stops outputting the signal. In addition, when the control center 52 detects an emergency stop of any of the autonomous driving vehicles, the control center 52 stops supplying signals from the wireless device 61 to the autonomous driving vehicle. Each automatic driving vehicle determines that one of the autonomous driving vehicles traveling on the main line 12 has stopped in an emergency when the predetermined frequency signal is not transmitted from the radio 61 of the control center 52, and promptly Stop.
[0027]
According to the above processing, when one of the autonomous driving vehicles is brought to an emergency stop, the other autonomous driving vehicle can be quickly brought into a stopped state. By the way, when any one of the autonomous driving vehicles is in an emergency stop, the function of notifying other autonomous driving vehicles of the state is, for example, that the emergency stopping vehicle generates an emergency stop signal by the radio 94 and controls the signal. This can also be realized by the radio device 61 received at the center 52 issuing a stop command signal to each autonomous driving vehicle.
[0028]
The system of the present embodiment has a first feature in that the vehicle system 62 includes the obstacle sensor 78 as described above. The obstacle sensor 78 is constituted by two laser radars. Each laser radar can scan a predetermined area in the traveling direction of the vehicle. If the obstacle sensor 78 is a dual system using two laser radars as in this embodiment, it is possible to detect an obstacle that hinders the progression of the vehicle platoon with high detection accuracy.
[0029]
According to the laser radar constituting the obstacle sensor 78, it is possible to detect the distance and relative speed with other vehicle platoons existing in front of the autonomous driving vehicle. The ECU 64 recognizes an area of a predetermined distance behind another preceding vehicle platoon as a closed section where the own vehicle should not enter. Each time the obstacle sensor 78 recognizes another vehicle platoon, the ECU 64 calculates a traveling condition for preventing the vehicle from entering the closed section based on the relative distance and relative speed with the vehicle platoon.
[0030]
Then, after the above driving condition is calculated, the ECU 64 controls the driving state of the vehicle so that the condition is satisfied. According to the above processing, under the circumstances where the autonomous driving vehicle is stopped on the main line 12 due to some influence, it is surely prevented that the following vehicle platoon is improperly approached to the stopping autonomous driving vehicle. be able to. For this reason, according to the automatic traffic system of the present embodiment, the vehicle platoon can be safely driven along the main line 12.
[0031]
In the present embodiment, the obstacle sensor 78 is constituted by two radar sensors as described above. The two radar sensors may detect different relative speeds and relative distances. In this case, two types of traveling conditions for not entering the closed section are calculated based on the detection results of the respective radar sensors. In such a case, the ECU 64 controls the vehicle by selecting the most severe traveling condition, that is, the traveling condition requiring the greatest deceleration.
[0032]
According to such a method, even when one of the two radar sensors erroneously detects the relative distance and relative speed with the other vehicle platoon that precedes, the vehicle is surely prevented from entering the closed section. can do. In the present embodiment, the above method is based on the premise that the obstacle sensor 78 is constituted by two radar sensors. However, even when the obstacle sensor 78 is constituted by three or more radar sensors, The method of selecting the most severe driving conditions is an effective method for safely driving the vehicle platoon.
[0033]
By the way, when the obstacle sensor 78 is a multiplex system using two laser radars as in this embodiment, it is necessary to prevent the two laser radars from interfering with each other. The laser radar used in this embodiment requires a predetermined time (for example, 100 msec) to scan a predetermined area. The laser radar used in this embodiment also requires the above-mentioned predetermined time when returning to the current position after scanning in one direction is completed.
[0034]
For this reason, in this embodiment, the two laser radars are alternately scanned, and the laser radars are deactivated when they return to the current position. According to the above processing, the front of the vehicle can be monitored using both of the two radar lasers without causing interference between the two laser radars.
[0035]
The system of the present embodiment has a second feature in that whether or not a vehicle platoon that stops at a subsequent station is permitted to start is determined according to the arrival and departure states of the vehicle platoon at one station. Hereinafter, the second characteristic portion will be described with reference to FIGS. 3 and 4.
FIG. 3 is a diagram for explaining an operation rule between the fourth station 30 and the fifth station 32 arranged side by side in the straight line portion 18.
[0036]
FIG. 3A shows a state in which a vehicle platoon 98 following the fourth station 30 has arrived before the vehicle platoon 96 leaving the fourth station 30 arrives at the preceding fifth station 32. In the present embodiment, the control center 52 prohibits the departure of the vehicle group at the fourth station 30 under such a situation.
FIG. 3B shows a state after the vehicle platoon 96 arrives at the fifth station 32 after the state shown in FIG. When such a situation is formed, the control center 52 permits the vehicle platoon 98 stopped at the fourth station 30 to start.
[0037]
The above-mentioned operation rules are observed between the fourth station 30 and the fifth station 32, and are similarly observed among all other stations arranged side by side in the straight portions 16 and 18. In the system of the present embodiment, the time required for the vehicle train to stop at each station is set shorter than the time required for the vehicle train to travel between the stations arranged side by side in the straight portions 16 and 18. For this reason, when the above-described operation rules are observed at the straight line station, it is possible to reliably avoid a situation in which the preceding vehicle platoon and the subsequent vehicle platoon are improperly approached.
[0038]
In order to reliably prevent the preceding vehicle platoon and the following vehicle platoon from approaching each other, for example, it is effective to allow the subsequent vehicle platoon to depart after the preceding vehicle platoon has left the preceding station. is there. However, according to such a method, there arises a disadvantage that the operation interval of the vehicle platoon is unnecessarily prolonged.
On the other hand, according to the operation rule shown in FIG. 3, the operation interval of the vehicle platoon can be appropriately shortened. Further, in the system of this embodiment, as described above, each autonomous driving vehicle includes the obstacle detection sensor 78. For this reason, even if a vehicle platoon maintains an abnormally long stoppage state at any station, the following fleet of vehicles will not unduly approach a stopped vehicle platoon. Therefore, the system of the present embodiment is effective in safely driving a plurality of vehicle platoons at appropriate operation intervals.
[0039]
FIG. 4 is a diagram for explaining an operation rule between the third station 28 and the fourth station 30 arranged with the loop portion 20 interposed therebetween.
FIG. 4A shows a state in which the vehicle platoon 96 and the vehicle platoon 98 are stopped at the fourth station 30 and the third station 28, respectively. In this embodiment, the control center 52 prohibits the departure of the vehicle platoon 98 at the third station 28 under such circumstances.
[0040]
FIG. 4B shows a state after the vehicle platoon 96 departs from the fourth station 30 after the state shown in FIG. 4A is maintained. When such a situation is formed, the control center 52 permits the vehicle platoon 98 that stops at the third station 28 to depart.
The above-mentioned operation rules are observed between the third station 28 and the fourth station 30 and also between the sixth station 34 and the first station 24 that are arranged with the loop portion 22 in between. It has been. When the autonomous driving vehicle travels through the loop portions 20 and 22, a situation is formed in which the obstacle detection sensor 78 is difficult to capture the preceding vehicle platoon. For this reason, it is desirable that when the vehicle platoon travels in the loop portion, it is ensured that the preceding vehicle platoon and the subsequent vehicle platoon do not approach each other.
[0041]
According to the operation rule shown in FIG. 4, it can be ensured that the two groups of vehicle platoons 96 and 98 traveling with the loop portions 20 and 22 sandwiched therebetween are not unreasonably approached. For this reason, according to the system of the present embodiment, it is possible to safely drive a plurality of vehicle platoons with the loop portion interposed therebetween.
Next, with reference to FIG. 5, another example of the operation rule between the third station 28 and the fourth station 30 arranged with the loop portions 20 and 22 interposed therebetween will be described.
[0042]
The operation rules described below can be applied by disposing the passage detection sensor 100 at a predetermined position of the loop unit 20 as shown in FIG. As described above, when the autonomous driving vehicle travels through the loop portion 20, it is difficult to capture the preceding vehicle platoon by the obstacle sensor 78. The passage detection sensor 100 is disposed at the boundary of the region where such a state occurs.
[0043]
FIG. 5A shows a state in which a vehicle platoon 96 that departs from the third station 28 passes through the upper part of the passage detection sensor 100. If the vehicle platoon 96 stops before it has passed the passage detection sensor 100, then, when the subsequent vehicle platoon 98 departs from the third station 28, the obstacle sensor 78 of the vehicle platoon 98 properly detects the vehicle platoon 96. There can be a situation where it is not captured. Therefore, it is appropriate that the subsequent vehicle platoon 98 does not depart from the third station 28 until the vehicle platoon 96 has passed the passage detection sensor 100. According to this operation rule, the control center 52 prohibits the departure of the vehicle platoon 98 at the third station 28 under such circumstances.
[0044]
FIG. 5B shows a state after the vehicle platoon 96 that departs from the third station 28 passes through the passage detection sensor 100. When the vehicle platoon 96 stops after passing the passage detection sensor 100, the obstacle sensor 78 of the vehicle platoon 98 surely captures the preceding vehicle platoon 98 in the process in which the following vehicle platoon 98 approaches the vehicle platoon 96. To do. Therefore, after the preceding vehicle platoon 96 passes the passage detection sensor 100, it is appropriate to permit the subsequent vehicle platoon 98 to leave the third station 28 in order to shorten the operation interval of the vehicle platoon. is there.
[0045]
The passage detection sensor 100 informs the control center 52 of the passage of the vehicle platoon when it detects the passage of all the autonomous driving vehicles that make up the vehicle lane that leaves the third station 28. When the control center 52 receives the above notification, the control center 52 permits the departure of the vehicle platoon that stops at the third station. According to the above processing, a plurality of vehicle platoons can be safely run at an appropriate operation interval between the third station 28 and the fourth station 30 arranged with the loop portion 20 in between.
[0046]
The operation rules described above can be applied between the third station 28 and the fourth station 30, and can also be applied between the sixth station 34 and the first station 24. The operation rules shown in FIG. 3 are applied between the stations arranged side by side in the straight portions 16 and 18, and between the third station 28 and the fourth station, and between the sixth station 34 and the first station 24. When the above-mentioned operation rules are applied to both the vehicle and the vehicle, it is possible to safely drive a plurality of vehicle platoons at appropriate operation intervals in the automatic traffic system of this embodiment.
[0047]
In the above embodiment, the obstacle sensor 78 isClaimsWhen the autonomous driving vehicle detects a vehicle platoon preceded by the obstacle sensor 78, the automatic monitoring vehicle recognizes a predetermined area behind the fleet as a blocked section where the vehicle should not enter.Claims"Blocking section setting means" describedBut, By guiding the vehicle to a stopped state when a blocked section is recognizedClaimsThe described “travel control means” is realized.
[0048]
Moreover, in said Example, road-to-vehicle communication machines 36-46 arrange | positioned at the 1st station 24-the 6th station 34, and the passage detector 100 are provided.Claims"Spot communication device" describedPhaseIt is hit.
In the above embodiment, the obstacle sensor 78 is configured by using a laser radar. However, the mechanism for realizing the obstacle sensor 78 is not limited to the laser radar. A sensor, an ultrasonic sensor, or the like may be used.
[0049]
Next, a second embodiment of the present invention will be described with reference to FIGS. The automatic traffic system of the present embodiment is realized by running the autonomous driving vehicle of the first embodiment on the infrastructure facility shown in FIG.
FIG. 6 is a diagram schematically showing the infrastructure facility of the automatic driving system according to the present embodiment. The infrastructure facility shown in FIG. 6 includes a main line 110, standby lines 112 to 126, and a first station 128 to a fifth station 136. Lane markers are laid on the main line 110 and the standby lines 112 to 126 as in the case of the first embodiment. The autonomous driving vehicle travels along the lane marker. In the present embodiment, the main line 110 is divided into “1” to “38” closed sections.
[0050]
FIG. 7 shows an enlarged view of one closed section. As shown in FIG. 7, a road-to-vehicle communication device 138 is disposed at the boundary of the closed section. The road-to-vehicle communication device 138 is connected to the control center 52 as in the case of the first embodiment. The road-to-vehicle communicator 138 transmits its own ID information and the like to each autonomous driving vehicle when the vehicle passes through the boundary of the closed section.
[0051]
A magnetic marker 140 is disposed along with the road-to-vehicle communication device 138 at the boundary of the closed section. The magnetic marker 140 is a marker that functions in the same manner as the reference marker 54 or the stop instruction marker 58 in the first embodiment. According to the above configuration, the autonomous driving vehicle traveling on the main line 110 detects the magnetic field of the magnetic marker 140 within the communication area of the road-to-vehicle communication device 138.
[0052]
According to the above configuration, the autonomous driving vehicle can detect the absolute position on the main line 110 every time it passes through the magnetic marker 140, that is, every time it passes through the boundary portion of the closed section. Further, according to the above configuration, when the position detection sensor 74 detects noise outside the communication area of the road-to-vehicle communication device 138, it is possible to prevent the noise from being erroneously recognized as the magnetic field of the magnetic marker 140. it can.
[0053]
In order for an autonomous driving vehicle to travel between stations with a predetermined pattern with high accuracy, it is desirable that the autonomous driving vehicle can accurately detect its own absolute position without erroneously detecting the position of the magnetic marker. Therefore, according to the automatic driving system of the present embodiment, the automatic driving vehicle can be operated between stations in a predetermined pattern accurately.
Hereinafter, with reference to FIG. 8 thru | or FIG. 12, the operation rule used with the automatic traffic system of a present Example is demonstrated.
[0054]
FIG. 8 shows a diagram for explaining basic operational rules used in the automatic traffic system of this embodiment.
FIG. 8A shows a state in which the control center 52 recognizes that a vehicle platoon exists in an arbitrary closed section n + 3. In this embodiment, the road-to-vehicle communication device 138 notifies the control center 52 that the vehicle platoon has been checked in in the next blockage section when it detects the passage of the leading vehicle in the vehicle platoon. When the road-to-vehicle communication device 138 detects the passage of the last vehicle in the vehicle platoon, the road-to-vehicle communication device 138 notifies the management center 52 that the vehicle platoon has been checked out from the previous closed section.
[0055]
Therefore, in the state shown in FIG. 8A, the road-to-vehicle communication device 138 arranged on the entry side of the closed section n + 3 notifies the management center 52 of the check-in of the vehicle platoon and the exit side of the closed section n + 3. This is realized in a situation in which the road-to-vehicle communication device 138 disposed in is not informing the management center 52 of the check-out of the vehicle platoon. Under such circumstances, the management center 52 issues a command signal requesting the road vehicle-to-vehicle communication device 138 disposed on the entry side of the closed section n + 1 that is two blocks before the blocked section n + 3 to stop the subsequent vehicle platoon 142. To emit.
[0056]
FIG. 8B shows a state in which the vehicle platoon 142 that has received the stop command is stopped under the situation shown in FIG. In this embodiment, the vehicle platoon 142 starts the deceleration process immediately after receiving the stop command from the road-to-vehicle communication device 138, and within the communication area of the next road-to-vehicle communication device 138 as shown in FIG. That is, it stops within the communication area of the road-to-vehicle communication device 138 disposed on the escape side of the closed section n + 1.
[0057]
In the present embodiment, when the vehicle platoon 142 is stopped, it is then necessary to instruct the vehicle platoon 142 to resume traveling when the cause of the stop of the vehicle platoon 142 disappears. The system according to this embodiment does not include a communication unit that continuously secures communication between the vehicle platoon 142 and the control center 52. For this reason, when stopping the vehicle platoon 142, it is necessary to stop it within the communication area of any road-to-vehicle communication device 138 so that an instruction from the control center 52 can be obtained.
[0058]
FIG. 9 shows a state in which the preceding vehicle 144 stops immediately after entering the closed section n + 3. As shown in FIG. 9, when the vehicle 144 stops immediately after entering the blockage section n + 3, the last vehicle in the vehicle fleet 146 communicates with the road-to-vehicle communication device 138 disposed on the entry side of the blockage section n + 3. May exist in the region.
Therefore, when the control center 52 recognizes that the vehicle platoon 144 exists in the closed section n + 3, the communication area of the road-to-vehicle communication device 138 disposed on the entry side of the closed section n + n It is appropriate to stop within. As described above, in the system according to the present embodiment, an operation rule that satisfies this requirement is used. For this reason, according to the automatic traffic system of the present embodiment, a plurality of vehicle platoons can be safely and automatically driven.
[0059]
FIG. 10 is a diagram for explaining an operation rule when an abnormality is recognized in road-to-vehicle communication.
In the present embodiment, the road-to-vehicle communication device 138 and the vehicle platoon determine whether or not the road-to-vehicle communication has been properly executed when the vehicle lane runs on the boundary of the closed section. As a result, when it is determined that the road-vehicle communication is not properly executed, the mutual communication is repeated a predetermined number of times.
[0060]
When the vehicle platoon passes through the boundary of the closed section, the control center 52 determines that the communication between the road-vehicle communication 138 and the vehicle platoon is not properly executed over a predetermined number of times, and the infrastructure-side road-to-vehicle communication device. 138, or it is determined that an abnormality has occurred in the road-to-vehicle communication device 66 on the vehicle side. If a communication abnormality is recognized, the management center 52 issues a stop command to the vehicle platoon via the road-to-vehicle communication device 138 where the abnormality has occurred.
[0061]
FIG. 10 shows a case where a communication abnormality is determined when the vehicle platoon 142 enters an arbitrary block section n + 1. In this case, the control center 52 issues a stop command to the vehicle platoon 142 via the road-to-vehicle communication device 138 disposed on the approach side of the closed section n + 1. In this case, the vehicle platoon 142 immediately starts the deceleration process and stops within the communication area of the road-to-vehicle communication device 138 disposed on the escape side of the closed section n + 1.
[0062]
When the vehicle platoon 142 is traveling on the main line 110 in accordance with the operation rules shown in FIG. 8, the vehicle fleet 142 enters the closed section n + 1 without receiving a stop command, and the vehicle preceding the closed section n + 2 Only if there are no formations. Therefore, after the abnormality of road-to-vehicle communication is recognized, by stopping the vehicle platoon 142 as described above, the distance of at least one block section between the preceding vehicle platoon 144 and the subsequent vehicle platoon 142 is obtained. Can be secured. For this reason, according to the automatic traffic system of the present embodiment, even when an abnormality occurs in the road-to-vehicle communication devices 138 and 66, a plurality of vehicle platoons can be safely and automatically operated.
[0063]
FIG. 11 is a diagram for explaining an operation rule when an autonomous driving vehicle waiting on the standby line is merged with the main line 110.
The automatic traffic system of the present embodiment has a function of increasing the number of formations of the vehicle platoon in accordance with the increase in the number of passengers. Such a function can be realized by joining the autonomous driving vehicle 146 waiting on the standby line following the blockage section n + 2 to the tail of the vehicle group 148 when the vehicle group 148 exists in the predetermined blockage section n + 2. .
[0064]
In the present embodiment, the control center 52 uses the road-to-vehicle communication device 138 disposed on the entry side and the exit side of the closed section n + 1 prior to joining the autonomous driving vehicle 146 to the main line 110, thereby closing the section n + 1. It is determined whether or not a vehicle platoon exists. Then, only when it is determined that there is no vehicle platoon in the closed section n + 1, the automatic operation vehicle 146 is allowed to join the main line 110 from the standby line.
[0065]
According to the above processing, the autonomous driving vehicle 146 can be merged with the main line 110 without interfering with other autonomous driving vehicles. For this reason, according to the automatic traffic system of a present Example, the number of organization of a vehicle platoon can be increased safely.
FIG. 12 is a diagram for explaining an operation rule when an autonomous driving vehicle existing on the main line 110 is allowed to escape to the standby line.
[0066]
The automatic traffic system of the present embodiment has a function of reducing the number of formations of vehicle platoons in accordance with the decrease in the number of passengers. Such a function can be realized by causing the leading vehicle 152 of the vehicle platoon 150 to escape to the standby line following the blocked section n when the vehicle platoon 150 exists in a predetermined blocked section n.
In the present embodiment, the control center 52 uses the road-to-vehicle communication device 138 disposed on the entry side of the standby line before the autonomous driving vehicle 152 escapes to the standby line. Check if there is enough space to store the Then, only when it is determined that the space is vacant, the escape of the autonomous driving vehicle 152 from the main line 110 to the standby line is permitted.
[0067]
According to the above processing, the autonomous driving vehicle 152 can escape from the main line 110 to the standby line 10 without causing interference with other autonomous driving vehicles. For this reason, according to the automatic traffic system of the present embodiment, the number of formations of the vehicle train can be safely reduced.
In the above embodiment, the road-to-vehicle communication device 138 corresponds to the “spot communication device” described in claim 2.
[0068]
【The invention's effect】
As described above, according to the first aspect of the present invention, a block section is set in each vehicle platoon in the traveling direction without providing a communication means that enables continuous communication between the infrastructure facility and the vehicle. Can be made. For this reason, according to the present invention, it is possible to realize a travel support device that allows multiple vehicles to travel safely in a row at low cost.
[0069]
According to the second aspect of the present invention, it is possible to realize a system capable of performing road-to-vehicle communication between the infrastructure facility and the vehicle as appropriate when the vehicle travels along a predetermined track.
According to the third aspect of the present invention, departure-related information and stop-related information can be provided from the infrastructure facility to the vehicle. For this reason, according to this invention, the system which can manage appropriately the starting condition of a vehicle platoon and a stopping condition is realizable at low cost.
[0070]
Further, according to the invention described in claim 4, it is possible to realize a system that can provide necessary information from the infrastructure facility to the vehicle at a curved portion on the track where the monitoring means is difficult to monitor the front of the vehicle. it can.
[Brief description of the drawings]
FIG. 1 is a diagram schematically showing an infrastructure facility of an automatic transportation system according to a first embodiment of the present invention.
FIG. 2 is a block diagram showing an electrical configuration of the automatic traffic system according to the first embodiment of the present invention.
FIG. 3 is a diagram for explaining an operation rule applied between stations arranged adjacent to a straight line portion in the first embodiment of the present invention.
FIG. 4 is a diagram for explaining an example of an operation rule applied between stations arranged with a loop portion interposed in the first embodiment of the present invention.
FIG. 5 is a diagram for explaining another example of an operation rule applied between stations arranged with a loop portion interposed in the first embodiment of the present invention.
FIG. 6 is a diagram schematically showing an infrastructure facility of an automatic transportation system according to a second embodiment of the present invention.
7 is an enlarged view of the blockage section of the infrastructure facility shown in FIG. 6. FIG.
FIG. 8 is a diagram for explaining basic operational rules used in the automatic traffic system according to the second embodiment of the present invention.
FIG. 9 is a diagram for explaining an effect obtained by a basic operation rule used in the automatic traffic system according to the second embodiment of the present invention.
FIG. 10 is a diagram for explaining an operation rule used when an abnormality is recognized in road-to-vehicle communication in the automatic traffic system according to the second embodiment of the present invention.
FIG. 11 is a diagram for explaining an operation rule used when an autonomous driving vehicle is merged from a standby line to a main line in the automatic traffic system according to the second embodiment of the present invention.
FIG. 12 is a diagram for explaining an operation rule used when an automatic driving vehicle is allowed to escape from the main line to the standby line in the automatic traffic system according to the second embodiment of the present invention.
[Explanation of symbols]
12 main lines
24, 26, 28, 30, 32, 34 1st station to 6th station
36, 38, 40, 42, 44, 46, 48, 138 Road-to-vehicle communication machine
52 Control Center
54 Reference marker
58 Stop instruction marker
61,94 radio
78 Obstacle Sensor
100 Pass detection sensor
140 Magnetic Marker
n, n + 1, n + 2, n + 3 blockage interval

Claims (4)

In a driving support system that supports driving of a vehicle that runs on a plurality of predetermined tracks,
Monitoring means for monitoring a predetermined range of the traveling direction of the vehicle, blocking section setting means for setting a blocking section for prohibiting entry of the vehicle in the track based on a monitoring result of the monitoring means, and the vehicle A vehicle comprising: a traveling control means for controlling the traveling state of the vehicle so as not to enter the closed section ;
When the section from the spot communication device arranged at the stop position on the track to the next stop position from the stop position to the next stop is composed of straight portions, the vehicle travels in front of the vehicle. When the preceding preceding vehicle arrives at the next stop position, a signal permitting start from the stop position is transmitted, while the section from the stop position to the next stop position includes a curved portion. And a control center that transmits a signal for allowing the vehicle to start from the stop position after the preceding vehicle has started the next stop position.
The travel control system also controls the travel state of the vehicle at a stop position on the track according to whether the control center is permitted to start . In a driving support system that supports driving of a vehicle that runs on a plurality of predetermined tracks,
Monitoring means for monitoring a predetermined range of the traveling direction of the vehicle, blocking section setting means for setting a blocking section for prohibiting entry of the vehicle in the track based on a monitoring result of the monitoring means, and the vehicle A vehicle comprising: a traveling control means for controlling the traveling state of the vehicle so as not to enter the closed section;
When the section from the spot communication device arranged at the stop position on the track to the next stop position from the stop position to the next stop position is composed of straight portions, the vehicle travels in front of the vehicle. When the preceding preceding vehicle arrives at the next stop position, a signal permitting start from the stop position is transmitted, while the section from the stop position to the next stop position is changed from the curved portion to the straight portion. And a control center that transmits a signal that permits the vehicle to start from the stop position after the preceding vehicle has passed through the boundary.
The travel control system also controls the travel state of the vehicle at a stop position on the track according to whether the control center is permitted to start . In the driving support system according to claim 1 or 2,
The travel support system , wherein the stop position is a station where the vehicle starts and stops. In the driving assistance system according to any one of claims 1 to 3 ,
The driving support system , wherein the curved portion is a left-right curve or a vertical curve on the track .

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