WO2017195520A1 - 車両制御システムおよび車両制御装置 - Google Patents

車両制御システムおよび車両制御装置 Download PDF

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Publication number
WO2017195520A1
WO2017195520A1 PCT/JP2017/014896 JP2017014896W WO2017195520A1 WO 2017195520 A1 WO2017195520 A1 WO 2017195520A1 JP 2017014896 W JP2017014896 W JP 2017014896W WO 2017195520 A1 WO2017195520 A1 WO 2017195520A1
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WIPO (PCT)
Prior art keywords
vehicle
time
unit
packet
control
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.)
Ceased
Application number
PCT/JP2017/014896
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English (en)
French (fr)
Japanese (ja)
Inventor
治彦 曽我部
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to US16/098,520 priority Critical patent/US10814869B2/en
Priority to EP17795881.6A priority patent/EP3457381A4/en
Publication of WO2017195520A1 publication Critical patent/WO2017195520A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • B60Q9/008—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for anti-collision purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18154—Approaching an intersection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication
    • G08G1/162—Decentralised systems, e.g. inter-vehicle communication event-triggered
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/30—Data update rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/65—Data transmitted between vehicles

Definitions

  • the present disclosure relates to a vehicle control system and a vehicle control device, and more particularly to a technique for performing control based on a signal received by wireless communication.
  • the device disclosed in Patent Document 1 transmits a message including the position and behavior of the host vehicle to the surroundings of the host vehicle when the position of the host vehicle approaches the intersection position. If another vehicle around the vehicle receives the message, and the other vehicle is heading to the crossing position and the distance to the crossing position is less than or equal to the predetermined distance, the other vehicle alerts its own vehicle. Alerting information for doing so is output from a speaker or a display.
  • the transmitting communication device may not be able to transmit immediately after generating a signal to be transmitted (hereinafter referred to as a transmission packet). For example, when CSMA / CA (Carrier Sense Multiple Access / Collision Avoidance) is performed, there is a waiting time until it can be confirmed that the communication channel is free.
  • CSMA / CA Carrier Sense Multiple Access / Collision Avoidance
  • the time required for a series of processing from the acquisition of information as the data body on the transmission side to the extraction of the information on the reception side is referred to as a communication delay time.
  • the alert distance the distance to be alerted
  • this communication delay time can be many times longer than the transmission cycle. If many communication devices exist in a narrow area, there is a high possibility that the communication delay time will be many times the transmission cycle.
  • the waiting time due to CSMA / CA tends to be long, and the control unit of the communication device needs to perform many processes. This is because the processing wait time in the communication device on the receiving side becomes longer.
  • the control content is notification of alert information to the driver, and the fact that the distance from the first vehicle to the crossing position is the alert distance is transmitted from the first vehicle to the second vehicle.
  • the amount of control may be insufficient if the automatic control performed at the alerting distance is made shorter than the alerting distance.
  • the present disclosure has been made based on this situation, and an object of the present disclosure is to provide a vehicle control system and a vehicle control device that can suppress insufficient control even when there is a communication delay time. There is to do.
  • the vehicle control system includes a first vehicle control device used in the first vehicle and a second vehicle control device used in the second vehicle.
  • the first vehicle control device acquires the first vehicle information, the first vehicle information acquisition unit for acquiring the first vehicle information for the second vehicle to start the vehicle control for the first vehicle, and the first vehicle information.
  • a vehicle packet generator that generates a first vehicle packet that includes the first time and the first vehicle information, and a first vehicle transmitter that transmits the first vehicle packet.
  • the second vehicle control device sequentially determines whether a second vehicle receiving unit for receiving the first vehicle packet and a signal received by the second vehicle receiving unit are received to receive the first vehicle packet.
  • the second time acquisition unit that acquires the second time indicating the time when the reception determination unit determines that the first vehicle packet has been received, and the first vehicle packet received by the second vehicle reception unit It is assumed that the first time and the second time are the same time, the delay calculation unit that calculates the communication delay time that is the difference between the first time and the second time acquired by the second time acquisition unit And a second vehicle control unit that executes a delay participation control that is a vehicle control determined based on the first vehicle information and is changed based on the communication delay time.
  • the control content is determined without considering the time from when the first vehicle information is acquired in the first vehicle until it is determined that the first vehicle information is received by the second vehicle. That is, conventionally, the delay non-consideration control in the present disclosure is executed.
  • communication is a difference between the first time at which the first vehicle information is generated and the second time at which it is determined that the first vehicle packet including the first vehicle information is received.
  • Delay reference control is executed by changing the delay non-reference control based on the delay time. Therefore, even if there is a communication delay time, it is possible to suppress insufficient control.
  • a vehicle control device is a vehicle control device used in a vehicle corresponding to the second vehicle control device provided in the vehicle control system according to the first aspect.
  • a reception unit that receives a surrounding vehicle packet that includes the first time that represents the received time; a reception determination unit that sequentially determines whether the reception unit has received a signal received by the reception unit; A second time acquisition unit that acquires a second time indicating a time at which the reception determination unit has determined that the surrounding vehicle packet has been received; a first time included in the surrounding vehicle packet received by the reception unit; Control determined based on surrounding vehicle information when it is assumed that the delay calculation unit that calculates the communication delay time that is the difference between the second times acquired by the time acquisition unit and the first time and the second time are the same time Is late The non consideration control, and a vehicle controller that performs a delay consideration control was changed based on the communication delay time.
  • the vehicle control device is a vehicle control device provided with an output unit for the vehicle control unit instead of the vehicle control unit from the vehicle control device according to the second aspect of the present disclosure.
  • the vehicle control device is a vehicle control device used in a vehicle, and is a packet transmitted by a surrounding vehicle existing around the own vehicle that is a vehicle in which the vehicle control device is used.
  • a receiving unit that receives surrounding vehicle information including the surrounding vehicle information for the vehicle control device to start vehicle control for the surrounding vehicle, and a first time that represents the time when the surrounding vehicle information is generated; and a receiving unit
  • a reception determination unit that sequentially determines whether or not a surrounding vehicle packet has been received by acquiring a received signal, and a second time that represents a time at which the reception determination unit determines that the surrounding vehicle packet has been received.
  • a delay calculation unit that calculates a communication delay time that is a difference between the first time included in the surrounding vehicle packet received by the reception unit and the second time acquired by the second time acquisition unit;
  • a communication delay time extension calculation unit is calculated, used in the vehicle, and a delay time output unit for outputting to the vehicle control unit that executes a control determined on the basis of the peripheral vehicle information.
  • the vehicle control device according to the second aspect and the vehicle control device according to the third aspect can suppress insufficient control even when there is a communication delay time.
  • FIG. 1 is a diagram illustrating an example of a schematic configuration of a vehicle control system according to an embodiment of the present disclosure.
  • FIG. 2 is a diagram showing the configuration of the in-vehicle system.
  • FIG. 3 is a flowchart showing a vehicle packet transmission process performed by the communication control unit of FIG.
  • FIG. 4 is a flowchart showing a vehicle packet reception process performed by the communication control unit of FIG.
  • FIG. 5 is a flowchart showing processing performed by the vehicle control unit of FIG.
  • FIG. 6 is a diagram illustrating the alert level after change determined in S28 of FIG.
  • FIG. 7 is a diagram illustrating the relationship between the alert level of FIG. 6, the alert message and the output mode
  • FIG. 8 is a flowchart showing a vehicle packet reception process executed in the second modification.
  • a vehicle control system 100 shown in FIG. 1 includes a plurality of in-vehicle systems 1 and a center 5.
  • a plurality of in-vehicle systems 1 are mounted on a plurality of vehicles 2, respectively.
  • the in-vehicle system 1a is mounted on the first vehicle 2a
  • the in-vehicle system 1b is mounted on the second vehicle 2b.
  • the in-vehicle system 1a mounted on the first vehicle 2a corresponds to the first vehicle control device and the vehicle control device
  • the in-vehicle system 1b mounted on the second vehicle 2b corresponds to the second vehicle control device and the vehicle control device.
  • FIG. 1 shows only two vehicles 2 on which the in-vehicle system 1 is mounted, but the in-vehicle system 1 may be mounted on each of three or more vehicles 2.
  • the in-vehicle systems 1 mounted on different vehicles 2 communicate with each other wirelessly.
  • the vehicle 2 is not particularly limited as long as it is a vehicle traveling on a road.
  • a vehicle includes a four-wheeled vehicle, a motorcycle, a bicycle, and the like.
  • the in-vehicle system 1 performs radio communication with other in-vehicle systems 1 without using the wide area communication network 3 by using radio waves in a frequency band assigned in advance.
  • the in-vehicle system 1 can also perform wireless communication with other in-vehicle systems 1 via the wide area communication network 3. That is, the in-vehicle system 1 is capable of inter-vehicle communication via the wide area communication network 3 and inter-vehicle communication not via the wide area communication network 3.
  • vehicle-to-vehicle communication without using the wide area communication network 3 is referred to as direct-type vehicle-to-vehicle communication
  • vehicle-to-vehicle communication through the wide-area communication network 3 is referred to as indirect vehicle-to-vehicle communication.
  • the direct type inter-vehicle communication has a narrower communication range than the indirect type inter-vehicle communication. Therefore, direct vehicle-to-vehicle communication can also be called narrow-area vehicle-to-vehicle communication, and indirect vehicle-to-vehicle communication can also be called wide-area vehicle-to-vehicle communication.
  • the frequency band used for direct vehicle-to-vehicle communication is, for example, the 760 MHz band.
  • a 2.4 GHz band, a 5.9 GHz band, or the like can be used.
  • Any communication standard for realizing direct vehicle-to-vehicle communication can be adopted.
  • the standard of WAVE (Wireless Access in Vehicular Environment) disclosed in IEEE1609 or the like can be adopted.
  • the wide area communication network 3 refers to a public communication network provided by a telecommunications carrier, such as a mobile phone network or the Internet.
  • the in-vehicle system 1 transmits a vehicle packet by one or both of direct type vehicle-to-vehicle communication and indirect type vehicle-to-vehicle communication.
  • the vehicle packet is information for determining the vehicle ID of the vehicle 2 (hereinafter referred to as the host vehicle) on which the in-vehicle system 1 is mounted and the future track of the host vehicle (hereinafter referred to as the host vehicle estimated track). Information, the acquisition time showing the time when the vehicle track information was acquired is included.
  • the center 5 receives the vehicle packet via the base station 4 and the wide area communication network 3.
  • the in-vehicle system 1 when the in-vehicle system 1 receives a vehicle packet transmitted by another vehicle that is a vehicle 2 different from the own vehicle, the in-vehicle system 1 determines whether or not the own vehicle and the other vehicle may collide. And when it is judged that there exists a possibility of a collision, alerting control is performed as vehicle control.
  • the center 5 When the center 5 receives the vehicle packet, the center 5 transfers the vehicle packet to the in-vehicle system 1 mounted on another vehicle (that is, a peripheral vehicle) existing in the peripheral area of the in-vehicle system 1 that transmitted the vehicle packet.
  • the peripheral area is a range that is equal to or less than a predetermined transfer inter-vehicle distance from the in-vehicle system 1 that has transmitted the vehicle packet.
  • the distance between the transfer vehicles is a distance obtained by connecting the vehicles with a straight line, and is not a distance via the base station 4.
  • the center 5 manages the current position of the vehicle 2.
  • Management of the current position of the vehicle 2 may be realized using a database (not shown).
  • the database the current position of each vehicle 2 is stored in association with the vehicle ID or the like.
  • a database representing the current position of the vehicle 2 is referred to as a position management database.
  • the in-vehicle system 1 can periodically transmit the current position to the center 5.
  • the vehicle-mounted system 1 can be configured to exchange position information with each other by direct inter-vehicle communication.
  • some in-vehicle systems 1 may transmit the positions of the plurality of vehicles 2 to the center 5.
  • the center 5 updates the position management database every time the position of the vehicle 2 is received.
  • it can also be set as the position preserve
  • the distance between transfer vehicles may be a fixed value or may be determined dynamically according to the traveling speed of the transmission source vehicle. Moreover, the distance between transfer vehicles may be dynamically adjusted to a value according to the type of road on which the transmission source vehicle is traveling. For example, when the traveling road is an expressway, the distance between transfer vehicles is set to a relatively large value (for example, 400 m), whereas when the traveling road is a general road, the distance between the traveling roads is an expressway. Set to a smaller value.
  • the distance between the transfer vehicles is preferably a distance that is longer than the distance that can be communicated by direct-type vehicle-to-vehicle communication, and is shorter than several times the distance that can be communicated by direct-type vehicle-to-vehicle communication. In this way, it is possible to substantially extend the vehicle-to-vehicle communication distance by the indirect type vehicle-to-vehicle communication, and to suppress the transmission of the vehicle packet to an unnecessary communication partner. Several times is, for example, two times or three times.
  • the center 5 When the center 5 receives the vehicle packet, the center 5 extracts the vehicle 2 existing within the distance between the transfer vehicles from the transmission source vehicle based on the position management database, and transfers the vehicle packet toward the extracted vehicle 2. .
  • the in-vehicle system 1 includes a communication unit 10, a locator 60, a vehicle control unit 70, and a notification unit 80.
  • the communication unit 10 is communicably connected to a locator 60 and a vehicle control unit 70 via a LAN (Local Area Network) 50 that is a communication network built in the vehicle. That is, in this embodiment, the communication unit 10, the locator 60, and the vehicle control unit 70 are configured as separate bodies.
  • LAN Local Area Network
  • Locator 60 is a device that identifies a point where the host vehicle is currently traveling on a road map.
  • the locator 60 includes a GNSS receiver 61 and a map storage unit 62.
  • the GNSS receiver 61 receives a navigation signal transmitted from a navigation satellite included in a GNSS (Global Navigation Satellite System) which is a satellite navigation system, and sequentially calculates a current position based on the received navigation signal.
  • GNSS Global Navigation Satellite System
  • the locator 60 can output the UTC time, that is, the current time represented in Coordinated Universal Time, as in the known GNSS receiver.
  • the UTC time output from the locator 60 is used to correct the time measured by the clock unit 402 included in the communication unit 10.
  • the map storage unit 62 stores road map data indicating road connection relationships and road shapes (in other words, road structures).
  • the map storage unit 62 is realized using a non-volatile storage medium such as a hard disk drive.
  • Locator 60 specifies the position of the host vehicle on the road map based on the current position detected by GNSS receiver 61. Identification of the vehicle position on the road map may be performed with the aid of a known map matching technique commonly used in navigation devices.
  • the map matching technique is a technique for obtaining a vehicle travel locus from a plurality of time points and comparing the vehicle travel locus with a road shape obtained from map information to obtain the current position of the vehicle.
  • the locator 60 sequentially provides position information indicating the current position to the communication unit 10. Note that locator 60 only needs to have the above-described functions, and when a navigation device is mounted on the host vehicle, the navigation device may be used as locator 60.
  • the vehicle control unit 70 is a computer including a CPU, a RAM, a ROM, an I / O, and a bus line that connects these components.
  • the ROM stores a program for causing the computer to function as the vehicle control unit 70. Note that the above-described program only needs to be stored in a non-transitory tangible storage medium (non-transitory storage medium), and a specific storage medium is not limited to a ROM. Execution of a program stored in the ROM by the CPU corresponds to execution of a method corresponding to the program. The control executed by the vehicle control unit 70 will be described later with reference to FIG.
  • the notification unit 80 includes a display and a speaker, and is controlled by the vehicle control unit 70 to output a warning message from the display and the speaker.
  • the communication unit 10 is a unit for performing transmission and reception of vehicle packets with the in-vehicle system 1 mounted on another vehicle (hereinafter referred to as a surrounding vehicle) existing around the host vehicle.
  • the communication unit 10 includes a narrow-area communication unit 20, a wide-area communication unit 30, and a communication control unit 40.
  • the narrow-area communication unit 20 and the wide-area communication unit 30 are connected to the communication control unit 40 so as to communicate with each other.
  • the narrow area communication unit 20 is a communication module for performing direct wireless communication (that is, direct type inter-vehicle communication) with other vehicles using radio waves in a predetermined frequency band.
  • the narrow area communication unit 20 includes a narrow area transmission unit 21, a narrow area reception unit 22, and an antenna 23.
  • the antenna 23 is an antenna for transmitting and receiving radio waves in a frequency band used for direct vehicle-to-vehicle communication.
  • the narrow area receiving unit 22 demodulates the signal received by the antenna 23 and provides it to the communication control unit 40.
  • the narrow area transmission unit 21 modulates the data input from the communication control unit 40 and outputs the modulated data to the antenna 23.
  • the antenna 23 radiates the data as a radio wave (that is, wireless transmission).
  • CSMA / CA Carrier Sense Multiple Access / Collision Avoidance
  • the access control process based on CSMA / CA may be handled by the narrow area transmission unit 21 or the communication control unit 40.
  • the transmission method is broadcast in this embodiment, but a unicast or multicast method may be adopted.
  • the wide area communication unit 30 is a communication module that is wirelessly connected to the wide area communication network 3 and allows the in-vehicle system 1 to communicate with other communication devices via the wide area communication network 3.
  • the wide area communication unit 30 includes a wide area transmission unit 31, a wide area reception unit 32, and an antenna 33.
  • the antenna 33 is an antenna for transmitting and receiving radio waves in a predetermined frequency band used for wireless communication with the base station 4.
  • the wide-area receiving unit 32 demodulates the signal transmitted from the base station 4 and received by the antenna 33 and provides the demodulated signal to the communication control unit 40.
  • the wide area transmission unit 31 modulates the data input from the communication control unit 40 and outputs the data to the antenna 33.
  • the antenna 33 radiates the data as a radio wave (that is, wireless transmission).
  • the communication control unit 40 has a function of generating a vehicle packet and transmitting the vehicle packet from at least one of the narrow area transmission unit 21 and the wide area transmission unit 31. In addition, the communication control unit 40 has a function of outputting data generated based on a vehicle packet received by at least one of the narrow area reception unit 22 and the wide area reception unit 32 to the vehicle control unit 70.
  • the communication control unit 40 includes a host vehicle track information acquisition unit 401, a clock unit 402, a time acquisition unit 403, a vehicle packet generation unit 404, a transmission control unit 405, A reception determination unit 406, an identical determination unit 407, a memory 408, a delay calculation unit 409, and an in-vehicle transmission unit 410 are provided.
  • the communication control unit 40 is configured as a computer including a CPU, a RAM, a ROM, an I / O, and a bus line that connects these configurations.
  • the ROM stores a program for causing the computer to function as the communication control unit 40 (hereinafter referred to as a communication control program), a vehicle ID, and the like.
  • the communication control program described above only needs to be stored in a non-transitional tangible recording medium, and the specific storage medium is not limited to the ROM.
  • the communication control program may be stored in a flash memory. Executing the communication control program by the CPU corresponds to executing a method corresponding to the communication control program.
  • the communication control unit 40 provides various functions shown in FIG. 2 when the CPU executes the communication control program stored in the ROM.
  • some or all of the functional blocks included in the communication control unit 40 may be realized by using one or a plurality of ICs (in other words, as hardware). In addition, some or all of the functional blocks included in the communication control unit 40 may be realized by a combination of software execution by the CPU and hardware members.
  • the host vehicle track information acquisition unit 401 acquires host vehicle track information.
  • the own vehicle trajectory information is information for determining the own vehicle estimated trajectory which is the future trajectory of the own vehicle.
  • the host vehicle track information is specifically the current position, speed, and traveling direction of the host vehicle.
  • the current position of the host vehicle is acquired from the locator 60, and the speed is acquired from a vehicle speed sensor (not shown).
  • the traveling direction is determined from the change in the current position of the host vehicle.
  • the timing for acquiring the own vehicle trajectory information is the time when the position of the own vehicle reaches the first alerting distance to the intersection.
  • the intersection point is an intersection or a junction.
  • the first alerting distance is set in advance based on a distance at which it is considered that the other vehicle 2 heading for the intersection should pay attention to the presence of the host vehicle.
  • the first alerting distance is any distance between 50 m and 100 m. It is determined based on information from the locator 60 whether or not the position of the host vehicle has reached the first alerting distance to the intersection. This determination is periodically performed while the communication control unit 40 is energized.
  • the communication controller 40 is energized, for example, when the ignition switch is on.
  • the host vehicle track information acquisition unit 401 notifies the time acquisition unit 403 that the process for acquiring host vehicle track information has been executed. This notification may be the time when the own vehicle track information acquisition request is output to the LAN 50 in addition to the time when the own vehicle track information is actually acquired.
  • the own vehicle track information acquisition unit 401 outputs the acquired own vehicle track information to the vehicle packet generation unit 404.
  • the clock unit 402 counts the current time sequentially.
  • the clock unit 402 also has a function of correcting the current time to the UTC time.
  • the time acquisition unit 403 acquires the current time from the clock unit 402 when the notification indicating that the process for acquiring the host vehicle track information has been executed from the host vehicle track information acquisition unit 401, acquires the current time.
  • the time (hereinafter, acquisition time) is output to the vehicle packet generation unit 404.
  • the delay calculation unit 409 When requested by the delay calculation unit 409, the current time is acquired from the clock unit 402, and the acquisition time is output to the delay calculation unit 409.
  • the vehicle packet generation unit 404 generates a vehicle packet including the host vehicle track information, the acquisition time, and the vehicle ID when the host vehicle track information and the acquisition time can be acquired. A header indicating that the packet is a vehicle packet is also added to the vehicle packet.
  • the generated vehicle packet is output to the transmission control unit 405.
  • the packet does not mean a data unit divided into a certain amount of data at the time of transmission, but means the entire data including own vehicle track information, acquisition time, and vehicle ID.
  • using a vehicle packet in this sense does not limit transmission of a vehicle packet divided into a plurality of data at the time of transmission.
  • the transmission control unit 405 transmits the vehicle packet from one or both of the narrow area transmission unit 21 and the wide area transmission unit 31 when the vehicle packet is input.
  • the transmission control unit 405 outputs the vehicle packet to the narrow area transmission unit 21 and the wide area transmission unit 31.
  • the vehicle packet When the vehicle packet is output to the narrow area transmitter 21 and the wide area transmitter 31, the vehicle packet is wirelessly transmitted from the narrow area transmitter 21 via the antenna 23 and from the wide area transmitter 31 via the antenna 33. A vehicle packet is transmitted. However, even if a vehicle packet is input to the transmission control unit 405, the vehicle packet is not always transmitted from the narrow area transmission unit 21 and the wide area transmission unit 31 immediately.
  • the narrow area transmission unit 21 executes processing according to the CSMA / CA access control method to transmit a vehicle packet. Also, the vehicle packet is transmitted from the wide area transmission unit 31 by performing processing determined according to a predetermined communication standard using the wide area communication network 3.
  • a communication standard using the wide area communication network 3 is, for example, LTE (Long Term Evolution).
  • LTE Long Term Evolution
  • the communication unit 10 performs communication and internal processing for resource block allocation with the base station 4, and transmits vehicle packets using the resource block allocated as a result.
  • the process for transmitting vehicle packets from the narrow area transmitter 21 and the wide area transmitter 31 should be executed in parallel with other processes by a time division process or the like. There is. As a result, there is a possibility of waiting for execution of processing for transmitting vehicle packets. Therefore, even if the vehicle packet is input to the transmission control unit 405, the vehicle packet is not always transmitted from the narrow area transmission unit 21 and the wide area transmission unit 31 immediately. In addition, even if the transmission control unit 405 starts the process of transmitting vehicle packets from the narrow area transmission unit 21 and the wide area transmission unit 31 at the same time, the vehicle packet is transmitted from the narrow area transmission unit 21 and the wide area transmission unit 31 at the same time. Is not limited.
  • the transmission control unit 405 may be in charge of the process of transmitting the vehicle packet from the narrow area transmission unit 21 and the process of transmitting the vehicle packet from the wide area transmission unit 31, or the narrow area transmission unit 21 and the wide area transmission unit 31. May be in charge.
  • the narrow area transmission unit 21 modulates the vehicle packet and broadcasts it from the antenna 23.
  • the wide area transmission unit 31 modulates the vehicle packet and transmits it from the antenna 33.
  • the vehicle packet transmitted from the antenna 33 is received by the base station 4 and sent from the base station 4 to the center 5 via the wide area communication network 3. Note that time is also required for the process in which the base station 4 transmits the vehicle packet to the center 5. The more the situation that the base station 4 needs to process a lot of data transmitted from a terminal such as the communication unit 10 at the same time, the more likely the processing performed in the base station 4 is delayed.
  • the vehicle packet is transmitted from the narrow area transmission unit 21 of the in-vehicle system 1 mounted on the other vehicle 2 and the own vehicle can communicate with the other vehicle 2 in a narrow area
  • the vehicle packet transmitted from the other vehicle 2 is transmitted. Is received by the narrow area receiver 22 via the antenna 23.
  • the vehicle packet transmitted from the other vehicle 2 is transmitted from the center 5.
  • the vehicle packet transmitted from the center 5 is received by the wide area receiving unit 32 via the antenna 33.
  • the reception determining unit 406 sequentially acquires the data received by the narrow area receiving unit 22 and the wide area receiving unit 32, and the data received by the narrow area receiving unit 22 and the wide area receiving unit 32 is a vehicle packet transmitted by another vehicle 2. It is sequentially judged whether or not. This determination is made, for example, by analyzing the header. If the reception determination unit 406 determines that a vehicle packet has been received, the reception determination unit 406 outputs the vehicle packet to the same determination unit 407.
  • the same determination unit 407 determines whether the vehicle packet and the vehicle packet stored in the memory 408 are the same. The determination as to whether or not they are the same is made, for example, based on whether or not the vehicle ID included in the vehicle packet matches the acquisition time.
  • the vehicle ID and the acquisition time coincide with each other because the same vehicle packet is transmitted from the narrow area transmitting unit 21 and the wide area transmitting unit 31 from the other vehicle 2, and these are transmitted to the narrow area receiving unit 22 and the wide area receiving unit of the own vehicle. Only when 32 are received together. Therefore, the same determination unit 407 determines whether or not the vehicle packet received by the wide area reception unit 32 and the vehicle packet received by the narrow area reception unit 22 are the same.
  • the vehicle track information and vehicle ID included in the vehicle packet are transmitted to the in-vehicle transmission unit 410. And store it in the memory 408 for a certain period of time. Further, the acquisition time included in the vehicle packet is output to the delay calculation unit 409.
  • the identical determination unit 407 discards the acquired vehicle packet.
  • the delay calculation unit 409 causes the time acquisition unit 403 to acquire the current time, and acquires the current time from the time acquisition unit 403. This current time is set as the reception time. Then, a difference between the reception time and the acquisition time is calculated, and this difference is set as a communication delay time ⁇ T.
  • the calculated communication delay time ⁇ T is output to the in-vehicle transmission unit 410.
  • the in-vehicle transmission unit 410 receives the vehicle track information and the vehicle ID and the communication delay time ⁇ T supplied from the delay calculation unit 409. Output to 70. Since the in-vehicle transmission unit 410 outputs the communication delay time ⁇ T to the vehicle control unit 70, it corresponds to a delay time output unit.
  • the vehicle packet transmission processing performed by the communication control unit 40 will be described using the flowchart shown in FIG.
  • the communication control unit 40 included in the in-vehicle system 1a mounted on the first vehicle 2a is executing the process of FIG.
  • the in-vehicle system 1a functions as a first vehicle control device.
  • the host vehicle track information acquisition unit 401 corresponds to a first vehicle information acquisition unit
  • the narrow area transmission unit 21 and the wide area transmission unit 31 correspond to a first vehicle transmission unit.
  • the communication control unit 40 periodically and repeatedly executes the process shown in the flowchart of FIG. The period is, for example, 100 milliseconds. Steps (hereinafter, steps are omitted) S1 and S2 are executed by the host vehicle track information acquisition unit 401.
  • S1 it is determined whether or not the first vehicle 2a has approached the intersection. Specifically, this determination is to determine whether or not the distance from the first vehicle 2a to the intersection point is less than or equal to the first attention calling distance from a state where the distance is greater than the first attention calling distance. This determination is performed using the position of the first vehicle 2 a specified by the locator 60 and the road map data stored in the map storage unit 62 of the locator 60. As described above, the intersection points are intersections and junctions.
  • S1 determines whether the determination in S1 is NO, the process of FIG. On the other hand, if determination of S1 is YES, it will progress to S2.
  • S2 own vehicle track information is acquired.
  • the own vehicle track information acquired by the in-vehicle system 1a mounted on the first vehicle 2a corresponds to the first vehicle track information and the first vehicle information.
  • the host vehicle track information is the current position, speed, and traveling direction of the host vehicle, that is, the first vehicle 2a.
  • the current position may be the current position used for the determination in S1, or may be acquired from the locator 60 in S2.
  • S3 is a process executed by the time acquisition unit 403, and acquires the current time.
  • S4 is a process executed by the vehicle packet generation unit 404, and uses the current time acquired in S3 as the acquisition time, and generates a vehicle packet including the acquisition time, the own vehicle track information acquired in S2, and the vehicle ID. .
  • a vehicle packet generated by the in-vehicle system 1a mounted on the first vehicle 2a is referred to as a first vehicle packet
  • an acquisition time included in the first vehicle packet is referred to as a first time
  • the own vehicle track information is defined as first vehicle track information.
  • S5 is a process executed by the transmission control unit 405, and executes a process of transmitting the first vehicle packet generated in S4 from one or both of the narrow area transmission unit 21 and the wide area transmission unit 31. Details of this process have already been described, and are omitted here.
  • the vehicle packet reception process performed by the communication control unit 40 will be described with reference to the flowchart shown in FIG.
  • the communication control unit 40 included in the in-vehicle system 1b mounted on the second vehicle 2b is executing the process of FIG.
  • the in-vehicle system 1b functions as a second vehicle control device.
  • the narrow area receiver 22 and the wide area receiver 32 correspond to a second vehicle receiver.
  • the second vehicle 2b exists around the first vehicle 2a, that is, the second vehicle 2b is a surrounding vehicle of the first vehicle 2a. This means that the vehicle 2 existing around the second vehicle 2b is the first vehicle 2a.
  • the communication control unit 40 periodically and repeatedly executes the process shown in the flowchart of FIG. The period is, for example, 100 milliseconds.
  • S11 is a process executed by the reception determination unit 406, and determines whether a vehicle packet has been received. This determination is made by analyzing signals acquired from the narrow area receiver 22 and the wide area receiver 32. If judgment of S11 is NO, the process of FIG. 4 will be complete
  • S12 to S14 are processes executed by the same determination unit 407. In S12, it is determined whether the vehicle packet determined to be received in S11 is the same as the received vehicle packet stored in the memory 408. If judgment of S12 is YES, it will progress to S13.
  • the vehicle packet received this time is discarded. If judgment of S12 is YES, it will progress to S14.
  • the vehicle packet received this time is stored in the memory 408. Although not shown, the vehicle packet stored in the memory 408 is deleted from the memory 408 after a predetermined time has elapsed.
  • S15 is a process executed by the time acquisition unit 403, and acquires the current time.
  • the current time means the time when it is determined that the first vehicle packet is received. This time is defined as the second time.
  • the time acquisition unit 403 functions as a second time acquisition unit. Since the first vehicle 2a is a surrounding vehicle of the second vehicle 2b, the first vehicle packet corresponds to the vehicle packet transmitted by the surrounding vehicle of the second vehicle 2b, that is, the surrounding vehicle packet, and is the first vehicle packet.
  • the included first vehicle trajectory information corresponds to surrounding vehicle information.
  • S16 is a process executed by the delay calculation unit 409, and the communication delay time ⁇ T is calculated by subtracting the first time included in the first vehicle packet from the current time (that is, the second time) acquired in S15. .
  • S17 is a process executed by the in-vehicle transmission unit 410, and outputs the first vehicle trajectory information, the vehicle ID, and the communication delay time ⁇ T calculated in S16 to the vehicle control unit 70, which are included in the currently received vehicle packet. .
  • S21 it is determined whether or not the first vehicle trajectory information, the vehicle ID, and the communication delay time ⁇ T are input. If this determination is NO, the process of FIG. 5 is terminated. On the other hand, if judgment of S21 is YES, it will progress to S22.
  • the vehicle trajectory information of the own vehicle (that is, the second vehicle 2b) is acquired.
  • the vehicle trajectory information acquired here is the current position, speed, and traveling direction of the second vehicle 2b.
  • a first vehicle estimated trajectory that is a future trajectory of the first vehicle 2a and a second vehicle estimated trajectory that is a future trajectory of the second vehicle 2b are determined.
  • the first vehicle estimated trajectory is determined using the first vehicle trajectory information
  • the second vehicle estimated trajectory is estimated using the vehicle trajectory information acquired in S22.
  • S24 it is determined whether or not there is an intersection (hereinafter referred to as a trajectory intersection) in the first vehicle estimated trajectory and the second vehicle estimated trajectory determined in S23. If judgment of S24 is NO, the process of FIG. 5 will be complete
  • a trajectory intersection an intersection in the first vehicle estimated trajectory and the second vehicle estimated trajectory determined in S23.
  • S25 it is determined whether or not the trajectory intersection is a three-dimensional intersection. If this determination is YES, the processing of FIG. 5 is terminated. This is because the first vehicle 2a and the second vehicle 2b do not collide even if there is a track intersection if the position is a three-dimensional intersection. If judgment of S25 is NO, it will progress to S26.
  • S26 it is determined whether or not the own vehicle (that is, the second vehicle 2b) is also approaching the intersection. Specifically, this determination is performed to determine whether or not the second vehicle 2b is approaching the intersection and the distance between the second vehicle 2b and the intersection is equal to or less than the second alerting distance.
  • the second alerting distance is set in advance.
  • the second attention calling distance may be the same distance as the first attention calling distance, or may be longer or shorter than the first attention calling distance. If judgment of S26 is NO, the process of FIG. 5 will be complete
  • the communication delay time ⁇ T determined to have been input in S21 and the vehicle speed of the first vehicle 2a included in the first vehicle trajectory information also determined to have been input in S21 are between the communication delay time ⁇ T.
  • the travel distance traveled by the first vehicle 2a is calculated.
  • the alert level set by default is maintained or changed according to the movement distance calculated in S27. Specifically, the alert level after the change is set higher than the alert level set by default as the moving distance increases.
  • the alert level set by default is a level set on the assumption that the communication delay time ⁇ T is zero. That is, the alert level set by default is a level set on the assumption that the second vehicle 2b is located at the second alert distance. That is, the alerting control executed when the alerting level is the default corresponds to the delay non-consideration control.
  • the distance from the second vehicle 2b to the intersection is at least shorter than the second alert distance by the movement distance calculated in S27. . Therefore, in S28, the alerting level is increased according to the movement distance calculated in S27.
  • FIG. 6 illustrates the alert level after the change determined in S28.
  • the alerting level is increased stepwise according to the moving distance.
  • alert control corresponding to the alert level after the change in S28 is executed.
  • the alerting control executed in the present embodiment is a control for outputting an alerting message from the display and speaker included in the notification unit 80.
  • the control content to be changed according to the alert level is the content of the alert message and the output mode of the alert message.
  • FIG. 7 shows the relationship between the alert level, the alert message, and the output mode.
  • the content of the alert message is a low-level message by default.
  • the low-level message is, for example, “Please note the presence of other vehicles”.
  • the medium level message is a message that urges the driver to pay attention to the presence of the other vehicle 2 than the low level message, and the high level message prompts the driver to immediately avoid a collision with the other vehicle 2. This is a message to instruct.
  • the alert message output mode is a mode in which a predetermined flushing area of the display is flushed in addition to displaying the alert message on the display included in the notification unit 80. Flushing means blinking the flushing area for a predetermined time.
  • the flushing area may be around the area displaying the alert message, or may be the entire surface of the display. Moreover, the area
  • ⁇ ⁇ Flushing is not performed by default.
  • the flushing interval is set to “long” and the flashing luminance is set to “low”.
  • the flushing interval is set to “medium” and the flashing luminance is also set to “medium”.
  • the flushing interval is set to “short” and the flashing luminance is set to “high”. Specific intervals corresponding to the flushing intervals “long”, “medium”, and “short” are set in advance, and specific luminances corresponding to the flashing luminance “low”, “medium”, and “high” are also set in advance. Yes.
  • the shorter the flushing interval the more easily the driver notices that the alert message is output.
  • the higher the flushing luminance the more easily the driver notices that the alert message is output.
  • the alert control executed when the alert level is the default corresponds to the delay non-reflective control, whereas the alert control executed when the alert level is higher than the default corresponds to the delayed alert control. It can be said that this state in which the alerting control corresponding to the communication delay participation control is executable is in the delay participation mode.
  • alerting control is executed with the alerting message and output mode determined from the relationship shown in FIG. 7 and the alerting level determined in S28.
  • the alert message may be displayed continuously for a certain time, or may be displayed alternately with flushing, and when the control execution time has elapsed, both the flushing and alert message display may be terminated.
  • the flushing may be performed first, or the flushing and the alert message may be simultaneously displayed.
  • the first time when the in-vehicle system 1a installed in the first vehicle 2a acquires the first vehicle trajectory information, and the in-vehicle system 1b installed in the second vehicle 2b are: Based on the communication delay time ⁇ T, which is the difference from the second time when it is determined that the first vehicle packet including the first vehicle trajectory information is received, the default alert level is maintained or changed to alert Execute control.
  • the alert message corresponding to the default alert level assumes that the first vehicle 2a is located 100 meters before the intersection. Message. Further, it is assumed that the moving distance calculated in S27 is 50 meters. Further, it is assumed that the first vehicle 2a is located 100 meters before the intersection point at time T1 shown in FIG. 1, and the first vehicle 2a is located 50 meters before the intersection point at time T2.
  • the alert level is changed in consideration of the communication delay time ⁇ T, and the alert control is executed at the changed alert level.
  • the alert control is executed at the changed alert level.
  • the travel distance traveled by the first vehicle 2a during the communication delay time ⁇ T is calculated by multiplying the communication delay time ⁇ T by the vehicle speed of the first vehicle 2a, and based on the travel distance.
  • the communication delay time ⁇ T itself is also a value that considers the position of the first vehicle 2a at the time of performing the alerting control, but at the time of performing the alerting control by determining the alerting level based on the moving distance.
  • the alerting level suitable for the position of the first vehicle 2a can be determined.
  • the output mode of the alert message is also changed.
  • the driver of the second vehicle 2b can easily notice the alert message.
  • the in-vehicle system 1a mounted on the first vehicle 2a transmits the first vehicle packet only once when it is determined that the first vehicle 2a has approached the intersection. And the 2nd vehicle 2b was performing alerting control based on the 1st vehicle packet transmitted only once.
  • the steps S2 to S5 in FIG. 3 are repeatedly executed to sequentially determine the latest host vehicle track information (that is, the first vehicle track information).
  • the first vehicle packet including the latest first vehicle track information may be transmitted sequentially.
  • the end of transmission of the first vehicle packet is after the first vehicle packet transmission time has elapsed from the start of transmission, or after the first vehicle 2a has traveled the first vehicle packet transmission distance from the start of transmission.
  • the vehicle-mounted system 1b mounted on the second vehicle 2b is in a state of sequentially receiving the first vehicle packet.
  • the termination condition is, for example, a condition that the driver of the second vehicle 2b has detected that a recognition operation indicating that the first vehicle 2a has been recognized has been performed.
  • the recognition operation is, for example, pressing a button indicating that the first vehicle 2a has been recognized.
  • the recognition operation may be performed by operating the brake.
  • the reception determining unit 406 of the in-vehicle system 1b mounted on the second vehicle 2b repeatedly determines that the first vehicle packet has been received. Should do. In spite of this, when the time during which it is not determined that the first vehicle packet has been received exceeds the reference time, the reception determination unit 406 transmits a non-reception notification to that effect to the vehicle control unit 70.
  • the reference time here is set to be shorter than the first vehicle packet transmission time and shorter than the time required for the first vehicle 2a to travel the first vehicle packet transmission distance.
  • the vehicle control unit 70 determines that the cause that the first vehicle packet cannot be received is a failure of the communication unit 10 including the narrow area receiving unit 22 and the wide area receiving unit 32. This is because the communication unit 10 is operating normally with the function of transmitting a non-reception notification.
  • the vehicle control unit 70 When the vehicle control unit 70 receives a non-reception notification, the vehicle control unit 70 ends the delay participation mode, and executes preset packet non-reception control.
  • the packet non-reception control is possible even without the first vehicle packet.
  • the control when no packet is received is a control for outputting a message from the notification unit 80 indicating that the position of the first vehicle 2a can no longer be grasped.
  • Modification 2 In the above-described embodiment, the current time that is the second time is acquired after determining that the vehicle packet has been received. However, in Modification 2, as shown in FIG. 8, S15 is executed before S11 to acquire the current time. Therefore, in Modification 2, the current time is periodically acquired in the vehicle packet reception process. In S16A executed when it is determined that a new vehicle packet has been received, the current time obtained repeatedly by executing S15, that is, the latest current time among the acquired times is set as the second time. Then, the communication delay time ⁇ T is calculated from the second time and the first time included in the received vehicle packet.
  • the process of acquiring the second time after determining that the vehicle packet has been received becomes unnecessary. Subsequent processing can be started earlier by the time required for processing.
  • the vehicle control unit 70 executes the alerting control for alerting the driver of the host vehicle.
  • the vehicle control executed by the vehicle control unit 70 may be automatic control of the vehicle behavior of the host vehicle.
  • the control amount in the delay non-consideration control is increased by an amount determined based on the communication delay time ⁇ T.
  • the in-vehicle system 1a mounted on the first vehicle 2a transmits the first vehicle track information as the first vehicle information when it is determined that the position of the first vehicle 2a has approached the intersection.
  • the vehicle-mounted system 1b mounted in the 2nd vehicle 2b performed alerting control, when it is judged that the 2nd vehicle 2b is approaching the intersection.
  • the vehicle-mounted system 1a mounted on the first vehicle 2a and the vehicle-mounted system 1b mounted on the second vehicle 2b periodically transmit and receive each other's position, the vehicle-mounted system 1a mounted on the first vehicle 2a.
  • the in-vehicle system 1b of the second vehicle 2b it is possible to determine the timing at which the alerting control for the first vehicle 2a should be executed. In this case, it is not necessary to transmit the first vehicle trajectory information as the first vehicle information, and the alert control for the first vehicle is performed with respect to the in-vehicle system 1b mounted on the second vehicle 2b as the first vehicle information. What is necessary is just to transmit the alert instruction information instructing the start.
  • a warning message is output as a sound from a speaker
  • the alert level is maintained or changed based on the travel distance of the first vehicle 2a during the communication delay time ⁇ T calculated by multiplying the communication delay time ⁇ T by the vehicle speed.
  • the alert level may be maintained or changed based on the communication delay time ⁇ T without considering the vehicle speed.

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EP3457381A4 (en) 2020-03-04
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US10814869B2 (en) 2020-10-27
JP6540594B2 (ja) 2019-07-10
US20190152474A1 (en) 2019-05-23

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