JP6829929B1 - Intersection non-stop driving control system - Google Patents
Intersection non-stop driving control system Download PDFInfo
- Publication number
- JP6829929B1 JP6829929B1 JP2019181092A JP2019181092A JP6829929B1 JP 6829929 B1 JP6829929 B1 JP 6829929B1 JP 2019181092 A JP2019181092 A JP 2019181092A JP 2019181092 A JP2019181092 A JP 2019181092A JP 6829929 B1 JP6829929 B1 JP 6829929B1
- Authority
- JP
- Japan
- Prior art keywords
- point
- intersection
- time
- vehicle
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 6
- 230000000694 effects Effects 0.000 abstract description 5
- 230000009467 reduction Effects 0.000 abstract description 5
- 238000010792 warming Methods 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 abstract description 3
- 238000000034 method Methods 0.000 description 49
- 230000008569 process Effects 0.000 description 20
- VUTGNDXEFRHDDC-UHFFFAOYSA-N 2-chloro-n-(2,6-dimethylphenyl)-n-(2-oxooxolan-3-yl)acetamide;2-(trichloromethylsulfanyl)isoindole-1,3-dione Chemical compound C1=CC=C2C(=O)N(SC(Cl)(Cl)Cl)C(=O)C2=C1.CC1=CC=CC(C)=C1N(C(=O)CCl)C1C(=O)OCC1 VUTGNDXEFRHDDC-UHFFFAOYSA-N 0.000 description 13
- 230000001133 acceleration Effects 0.000 description 4
- FFBHFFJDDLITSX-UHFFFAOYSA-N benzyl N-[2-hydroxy-4-(3-oxomorpholin-4-yl)phenyl]carbamate Chemical compound OC1=C(NC(=O)OCC2=CC=CC=C2)C=CC(=C1)N1CCOCC1=O FFBHFFJDDLITSX-UHFFFAOYSA-N 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
Abstract
【課題】安定で有効な渋滞軽減効果、省エネルギー効果、地球温暖化ガス排出削減効果、および旅行時間削減効果、を有する交差点無停止走行制御システムの提案【解決手段】交差点Ａ（地点Ａ）の上流距離Ｄ(ｖp)の地点Ｐvpを、時刻ｔp1〜ｔp3 の交差点信号一周期Ｔs の間の時刻ｔpに速度ｖp（但し、ｖpmin≦ｖp≦ｖpmax ）で到達・通過して交差点Ａに向けて走行する車両を、時刻ｔa2〜時刻ｔa3の交差点信号青時間Ｔg内の時刻ｔaに交差点Ａに到達・通過させるべく、地点Ｐvpから交差点Ａに対して、平均速度ｖpa(ｖp)＝Ｄ(ｖp)／（ｔa−ｔp）での走行、あるいは減速度α(ｖp) ＝｛２・（ｖpa−ｖp）｝／（ｔa−ｔp）での等減速度走行、を行う。【選択図】図４PROBLEM TO BE SOLVED: To propose an intersection non-stop running control system having a stable and effective congestion reduction effect, energy saving effect, global warming gas emission reduction effect, and travel time reduction effect. [Solution] Upstream of intersection A (point A) The point Pvp at the distance D (vp) is reached / passed at the speed vp (however, vpmin ≤ vp ≤ vpmax) at the time tp between the intersection signal one cycle Ts of the times tp1 to tp3, and travels toward the intersection A. Average speed vpa (vp) = D (vp) / (from point Pvp to intersection A in order for the vehicle to reach and pass intersection A at time ta within the intersection signal blue time Tg from time ta2 to time ta3. Running at ta-tp) or equal deceleration running at deceleration α (vp) = {2. (Vpa-vp)} / (ta-tp). [Selection diagram] Fig. 4
Description
本願発明は、主として車両の市街地走行における渋滞の低減、旅行時間の低減、および省エネルギー・地球温暖化ガス排出削減、に有効な交差点無停止走行制御システムに関する。 The present invention relates to an intersection non-stop running control system that is effective mainly for reducing traffic congestion in urban driving of vehicles, reducing travel time, and reducing energy saving and global warming gas emissions.
交通渋滞の主たる原因は車両の速度変動であり、市街地走行における速度変動の最たる
原因は交差点における減速・停止およびその後の加速である。
この交差点走行における速度変動を抑える方法として、特許文献１あるいは特許文献２
に示されている交差点無停止走行制御方法がある。
これは図１、あるいは図２に示す如く、地点（交差点）Ａ上流一定距離Ｄの地点Ｐを時
刻ｔp1〜ｔp3 の交差点信号一周期Ｔsの間に通過して地点Ａに向かう全車両を、時刻ｔa2〜ｔa3の交差点青信号時間Ｔg の間に地点Ａに到達・通過させるように速度制御を行うものである。
The main cause of traffic congestion is vehicle speed fluctuations, and the most common cause of speed fluctuations in urban driving is deceleration / stop at intersections and subsequent acceleration.
Patent Document 1 or Patent Document 2 as a method of suppressing speed fluctuations during traveling at an intersection.
There is an intersection non-stop running control method shown in.
As shown in FIG. 1 or 2, all vehicles passing through the point P at a certain distance D upstream of the point (intersection) A during one cycle Ts of the intersection signal at times tp1 to tp3 and heading for the point A are timed. The speed is controlled so that the point A is reached and passed during the green light time Tg at the intersection of ta2 to ta3.
ここで上記地点Ｐを時刻ｔp1〜ｔp3 の交差点信号一周期Ｔsの間の時刻ｔpに通過する
車両の地点Ａ到達時刻ｔaの設定方法として、図１に示す如く、時刻ｔp1〜ｔp3の交差点信号一周期Ｔs中の特定地点Ｐ通過時刻ｔpを、交差点青信号時間Ｔg中の地点到達時刻ｔaに対応させる、即ち、時刻ｔpと時刻ｔaは下記（数１）の関係を満足させる方法（方法１）、
（数１）
（ｔp −ｔp1）／Ｔs ＝（ｔa−ｔa2）／Ｔg
あるいは、図２に示すごとく、車両が時刻ｔp1〜ｔp2の間に地点Ｐを通過した場合即ち
ｔpがｔp1＜ｔp≦ｔp2の時は、地点Ａ到達時刻ｔaはｔa=ｔa2 、
また車両が時刻ｔp2〜ｔp3の間に地点Ｐを通過した場合即ちｔpがｔp2＜ｔp≦ｔp3の時は、ｔp−ｔp2＝ｔa−ｔa2 、（ｔa＝ｔp＋（ｔa2−ｔp2）、
言い換えれば地点Ｐ−地点Ａ間車両走行速度ｖpa＝ｖp、（ここでｖp：車両の地点Ｐ到達
速度）となるようにｔaを設定する方法（方法２）、
がある。
但し、方法１、方法２のいずれにおいても、自車前方に走行車両を検知した場合は前方車両との安全車両間隔を保っての追従走行が前提となる。
Here, as a method of setting the arrival time ta of the point A of the vehicle passing through the above point P at the time tp during one cycle Ts of the intersection signal of the time tp1 to tp3, as shown in FIG. 1, the intersection signal 1 of the time tp1 to tp3 A method (method 1) in which a specific point P passage time tp in the period Ts corresponds to a point arrival time ta in the intersection green light time Tg, that is, the time tp and the time ta satisfy the following relationship (Equation 1).
(Number 1)
(Tp-tp1) / Ts = (ta-ta2) / Tg
Alternatively, as shown in FIG. 2, when the vehicle passes the point P between the times tp1 and tp2, that is, when tp is tp1 <tp ≤ tp2, the point A arrival time ta is ta = ta2.
When the vehicle passes the point P between the times tp2 and tp3, that is, when tp2 <tp ≤ tp3, tp-tp2 = ta-ta2, (ta = tp + (ta2-tp2)).
In other words, a method of setting ta so that the vehicle traveling speed between point P and point A is vpa = vp, ( here vp: vehicle reaching point P arrival speed),
There is.
However, in both methods 1 and 2, when a traveling vehicle is detected in front of the own vehicle, it is premised that the vehicle follows the vehicle while maintaining a safe vehicle distance from the vehicle in front.
方法１では、地点Ｐ通過の車両間隔に比例した地点Ａ到着車両間隔となり、交通容量の許す範囲内で、交通流の安定は保たれやすいが、方法２では交差点Ａ付近での車両間隔が接近することによる追従走行の頻度が増して交通流の安定が損なわれる恐れがある。 In method 1, the distance between vehicles arriving at point A is proportional to the distance between vehicles passing through point P, and it is easy to maintain stable traffic flow within the range allowed by traffic capacity, but in method 2, the distance between vehicles near intersection A approaches. This may increase the frequency of follow-up driving and impair the stability of the traffic flow.
また、上記方法１あるいは方法２においては、地点Ｐを地点（交差点）Ａ上流一定距離Ｄの地点としているが、これでは、車両の地点Ｐ到達・通過速度ｖpが変化すると、地点Ａ到達時刻ｔa2〜ｔa3に対応する地点Ｐ到達通過時刻が、例えば図３に示す如く、変化してしまい、その結果として安定的に形成されるべき交差点無停止走行制御時間領域が、車両の地点Ｐ到達速度vp1においては時刻ｔp1〜ｔp3〜ｔa3〜ｔa2であるのに対し、車両の地点Ｐ到達速度vp2においては時刻ｔp1’〜ｔp3’〜ｔa3〜ｔa2の如く変化する、言い換えれば、地点Ａ到達時刻ｔa2〜ｔa3に対応すべき車両の地点Ｐ通過時刻ｔp1〜ｔp3が速度ｖpによって変化し、この結果交差点無停止走行の安定性・安全性の確保が困難となる。
これが従来の交差点無停止走行制御システムにおいて解決すべき第１の課題である。
Further, in the above method 1 or 2, the point P is set as the point of the point (intersection) A upstream constant distance D, but in this case, when the vehicle reaches the point P and the passing speed vp changes, the point A arrival time ta2 As shown in FIG. 3, for example, the time at which the point P arrives and passes corresponding to ~ ta3 changes, and as a result, the intersection non-stop running control time region that should be stably formed is the point P arrival speed vp1 of the vehicle. In the time tp1 to tp3 to ta3 to ta2, the vehicle's point P arrival speed vp2 changes like the time tp1'to tp3' to ta3 to ta2 , in other words, the point A arrival time ta2 to ta3. The passing time tp1 to tp3 of the vehicle to correspond to the point P changes depending on the speed vp, and as a result, it becomes difficult to ensure the stability and safety of the non-stop running at the intersection.
This is the first problem to be solved in the conventional intersection non-stop traveling control system.
また、上記ｔa設定方法では、例えば図５中の時刻−速度関係に示される如く、地点Ｐ
を時刻ｔpに通過して地点（交差点）Ａに向かう車両の速度は、（数２）に示す如く、地点Ｐに至るまでの走行速度ｖpから地点Ｐ到達時において速度ｖpaに変化させ、その後地点Ａまでの間、前記速度ｖpaを保って走行しなければならず、地点Ｐでの走行速度ｖpから速度ｖpaへの急激で正確な速度変化制御が困難となる場合があることと併せて、前記急激な速度変化が後続車両に対して急制動を促し安定な交通流に障害が生ずる恐れがある。
これが従来の交差点無停止走行制御において解決すべき第２の課題となる。
（数２）
ｖpa＝Ｄ(ｖp)／（ｔa −ｔp）
Further, in the above ta setting method, for example, as shown in the time-velocity relationship in FIG. 5, the point P
As shown in (Equation 2), the speed of the vehicle passing through the time tp and heading for the point (intersection) A is changed from the traveling speed vp to the point P to the speed vpa when the point P is reached, and then the point. Until A, the vehicle must maintain the speed vpa, and it may be difficult to control the rapid and accurate speed change from the traveling speed vp to the speed vpa at the point P. there is a possibility that sudden speed change failure occurs in a stable traffic flow encourages rapid braking for the following vehicle.
This is the second problem to be solved in the conventional intersection non-stop running control.
(Number 2)
vpa = D (vp) / (ta −tp)
本願発明は、所定の速度範囲（ｖpmin〜ｖpmax）で交差点無停止走行領域に侵入する（交通容量の許容する範囲内の）車両全てを、安全かつ容易に交差点を無停止走行制御可能にする方法・システムを提供しようとするものである。 The present invention is a method for safely and easily controlling an intersection without stopping for all vehicles (within the allowable range of traffic capacity) that enter the intersection non-stop traveling area within a predetermined speed range (vpmin to vpmax).・ It is intended to provide a system.
上記第１の課題即ち、方法１および方法２における交差点無停止走行領域の安定性に関する問題の原因は、地点Ｐ−地点Ａ間距離Ｄを、車両の地点Ｐに到達する速度ｖp如何にかかわらず一定（Ｄ）としているところにある。
従って図４に示す如く、距離Ｄを速度ｖpに比例させる即ち、
（数３）
Ｄ(ｖp)＝{Ｄ(ｖpmax)／ｖpmax}・ｖp
とする必要がある。
この結果Ｄ(ｖp)は図４に示す如く変化し、交差点無停止走行時間領域（時刻ｔp1〜ｔp3〜ｔa3〜ｔa2）は速度ｖpに依らず（但し、ｖpmin≦ｖp≦ｖpmaxの範囲内で）固定して形成されることになる。
The cause of the problem concerning the stability of the intersection non-stop traveling region in the first problem, that is, the method 1 and the method 2, is regardless of the speed vp at which the distance D between the point P and the point A reaches the point P of the vehicle. It is in a constant (D) position.
Therefore, as shown in FIG. 4, the distance D is proportional to the velocity vp, that is,
(Number 3)
D (vp) = {D (vpmax) / vpmax} ・ vp
Must be.
As a result, D (vp) changes as shown in FIG. 4, and the intersection non-stop running time region (time tp1 to tp3 to ta3 to ta2) does not depend on the speed vp (however, within the range of vpmin ≤ vp ≤ vpmax). It will be fixed and formed.
また、前述の第２の課題の対策としては、特許文献３に示される方法がある。
これは図５に示す如く、地点Ｐから交差点Ａまでの間を前記速度ｖpaでの定速走行に代えて、地点Ｐから交差点Ａまでの間を平均速度ｖpaとなるような等加減速度ｖarf(Δｔ) での走行を行う方法である。
（数４）
ｖarf(Δｔ)＝ｖp−α・Δｔ
（数５）
α＝−（ｖa−ｖp）／（ｔa −ｔp）
ここで
Δｔ：時刻tpからの経過時間（０≦Δｔ≦（ｔa−ｔp））。
この方法によって、地点Ｐにおける速度ｖpから速度ｖpaへの急激な速度変化を防止することは可能となるが、車両の地点Ｐ到達速度ｖp次第では、地点Ｐから交差点Ａまでの間の等加・減速走行の結果、交差点Ａ到達・通過速度ｖaが過小あるいは過大となり、最悪の場合等加・減速走行が不可能になる恐れ、あるいは地点Ｐから交差点Ａまでの走行が交差点無停止走行制御時間領域を大きくはみ出してしまう恐れ、が生じる。
Further, as a countermeasure against the above-mentioned second problem, there is a method shown in Patent Document 3.
As shown in FIG. 5, this is an equal acceleration / deceleration varf such that the average speed vpa is obtained from the point P to the intersection A instead of the constant speed running at the speed vpa between the point P and the intersection A. This is a method of traveling at Δt).
(Number 4)
varf (Δt) = vp−α ・ Δt
(Number 5)
α =-(va-vp) / (ta-tp)
here
Δt: Elapsed time from time tp (0 ≦ Δt ≦ (ta−tp)) .
By this method, it is possible to prevent a sudden speed change from the speed vp to the speed vpa at the point P, but depending on the speed vp reached at the point P of the vehicle, the equalization between the point P and the intersection A is possible. As a result of deceleration running, the intersection A arrival / passing speed vah becomes too small or too large, and in the worst case, acceleration / deceleration running may become impossible, or the running from point P to intersection A is the intersection non-stop running control time area. There is a risk that the speed will be greatly exceeded.
上記第２の課題を解決する第１の手段として、前記の如く、交差点無停止走行制御時間領域（時刻ｔp1〜時刻ｔp3〜時刻ｔa3〜時刻ｔa2で形成される領域）は、交差点無停止走行制御時間領域侵入速度ｖpに対応した距離Ｄ(ｖp)の地点Ｐvpにおける時刻ｔp1 〜ｔp3を含む走行制御時間領域とすることによって、前記速度制御された車両の交差点無停止走行制御時間領域からのはみだしはなくなる。
また上記問題を解決する第２の手段として、地点Ｐvp−地点Ａ間走行での走行形態として等加速度走行は禁止し等減速走行に限定するとともに、地点Ｐvp到達・通過速度ｖpに対応して、地点Ａ到達・通過速度ｖaを
（数６）
ｖa≧ｖamin＝β・ｖp
（ここで、β＜１（例えばβ＝０．２））
となるように、地点Ｐ−地点Ａ間距離Ｄ(ｖp)、および 通過すべき交差点Ａの非青信号時間（黄信号時間＋赤信号時間）Ｔr（＝Ｔs−Ｔg）を設定する。
As a first means for solving the second problem, as described above, the intersection non-stop running control time region (the region formed by time tp1 to time tp3 to time ta3 to time ta2) is the intersection non-stop running control. By setting the travel control time region including the times tp1 to tp3 at the point Pvp at the distance D (vp) corresponding to the time region intrusion speed vp, the protrusion from the intersection non-stop travel control time region of the speed-controlled vehicle is It disappears.
Further, as a second means for solving the above problem, as a traveling mode between the point Pvp and the point A , the constant acceleration traveling is prohibited and limited to the equal deceleration traveling, and the point Pvp arrival / passing speed vp is supported. Point A arrival / passing speed va (Equation 6)
va ≧ vamin ＝ β ・ vp
(Here, β <1 (for example, β = 0.2))
The distance D (vp) between the point P and the point A and the non-green signal time (yellow signal time + red signal time) Tr (= Ts-Tg) of the intersection A to be passed are set so as to be.
上記Ｄ(ｖp)およびｖaminの設定の結果、交差点無停止走行制御領域（時刻ｔp1〜時刻ｔp3〜時刻ｔa3〜時刻ｔa2で形成される走行制御領域）における時刻ｔp3−時刻ｔa3間走行速度ｖp3a3は、
（数７）
ｖp3a3＝ｖp
時刻ｔp1−時刻ｔa2間速度ｖp1a2（交差点無停止走行制御領域最小平均速度）は、
（数８）
ｖp1a2＝ｖmin＝（ｖp＋ｖamin）／２
従って、上記（数８）と図５より
（数９）
｛（ｖp＋ｖamin）／２｝≦〔Ｄ(ｖp）／｛（Ｄ(ｖp）／ｖp）+Ｔr｝〕
となるように ｖp、ｖamin、およびＤ(ｖp）、Ｔrを設定する必要があることがわかる。
As a result of setting D (vp) and vamin, the traveling speed vp3a3 between time tp3 and time ta3 in the intersection non-stop traveling control area (travel control area formed by time tp1 to time tp3 to time ta3 to time ta2) is determined.
(Number 7)
vp3a3 = vp
The speed vp1a2 (minimum average speed in the intersection non-stop running control area) between time tp1 and time ta2 is
(Number 8)
vp1a2 = vmin = (vp + vamin) / 2
Therefore, from the above (Equation 8) and FIG. 5 (Equation 9)
{(Vp + vamin) / 2} ≤ [D (vp) / {(D (vp) / vp) + Tr}]
It can be seen that it is necessary to set vp, vamin, D (vp), and Tr so as to be.
そこで上記車両の走行速度ｖpに対応した地点Ａ上流距離Ｄ(ｖp)地点Ｐvpにおける車両到達・通過時刻ｔpから車両の地点Ａ到達時刻ｔaを特定し、この間の平均速度ｖpa
（数１０）
ｖpa＝Ｄ(ｖp）／（ｔa−ｔp）
および、この平均速度ｖpaである時刻ｔp−時刻ｔa間を等減速度走行する場合の平均速度ｖpaと、地点Ｐ侵入速度、地点Ａ到達通過速度の関係
（数１１）
ｖpa＝（ｖp＋ｖamin）／２
から、この間を等減速走行する場合の減速度αを
（数１２）
α＝−（ｖamin−ｖp）／（ｔa−ｔp）＝−２（ｖpa−ｖp）／（ｔa−ｔp）
より算出し、地点Ｐから
（数１３）
ｖ(Δｔ)＝ｖp−α・Δｔ
但し
Δｔ：時刻ｔp からの経過時間
（０≦Δｔ≦ｔa−ｔp）
即ち、地点Ｐvp通過速度ｖp から減速度αの等減速度走行（但しα＝０の場合はｖ＝ｖpの等速度走行）をすることによって、地点Ａに速度ｖa（但し、ｖa≧ｖamin）で到達し、交差点Ａを青信号無停止で、かつｖamin以上の速度で通過・離脱できることになる。
Therefore, the arrival time ta of the vehicle point A is specified from the vehicle arrival / passage time tp at the point A upstream distance D (vp) point Pvp corresponding to the traveling speed vp of the vehicle, and the average speed vpa during this period is specified.
(Number 10)
vpa = D (vp) / (ta-tp)
And, the relationship between the average speed vpa when traveling at a constant deceleration between the time tp and the time ta, which is the average speed vpa, the point P intrusion speed, and the point A arrival passing speed (Equation 11).
vpa = (vp + vamin) / 2
Therefore, the deceleration α when traveling at equal deceleration during this period is set to (Equation 12).
α =-(vamin-vp) / (ta-tp) = -2 (vpa-vp) / (ta-tp)
Calculated from point P (number 13)
v (Δt) = vp−α · Δt
However, Δt: elapsed time from time tp (0 ≦ Δt ≦ ta−tp)
That is, by performing constant deceleration running of deceleration α from the point Pvp passing speed vp (however, when α = 0, v = vp constant speed running), the speed va (however, va ≧ vamin) is reached at the point A. After reaching the intersection, the green light will not stop and the vehicle will be able to pass and leave at a speed of vamin or higher.
ただしこの方法にも減速度αの値によっては、（例えばα＜αi、（但しαi：車両の惰性走行減速度）状態にあっては）その制御（等減速走行における減速度制御）が難しくなることがあるという問題がある。
この問題の解決方法として、時刻ｔp1〜時刻ｔp3間に地点Ｐvpを通過する車両全てを等減速走行させるのではなく、前記図２に示す方法に類似して、時刻ｔp1〜時刻ｔp2に地点Ｐvpを通過して地点Ａに向かう車両の地点Ａ到達時刻をｔa2となるように、また、時刻ｔp2〜時刻ｔp3の間に地点Ｐを通過して地点Ａに向かう車両は全て速度ｖpでの定速走行とする、（但し走行中に前方走行車両に遭遇した場合は安全車間距離を保っての前方車両への追従走行を行う）ことによって、所定の交差点無停止走行を可能とする（但し交通容量に不足がない場合）方法がある。
However, even in this method, depending on the value of deceleration α (for example, in the state of α <αi, (however, αi: vehicle coasting deceleration)), its control (deceleration control in constant deceleration running) becomes difficult. There is a problem that there are times.
As a solution to this problem, instead of all the vehicles passing through the point Pvp running at equal deceleration between the time tp1 and the time tp3, the point Pvp is set at the time tp1 to the time tp2 similar to the method shown in FIG. All vehicles passing through point P and heading for point A will run at a constant speed at speed vp so that the time of arrival at point A of vehicles passing through and heading for point A will be ta2, and all vehicles passing through point P and heading for point A between time tp2 and time tp3 will run at a constant speed. (However, if a vehicle traveling ahead is encountered while driving, the vehicle will follow the vehicle in front while maintaining a safe inter-vehicle distance) to enable non-stop driving at a predetermined intersection (however, the traffic capacity will be increased). There is a method ( if there is no shortage) .
あるいは、上記方法の変形として、時刻ｔp1以降最初（時刻:ｔpfとする）に地点Ｐvpを通過した車両（車両:Ｃfとする）のみ車両の地点Ａ到達時刻目標をｔa2とし、時刻ｔpf以降時刻ｔp3までの間に地点Ｐvpを通過した車両は全て地点Ｐvpへの到達・通過速度ｖpを保っての地点Ａに向けての定速走行とする方法もある。
この方法の利点は、地点Ｐvpからの走行は車輛Ｃfを除いて全て速度ｖpでの定速走行で良いということ、従って車両Ｃfでの唯一の等減速度走行も、比較的大きな減速度α、言い換えれば、惰性走行減速度αiより大きい減速度での走行が可能になり等減速度走行が実行しやすくなることである。
但し、この方法においては、地点Ｐvp到達・通過車両が車両Ｃfであるか否かの判別が必要になることと併せて、Ｃf以外の車両においては、等速度走行中に前方走行車両に遭遇した場合は安全車間距離を保っての前方車両への追従走行を行うこと、が大前提となる。
Alternatively, as a modification of the above method, only the vehicle (vehicle: Cf) that first passed the point Pvp after the time tp1 (time: tpf) has the vehicle's point A arrival time target set to ta2, and the time tp3 after the time tpf. There is also a method in which all vehicles that have passed the point Pvp in the meantime travel at a constant speed toward the point A while maintaining the arrival / passing speed vp at the point Pvp.
The advantage of this method is that all travel from point Pvp can be constant speed travel at speed vp except for vehicle Cf, so the only uniform deceleration travel on vehicle Cf is also a relatively large deceleration α, In other words, it is possible to travel at a deceleration larger than the inertial traveling deceleration αi, and it becomes easier to execute equal deceleration traveling.
However, in this method, it is necessary to determine whether or not the vehicle reaching / passing the point Pvp is the vehicle Cf, and in addition to the fact that the vehicle other than the Cf encounters a vehicle traveling ahead while traveling at a constant speed. In this case, it is a major premise to follow the vehicle in front while maintaining a safe distance between vehicles.
本願発明によって、車両の地点Ｐvp到達速度による交差点無停止走行制御領域（時刻
ｔp1〜時刻ｔp3〜時刻ｔa3〜時刻ｔa2で形成される走行制御領域）は固定化され、かつ車
両は、地点Ｐvp到達・通過時の速度ｖpに対して速度ｖamin以上での交差点Ａ到達・通過
走行が可能となり、この結果、従来の交差点無停止走行制御に比べて効果的な渋滞の低減
、省エネルギー・低地球温暖化ガス排出量効果を有する走行による交差点無停止通過が可
能となる。
即ち、本願発明は、現状の交差点無停止走行制御システムとしては勿論、今後普及が予
想される自動運転車における交差点無停止走行制御システムとして、きわめて有効な交差点走行システムであると言える。
According to the present invention, the intersection non-stop travel control region (travel control region formed by time tp1 to time tp3 to time ta3 to time ta2) according to the vehicle's point Pvp arrival speed is fixed, and the vehicle reaches the point Pvp. It is possible to reach and pass through intersection A at a speed of vamin or higher with respect to the speed vp at the time of passing, and as a result, it is possible to effectively reduce traffic congestion, save energy, and reduce global warming gas compared to conventional intersection non-stop driving control. It is possible to pass through intersections without stopping by traveling with a discharge effect.
That is, it can be said that the present invention is an extremely effective intersection travel control system not only as the current intersection non-stop travel control system but also as an intersection non-stop travel control system for autonomous vehicles that are expected to become widespread in the future.
本願発明を実施するためには、車両はインフラ側から青信号無停止で通過すべき交差点の位置情報および交差点信号情報（時刻ｔa1、時刻ｔa2、時刻ｔa3、の各情報）を、獲得する必要がある。
また車両側においては、自車走行速度ｖp範囲 （ｖpmin≦ｖp≦ｖpmax ） および交差点通過最小速度ｖaminを設定して、前記インフラ側および車側各情報から図４に示す（地点Ｐvpに到達する車両速度ｖpに対応した）交差点無停止走行制御時間領域（時刻ｔp1〜時刻ｔp3〜時刻ｔa3〜時刻ｔa2 で形成される領域、但し地点Ｐvp−地点Ａ間距離Ｄ(ｖp)、交差点信号非青信号時間（Ｔr＝Ｔs−Ｔg）、および地点Ａ到達・通過最小速度ｖamin、は、（数６）、（数８）および（数９）の関係を満足するように設定）の地点Ｐvp−地点Ａ間の距離Ｄ(ｖp)を等減速走行あるいは等速度走行する（従って車両は等減速走行機能、等速度走行機能を有する必要がある）ことによって交差点Ａ（地点Ａ）の青信号無停止走行が可能となる。
In order to carry out the present invention, the vehicle needs to acquire the position information of the intersection and the intersection signal information (each information of time ta1, time ta2, time ta3) to pass without stopping the green light from the infrastructure side. ..
On the vehicle side, the own vehicle running speed vp range (vpmin ≤ vp ≤ vpmax) and the minimum intersection speed vamin are set, and the vehicle reaching the point Pvp is shown in FIG. 4 from the above infrastructure side and vehicle side information. Intersection non-stop running control time area (corresponding to speed vp) Area formed by time tp1 to time tp3 to time ta3 to time ta2, except for the distance D (vp) between point Pvp and point A, intersection signal non-green signal time ( (Tr = Ts-Tg) and the minimum arrival / passage velocity vamin at point A are set to satisfy the relationship between (Equation 6), (Equation 8) and (Equation 9)) between point Pvp and point A). By traveling at a constant deceleration or a constant speed over a distance D (vp) (therefore, the vehicle must have an equal deceleration traveling function and an equal speed traveling function), the green light non-stop traveling at the intersection A (point A) becomes possible. ..
上記、本願発明を実施するための車側演算制御装置の具体的演算制御手順例を図６に示
す。
６００は、本願発明による交差点無停止走行制御システムにおける車側演算制御装置の交
差点無停止走行制御手順開始点、
６０１は、車両が走行中か否かを判定する走行判定処理、
６０２は、青信号無停止で次に通過すべき交差点の位置および信号情報（ｔa1、ｔa2、
ｔa3、Ｔr、Ｔg、Ｔsおよび車両の交差点到達速度最小値ｖamin）を特定する交差点情報
特定処理、
６０３は、車両の現在位置、現在速度、を特定する車両情報特定処理、
６０４は、処理６０３で特定された車両現在速度ｖpが、ｖpmin≦ｖp≦ｖpmax の範囲
内にあるか否かを判定する車両現在速度判定処理、
６０５は、車両現在速度に対応した地点Ｐ−地点Ａ間距離を特定する地点Ｐ距離（Ｄ(ｖp)）
特定処理
６０６は、車両現在位置−地点Ａ間距離Ｄ’ が、車両現在速度に対応した地点Ｐ−地点Ａ
間距離（Ｄ(ｖp)）の範囲内にあるか否かを判定する車両現在位置判定処理、
６０７は、車両の地点Ｐ通過時刻ｔpを特定するｔp特定処理、
６０８は、車両の地点Ｐ通過時刻ｔpが、ｔp≦ｔp1 か否かを判定するｔp判定処理１、
６０９は、車両の地点Ｐ通過時刻ｔpが、ｔp1＜ｔp≦ｔp2 範囲内か否かを判定するｔp
判定処理２、
FIG. 6 shows an example of a specific calculation control procedure of the vehicle-side calculation control device for carrying out the present invention.
Reference numeral 600 denotes an intersection non-stop travel control procedure start point of the vehicle-side arithmetic control device in the intersection non-stop travel control system according to the present invention.
601 is a traveling determination process for determining whether or not the vehicle is traveling.
602 is the position and signal information (ta1, ta2, ta1) of the next intersection to be passed without stopping the green light.
Intersection information identification processing to specify ta3, Tr, Tg, Ts and the minimum value of the intersection arrival speed of the vehicle (vamin),
603 is a vehicle information identification process that specifies the current position and current speed of the vehicle.
604 is a vehicle current speed determination process for determining whether or not the vehicle current speed vp specified in the process 603 is within the range of vpmin ≤ vp ≤ vpmax.
605 is a point P distance (D (vp)) that specifies the distance between the point P and the point A corresponding to the current vehicle speed.
In the specific process 606, the distance D'between the current vehicle position and the current point A corresponds to the current vehicle speed P-point A.
Vehicle current position determination process to determine whether or not it is within the range of the distance (D (vp)),
607 is a tp identification process for specifying the point P passing time tp of the vehicle.
608 is a tp determination process 1 for determining whether or not the vehicle's point P passing time tp is tp ≦ tp1.
609 determines whether or not the time tp at which the vehicle passes the point P is within the range of tp1 <tp ≦ tp2.
Judgment process 2,
６１０は、車両の地点Ａ到達時刻ｔaをｔa2に設定するｔa2設定処理,
６１１は、車両の地点Ａに向けての減速度αを前記（数１２）より算出するα算出処理、
６１２は、処理６１１で算出した減速度αで地点Ａに向けて等減速度走行する等減速度走
行処理、
６１３は、車両が地点Ａに到達したか否かを判定する地点Ａ到達判定処理１、
６１４は、車両が地点Ａに未到達の場合、前方走行車両の有無を判定する前方車両判定処
理１
６１５は、処理６１４で、前方車両を特定した場合は当該前方車両に対して安全車間距離
を保っての追従走行を行う追従走行処理１、
６１６は、処理６０９でｔpが、（ｔp1＜ｔp≦ｔp2） 範囲外、即ち（ｔp2＜ｔp≦ｔp3）
範囲内 と判定された場合、地点Ａに向けての速度ｖpの定速走行を行う定速走行処理、
６１７は、車両が地点Ａに到達したか否かを判定する地点Ａ到達判定処理２、
６１８は、車両が地点Ａに未到達の場合、前方走行車両の有無を判定する前方車両判定処
理２
６１９は、処理６１８で、前方車両を特定した場合は当該前方車両に対して安全車間距離
を保っての追従走行を行う追従走行処理２、
６２０は、処理６１３、あるいは処理６１７で、車両が地点Ａ到達と判定した場合には、
それをもって、交差点無停止走行は終了したとする交差点無停止走行終了処理、但し車両
の地点Ａ通過動作は継続する。
６２１は、本願発明による交差点無停止走行制御システムにおける車側演算制御装置の交
差点無停止走行制御手順終了点、
である。
610 is a ta2 setting process for setting the arrival time ta at the point A of the vehicle to ta2,
611 is an α calculation process for calculating the deceleration α toward the point A of the vehicle from the above (Equation 12).
The 612 is an equal deceleration running process in which the deceleration α calculated in the process 611 is used for the equal deceleration traveling toward the point A.
613 is a point A arrival determination process 1 for determining whether or not the vehicle has reached the point A.
614 is a forward vehicle determination process 1 for determining the presence or absence of a vehicle traveling ahead when the vehicle has not reached the point A.
615 is the follow-up travel process 1, in which, when the vehicle in front is specified in the process 614, the follow-up travel is performed while maintaining a safe inter-vehicle distance with respect to the vehicle in front.
In 616, in the process 609, tp is out of the range of (tp1 <tp ≦ tp2), that is, (tp2 <tp ≦ tp3).
If it is determined to be within the range, constant speed running processing that performs constant speed running at speed vp toward point A,
617 is a point A arrival determination process 2 for determining whether or not the vehicle has reached the point A.
618 is a forward vehicle determination process 2 for determining the presence or absence of a vehicle traveling ahead when the vehicle has not reached the point A.
In processing 618, 619 is a follow-up travel process 2 in which, when a vehicle in front is specified, the vehicle in front is followed while maintaining a safe inter-vehicle distance.
620 is the process 613 or the process 617, and when the vehicle determines that the vehicle has reached the point A,
With that, the intersection non-stop running end process assuming that the intersection non-stop running has ended, but the vehicle passing point A operation continues.
621 is an intersection non-stop travel control procedure end point of the vehicle-side arithmetic control device in the intersection non-stop travel control system according to the present invention.
Is.
上記の如く、信号交差点およびそこを通過する車両の走行を制御することによって、信号交差点上流地点Ｐ(ｖp)に速度ｖp で到達・通過する車両全て（但し ｖpmin≦ｖp≦ｖpmax）を青信号無停止で通過させることができ、市街地における車両走行の省エネルギー化、地球温暖化ガスの低減、交通流の安定化、および走行時間の低減に貢献する交差点無停止走行制御が可能となる。
本制御システムは自動運転車における交差点走行に特に有効である。
As described above, by controlling the running of the signalized intersection and the vehicles passing there, all the vehicles reaching and passing the signalized intersection upstream point P (vp) at a speed vp (however, vpmin ≤ vp ≤ vpmax) are stopped at the green light. It enables non-stop running control at intersections, which contributes to energy saving of vehicle running in urban areas, reduction of global warming gas, stabilization of traffic flow, and reduction of running time.
This control system is particularly effective for driving at intersections in autonomous vehicles.
図１〜図６および（数１）〜（数１３）において、
ｔp：車両の地点Ｐ到達時刻
ｔa：車両の交差点Ａ（地点Ａ）到達時刻
ｖp：車両の地点Ｐ到達速度（この場合の地点Ｐを地点Ｐ(ｖp)とする）
ｖpa：地点Ｐ−交差点Ａ（地点Ａ）間平均走行速度
ｖpmax : 車両の地点Ｐ到達最高速度
ｖpmin : 車両の地点Ｐ到達最低速度
ｖa：車両の交差点Ａ（地点Ａ）到達速度
ｖamin：車両が地点Ｐ−交差点Ａ間を等減速度走行した時の交差点Ａ（地点Ａ）到達最低速度
＝β・ｖp
ｔp1＝ｔa1 −Ｄ(ｖp)／ｖp
ｔp3＝ｔa3 −Ｄ(ｖp)／ｖp
In FIGS. 1 to 6 and (Equation 1) to (Equation 13),
tp: Vehicle point P arrival time ta: Vehicle intersection A (point A) arrival time vp: Vehicle point P arrival speed (point P in this case is point P (vp))
vpa: Average traveling speed between point P and intersection A (point A) vpmax: Maximum speed reached by vehicle point P vpmin: Minimum speed reached by vehicle point P va: Vehicle intersection A (point A) arrival speed vamin: Vehicle is point Minimum speed to reach intersection A (point A) when traveling at equal deceleration between P and intersection A = β ・ vp
tp1 = ta1-D (vp) / vp
tp3 = ta3-D (vp) / vp
Ｄ ：交差点無停止走行制御における地点Ｐ−交差点Ａ間距離
Ｄ(ｖp) ：車両の地点Ｐ（地点Ｐ(ｖp)）到達速度ｖp時の地点Ｐ−交差点Ａ間距離
Ｄ(ｖpmax) ：車両の地点Ｐ（地点Ｐ(ｖpmax)）到達速度ｖpmax時の地点Ｐ−交差点Ａ（地点Ａ）間距離
Ｄ(ｖpmin) ：車両の地点Ｐ（地点Ｐ(ｖpmin)）到達速度ｖpmin時の地点Ｐ−交差点Ａ（地点Ａ）間距離
Ｄ’：車両現位置−交差点Ａ（地点Ａ）間距離
Ｔs ：交差点信号周期 （ｔp3−ｔp1=ｔa3−ｔa1）
Ｔg ：交差点青信号時間 （ｔa3−ｔa2）
Ｔr：交差点非青信号時間（ｔa2−ｔa1）
ｔa1 ：交差点黄（＋赤）信号点灯時刻
ｔa2 ：交差点青信号点灯時刻
ｔa3 ：交差点青信号滅灯時刻
ｖpa ：地点Ｐ−交差点Ａ走行平均速度
＝Ｄ(ｖp)／（ｔa−ｔp）
ｖmin ：地点Ｐ−交差点Ａ間許容最小速度
＝Ｄ(ｖp)／（Ｄ(ｖp)／ｖp＋Ｔr）
D: Distance between point P and intersection A in non-stop running control at intersection D (vp): Distance between point P and intersection A at vehicle point P (point P (vp)) arrival speed vp: distance D (vpmax) of vehicle Point P (Point P (vpmax)) Arrival speed Point P at vpmax-Intersection A (Point A) Distance D (vpmin): Vehicle point P (Point P (vpmin)) Arrival speed Point P-Intersection at vpmin Distance between A (point A) D': Distance between current vehicle position and intersection A (point A) Ts: Intersection signal period (tp3-tp1 = ta3-ta1)
Tg: Intersection green light time (ta3-ta2)
Tr: Intersection non-green light time (ta2-ta1)
ta1: Intersection yellow (+ red) signal lighting time ta2: Intersection green signal lighting time ta3: Intersection green light extinguishing time vpa: Point P-Intersection A Travel average speed = D (vp) / (ta-tp)
vmin: Allowable minimum velocity between point P and intersection A = D (vp) / (D (vp) / vp + Tr)
ｖ(Δｔ) ：等減速度走行速度
＝ｖp−α・Δｔ
α：等減速度
＝−（２・ｖpa−ｖp）／（ｔa−ｔp）
Δｔ：特定地点Ｐ通過後の経過時間
０≦Δｔ≦（ｔa−ｔp）
αi：惰性走行減速度
v (Δt): Constant deceleration running speed = vp-α · Δt
α: Equal deceleration = − (2 ・ vpa-vp) / (ta-tp)
Δt: Elapsed time after passing the specific point P 0 ≦ Δt ≦ (ta−tp)
αi: Inertial running deceleration
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2019181092A JP6829929B1 (en) | 2019-10-01 | 2019-10-01 | Intersection non-stop driving control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2019181092A JP6829929B1 (en) | 2019-10-01 | 2019-10-01 | Intersection non-stop driving control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP6829929B1 true JP6829929B1 (en) | 2021-02-17 |
| JP2021056908A JP2021056908A (en) | 2021-04-08 |
Family
ID=74562341
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2019181092A Active JP6829929B1 (en) | 2019-10-01 | 2019-10-01 | Intersection non-stop driving control system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP6829929B1 (en) |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008217296A (en) * | 2007-03-02 | 2008-09-18 | Masahiro Watanabe | Nonstop intersection traffic control method |
| JP2009223353A (en) * | 2008-03-13 | 2009-10-01 | Masahiro Watanabe | System for controlling non-stop running through intersection |
| JP2010033203A (en) * | 2008-07-26 | 2010-02-12 | Masahiro Watanabe | Control system for nonstop traveling at intersection |
| JP2010218486A (en) * | 2009-03-19 | 2010-09-30 | Masahiro Watanabe | Vehicle traveling speed control method |
| JP4793886B2 (en) * | 2009-08-27 | 2011-10-12 | 渡邉 雅弘 | Vehicle travel control method |
| JP2013041389A (en) * | 2011-08-15 | 2013-02-28 | Masahiro Watanabe | Intersection travel control method |
| JP2013045196A (en) * | 2011-08-23 | 2013-03-04 | Masahiro Watanabe | Intersection nonstop travel control method |
| JP5958159B2 (en) * | 2012-08-03 | 2016-07-27 | 日産自動車株式会社 | Vehicle driving support device and vehicle driving support method |
| JP2016126525A (en) * | 2014-12-28 | 2016-07-11 | 雅弘 渡邉 | Intersection traveling control method and system |
| JP6500577B2 (en) * | 2015-04-27 | 2019-04-17 | 住友電気工業株式会社 | Driving support device and driving support method |
| JP2017124806A (en) * | 2016-03-18 | 2017-07-20 | 渡邉 雅弘 | Energy saving deceleration travel control method |
-
2019
- 2019-10-01 JP JP2019181092A patent/JP6829929B1/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| JP2021056908A (en) | 2021-04-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| WO2011013202A1 (en) | Vehicle control device, vehicle control method, and vehicle control system | |
| KR100579615B1 (en) | Vehicular driving support apparatus and driving support method | |
| JP2009193475A (en) | Traffic control method | |
| WO2011013203A1 (en) | Vehicle control device, vehicle control method, and vehicle control system | |
| CN113689692B (en) | Intelligent network connection mixed traffic flow signal intersection vehicle arrival prediction correction method | |
| JP4793886B2 (en) | Vehicle travel control method | |
| CN103503044A (en) | Drive assistance device | |
| JPH07104062A (en) | Collision preventing device | |
| JP2002137652A (en) | Precedent vehicle follow-up controlling device | |
| CN112216131A (en) | Intersection priority control method based on emergency lane | |
| JP5725068B2 (en) | Vehicle control apparatus, vehicle control method, and vehicle control system | |
| JP2001093090A (en) | Curve approach speed controller | |
| JP6829929B1 (en) | Intersection non-stop driving control system | |
| JP2001154733A (en) | Method and device for controlling automatic travel of vehicle | |
| JP3859663B2 (en) | Driving support method and system | |
| JP5918559B2 (en) | Convoy travel control device | |
| JP4518569B2 (en) | Vehicle traveling speed control method | |
| CN113724509A (en) | Time-space collaborative bus priority control method and device | |
| JP4111526B2 (en) | Traffic control system | |
| JP2009176172A (en) | Control method for running without stop at intersection | |
| JP2001202594A (en) | Method and device for preferentially controlling specified vehicle | |
| JPH05221252A (en) | Running control device for vehicle | |
| JP2016126525A (en) | Intersection traveling control method and system | |
| JP2011014055A (en) | Vehicle traveling speed control method | |
| JP2010218486A (en) | Vehicle traveling speed control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20191126 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20200226 |
|
| A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20200226 |
|
| A871 | Explanation of circumstances concerning accelerated examination |
Free format text: JAPANESE INTERMEDIATE CODE: A871 Effective date: 20200303 |
|
| A975 | Report on accelerated examination |
Free format text: JAPANESE INTERMEDIATE CODE: A971005 Effective date: 20200310 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20200707 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20200715 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20201016 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20201030 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20210121 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20210123 |
|
| R150 | Certificate of patent or registration of utility model |
Ref document number: 6829929 Country of ref document: JP Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |