JPH11283180A - Vehicle communication system, vehicle communication equipment and vehicle traveling control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To eliminate or reduce dangerousness due to that plural vehicles extremely different in car family and weight an coexitingly traveled on the same road by comparing vehicle information on the motional performance of a driver's vehicle with that of other vehicles and determining a traveling form between his (or her) own vehicle and other vehicles. SOLUTION: A management station always executes poling to a vehicle group at a prescribed period. When the motional performance of a vehicle B is almost equal to that of respective vehicles constituting a vehicle group A, the vehicle B is admitted to the vehicle group A. If the motional performance of the vehicle B is sharply different from that of respective vehicles constituting the vehicle sort A, the admission of the vehicle B to the vehicle group A is rejected. Consequently a traveling form that plural vehicles having sharply different motional performance are continuously traveling on the same road in a close state and a traveling form that a light vehicle and a heavy vehicle are following on the same lane in a close state can be evaded.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for communicating between vehicles and controlling a running mode between the vehicles.

[0002]

2. Description of the Related Art In the current road traffic, vehicles of various vehicle types having different weights and the like generally run together. As a special case, the driving lane of a large vehicle is sometimes restricted due to road conditions such as a road width and a climbing lane.

[0003]

However, the kinetic performance of a vehicle varies greatly depending on the type and weight of the vehicle. Generally, a large and heavy vehicle cannot perform agile exercise due to, for example, a longer stopping distance. Therefore, an accident on a road on which vehicles of various types are mixedly run has a side face that many rear-end collisions occur between a lightweight vehicle and a heavy vehicle. In addition, in the case of a rear-end collision of a heavy vehicle with respect to a light vehicle, the degree of impact applied to the crew of both vehicles is completely different, and in many cases it is a bigger accident than a rear-end collision of vehicles of the same weight class There were also problems.

An object of the present invention is to eliminate or alleviate the above-mentioned problems when vehicles having different weights and the like travel together.

[0005]

SUMMARY OF THE INVENTION The present invention is based on information obtained by communication between vehicles, and can reduce, for example, the frequency at which vehicles having significantly different exercise performances run close to each other. is there.

Therefore, according to the present invention, in a vehicle communication system in which mobile stations provided in each vehicle existing within a predetermined communication area perform radio communication with each other, the mobile station of each vehicle relates to the motion performance of its own vehicle. A traveling mode determining means is provided for comparing the vehicle information with the vehicle information relating to the kinetic performance of the other vehicle to determine the traveling mode between the own vehicle and the other vehicle.

For example, the own vehicle receives vehicle information relating to the kinetic performance of another vehicle, and compares the vehicle information with the vehicle information relating to the kinetic performance of the own vehicle. Determine the form.
Or, conversely, the traveling mode of another vehicle with respect to the own vehicle is determined, and the traveling mode is instructed to the other vehicle. Thereby, for example, the traveling mode is determined so that vehicles having significantly different exercise performances do not approach each other.

If the driving mode indicates the distance between the vehicles, it is possible to control the driving while maintaining a predetermined inter-vehicle distance according to the difference in the kinetic performance of the vehicles.

Further, if the traveling mode indicates the traveling order of the vehicles, for example, if a vehicle having a longer stopping distance travels ahead, the risk of a rear-end collision can be reduced. it is conceivable that.

In addition, the driving mode indicates the driving lane of the vehicle, and depending on the kinetic performance of the vehicle, for example, automatic control is performed so that vehicles having significantly different kinetic performance do not run in the same lane. By giving instructions
It is considered that the risk of a rear-end collision can be reduced.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of a vehicle communication system according to a first embodiment of the present invention will be described with reference to FIGS.

In the embodiment of the present invention, a communication protocol described in Japanese Patent Application No. 9-361104 filed earlier by the present applicant is adopted.

FIG. 1 is a diagram showing a group of vehicles constituted by the communication protocol. Here, the vehicle group is a set of vehicles provided with a mobile station acting as a management station and vehicles provided with a mobile station acting as a normal station among mobile stations provided in each vehicle. , Perform high-speed data transmission and data sharing between stations in the group. In the embodiment of the present invention, control is performed such that vehicles having substantially the same kinetic performance continuously form a vehicle group so that vehicles having different kinetic performances do not approach each other.

The mobile stations provided in each vehicle constituting the vehicle group do not individually communicate with other mobile stations, but basically communicate in a token passing system using radio waves. . That is, the management station sequentially passes the tokens to the normal stations, and accordingly, communicates from one mobile station to another predetermined mobile station, or broadcasts simultaneously from the management station to the normal station.

FIG. 2 shows an example in which another vehicle joins a group of vehicles. (A) is a case where the vehicle B approaches the already configured vehicle group A from behind. (B)
Shows a case where the vehicle group A moving relatively faster than the traveling speed of the vehicle B approaches the vehicle B from behind. In any case, the mobile station of a certain vehicle in the vehicle group A operates as a management station, and the management station always invites (polling) to join the vehicle group at a predetermined cycle. When the kinetic performance of the vehicle B is substantially equal to the kinetic performance of each vehicle constituting the vehicle group A, the vehicle B joins the vehicle group A. If the kinetic performance of the vehicle B is significantly different from the kinetic performance of each vehicle constituting the vehicle group A, the vehicle B
Will be rejected. In the example of FIG. 7A, the vehicle B overtakes the vehicle group A as shown from B to B '. Further, in the example of (B), the vehicle B is overtaken by the vehicle group A as shown from B to B '.

FIG. 3 is a block diagram showing a configuration of a mobile station provided in each vehicle. In the figure, the storage device stores the vehicle information and the group management parameters of the own vehicle. Here, the vehicle information of the own vehicle is composed of information on the athletic performance of the vehicle and information for identifying the vehicle. The former is information indicating vehicle weight, braking performance, and the like, and the latter is the vehicle type, weight, color, license plate number, and the like of the own vehicle. It should be noted that vehicle type information such as trucks, ordinary passenger cars, mini vehicles, etc. is also used as information relating to the vehicle's kinetic performance. In addition, the weight of the load, the possession state of the fuel, the type of the load (flammability), and the like may be treated as the kinetic performance of the vehicle. The kinetic performance of the vehicle in the present invention should be considered as a concept including such information.

The group management parameter is a set of information shared by all the mobile stations constituting the group so that the management station performs the group management processing and the normal station performs the group management processing as described later. . The group management parameters include vehicle information (vehicle type, weight,
(Information such as color and license plate number) and information for determining whether or not other vehicles can join the vehicle group (vehicle type information and weight range information common to the vehicle group).

The higher-level control device gives group management parameters and the like to the data link device. The data link device realizes a data transmission function with another mobile station using the bit string transmission function of the wireless device, and provides this function to the host controller. The wireless device selects one of the plurality of radio frequency channels,
Physical data transmission is performed with a wireless device of another mobile station. That is, the transmission circuit of the wireless device performs spread spectrum processing on the bit sequence to be transmitted provided from the data link device to perform carrier modulation, and the reception circuit demodulates the spread spectrum signal and generates the data of the bit sequence. And provide it to the data link device.

Here, definitions of terms in the embodiment of the present invention will be described together.

(1) A "group" is a set of one management station and one or more normal stations. By configuring a group, high-speed data transmission and data sharing between stations in the group are enabled. The administration bureau manages the group, maintains the group, and monitors the status of the group.

(2) One group basically has one management station. The management station may be temporarily absent in the course of configuring the group or in the course of the management station leaving the group. In addition, the management stations may temporarily overlap during the process of joining the group.

(3) Communication between the stations is performed by a token passing method. The token is generated at the management station, passed from station to station, and returned to the management station. Except for the management station, the tokens are delivered in the order of the logical node number or the physical node number. The preceding station in the order of passing the token is referred to as the preceding station, and the station immediately following the order is referred to as the succeeding station.

(4) Each station is given a unique number at the time of manufacture, shipment, or installation, and is used as a station identification / call code. This is called a physical node number. Since the physical node number has a large amount of information, a logical node number is assigned to each station constituting the group, and the amount of information for specifying a destination for each communication is reduced.

In the initial state, the mobile station is not associated with any other station, and there is no functional distinction between the management station and the normal station. First, in order to form a group from such an initial state, a management station is determined by a preemption method. At this stage, the host controller sets the group management parameters for the data link device. Here, the “group management parameter” is a set of information that is shared by all the stations that constitute the group because the management station performs the group management process and the normal station performs the group management process. Information on node number assignment includes, for example, (1) the logical node number used in the group, (2) the logical node number not used in the group, (3) the logical node number of the management station, and (4) identifying the group. (5) Consists of data indicating the correspondence between logical node numbers and physical node numbers.

The data link device of the mobile station first sets its own logical node number using a random number. Here, the logical node number of the own station is transmitted and the logical node number already set by the other station is received, and the logical node number not used by any station within the communicable range is set. Then, the logical node number is set as the management station logical node number of the group management parameter, and subsequently, the other station is invited to join the group whose own station is the management station. For example, when a polling frame is transmitted to another station and a response frame is received in response to the polling frame, the station is considered to have joined the group. If a response frame is received in response to the invitation to join, a group management parameter is transmitted to the station, and thereafter the station itself operates as a management station. The station responding to the invitation to join thereafter operates as a normal station.

FIG. 4 is a flowchart showing the procedure of token processing in the management station. First, the token monitoring timer is started, and the token is sent to the normal station (n41). If a significant frame can be received from the normal station by the group management processing of the normal station that has received the token, the token monitoring timer is stopped (n42 → n43). If the "token return frame" is received from the normal station, it is regarded that the station following the normal station that transmitted the token return frame has left the group. Here, the "token return frame" means that after a certain normal station sends a token to a subsequent normal station, the subsequent normal station is already out of the communication range and cannot receive the token. This is a frame for the normal station detecting this to notify the management station of the fact. Also,
When the token monitoring timer times out, it is considered that the normal station has left the group. Then, the group management parameters are updated (n44 → n45). afterwards,
The token monitoring timer is started and the token is further sent to the subsequent station (n46).

When the token goes around the normal station and returns to the management station, the management station transmits one or more frames. That is, a frame instructed to be transmitted from the host controller or a frame indicating that there is no data to be transmitted is transmitted (n47 → n48). The frame continues to be transmitted for a predetermined time limit or a predetermined number of times (n49). When there are no more frames to be sent, or when a predetermined time limit or the number of times has been reached, the token processing ends (n8).
0). If it is a broadcast frame or a frame addressed to the management station, the frame is received (n81 → n8).
2).

FIG. 5 is a flowchart showing the procedure of the polling process of the management station. First, polling frames are transmitted in the order of the logical node numbers (n51). When a frame responding to the polling from the normal station is received, a polling frame is transmitted to the normal station of the next logical node number (being a subsequent station). This process is performed for all logical node numbers (n52 → n53 → n51 →...).
・). If the polling response frame from the normal station is a frame of a join request, the normal station is regarded as a normal station to newly join the group, and the vehicle type and weight are determined from the vehicle information included in the frame. Extract. And
The vehicle type of the vehicle group managed by the own station (management station) is compared with the weight classification (n54 → n55). If any of the classifications of the vehicle type and the weight do not match, a rejection frame is transmitted (n57). If the classification of the car type and the weight are the same, the subscription is permitted. That is, a new group management parameter with the mobile station of the vehicle to be subscribed as the normal station is generated, and a frame including the group management parameter is transmitted to the normal station (n56).

When the polling of all the logical node numbers to the normal stations is completed, the latest group management parameters are broadcast to all the normal stations simultaneously (n53 → n60).

FIG. 6 is a flowchart showing the procedure of a group joining process in a normal station. First, it waits for a polling frame for invitation to join from the management station (n31). When this frame is received, a frame responding to the invitation to join is transmitted (n32). Thereafter, a frame is received from the management station (n33). If the received frame is a group management parameter frame (that is, if the joining to the group is permitted), the group management parameter is stored and the joining process is terminated (n34 → n35). Thereafter, it operates as a normal station subscribing to the group. If the frame is a rejection frame, an instruction to the driving vehicle to immediately leave the vehicle group is given by a synthesized voice signal, an acoustic signal, or the like (n3).
4 → n36). Then, it waits for a polling frame for invitation to join again (n31).

As described above, by prohibiting vehicles having significantly different kinetic performances from joining the group, the vehicle group is constituted only by vehicles having approximately similar kinetic performances.

In the embodiment described above, the case where the distance relationship between the vehicle group and the vehicle relatively close to the vehicle group is controlled is described. Next, the traveling position relationship of each vehicle in the vehicle group is controlled. Here is an example.

FIG. 7 is a flowchart showing a processing procedure in the management station and the normal station for that purpose. The management station first determines the traveling mode of each vehicle constituting the vehicle group from vehicle information of each normal station and the management station (own station) in the group according to a predetermined rule. Then, an instruction for that is transmitted to each normal station.

For example, based on the weight of each vehicle, the inter-vehicle distance is determined such that the greater the weight, the longer the inter-vehicle distance, and an instruction for this is transmitted to the corresponding normal station as travel mode information. In addition, as the vehicle is heavier, the travel lane of each vehicle is allocated so as to travel in the left lane, and the instruction is transmitted as travel mode information to the normal station of the vehicle that needs to change lanes.

The normal station receives the traveling mode information from the management station, displays the content of the instruction, and outputs it as a synthesized voice. For example, it outputs an instruction such as "Please keep the distance between you and the vehicle in front about XX meters" or an instruction such as "Please drive in the leftmost lane."

In the embodiment described above, the joining of the non-qualified vehicle to the vehicle group is basically excluded. However, the joining of the vehicle group can be conditionally permitted. For example, (1)
For non-qualified vehicles, increase the distance between the front and rear vehicles. (2) Heavy vehicles with long stopping distances such as trucks are driven at the head of the vehicle group. (3) On roads with multiple lanes each way, separate lanes for each vehicle type in the vehicle group. If such a condition can be satisfied, participation in the vehicle group is permitted.

However, in order to determine the condition (2), it is necessary to grasp the mutual positional relationship between the vehicles constituting the vehicle group. Further, for the condition determination of (3), means for detecting the traveling lane of each vehicle and means for grasping the lane configuration of the road on which the vehicle is currently traveling are required.

The method of grasping the positional relationship in the front-rear direction and the positional relationship in the left-right direction (discrimination of the traveling lane) between the vehicles constituting the vehicle group is as follows. Based on these detections, the positional relationship of each vehicle constituting the vehicle group is grasped. (2) Using a camera and an image recognition device, grasp the positional relationship of each vehicle in each vehicle. (3) Each vehicle measures its own vehicle using GPS or the like, and grasps the positional relationship of each vehicle in the vehicle group from the positional relationship of other vehicles. Such a method can be adopted.

FIG. 8 is a diagram showing an example of the method (1). Each of the three vehicles C, D, and E constituting the vehicle group F is provided with a millimeter-wave transmitting antenna in the front and a millimeter-wave receiving antenna in the rear. It is assumed that these antennas have strong directivity in front of or behind the vehicle and that the irradiation power is suppressed to such an extent that the entire vehicle group can be covered.

FIG. 9 is a flowchart showing a processing procedure for detecting a positional relationship performed by the mobile station of each vehicle constituting the vehicle group. First, when it is time to receive the token, the own station radiates a millimeter wave forward. If it is a timing at which the other station receives the token, it receives a millimeter wave from behind in accordance with the timing, and determines the positional relationship between the vehicle present behind and the host vehicle from the presence or absence of the reception and the timing. For example, when a millimeter wave can be received from behind, the vehicle that has irradiated the millimeter wave is specified from that timing, and the relative positional relationship that the vehicle is located behind the own vehicle is determined. This determination result is notified to the management station. The management station obtains the positional relationship of each vehicle including the own vehicle by integrating the above determination results from each normal station. In FIG. 9, the processing is performed by the normal station. However, the management station performs the same processing as the normal station except for the step of “notifying the management station”.

FIG. 10 is a flowchart showing the processing procedure of the running order determination and the running order control performed by the management station. As shown in FIG. 10, first, information on the context of each vehicle received from each normal station is collected, and from this information, data on the current traveling order of each vehicle constituting the vehicle group is created.
On the other hand, final target travel order data is created from the vehicle information of each of these vehicles, and the current travel order data is compared with the target travel order data to detect a vehicle to be replaced in the travel order. Then, an instruction is given to the normal stations of the two vehicles to change the running order. Note that one of them may be the own vehicle (vehicle of the management station).

The driver is instructed as to which vehicle should be replaced by displaying the type, color, license plate number, etc. of the opponent vehicle and outputting the synthesized voice.

In the above example, the exchange of two vehicles is instructed. However, as described above, it is possible to exceptionally allow a vehicle such as a truck having a long stopping distance to join the vehicle group. In such a case, the vehicle type and color of the vehicle may be specified, and an instruction that the vehicle should precede the vehicle may be given.

[0044]

According to the present invention, a running mode in which vehicles having significantly different exercise performances continuously run close to each other, for example, or a running mode in which a heavy vehicle closely tracks a light vehicle on the same lane. Can be avoided, and the danger caused by vehicles having significantly different vehicle types and weights mixedly traveling on the same road can be eliminated or reduced.

Further, in a traveling mode in which a vehicle group is constructed and traveled, by excluding an unqualified vehicle from being added to the vehicle group, it is possible to maintain the traveling safety of each vehicle group.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration example of a vehicle group

FIG. 2 is a diagram showing an example of a positional relationship between a vehicle group and other vehicles.

FIG. 3 is a block diagram showing a configuration of a mobile station.

FIG. 4 is a flowchart showing a token processing procedure of the management station.

FIG. 5 is a flowchart showing a procedure of a polling process of the management station.

FIG. 6 is a flowchart showing a procedure of a normal station joining process;

FIG. 7 is a flowchart showing a procedure of running mode control of a management station and a normal station.

FIG. 8 is a diagram showing an example in which the positional relationship between vehicles in a vehicle group is determined.

FIG. 9 is a flowchart showing a processing procedure for detecting a positional relationship between two vehicles.

FIG. 10 is a flowchart showing a processing procedure of traveling order determination and traveling order control performed by the management station.

Claims (7)

[Claims] 1. A vehicle communication system in which mobile stations provided in respective vehicles existing within a predetermined communication area perform wireless communication with each other, wherein the mobile station of each vehicle includes vehicle information related to the kinetic performance of its own vehicle. A vehicle communication system comprising: a traveling mode determination unit that determines a traveling mode between the own vehicle and another vehicle by comparing vehicle information related to athletic performance of another vehicle. 2. The vehicle communication system according to claim 1, wherein the traveling mode indicates a distance between the own vehicle and the other vehicle. 3. The vehicle communication system according to claim 1, wherein the traveling mode indicates a traveling order of the own vehicle and the other vehicle. 4. The vehicle communication system according to claim 1, wherein the traveling mode indicates a traveling lane of the own vehicle and the other vehicle. 5. A vehicle communication system in which mobile stations provided in respective vehicles existing within a predetermined communication area perform wireless communication with each other, wherein each of the vehicles forms a vehicle group, and among the mobile stations of each of the vehicles, A communication between a mobile station provided in another vehicle approaching the vehicle group, and vehicle information on the kinetic performance of the other vehicle; and A vehicle communication system, further comprising: a traveling mode determination unit configured to determine a traveling mode of the other vehicle with respect to the vehicle group by comparing vehicle information related to athletic performance of each vehicle to be formed. 6. A vehicle communication device provided with the traveling mode determination means, which is used for a mobile station in the vehicle communication system according to any one of claims 1 to 5. 7. A vehicle travel control method for controlling vehicle travel by performing wireless communication between mobile stations provided in each vehicle existing within a predetermined communication area, wherein the mobile station of each vehicle is , Comparing the vehicle information on the kinetic performance of the own vehicle with the vehicle information on the kinetic performance of the other vehicle, and determining the running mode of the own vehicle and the other vehicle,
A vehicle travel control method comprising controlling the vehicle travel.