JP4765842B2 - Vehicle group control system - Google Patents

Description

  The present invention relates to a vehicle group control system that controls a vehicle group that travels in a predetermined control region, for example.

2. Description of the Related Art Conventionally, there is known a vehicle travel control device that automatically accelerates / decelerates the traveling speed of the host vehicle in order to maintain an appropriate target inter-vehicle distance and that does not cause sudden acceleration / deceleration (see, for example, Patent Document 1). .
JP 2000-225869 A

  When a plurality of vehicles equipped with the conventional vehicle travel control device travel as a vehicle group, the vehicle travel control device of each vehicle, for example, uses the target inter-vehicle distance transmitted from the infrastructure (ground) side as a communication means. It is conceivable that control is performed so that the target inter-vehicle distance is obtained. At this time, when some vehicles in the vehicle group do not have the communication means, there is a possibility that the traveling of the entire vehicle group including the some vehicles cannot be appropriately controlled.

  The present invention is for solving such problems, and has as its main object to optimally control the traveling of the vehicle group.

In order to achieve the above object, one embodiment of the present invention provides:
Traveling state detecting means for detecting a traveling state including the vehicle speed of each vehicle in a vehicle group traveling in a predetermined control region having a plurality of lanes ;
A temporary target speed for each vehicle in the vehicle group is calculated based on an average of the vehicle speeds of the vehicles in the vehicle group for each lane detected by the traveling state detection means , and the temporary target speed is adjacent to the lane. If the condition of right ≧ left is satisfied, the temporary target speed is set as the target speed, and if the condition is not satisfied, the temporary target speed of the left lane is increased or corrected so as to satisfy the condition. Target speed calculation means for calculating the target speed by decreasing and correcting the temporary target speed of the right lane;
A target inter-vehicle distance calculation means for calculating the target inter-vehicle distance that minimizes the sum of the target accelerations based on a predetermined formula established for the target acceleration of each vehicle in each lane, the target speed, and the target inter-vehicle distance; Including
The target speed calculation means calculates the target acceleration by substituting the target inter-vehicle distance into the predetermined formula, and
A vehicle group control system comprising: transmission means for transmitting the target speed or target acceleration / deceleration calculated by the target speed calculation means to each of the corresponding vehicles,
The vehicle group includes vehicle-side receiving means for receiving the target speed or target acceleration / deceleration transmitted from the transmitting means, and control means for controlling vehicle behavior based on the target speed or target acceleration / deceleration. Including an intelligent vehicle and a non-intelligent vehicle that does not have at least one of the vehicle-side receiving means and the control means,
The target inter-vehicle distance calculating means calculates the target inter-vehicle distance for the non-intelligent vehicle so as to be larger than the target inter-vehicle distance for the intelligent vehicle.

  According to this aspect, the target inter-vehicle distance calculating means calculates the target inter-vehicle distance for the non-intelligent vehicle so as to be larger than the target inter-vehicle distance for the intelligent vehicle. Thereby, traveling of the vehicle group including the intelligent vehicle and the non-intelligent vehicle can be optimally controlled.

  In this aspect, the predetermined control area includes, for example, an accident frequent occurrence area and a traffic jam frequent occurrence area. Thereby, the accident rate of an accident many area can be reduced, and the traffic jam of a heavy traffic jam area can be eased.

  In this aspect, the target inter-vehicle distance calculating means calculates the target inter-vehicle distance by performing different weighting on the intelligent vehicle and the non-intelligent vehicle, and the calculated target inter-vehicle distance is preset. When the distance is shorter than the minimum target inter-vehicle distance, the calculated target inter-vehicle distance may be reset so as to be longer than the minimum target inter-vehicle distance. Thereby, the optimal target inter-vehicle distance is set for each of the intelligent vehicle and the non-intelligent vehicle, and each vehicle can reliably secure the minimum target inter-vehicle distance in consideration of safety.

In this one aspect, the non-intelligent vehicle includes a first non-intelligent vehicle having the vehicle-side receiving means, and a second non-intelligent vehicle not having the vehicle-side receiving means,
The target inter-vehicle distance calculating means calculates the target inter-vehicle distance by performing different weighting on the first non-intelligent vehicle and the second non-intelligible vehicle, and the calculated target inter-vehicle distance is preset. When the distance is shorter than the minimum target inter-vehicle distance, the target inter-vehicle distance may be reset so as to increase. Thereby, while the optimal target inter-vehicle distance is set for each of the first non-intelligence vehicle and the second non-intelligence vehicle, the minimum target inter-vehicle distance considering safety can be reliably ensured for each vehicle.

  Further, the target inter-vehicle distance calculating means performs the weighting differently according to the control level of the intelligent vehicle, the first non-intelligence vehicle, and the second non-intelligence vehicle (for example, the mounting state of the control device). The inter-vehicle distance may be calculated. Thereby, the optimal target inter-vehicle distance is set according to the control level of each vehicle.

  In this aspect, the target speed calculation means may use the target speed as a speed that is reached by deceleration control. Thereby, it is possible to set a target speed in consideration of safety.

In this one aspect, the minimum target inter-vehicle distance is calculated, for example, by adding the idle inter-vehicle distance of each vehicle, the braking distance of each vehicle, and the margin distance,
The target inter-vehicle distance calculating means may calculate the target inter-vehicle distance so as to be longer than the minimum target inter-vehicle distance.

  In this aspect, the target inter-vehicle distance calculating unit may calculate the target inter-vehicle distance so that a sum of target accelerations of the respective vehicles is minimized. Thereby, the acceleration of each vehicle when each vehicle takes the target inter-vehicle distance can be suppressed small.

  According to the present invention, the traveling of the vehicle group can be optimally controlled.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing a schematic configuration of a vehicle group control system according to an embodiment of the present invention. The vehicle group control system 10 according to the present embodiment controls traveling of a vehicle group that travels in a predetermined control region, and realizes efficient and safe traveling of the vehicle group.

  The vehicle group includes, for example, a plurality of vehicles traveling on a road composed of a plurality or a single lane. Moreover, the predetermined control area includes, for example, a control road section S having a certain distance (for example, 1 km to 5 km).

  The vehicle group control system 10 is disposed on the ground side and controls a vehicle group control device 1 that controls the vehicle group, and a vehicle control device (control means) that is mounted on an intelligent vehicle described later in the vehicle group and controls the intelligent vehicle. 11 (FIG. 2A).

  A vehicle-side road-to-vehicle communication device (vehicle-side receiving means) 12 that performs road-to-vehicle communication is connected to the vehicle control device 11 mounted on an intelligent vehicle in the vehicle group.

  The vehicle-side road-to-vehicle communication device 12 performs road-to-vehicle communication with a ground-side road-to-vehicle communication device (transmission means) 2 to be described later, and performs both-data communication.

  For example, the vehicle control device 11 controls the driving force of the vehicle by controlling the engine 14 or controls the braking force of the vehicle by controlling the brake device 15. The vehicle control device 11 automatically controls an LKA device (Lane Keeping Assistance) that performs automatic control so that the vehicle travels in the lane, and / or a set target inter-vehicle distance. A configuration including an ACC device (Active Clearance Control) is also possible.

  The vehicle group is one of an intelligent vehicle (FIG. 2A) on which the vehicle-side road-to-vehicle communication device 12 and the vehicle control device 11 are mounted, the vehicle-side road-to-vehicle communication device 12, and the vehicle control device 11. And non-intelligent vehicles on which one is not mounted. Further, the non-intelligent vehicle is not equipped with the first non-intelligent vehicle (FIG. 2B) on which only the vehicle-side road-to-vehicle communication device 12 is mounted, nor the vehicle-side road-to-vehicle communication device 12 or the vehicle control device 11. A second non-intelligent vehicle.

  The first non-intelligent vehicle is provided with an in-vehicle display device 13 such as a liquid crystal display for displaying various data received from the vehicle side road inter-vehicle communication device 12. The in-vehicle display device 13 displays, for example, a target speed or a target acceleration / deceleration transmitted from the ground side road-to-vehicle communication device 2 in an optimum arrangement map described later.

  The vehicle group control device 1 controls the travel of each vehicle in the vehicle group traveling on the control road section S. The control road section S is continuous to the travel detection section S1 in which the travel state of each vehicle in the vehicle group is detected, and the travel detection section S1, and based on the travel state of each vehicle detected in the travel detection section S1. And a travel control section S2 in which the travel of the vehicle is controlled.

  In addition, the control road section S is configured by, for example, a plurality of sets of travel detection sections S1 and travel control sections S2, and the travel detection sections S1 and the travel control sections S2 are alternately connected. The control road section S may be configured to be set to an accident-prone section such as a curved road, or a congested section such as a sag / tunnel section or a merge section. Thereby, the accident rate of an accident many area can be reduced, and the traffic jam of a heavy traffic jam area can be eased.

  The vehicle group control device 1 is well known for a ground side road-to-vehicle communication device 2 that performs road-to-vehicle communication, a monitoring camera 3 that is installed in the travel detection section S1, and a captured image that is captured by the monitoring camera 3. It has an image processing device 4 that performs image processing, and an arithmetic processing device (target inter-vehicle distance calculation means and target speed calculation means) 5 that performs various arithmetic processes.

  The ground side road-to-vehicle communication device 2 is installed in each of the travel detection section S1 and the travel control section S2 of the control road section S, and between each of the vehicles in the vehicle group traveling in both sections S1 and S2, respectively. Communicate.

  The ground side road-to-vehicle communication device 2 in the travel detection section S1 performs road-to-vehicle communication with each vehicle, and receives, for example, the traveling state of each vehicle from the vehicle-side road-to-vehicle communication device 12. In addition, as the running state of each vehicle, for example, the vehicle number (vehicle-specific ID code) of each vehicle, the position of the running lane (from the left, the first lane, the second lane, the third lane, etc.), The speed, the acceleration or deceleration of each vehicle, the inter-vehicle distance (distance from the preceding vehicle) of each vehicle, and the intention to change the lane of each vehicle (winker instruction information) are included.

  As the monitoring camera 3, for example, an arbitrary camera such as a CCD camera or an infrared camera is used. In addition, one surveillance camera 3 is disposed in each travel detection section S1, but the number of surveillance cameras 3 may be arbitrary. The monitoring camera 3 captures the travel state of each vehicle in the vehicle group traveling in the travel detection section S1 at a processing cycle T1 (for example, about several seconds).

  FIG. 3 is a flowchart illustrating an example of an imaging process flow of the traveling state of each vehicle by the monitoring camera 3. Note that the processing flows shown in FIG. 3 and later-described FIGS. 4 and 5 are repeatedly executed every predetermined minute time.

  For example, the monitoring camera 3 sets an initial value 0 to the elapsed time T from the start of shooting (S10), and determines whether or not the elapsed time T has reached the processing cycle T1 (S11). When the monitoring camera 3 determines that the elapsed time T has reached the processing cycle T1 (Yes in S11), the monitoring state of each vehicle in the vehicle group that travels in the travel detection section S1 is displayed at a minute interval T2 (for example, about several milliseconds). ), Two consecutive pictures are taken (S12), and the elapsed time T is set to 0 (S13).

  The image processing device 4 performs well-known image processing on the captured image of each vehicle in the vehicle group captured by the monitoring camera 3 and detects the running state of each vehicle. Furthermore, the image processing device 4 generates a database of the traveling state of each vehicle based on the detected traveling state of each vehicle.

  FIG. 4 is a flowchart illustrating an example of a processing flow for a captured image captured by the monitoring camera 3 by the image processing apparatus 4.

  For example, the image processing apparatus 4 determines whether or not the captured image captured by the monitoring camera 3 has been updated (S20).

  When the image processing apparatus 4 determines that the captured image captured by the monitoring camera 3 has been updated (Yes in S20), it extracts each vehicle from the captured image (S21).

  Next, for each extracted vehicle, the image processing device 4 calculates the traveling state of each vehicle, such as the vehicle number of each vehicle, the position of the traveling lane, the speed of each vehicle, and the like (S22). Note that the image processing apparatus 4 may calculate the speed of each vehicle based on, for example, a difference image of each captured image captured twice in succession.

  Thereafter, the image processing apparatus 4 determines that each vehicle is a first non-intelligence vehicle and a second non-intelligence based on road-to-vehicle communication data (for example, an ID code of each vehicle) received via the ground side road-to-vehicle communication device 2. Which of the vehicle and the intelligent vehicle belongs is identified (S23). Note that the ID code of each vehicle includes, for example, an identification code for identifying the first non-intelligent vehicle, the second non-intelligent vehicle, and the intelligent vehicle.

  Then, the image processing device 4 updates the running state database (D / B) of each vehicle to the latest state based on the calculated running state of each vehicle and the attribute (first non-intelligent vehicle, etc.) of each vehicle. (S24).

  The arithmetic processing device 5 calculates an optimal arrangement map of the vehicle group in the control road section S based on the travel state database of each vehicle generated by the image processing device 4. Note that the optimal arrangement map refers to an arrangement in which, for example, the vehicle collision occurrence probability, which is the probability of a collision (such as a ball hitting collision) between the vehicles in the vehicle group, is minimized and the vehicles are distributed substantially evenly.

  The image processing device 4, the arithmetic processing device 5, and the vehicle control device 11 are mainly composed of a computer, for example, and execute various processes in accordance with the control and arithmetic programs, and each unit of each of the devices 4, 5, 11. CPU (Central Processing Unit) to control, ROM (Read Only Memory) to store CPU execution program, RAM (Random Access Memory) to store calculation results, timer, counter, input interface, output interface, etc. have.

  FIG. 5 is a flowchart illustrating an example of a processing flow by the arithmetic processing device 5.

  If it is determined that the travel state database (D / B) of each vehicle has been updated (Yes in S30), the arithmetic processing unit 5 calculates an optimal arrangement map (S31).

  Next, the arithmetic processing unit 5 calculates a target speed (or target acceleration / deceleration) targeted by each vehicle in the vehicle group (S32). The target speed or target acceleration / deceleration of each vehicle is determined by, for example, the following continuous travel detection section S1 when each vehicle in the vehicle group travels according to the target speed and / or target acceleration / deceleration for each vehicle in the travel control section S2. Then, a value is calculated such that each vehicle in the vehicle group is arranged in the optimum arrangement map.

  For example, in the optimal arrangement map, the target control position of each vehicle (the position at which the inter-vehicle distance is the target vehicle distance optimally secured) is set, each vehicle travels in the travel control section S2, and t seconds A travel pattern (target speed and / or target acceleration / deceleration) that becomes a target control position is set for each vehicle in the vehicle group within the next continuous travel detection section S1 that is reached later.

  The arithmetic processing unit 5 transmits the calculated target speed and / or target acceleration / deceleration of each vehicle of the vehicle group to each corresponding vehicle via the ground side road-to-vehicle communication device 2 (S33).

  A road display device 6 that is installed in the travel control section S2 and is visible to the driver of the vehicle traveling in the section S2 is connected to the arithmetic processing device 5. The road display device 6 displays, for example, the target speed and / or target acceleration / deceleration of each vehicle calculated by the arithmetic processing device 5 in association with the vehicle number of each vehicle.

  For example, in the first non-intelligent vehicle, the in-vehicle display device 13 displays the target speed and / or target acceleration / deceleration received from the vehicle-side road-to-vehicle communication device 12. The driver of the first non-intelligent vehicle operates the accelerator pedal or the brake pedal of the vehicle so that the target speed and / or the target acceleration / deceleration displayed on the in-vehicle display device 13 are obtained. In addition, although the target speed and / or target acceleration / deceleration are displayed by the vehicle-mounted display device 13, the target speed and / or the target acceleration / deceleration may be output by voice by an audio output device such as a speaker.

  In the second non-intelligent vehicle, the road display device 6 disposed in the travel control section S2 displays the target speed or the target acceleration / deceleration of each vehicle in association with the vehicle number of each vehicle. The driver of the second non-intelligent vehicle operates the accelerator pedal or the brake pedal of the vehicle so that the target speed and / or target acceleration / deceleration of the corresponding vehicle number is obtained.

  Further, in the intelligent vehicle, the vehicle control device 11 controls the driving force of the vehicle by controlling the engine 14 so that the target speed and / or the target acceleration / deceleration received via the vehicle side road-to-vehicle communication device 12 is obtained. Alternatively, the braking force of the vehicle is controlled by controlling the brake device 15. As described above, the vehicle group including the first non-intelligent vehicle, the second non-intelligent vehicle, and the intelligent vehicle is controlled to the state of the optimum arrangement map.

  Next, the calculation method of the optimal arrangement map by the arithmetic processing unit 5 will be described in detail.

For example, it is assumed that three vehicles are traveling in the same lane, and the vehicle speeds of the vehicles are detected as vehicle speeds V ₁ ′, V ₂ ′, and V ₃ ′ sequentially from the head in the traveling direction.

The arithmetic processing unit 5 uses the maximum allowable speed value (= the maximum limit speed + α) in the lane as V _max , and none of the vehicle speeds V ₁ ′, V ₂ ′, and V ₃ ′ exceed the maximum allowable speed value V _max. Are determined, V ₁ = V ₁ ′, V ₂ = V ₂ ′, and V ₃ = V ₃ ′.

On the other hand, for example, when the arithmetic processing unit 5 determines that V ₁ ′> V _max , the arithmetic processing unit 5 performs downward correction as V ₁ = V _max . The same processing is performed for V ₂ ′ and V ₃ ′. This makes it possible to eliminate the influence of high-speed vehicles, such as extremely greater than the speed limit V _max, can set the temporary target speed V _{t 'described} later in more optimal value.

Furthermore, the arithmetic processing unit 5 calculates the temporary target speed Vt ′ of the lane according to the following equation (1) using the vehicle speeds V ₁ , V _2, and V ₃ of the corrected vehicles.

V _t ′ (average speed) = average (V ₁ , V ₂ , V ₃ )
= (V ₁ + V ₂ + V ₃ ) / 3 Equation (1) The arithmetic processing unit 5 calculates the temporary target speed V _t ′ for each lane in the same manner as described above, and further, the speed increases toward the right lane. Correct it to be higher.

  For example, in Japan, the right lane is an overtaking lane, and the vehicle speed is usually higher in the right lane, so the above setting is performed. Thereby, the traveling state of the vehicle group can be appropriately controlled according to traffic conditions, and efficient road traffic can be realized. When the left lane is an overtaking lane, such as in the United States, the speed may be corrected so as to increase toward the left lane. A travel lane in which no vehicle is detected is excluded from this correction target.

For example, assuming that the control road section S has three lanes on one side, as described above, the arithmetic processing unit 5 sets the temporary target speed of each lane in order from the left lane to V _t1 ′, V _t2 ′, and V _{t3, respectively.} It shall be calculated as'.

In this case, the arithmetic processing unit 5 sets the target speed of each lane as V _t1 = V _t1 ′, V _t2 = V _t2 ′, V _t3 = V _t3 ′ when V _t1 ′ ≦ V _t2 ′ ≦ V _t3 ′. , Respectively.

Further, when V _t1 ′> V _t2 ′ ≦ V _t3 ′, the arithmetic processing unit 5 sets the target speed of each lane as V _t1 = V _t2 ′, V _t2 = V _t2 ′, V _t3 = V _t3 ′, Correct each one.

Further, when V _t1 ′ ≦ V _t2 ′> V _t3 ′ and V _t1 ′ ≦ V _t3 ′, the arithmetic processing unit 5 sets the target speed of each lane as V _t1 = V _t1 ′, V _t2 = V _t3 ′, _Each correction is made as V _t3 = V _t3 ′.

When V _t1 ′ ≦ V _t2 ′> V _t3 ′ and V _t1 ′> V _t3 ′, the arithmetic processing unit 5 sets the target speed of each lane to V _t1 = V _t3 ′, V _t2 = V _t3 ′, V _t3, = V _t3 ′ to correct each.

When V _t1 ′> V _t2 ′> V _t3 ′, the arithmetic processing unit 5 corrects the target speed of each lane as V _t1 = V _t3 ′, V _t2 = V _t3 ′, and V _t3 = V _t3 ′, respectively. To do.

  In the correction process in which the target speed increases as the vehicle moves to the right lane, the correction process is performed so that the target speed matches the deceleration side as described above. Such deceleration control can prevent the target speed from being set high, so that the safety of the vehicle is ensured.

  On the other hand, since the temporary target speed of the right lane is low, the overall target speed is greatly reduced. For example, when the average target speed is equal to or less than a predetermined speed (for example, 50% or less of the speed limit), the acceleration side Acceleration control that performs correction processing according to the above may be performed.

For example, when V _t1 ′> V _t2 ′> V _t3 ′ and (V _t1 ′ + V _t2 ′ + V _t3 ′) / 3 ≦ 30 km / h, the arithmetic processing unit 5 sets the target speed to V _t1 = V _t1 ′, V _t2 = V _t1 ′ and V _t3 = V _t1 ′ may be respectively corrected and the target speed may be corrected in accordance with the acceleration side. Thereby, it can suppress that the target speed of a vehicle becomes low too much, and can set it to moderate height.

Next, the arithmetic processing unit 5 based on the target speed V _t of each lane calculated above, as follows, and calculates a target control position of each vehicle (optimum arrangement map).

First, the arithmetic processing unit 5 determines the minimum target inter-vehicle distance L _min in the travel control section (target control zone) S2 based on the calculated target speed V _t of each lane. Note that the value of the minimum target inter-vehicle distance L _min is determined by, for example, the following formula (2) where a margin that can be avoided without causing the rear vehicle to collide with the preceding vehicle even if the preceding vehicle suddenly brakes: Is set.

L _min = (idle distance + braking distance + margin distance)
= V _t × t ₀ + V _t ² / (2 × a _max ) + l ₀ (2) The above equation (2) is expressed as a function of the target speed V _t , t ₀ is the idle time, and a _max is The maximum deceleration of the vehicle, and l ₀ is a margin distance for ensuring safety in consideration of the performance difference of each vehicle, the road surface condition, and the like.

The target inter-vehicle distances L _t1 and L _t2 in the travel control section S2 are calculated as follows. Incidentally, the distance to the first unit of the vehicle and second unit of the vehicle from the front and L _1, the distance to the second unit and the third car and L _2. The target inter-vehicle distance between the first vehicle and the second vehicle is L _t1 , and the target inter-vehicle distance between the second vehicle and the third vehicle is L _t2 . Further, the target inter-vehicle distances L _t1 and L _t2 are both set to values larger than the minimum target inter-vehicle distance L _min .

At this time, for example, in the process in which the vehicle speed of each vehicle traveling in the travel control section S2 is controlled to the target speed V _t , the target inter-vehicle distances L _t1 and L _t2 are set so that the acceleration / deceleration of each vehicle is minimized. A value is preferably set. Thereby, the acceleration / deceleration control of each vehicle in the vehicle group can be suppressed, and efficient traveling can be realized.

  Specifically, when the first vehicle at the head reaches the target control position, assuming that the vehicle arrangement is as shown in FIG. 6, the following relational expression is derived.

For the target acceleration a ₁ of the _first vehicle, the relational expression a ₁ = (V _t ² −V ₁ ² ) / (2 × L) is established. For the target acceleration a ₂ of the _second vehicle, the relational expression a ₂ = (V _t ² −V ₂ ² ) / (2 × (L + L ₁ −L _t1 )) holds. Furthermore, the relational expression a ₃ = (V _t ² −V ₃ ² ) / (2 × (L + L ₁ + L ₂ −L _t1 −L _t2 )) holds for the target acceleration a ₃ of the _third vehicle.

Next, the values of the target inter-vehicle distances L _t1 and L _t2 are determined so that the sum of the target accelerations a ₁ , a ₂ and a ₃ is minimized. For example, in the above relational expression, the values of the target inter-vehicle distances L _t1 and L _t2 are determined so that the value of (| a ₁ | + | a ₂ | + | a ₃ |) is minimized. In the above relational expression, the values of the target inter-vehicle distances L _t1 and L _t2 may be determined so as to be the minimum of (| a ₁ | ² + | a ₂ | ² + | a ₃ | ² ).

For example, the arithmetic processing unit 5 sends the target accelerations a ₁ , a ₂ , and a ₃ of each intelligent vehicle calculated as described above, via the ground side road-to-vehicle communication device 2 and the vehicle side road-to-vehicle communication device 12. It transmits with respect to the vehicle control apparatus 11 of an intelligent vehicle. The vehicle control device 11 of each intelligent vehicle controls the driving force and braking force of the vehicle via the engine 14 and the brake device 15 so that the received target accelerations a ₁ , a ₂ , and a ₃ are obtained.

  Next, a case where the vehicle group includes a first non-intelligent vehicle, a second non-intelligent vehicle, and an intelligent vehicle will be described.

  In the first non-intelligent vehicle, for example, the target speed and / or target acceleration / deceleration is displayed by the in-vehicle display device 13, and the driver moves the first non-intelligence vehicle so that the target speed and / or target acceleration / deceleration becomes the target speed. Manipulate. In the second non-intelligence vehicle, the target speed and / or target acceleration / deceleration is displayed on the road display device 6, and the driver operates the second non-intelligence vehicle so as to be the target speed and / or target acceleration / deceleration. . Therefore, since the final vehicle operation depends on the driver, the vehicle operation is not always performed so as to achieve the target speed and / or target acceleration / deceleration, and an error with respect to the target speed and / or target acceleration / deceleration. Variations need to be taken into account.

  Therefore, the arithmetic processing unit 5 uses the respective targets calculated as described above so that the target inter-vehicle distance for the first non-intelligence vehicle and the second non-intelligence vehicle is ensured larger than the target inter-vehicle distance for the intelligent vehicle. Different weighting (for example, multiplication by different coefficients) is performed on the inter-vehicle distance. As a result, even if the error fluctuation occurs in the first non-intelligence vehicle and the second non-intelligence vehicle, a safe inter-vehicle distance is ensured by the larger target inter-vehicle distance.

If the arithmetic processing unit 5 determines that each calculated target inter-vehicle distance is shorter than the minimum target inter-vehicle distance L _min , the arithmetic processing unit 5 resets the target inter-vehicle distance that is longer than the minimum target inter-vehicle distance L _min . As a result, a target inter-vehicle distance that is longer than the minimum target inter-vehicle distance L _min is set reliably, so that a safer inter-vehicle distance is ensured.

Furthermore, even if the target speed and / or target acceleration / deceleration error fluctuation occurs in the target inter-vehicle distance of the first non-intelligence vehicle and the second non-intelligence vehicle, the minimum target inter-vehicle distance L _min is more reliably ensured. As described above, the following processing may be performed.

  Assume that an intelligent vehicle (first vehicle), a first non-intelligence vehicle (second vehicle), and a second non-intelligence vehicle (third vehicle) are traveling in the same lane in this order from the top. In the intelligent vehicle, the driving force and / or braking force of the vehicle is automatically controlled based on the target speed and / or target acceleration / deceleration received by the vehicle control device 11 of the vehicle via the vehicle side road-to-vehicle communication device 12. Therefore, it is assumed that the error variation does not occur.

On the other hand, in the first non-intelligent vehicle, resulting acceleration variation a _b is, in the second non-intelligent vehicle, it is assumed that acceleration change a _c occurs. Note that the values of acceleration fluctuations a _b and a _c of the first non-intelligence vehicle and the second non-intelligence vehicle are set to optimum values obtained experimentally.

In the travel control section S2, the fluctuation ranges of the target inter-vehicle distances L _t1 and L _t2 with respect to the first non-intelligent vehicle, the second non-intelligent vehicle, and the intelligent vehicle are calculated as follows.

The arithmetic processing unit 5 calculates a target inter-vehicle distance L _t1 between the first intelligent vehicle and the second first non-intelligent vehicle by the following equation (3).

Second target acceleration a ₂ = (V _t ² −V ₂ ² ) / (2 × (L + L ₁ −L _t1 )) (3) Formula Further, the following formula (4) is obtained from the above formula (3). .

Target inter-vehicle distance L _t1 = (L + L ₁ ) − (V _t ² −V ₂ ² ) / (2 × a ₂ ) (4) Therefore, from the above equation (4), the fluctuation range of the target inter-vehicle distance L _t1 is The following equation (5) is obtained.

(L + L ₁ ) − (V _t ² −V ₂ ² ) / (2 × (a ₂ −a _b )) ≦ L _t1 ≦ (L + L ₁ ) − (V _t ² −V ₂ ² ) / (2 × (a ₂ + a _b )) (5) Expression Further, the arithmetic processing unit 5 calculates the target inter-vehicle distance L _t2 between the first non-intelligence vehicle and the second non-intelligence vehicle by the following expression (6).

Third target acceleration a ₃ = (V _t ² −V ₃ ² ) / (2 × (L + L ₁ + L ₂ −L _t1 −L _t2 )) (6) Equation (6) 7) Equation is obtained.

Target inter-vehicle distance L _t2 = (L + L ₁ + L ₂ −L _t1 ) − (V _t ² −V ₃ ² ) / (2 × a ₃ ) (7) Therefore, according to the above equation (7), the target inter-vehicle distance L _t2 The variation range of is as shown in the following equation (8).

_{(L + L 1 + L 2} -L t1) - (V t 2 -V 3 2) / (2 × (a 3 -a c)) ≦ L t2 ≦ (L + L 1 + L 2 -L t1) - (V t 2 - V ₃ ² ) / (2 × (a ₃ + a _c )) (8) Formula When the minimum value in each variation range of the above formulas (5) and (8) is larger than the minimum target inter-vehicle distance L _min Since the minimum target inter-vehicle distance L _min is ensured even when the acceleration fluctuations a _b and a _c occur, it can be seen that the safety of the vehicle is reliably maintained. Accordingly, the values are determined as the target inter-vehicle distances L _t1 and L _t2 .

On the other hand, when each minimum value in each variation range of the above formulas (5) and (8) is smaller than the minimum target inter-vehicle distance L _min , the minimum target when the acceleration variations a _b and a _c occur. There is a possibility that the inter-vehicle distance L _min may not be ensured. Accordingly, the target velocity _{V t1, V t2, V t3,} for example, by multiplying a predetermined coefficient, or a predetermined value by subtracting was re set low target velocity _{V t1, V t2, V t3} After that, the above calculation is performed again. And when each minimum value in each fluctuation range of the said (5) Formula and (8) Formula calculated again is larger than the minimum target inter-vehicle distance _Lmin , the said value is the target inter-vehicle distance _Lt1 , _Lt2. As determined.

As described above, the arithmetic processing unit 5 assigns different weights to each target inter-vehicle distance so that the target inter-vehicle distance for the first non-intelligence vehicle and the second non-intelligence vehicle is secured larger than the target inter-vehicle distance for the intelligent vehicle. Do. As a result, even if the error fluctuation occurs in the first non-intelligence vehicle and the second non-intelligence vehicle, a safe inter-vehicle distance is ensured by the larger target inter-vehicle distance. In addition, when the arithmetic processing unit 5 determines that each calculated target inter-vehicle distance is shorter than the minimum target inter-vehicle distance, the arithmetic processing unit 5 resets the target inter-vehicle distance that is longer than the minimum target inter-vehicle distance L _min . As a result, a target inter-vehicle distance that is longer than the minimum target inter-vehicle distance L _min is set reliably, so that a safer inter-vehicle distance is ensured. Further, the minimum value of the target inter-vehicle distance fluctuation range when the error fluctuation of the target speed and / or target acceleration / deceleration of the first non-intelligent vehicle and the second non-intelligent vehicle occurs is greater than the minimum target inter-vehicle distance L _min. In this way, the target inter-vehicle distance may be set. Thereby, even when the error fluctuation of the target speed and / or the target acceleration / deceleration occurs, the minimum target inter-vehicle distance L _min is more reliably ensured. That is, even when non-intelligent vehicles are mixed in the vehicle group, it is possible to sufficiently secure the target inter-vehicle distance of each vehicle and realize control of the vehicle group with high safety. Therefore, it is possible to optimally control the traveling of the vehicle group including the intelligent vehicle and the non-intelligent vehicle.

  As mentioned above, although the best mode for carrying out the present invention has been described using one embodiment, the present invention is not limited to such one embodiment, and within the scope not departing from the gist of the present invention, Various modifications and substitutions can be made to the above-described embodiment.

For example, in the above embodiment, the arithmetic processing unit 5 may calculate the target speed V _it (i = 1 to m: the number of lanes) in each lane in the travel control section S2 as follows.

For example, it is assumed that two vehicles are traveling in lane 1 at vehicle speeds V ₁₁ ′ and V ₁₂ ′, respectively.

When the arithmetic processing unit 5 determines that the vehicle speeds V ₁₁ ′ and V ₁₂ ′ do not exceed the speed limit V _max , V ₁₁ = V ₁₁ ′ and V ₁₂ = V ₁₂ ′ are set. On the other hand, when it is determined that V ₁₁ ′> V _max , the arithmetic processing unit 5 performs downward correction as V ₁₁ = V _max . Similarly, when it is determined that V ₁₂ ′> V _max , the arithmetic processing unit 5 performs downward correction as V ₁₂ = V _max . As a result, it is possible to eliminate the influence of a high-speed vehicle that extremely exceeds the speed limit.

Further, the arithmetic processing unit 5 sets the temporary target speed V _1t ′ of the lane 1 to the average vehicle speed calculated by V _1t ′ = average (V ₁₁ , V ₁₂ ).

The arithmetic processing unit 5 calculates temporary target speeds V _1t ′, V _2t ′,..., V _mt ′ for each lane. In addition, if the arithmetic processing unit 5 determines that V _1t ′ ≦ V _2t ′ ≦... ≦ V _mt ′, it determines that the target speed V _it = V _it ′. On the other hand, the arithmetic processing unit _5, 'when it is determined not _{satisfied, V 1t' V 1t '≦} V 2t' ≦ ··· ≦ V mt ≦ V 2t '≦ ··· ≦ V mt' become as modified I do.

  Next, the arithmetic processing unit 5 calculates the target vehicle arrangement of each lane (i = 1, 2,..., M: the number of lanes) as follows.

The arithmetic processing unit 5 determines the minimum target inter-vehicle distance L _{1 min} after t seconds in the travel control section S2 based on the calculated target speed V _1t . At this time, the value of the minimum target inter-vehicle distance L _1min may be uniquely determined by the function f ₁ (V _1t ) of the target speed V _1t as L _1min = f ₁ (V _1t ). Note that the value of the minimum target inter-vehicle distance L _{1 min} is set, for example, as a distance that ensures a margin that can be avoided without causing the rear vehicle to collide with the preceding vehicle even if the preceding vehicle suddenly brakes.

The target inter-vehicle distance L _1t in the travel control section S2 is determined so that the target inter-vehicle distance L _1t > the minimum target inter-vehicle distance L _1min . At this time, for example, the value of the target inter-vehicle distance L _t1 is set so that the acceleration / deceleration of each vehicle is minimized in the process in which the vehicle speed of each vehicle traveling in the travel control section S2 is controlled to the target speed V _t. Preferably it is done.

The arithmetic processing unit 5 calculates the target accelerations a _11t and a _12t of each vehicle in the same manner as described above, and transmits the target accelerations a _11t and a _12t to the corresponding vehicles via the ground side road-to-vehicle communication device 2. When the vehicle control device 11 of each vehicle receives the corresponding target acceleration via the vehicle side road-to-vehicle communication device 12, the vehicle control device 11 controls the driving force or braking force of the vehicle so that the target accelerations _a11t and _a12t are obtained. To do.

  Moreover, in the said one Example, the arithmetic processing unit 5 may perform different weighting with respect to a 1st non-intelligence vehicle and a 2nd non-intelligence vehicle, and may calculate each target inter-vehicle distance. For example, the arithmetic processing unit 5 sets each target inter-vehicle distance calculated as described above so that the target inter-vehicle distance for the second non-intelligible vehicle is larger than the target inter-vehicle distance for the first non-intelligible vehicle. Different weights may be applied to the images.

  In general, the display on the road display device 6 is less visible than the display on the in-vehicle display device 13. For this reason, the error variation tends to be larger in the second non-intelligent vehicle in which the vehicle operation is performed according to the display on the road display device 6 than in the first non-intelligence vehicle in which the vehicle operation is performed according to the display on the in-vehicle display device 13. It is in. Therefore, a safer target inter-vehicle distance is set by ensuring that the target inter-vehicle distance for the second non-intelligent vehicle is larger than the target inter-vehicle distance for the first non-intelligent vehicle. Note that the arithmetic processing device 5 may change the weighting according to the mounting state of the vehicle control device (LKA device, ACC device, cruise control device, etc.).

  Note that the monitoring camera 3 and the image processing device 4 in the above-described embodiment correspond to the traveling state detection means described in the claims.

  The present invention can be used, for example, in a vehicle group control system that controls a vehicle group traveling in a plurality of lanes.

1 is a block diagram showing a schematic configuration of a vehicle group control system according to an embodiment of the present invention. (A) It is a schematic block diagram which shows an example of a structure of the intelligent vehicle in a vehicle group. (B) It is a schematic block diagram which shows an example of a structure of the 1st non-intelligent vehicle in a vehicle group. It is a flowchart which shows an example of the imaging | photography process flow of the running state of each vehicle by a monitoring camera. It is a flowchart which shows an example of the processing flow with respect to the picked-up image image | photographed with the monitoring camera by an image processing apparatus. It is a flowchart which shows an example of the processing flow by an arithmetic processing unit. It is a figure which shows an example of vehicle arrangement | positioning until each vehicle arrives at a target control position.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle group control apparatus 2 Ground side road-to-vehicle communication apparatus 3 Monitoring camera 4 Image processing apparatus 5 Arithmetic processing apparatus 6 Road display apparatus 10 Vehicle group control system 11 Vehicle control apparatus 12 Vehicle side road-to-vehicle communication apparatus

Claims (5)

Traveling state detecting means for detecting a traveling state including the vehicle speed of each vehicle in a vehicle group traveling in a predetermined control region having a plurality of lanes ;
A temporary target speed for each vehicle in the vehicle group is calculated based on an average of the vehicle speeds of the vehicles in the vehicle group for each lane detected by the traveling state detection means , and the temporary target speed is adjacent to the lane. If the condition of right ≧ left is satisfied, the temporary target speed is set as the target speed, and if the condition is not satisfied, the temporary target speed of the left lane is increased or corrected so as to satisfy the condition. Target speed calculation means for calculating the target speed by decreasing and correcting the temporary target speed of the right lane;
A target inter-vehicle distance calculation means for calculating the target inter-vehicle distance that minimizes the sum of the target accelerations based on a predetermined formula established for the target acceleration of each vehicle in each lane, the target speed, and the target inter-vehicle distance; Including
The target speed calculation means calculates the target acceleration by substituting the target inter-vehicle distance into the predetermined formula, and
A vehicle group control system comprising: transmission means for transmitting the target speed or target acceleration / deceleration calculated by the target speed calculation means to each of the corresponding vehicles,
The vehicle group includes vehicle-side receiving means for receiving the target speed or target acceleration / deceleration transmitted from the transmitting means, and control means for controlling vehicle behavior based on the target speed or target acceleration / deceleration. Including an intelligent vehicle and a non-intelligent vehicle that does not have at least one of the vehicle-side receiving means and the control means,
The target inter-vehicle distance calculation means calculates the target inter-vehicle distance for the non-intelligent vehicle so as to be larger than the target inter-vehicle distance for the intelligent vehicle. The vehicle group control system according to claim 1,
The target inter-vehicle distance calculating means calculates the target inter-vehicle distance by performing different weighting on the intelligent vehicle and the non-intelligible vehicle, and the calculated target inter-vehicle distance is a preset minimum target inter-vehicle distance. If shorter, the vehicle group control system is characterized in that the calculated target inter-vehicle distance is reset so as to be longer than the minimum target inter-vehicle distance. The vehicle group control system according to claim 1 or 2 ,
The vehicle group control system, wherein the target speed calculation means sets the target speed to a speed reached by deceleration control. The vehicle group control system according to claim 3 ,
The vehicle group control system, wherein the target speed calculation means sets the target speed to a speed reached by acceleration control when the target speed is equal to or lower than a predetermined speed. The vehicle group control system according to claim 2 ,
The minimum target inter-vehicle distance is calculated by adding an idle inter-vehicle distance of each vehicle, a braking distance of each vehicle, and a margin distance,
The target vehicle distance calculation means calculates the target vehicle distance so as to be longer than the minimum target vehicle distance.

Images