WO2024089753A1 - 車両の管制制御システム - Google Patents

車両の管制制御システム Download PDF

Info

Publication number
WO2024089753A1
WO2024089753A1 PCT/JP2022/039637 JP2022039637W WO2024089753A1 WO 2024089753 A1 WO2024089753 A1 WO 2024089753A1 JP 2022039637 W JP2022039637 W JP 2022039637W WO 2024089753 A1 WO2024089753 A1 WO 2024089753A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
information
driving
control
vehicles
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/JP2022/039637
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
史人 山口
哉 小山
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.)
Subaru Corp
Original Assignee
Subaru Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Subaru Corp filed Critical Subaru Corp
Priority to US18/716,124 priority Critical patent/US12592148B2/en
Priority to CN202280071453.6A priority patent/CN118251713A/zh
Priority to PCT/JP2022/039637 priority patent/WO2024089753A1/ja
Priority to JP2024517154A priority patent/JP7646280B2/ja
Priority to DE112022007953.3T priority patent/DE112022007953T5/de
Publication of WO2024089753A1 publication Critical patent/WO2024089753A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • 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
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/096741—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where the source of the transmitted information selects which information to transmit to each vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/164—Centralised systems, e.g. external to vehicles

Definitions

  • the present invention relates to a vehicle control system.
  • a server device collects driving information of a plurality of vehicles, generates individual control values for each vehicle based on the positions of the plurality of vehicles, and transmits the control values to the plurality of vehicles.
  • Patent Document 1 proposes that a lane change route indication device provided in a vehicle generates and distributes individual driving routes for each of a plurality of surrounding vehicles.
  • each vehicle can control its own driving using control values and driving routes obtained based on information that cannot be obtained from the vehicle's visual line of sight.
  • it is expected that each vehicle and other vehicles around it will be able to basically achieve smooth and stable driving with no interference with each other and with no sudden changes.
  • one server device or one lane change route instruction device such as that in Patent Document 1 generates individual driving routes and individual control values for all vehicles within its jurisdiction
  • the processing load of the device is expected to easily become excessive. It is considered difficult to adopt either device when the jurisdiction is wide.
  • the lane change route indication device is required to have a high processing capacity that is unnecessarily high for only the vehicle in which it is provided. Equipping each vehicle with such a high processing capacity will have a direct impact on the selling price of each vehicle.
  • Patent Document 2 discloses that accident information is transmitted from a server device or the like to a vehicle and an accident is detected as an event for automatic driving control of the vehicle.
  • vehicle driving control is required to immediately respond to situations that impede the driving of the vehicle even in driving environments where such situations occur.
  • vehicle driving control requires autonomous vehicle driving that can reduce the processing load on the vehicle and the server devices used with it, and can respond immediately to situations that impede the vehicle's driving.
  • a vehicle control system includes a plurality of vehicles each having a driving control unit that generates a control value for controlling the driving of the vehicle itself, and a server device that generates individual control information for each of the plurality of vehicles based on driving information for the plurality of vehicles and transmits the individual control information to the plurality of vehicles, and when the driving control unit of each of the plurality of vehicles receives the individual control information addressed to the vehicle from the server device, the driving control unit generates a control value for driving control of the vehicle itself using the latest individual control information addressed to the vehicle that has been received.
  • the server device includes a server communication device that receives the driving information from each of the plurality of vehicles, a database that accumulates and records the driving information of each of the plurality of vehicles, and
  • the system includes a pre-processing unit that records, when the receiving device receives the driving information, at least information on the driving position of the vehicle related to the driving information in the database; a control information generating unit that periodically generates the individual control information for each of the multiple vehicles using the information recorded in the database; and an emergency processing unit that is executed when the driving information received by the receiving device includes information that hinders the driving of other vehicles, and the emergency processing unit that is executed when the driving information received by the receiving device includes information that hinders the driving of other vehicles uses the information recorded in the database to generate and transmit the individual control information for each of the multiple vehicles that corresponds to the information that hinders the driving of other vehicles.
  • the present invention uses a server device to control the driving of a plurality of vehicles, each of which has a driving control unit that generates control values for controlling the driving of the host vehicle.
  • the server device generates individual control information for each of the multiple vehicles based on the driving information for the multiple vehicles and transmits the information to the multiple vehicles.
  • the driving control unit of each of the multiple vehicles receives individual control information addressed to the vehicle from the server device, the driving control unit generates a control value for driving control of the vehicle using the latest individual control information addressed to the vehicle.
  • the server device can control the driving of the multiple vehicles in a controlled manner by utilizing the driving control units provided in the multiple vehicles, without generating individual control values that differ for each vehicle. Even if the server device's jurisdiction becomes wider or the number of vehicles to be controlled increases, the server device can control the driving of the multiple vehicles in a controlled manner with a lower processing load than when generating individual control values for each vehicle.
  • the server device of the present invention has a database that accumulates and records the driving information of each of the multiple vehicles. Then, when the receiving device receives the driving information, the preprocessing unit of the server device records at least the information of the driving position of the vehicle related to the driving information in the database. Also, the control information generating unit of the server device periodically generates individual control information for each of the multiple vehicles using the information recorded in the database. In contrast, the emergency processing unit of the server device is executed when the driving information received by the receiving device includes information that obstructs the driving of other vehicles. Therefore, when a situation that obstructs the driving of the vehicle does not occur, the preprocessing unit and the control information generating unit are executed in the server device.
  • the normal periodic processing of the server device increases and decreases according to the number of vehicles to be controlled.
  • the processing capacity of the server device can be easily determined based on the number of vehicles expected to be under its jurisdiction. Also, the server device can be expected to continue to stably generate individual control information for each of the multiple vehicles without failure.
  • the server device of the present invention executes the emergency processing unit based on the traveling information received by the server communication device.
  • the emergency processing unit uses information recorded in the database to generate and transmit individual control information for each of the multiple vehicles, which corresponds to information that impedes the traveling of other vehicles.
  • the individual control information generated by the emergency processing unit is transmitted to each vehicle in the same manner as the individual control information periodically generated by the control information generation unit.
  • the traveling control unit of each vehicle can receive the individual control information generated by the emergency processing unit executed when a situation that impedes the traveling of the vehicle occurs, without waiting for the reception of the individual control information generated by the control information generation unit.
  • this individual control information corresponds to information that impedes the traveling of other vehicles.
  • the traveling control unit of each vehicle can instantly receive individual control information for responding to the situation, without waiting for the reception of the individual control information generated by the control information generation unit, and can instantly control the traveling of the vehicle to respond to the situation.
  • the server device responds immediately to such a situation that impedes vehicle travel, it is not necessary for the server device to generate individual control values for each vehicle.
  • the processing contents and processing load of the server device when a situation that impedes vehicle travel occurs are unlikely to be excessive compared to normal times when there is no situation that impedes vehicle travel.
  • the present invention can realize driving control for automatic driving of a vehicle while reducing the processing load on the vehicle and the server device used with the vehicle, and also enabling an immediate response to any situation that may impede the vehicle's driving.
  • FIG. 1 is a configuration diagram of a vehicle control system according to a first embodiment of the present invention.
  • FIG. 2 is an explanatory diagram of a control system for the automobile of FIG.
  • FIG. 3 is a diagram showing the hardware configuration of the server device of FIG.
  • FIG. 4 is a timing chart of the control of the traveling of a plurality of automobiles in the traffic control system of FIG.
  • FIG. 5 is a flowchart of the pre-processing control by the server CPU of FIG.
  • FIG. 6 is a flowchart of emergency processing control by the server CPU of FIG.
  • FIG. 7 is a flowchart of the control of generating control information by the server CPU of FIG.
  • FIG. 8 is a flow chart of driving control under management control by the vehicle driving control device of FIG. FIG.
  • FIG. 9 is an explanatory diagram of a driving environment in which a car traveling on a two-lane road breaks down and stops on the road.
  • FIG. 10 is an explanatory diagram of a driving environment in which a no-passing area and a cautionary-passing area are set after the vehicle stops on the road in FIG.
  • FIG. 11 is an explanatory diagram of a driving environment in which a car traveling on a two-lane road has a single-vehicle accident on the road and has come to a stop.
  • FIG. 12 is an explanatory diagram of a driving environment in which no-passing areas are set on all lanes of the road after the single-vehicle accident of FIG. FIG.
  • FIG. 13 is a flowchart of emergency processing control executed by the server CPU in the vehicle traffic control system according to the second embodiment of the present invention.
  • FIG. 14 is an explanatory diagram of a driving environment in which a passenger has got out of a vehicle that has stopped due to a breakdown on a two-lane road.
  • FIG. 15 is an explanatory diagram of a driving environment in which the cautionary passage area in FIG. 14 has been updated to a no-passage area after the occupant has disembarked.
  • FIG. 1 is a configuration diagram of a vehicle control system 1 according to a first embodiment of the present invention.
  • the traffic control system 1 in FIG. 1 includes a plurality of automobiles 2 traveling on a road 90 , and a server device 3 that transmits and receives information to and from the plurality of automobiles 2 via a communication system 6 .
  • the automobile 2 is an example of a vehicle.
  • Other examples of the vehicle include trucks, buses, motorcycles, personal mobility vehicles, etc.
  • a plurality of automobiles 2 are traveling on a two-lane road 90 having a first lane 91 and a second lane 92.
  • the communication system 6 also includes a plurality of base stations 7 arranged along a road 90, and a communication network 8 to which the plurality of base stations 7 are connected.
  • the base station 7 may be, for example, a commercial 5G base station or an advanced transportation system such as ADAS (Advanced Driver Assistance Systems).
  • the communication network 8 may be a carrier communication network that provides 5G base stations, the Internet connected to the carrier communication network, or the like.
  • the server device 3 has a server body 4 connected to the communication network 8 of the communication system 6, and a server DB (server database) 5 connected to the server body 4.
  • the server device 3 only needs to be connected to the Internet of the communication system 6, but may also be connected to a carrier communication network.
  • the server device 3 may be configured not with one server body 4, but with multiple server bodies 4 that cooperate with each other to execute distributed control.
  • the multiple server bodies 4 may be arranged in a hierarchy, for example.
  • the multiple server bodies 4 at the lowest level in the hierarchy may be connected to the carrier communication network in a distributed manner according to the region, etc.
  • Such a server body 4 may be realized in a control device of a base station for 5G, etc.
  • the server device 3 in FIG. 1 executes control over a plurality of automobiles 2 that are within a jurisdiction that is constituted by the zones of at least the three base stations 7 in the figure. Also shown in Fig. 1 are Global Navigation Satellite System (GNSS) satellites.
  • the GNSS satellites broadcast signals including their position and time information to the ground.
  • the GNSS receiver can obtain its own position and time information by receiving signals from multiple GNSS satellites.
  • the position and time of each GNSS receiver can be used as likely values that are unlikely to cause errors compared to the positions and times of other GNSS receivers.
  • FIG. 2 is an explanatory diagram of the control system 10 of the automobile 2 of FIG.
  • the multiple automobiles 2 shown in FIG. 1 may be equipped with the control system 10 shown in FIG.
  • the control system 10 of the automobile 2 in FIG. 2 has a vehicle network 17 and multiple control devices connected thereto.
  • the control devices may basically have a CPU (Central Processing Unit), memory, a timer, an input/output unit connected to the vehicle network 17, and an internal bus to which these are connected.
  • a control unit is realized in the control device by the CPU executing a program recorded in the memory.
  • a sensor control device 11, a driving control device 12, a drive control device 13, a steering control device 14, a braking control device 15, and an external vehicle communication control device 16 are shown as examples of the multiple control devices.
  • the control system 10 of the automobile 2 may also have other control devices, such as an operation control device.
  • the vehicle network 17 may be, for example, a vehicle network such as a Controller Area Network (CAN) or a Local Interconnect Network (LIN).
  • vehicle network 17 may also include a commonly used network such as IEEE (Institute of Electrical and Electronics Engineers) 802.3 or IEEE 802.11.
  • IEEE Institute of Electrical and Electronics Engineers
  • each control device can input and output information between other control devices through the vehicle network 17.
  • the sensor control device 11 controls the operation of various vehicle sensors provided in the automobile 2, and outputs detection information or processed information of the various vehicle sensors to other control devices via the vehicle network 17.
  • a GNSS receiver 21 and an outside vehicle camera 22 are connected to the sensor control device 11 as examples of vehicle sensors.
  • a vehicle speed sensor, a steering sensor, an acceleration sensor, etc. may also be connected to the sensor control device 11.
  • the GNSS receiver 21 generates information on the position and time of the automobile 2.
  • the exterior camera 22 captures images of the surroundings of the automobile 2 traveling on a road 90 or the like.
  • the exterior camera 22 may be a monocular camera, a compound eye camera, or a 360-degree camera. It is preferable that the exterior camera 22 be capable of capturing images of at least the front of the traveling automobile 2.
  • the sensor control device 11 may generate information on the relative distance and direction of other automobiles around the vehicle based on the images captured by the exterior camera 22.
  • the vehicle speed sensor detects the speed of the automobile 2 .
  • the steering sensor detects the steering angle of a steering wheel (not shown) of the automobile 2 .
  • the acceleration sensor detects the acceleration of the automobile 2. By using a sensor that detects acceleration in three axial directions as the acceleration sensor, the sensor control device 11 can generate information on the angular acceleration of the automobile 2 in each of the yaw, pitch, and roll directions.
  • a communication device 23 provided in the automobile 2 is connected to the exterior communication control device 16.
  • the communication device 23 establishes a wireless communication path with a base station 7 with which communication is possible.
  • the exterior communication control device 16 controls the operation of the communication device 23, and transmits and receives information to and from the server device 3 via the communication device 23 and the base station 7.
  • the exterior communication control device 16 outputs information received by the communication device 23 from the server device 3 or the base station 7 to other control devices via the vehicle network 17.
  • the exterior communication control device 16 transmits information input from other control devices via the vehicle network 17 to the server device 3 via the communication device 23 and the base station 7.
  • the drive control device 13 is connected to drive system components installed in the automobile 2, such as an engine that uses gasoline or hydrogen as fuel to generate drive force, a motor that generates drive force using electricity, and a transmission.
  • the drive control device 13 controls the operation of these drive system components using control values obtained through the vehicle network 17.
  • the steering control device 14 is connected to, for example, a steering device provided in the automobile 2.
  • the steering control device 14 controls the operation of the steering device using control values acquired through the vehicle network 17.
  • the braking control device 15 is connected to the braking device provided in the automobile 2.
  • the braking control device 15 controls the operation of the braking device using control values acquired through the vehicle network 17.
  • the driving control device 12 controls the driving of the automobile 2.
  • the driving control device 12 acquires information on the driving state of the own vehicle and information on the surroundings of the own vehicle from the sensor control device 11, and generates a control value according to the information.
  • the driving control device 12 determines, for example, based on the latest image captured by the exterior camera 22, that another moving object is approaching in front of the vehicle, it generates a control value for the braking control device 15 to slow down or stop the vehicle.
  • the cruise control device 12 When it is determined based on the latest image captured by the exterior camera 22 that the stopped vehicle is ready to start, the cruise control device 12 generates a control value for the drive control device 13 to accelerate the vehicle.
  • the cruise control device 12 If the latest image captured by the exterior camera 22 indicates that the vehicle is likely to deviate from the lane in which it is traveling, the cruise control device 12 generates a control value for the steering control device 14 to change the direction of travel of the vehicle. In addition, when the position of the GNSS receiver 21 is compared with the high-precision map data 51 and it is determined that the vehicle needs to turn right, turn left, or change lanes, the driving control device 12 generates a control value for the steering control device 14 to change the direction of travel of the vehicle. Through such autonomous decision control based on detection by the vehicle's own sensors, the driving control device 12 can drive the automobile 2 in an automatic manner.
  • FIG. 3 is a diagram showing the hardware configuration of the server device 3 shown in FIG.
  • the server device 3 in FIG. 3 includes a server communication device 31, a server GNSS receiver 32, a server DB 5, a server memory 33, a server CPU 34, and an internal bus 35 to which these are connected.
  • the server communication device 31 is connected to the communication network 8 of the communication system 6.
  • the server communication device 31 transmits and receives information to and from the communication device 23 provided in the automobile 2.
  • the server communication device 31 may receive driving information from each of the multiple automobiles 2.
  • the server GNSS receiver 32 generates information on the position and time of the server device 3.
  • the time generated by the server GNSS receiver 32 can match with high accuracy the time generated by the GNSS receiver 21 of each vehicle 2.
  • the server DB5 accumulates and records various data used by the server device 3 for controlling the multiple automobiles 2. Such data includes, for example, driving information of each automobile 2.
  • the server DB5 may include, for example, high-precision map data 51, a road regulation DB (road regulation database) 52, a vehicle position behavior DB (vehicle position behavior database) 53, and the like, as described below.
  • the server memory 33 stores data such as programs executed by the server CPU 34.
  • the server CPU 34 reads and executes the programs recorded in the server memory 33. This provides the server device 3 with a control unit that controls its operation.
  • the control unit may include functions such as a pre-processing unit 41, a control information generating unit 42, and an emergency processing unit 43, as described below.
  • Remote control refers to the process in which the server device 3 generates and transmits control values used by each automobile 2 for control thereof as individual control values.
  • the server device 3 it is desirable for the server device 3 to process the driving conditions and driving environments of each of the multiple automobiles 2 in its own processing and generate individual control values suitable for the driving of each automobile 2.
  • the traffic control involves generating and transmitting individual control information in the server device 3 according to the driving state of each vehicle 2.
  • the individual control information indicates, for example, a request for driving control of the vehicle 2 so as not to cause interference with other vehicles.
  • Such individual control information may be, for example, information indicating requests for acceleration, speed maintenance, deceleration, stopping, speed range (upper limit, lower limit), lane keeping, lane change, etc. of each automobile 2.
  • the individual control information may include such information as flag values, for example.
  • the individual control information may be information used by the cruise control device 12 of each automobile 2 to generate control values for its cruise control.
  • each automobile 2 receives the individual control values from the server device 3 and provides them to the drive control device 13 of the automobile, etc., so that the traveling of the automobile 2 is controlled by the server device 3.
  • Each automobile 2 is able to control the traveling of its own automobile by the individual control values obtained based on information on the distant traveling environment that cannot be obtained within the line of sight of the automobile. It is considered that each automobile 2 and other automobiles in the vicinity can travel smoothly and stably with no interference with each other and with reduced sudden changes, compared to a case in which the traveling of the automobile 2 is controlled based only on information from the automobile's own sensor. However, in the case of remote control, the processing load of the server device 3 is high.
  • the server device 3 that executes remote control must, for example, map information collected from multiple automobiles 2 onto high-precision map data 51 or the like, determine interference based on the mapping, generate a route for each automobile 2 to suppress the interference, and further generate individual control values that can be used by each automobile 2 based on the route.
  • map information collected from multiple automobiles 2 onto high-precision map data 51 or the like determine interference based on the mapping, generate a route for each automobile 2 to suppress the interference, and further generate individual control values that can be used by each automobile 2 based on the route.
  • the number of automobiles 2 that can be processed is likely to be limited even if a server CPU 34 with high processing capabilities is used. It is not easy to adopt a remote control server device 3 for a wide jurisdiction where a large number of automobiles 2 may be running.
  • the server device 3 employs administrative control rather than remote control as the control.
  • the administrative control server device 3 does not need to generate individual control values for each automobile 2, but rather generates and transmits information generated in a previous stage as individual control information.
  • the administrative control server device 3 generates, as the individual control information, the above-mentioned information on requests related to driving control of the automobiles 2.
  • the server device 3 adopts the management control, its processing capacity is limited.
  • the automobile 2 may break down or get into an accident on the road and stop. Also, the passengers may get out of the automobile 2 stopped on the road.
  • the server device 3 it is desirable for the server device 3 to generate and transmit individual control information for each automobile 2, even if it is traffic control, so that each automobile 2 can control its traveling accordingly.
  • the server device 3 it is desirable for the server device 3 to transmit corresponding information promptly so that there is no significant delay in transmitting information to each automobile 2.
  • the driving control of the automobile 2 is required to be optimized so as to reduce the processing load on the automobile 2 and the server device 3 used therewith, while also being able to respond to any situations that may arise on the road 90 on which the automobile 2 is traveling that may impede the traveling of the automobile 2.
  • Fig. 4 is a timing chart of the control of the traveling of a plurality of automobiles 2 in the traffic control system 1 of Fig. 1. Note that, due to the limitations of the drawing, only one automobile 2 is shown in Fig. 4. 4 shows the driving control device 12 provided in the automobile 2, and a preprocessing unit 41, a control information generating unit 42, and an emergency processing unit 43 realized in the server device 3. Time flows from top to bottom. 4 also shows high-precision map data 51, a road regulation DB 52, and a vehicle position and behavior DB 53 as the server DB 5 of the server device 3. These may be recorded in the server DB 5 of the server device 3. 4 are executed for basic traffic control by the preprocessing unit 41 and the traffic control information generating unit 42. In contrast, the processes shown by dashed lines are executed to deal with a situation that hinders the travel of the automobile 2 only when such a situation occurs.
  • the step numbers of each process in FIG. 4 correspond to those in FIGS. 5 to 8, which will be described later.
  • the high-precision map data 51 may be high-precision map data 51 for a road 90 on which the automobile 2 can travel, such as the road 90.
  • the high-precision map data 51 generally includes information on each lane of the road 90, detailed information on intersections, and the like.
  • FIG. 1 shows a road 90 consisting of multiple lanes 91, 92.
  • the high-precision map data 51 may include information on a first line segment S1 connecting the center of the first lane 91 and information on a second line segment S2 connecting the center of the second lane 92 for such a road 90.
  • the server device 3 can, for example, identify, for multiple automobiles 2 traveling on the road 90, not only the road on which each automobile 2 is traveling, but also the lane on which each automobile 2 is traveling and its position on the lane.
  • the pre-processing unit 41 records at least the information on the travel position of the automobile 2 related to the travel information in the vehicle position behavior DB 53 .
  • the vehicle position behavior DB 53 basically records the positions and behaviors of multiple vehicles traveling in the area under the jurisdiction of the server device 3. It is desirable that the vehicle position behavior DB 53 records information such as the positions of all automobiles 2 under the jurisdiction of the server device 3, including those that do not generate individual control information.
  • An intersection camera for ADAS can basically capture images of all automobiles 2 passing through intersections. Based on such information, the vehicle position behavior DB 53 may record the positions of all automobiles 2 under the control of the server device 3. As a result, the vehicle position behavior DB 53 accumulates and records the traveling information of all automobiles 2 under the jurisdiction of the server device 3.
  • the traveling information of multiple automobiles 2 may be associated with identification information issued for each automobile 2.
  • the control information generation unit 42 basically uses the information recorded in the vehicle position behavior DB 53 to periodically generate and transmit individual control information for each of the multiple automobiles 2, the individual control information being different for each automobile 2.
  • the emergency processing unit 43 is executed only when the driving information newly received by the communication device 23 includes information that will hinder the driving of other automobiles.
  • the information contained in the driving information that obstructs the driving of other vehicles may be, for example, information that the vehicle 2 that transmitted the driving information is stopped on the road, or corresponding detection information of the vehicle 2.
  • the emergency processing unit 43 basically identifies the location of the vehicle 2 that transmitted driving information including information that obstructs the driving of other vehicles, and records in the road regulation DB 52 a pass-through restriction area for prohibiting or restricting the driving of other vehicles based on that location.
  • the road regulation DB 52 records regulation information for the road 90 on which a plurality of automobiles 2 travel.
  • the road regulation DB 52 records passage regulation information such as a no-passing area 96 and a cautionary-passing area 97, which will be described later. Furthermore, the road regulation DB 52 may record traffic regulation information that is not included in the driving information transmitted from each automobile 2. For example, an intelligent transportation system generates traffic regulation information according to the conditions of the road 90. Such traffic regulation information may be recorded together in the road regulation DB 52. In this way, the road regulation DB 52 may record semi-dynamic information about the road 90 at the current time.
  • the server device 3 can basically repeatedly generate multiple individual control information for controlling the driving of multiple automobiles 2 driving within its jurisdiction through the control of the pre-processing unit 41 and the control information generation unit 42. Then, in the automobile 2 receiving the individual control information, the driving control device 12 can use the individual control information received from the server device 3 to generate control values in accordance with the requirements of the individual control information, thereby controlling the autonomous driving of the automobile itself. Under the control of the server device 3, the multiple automobiles 2 can drive safely without interfering with each other by executing driving control that basically follows the control of the server device 3.
  • the driving control device 12 of the automobile 2 acquires vehicle information of the own vehicle in step ST1, and transmits it to the server device 3 as driving information of the own vehicle in step ST2.
  • the driving control device 12 also uses the vehicle information of the own vehicle acquired in step ST1 to generate control values for driving control in step ST4, and executes driving control of the own vehicle in step ST5.
  • the driving control device 12 of the automobile 2 can continue to control the driving of the own vehicle to correspond to the driving condition at each timing while checking the latest driving condition.
  • the preprocessing unit 41 when the preprocessing unit 41 receives and acquires new driving information from each automobile 2 in step ST11, it calculates the position of the automobile 2 on the lane (hereinafter, the vehicle S position) in step ST14.
  • the preprocessing unit 41 also reads the high-precision map data 51, generates a vehicle behavior plan for the automobile 2 according to the shape of the road 90 in step ST17, and records the generated vehicle behavior plan in the vehicle position behavior DB 53 in step ST18.
  • the preprocessing unit 41 repeats the processes from step ST11 to step ST18 every time it receives new driving information from each automobile 2.
  • the vehicle behavior plan according to the latest driving state of each of the multiple automobiles 2 is recorded in the vehicle position behavior DB 53.
  • the vehicle behavior plan may include information such as acceleration, speed maintenance, deceleration, stopping, speed range (upper limit, lower limit), lane maintenance, or lane change for each automobile 2.
  • the control information generation unit 42 periodically reads information from the vehicle position behavior DB 53 in step ST21, determines interference with each automobile 2 in step ST23, generates individual control information according to the interference in step ST24, and transmits the individual control information to each automobile 2 in step ST25.
  • the driving control device 12 of the automobile 2 can generate control values basically in accordance with the individual control information, using the latest individual control information acquired from the server device 3 together with the vehicle information of the automobile acquired in step ST1, to control the driving of the automobile. Even after the automobile 2 has basically controlled its own travel in accordance with the individual control information, its travel state may not be such that interference can be suppressed satisfactorily.
  • the server device 3 will generate and transmit the next individual control information including a request similar to that of the previous time.
  • the travel of the automobile 2 will approach the travel state according to the judgment result of the server device 3 regarding interference, etc., and it can be expected that the travel of the automobile 2 will be in that travel state.
  • the server device 3 has an emergency processing unit 43 in addition to the pre-processing unit 41 and the traffic control information generating unit 42 that are constantly running for the traffic control described above.
  • the emergency processing unit 43 is executed only when an incident occurs that impedes the travel of other automobiles.
  • control including this emergency processing unit 43 will be explained in detail.
  • an incident that impedes the travel of other automobiles will be explained using as an example a case where automobile 2 breaks down on the road and is parked or stopped, or has an accident.
  • FIG. 5 is a flowchart of the pre-processing control by the server CPU 34 of FIG.
  • the server CPU 34 repeatedly executes the preprocessing control of FIG. 5 as the processing of the preprocessing unit 41.
  • step ST10 the pre-processing unit 41 determines whether new driving information has been received and acquired by the server communication device 31. If new driving information has not been acquired, the pre-processing unit 41 repeats this process. If new driving information has been acquired, the pre-processing unit 41 advances the process to step ST11.
  • step ST11 the pre-processing unit 41 determines whether the automobile 2 that transmitted the new driving information is parked or stopped on the road. For example, if the driving information includes information on the position of the automobile 2 on a lane and information that the vehicle speed is 0, the pre-processing unit 41 may determine that the automobile 2 that transmitted the new driving information is parked or stopped on the road. In this case, the pre-processing unit 41 determines that a driving obstacle has occurred on the road and proceeds to step ST12. If the automobile 2 that transmitted the new driving information is not parked or stopped on the road, the pre-processing unit 41 determines that no driving obstacle has occurred on the road and proceeds to step ST19.
  • step ST19 the pre-processing unit 41 judges whether the automobile 2 that transmitted the new driving information has been involved in an accident on the road. For example, if the driving information includes information on the position of the automobile 2 on the lane as the position of the automobile 2 and information indicating that the airbag of the automobile 2 has been deployed, the pre-processing unit 41 may judge that the automobile 2 that transmitted the new driving information has been involved in an accident on the road. In this case, the pre-processing unit 41 advances the process to step ST12. Based on the judgments in steps ST11 and ST19, the pre-processing unit 41 judges whether a driving obstacle has occurred on the road, and if a driving obstacle has occurred, advances the process to step ST12. Conversely, if it is not judged that the automobile 2 has been involved in an accident on the road, it is assumed that there is no driving obstacle on the road and advances the process to step ST13.
  • step ST12 the pre-processing unit 41 generates an interrupt in the server device 3. In this way, the pre-processing unit 41 generates an interrupt when the driving information newly received by the server communication device 31 includes information that hinders the driving of other vehicles. After that, the pre-processing unit 41 advances the process to step ST13.
  • the pre-processing unit 41 starts generating information to be recorded in the vehicle position behavior DB 53 for the automobile 2 related to the newly received driving information.
  • the pre-processing unit 41 first reads the high-precision map data 51.
  • step ST14 the pre-processing unit 41 calculates the position of the vehicle S, which indicates the lane in which the vehicle 2 related to the driving information is traveling and its position on the lane, based on the position information of the vehicle 2 contained in the newly received driving information and the high-precision map data 51.
  • the pre-processing unit 41 updates the reliability of the newly received driving information. For example, if driving information can be received periodically from the vehicle 2 that has received the driving information at intervals equal to or less than a predetermined threshold time, the pre-processing unit 41 updates the reliability to a high reliability. In contrast, if the reception of driving information is, for example, intermittent and not periodic, the pre-processing unit 41 updates the reliability to a lower level. In this case, the longer the state in which the reception of driving information is intermittent continues, the more gradually the reliability will decrease.
  • step ST16 the pre-processing unit 41 reads the road regulation DB 52.
  • the pre-processing unit 41 uses the information acquired in the processes up to step ST16 to generate a vehicle behavior plan for the automobile 2 about which new traveling information has been received.
  • the pre-processing unit 41 basically generates a vehicle behavior plan indicating the travel schedule of the automobile 2 based on the vehicle S position, route, etc. of the automobile 2 for which newly received travel information has been received.
  • the road regulation DB 52 contains a road 90 regulation that affects the driving schedule of the automobile 2 for which new driving information has been received
  • the pre-processing unit 41 generates a vehicle behavior plan for driving in accordance with the road 90 regulation.
  • the vehicle behavior plan generated by these processes may include, for example, information for accelerating the automobile 2, maintaining speed, decelerating, stopping, speed range (upper and lower limits), lane keeping information, and lane changing information.
  • step ST18 the pre-processing unit 41 records the information generated in the processing up to step ST17 in the vehicle position/behavior DB 53 and updates the vehicle position/behavior DB 53. After that, the pre-processing unit 41 ends this control.
  • FIG. 6 is a flowchart of emergency processing control by the server CPU 34 of FIG.
  • the server CPU 34 executes the emergency processing control of FIG.
  • step ST31 the emergency processing unit 43 judges whether an interrupt has occurred in the server device 3.
  • the preprocessing unit 41 generates an interrupt in step ST12 of Fig. 5 only when the travel information newly received by the server communication device 31 includes information that obstructs the travel of other vehicles.
  • the emergency processing unit 43 judges that an interrupt has occurred in the server device 3, and proceeds to step ST32.
  • the emergency processing unit 43 repeats this process. In this way, the emergency processing section 43 is executed prior to the control information generating section 42 which periodically generates individual control information, by generating an interrupt from the pre-processing section 41 .
  • step ST32 the emergency processing unit 43 identifies the parking position on the road of the vehicle 2 that is blocking the travel of other vehicles.
  • the emergency processing unit 43 may calculate the position of the vehicle S as the parking position on the road.
  • the emergency processing unit 43 then advances the process to step ST38.
  • step ST38 the emergency processing unit 43 judges whether the situation that is obstructing the driving of other vehicles is due to an accident. This judgment may be basically the same as in step ST19. If the driving obstruction is due to an accident, the emergency processing unit 43 advances the processing to step ST39. If the driving obstruction is not due to an accident, the emergency processing unit 43 advances the processing to step ST33.
  • the emergency processing unit 43 starts generating a pass restriction area.
  • the emergency processing unit 43 first generates a pass prohibition area 96 that prohibits other vehicles from traveling in the lane in which the vehicle 2 that is blocking the travel of other vehicles is parked.
  • the pass prohibition area 96 may be, for example, a range of a predetermined length from the position of the vehicle S calculated in step ST32 in the opposite direction to the travel direction of the lane.
  • the length of the pass prohibition area 96 should be set so that other vehicles can stop in front of the position of the vehicle S, based on information such as the speed limit of the lane and road 90.
  • the emergency processing unit 43 In step ST34, the emergency processing unit 43 generates a passing attention area 97 for suppressing the driving of other vehicles in the remaining lanes other than the lane in which the vehicle 2, which is to obstruct the driving of other vehicles, is parked.
  • the remaining lanes may be lanes in which driving is possible in the same direction as the lane in which the passing prohibited area 96 is set, or oncoming lanes in which driving is possible in the opposite direction.
  • the emergency processing unit 43 may generate the passing attention area 97 for some of the lanes or for all of the lanes depending on the shape of the road 90 such as a median strip.
  • the passing attention area 97 may be, for example, a range of a predetermined length from the position of the vehicle S calculated in step ST32 in the opposite direction to the driving direction of the lane.
  • the length of the passing attention area 97 may be set so that other vehicles can sufficiently decelerate before the position of the vehicle S based on information such as the speed limit of the lane and the road 90. Thereafter, the emergency processing unit 43 advances the process to step ST35.
  • the emergency processing unit 43 In response to this, in step ST39, the emergency processing unit 43 generates a no-pass area 96 that prohibits other vehicles from traveling not only in the lane where the involved automobile 2 is a travel obstacle, but essentially all lanes of the road.
  • the no-pass area 96 may be, for example, a range of a predetermined length from the position of vehicle S calculated in step ST32 in the opposite direction to the travel direction of that lane.
  • the length of the no-pass area 96 should be set so that other vehicles can stop in front of the position of vehicle S, based on information such as the lane and the speed limit of the road 90.
  • the emergency processing unit 43 then proceeds to step ST35.
  • step ST35 the emergency processing section 43 records the information generated up to step ST34 in the road regulation DB 52, and updates the road regulation DB 52.
  • the road regulation DB 52 records passage regulation information for each lane, for example, for the road 90 surrounding the position of a car 2 parked on the road, including no-passing areas 96 and caution-to-pass areas 97.
  • the emergency processing unit 43 starts the process of generating and transmitting individual control information to be sent to each automobile 2 affected by the driving obstacle.
  • the emergency processing unit 43 first selects all automobiles 2 affected by the driving obstacle from among all automobiles 2 under control.
  • the emergency processing unit 43 may, for example, read the road regulation DB 52 and select all automobiles 2 that will be traveling through no-pass areas 96 or caution-to-pass areas 97 if they continue to travel as they are.
  • the emergency processing unit 43 may simply select all automobiles 2 within a specified radius centered on the vehicle S position of the automobile 2 that is causing the driving obstacle.
  • step ST41 the emergency processing unit 43 generates individual control information for dealing with the driving obstacle for each of the automobiles 2 selected in step ST40.
  • the individual control information in this case requests deceleration or stopping so that the speed is lower than if there was no driving obstacle, for example.
  • the emergency processing unit 43 can generate the individual control information by, for example, executing the processing of step ST51 in FIG. 5 and step ST52 in FIG. 4.
  • step ST42 the emergency processing unit 43 transmits the individual control information generated in step ST41 to each vehicle 2. This enables each vehicle 2 to instantly receive the corresponding individual control information from the server device 3 when the server device 3 receives driving information from a vehicle 2 that is parked or stopped on the road. Thereafter, the emergency process part 43 ends this control.
  • the emergency processing unit 43 is executed based on an interrupt from the pre-processing unit 41 only when the driving information newly received by the server communication device 31 includes information that obstructs the driving of other automobiles.
  • the emergency processing unit 43 can use the information recorded in the server DB 5 to generate and transmit, as individual control information for each of the multiple automobiles 2, information that corresponds to information that obstructs the driving of other automobiles.
  • the preprocessor 41 reads the road regulation DB 52 in step ST16 of FIG.
  • the pre-processing unit 41 If a no-passing area 96 is recorded in the road regulation DB 52, the pre-processing unit 41 generates a vehicle behavior plan, for example requesting a stop, for the automobile 2 that will be traveling through the section of the no-passing area 96 in step ST17, and records this in the vehicle position behavior DB 53 in step ST18. In addition, if a caution area 97 for passing through is recorded in the road regulation DB 52, the pre-processing unit 41 generates a vehicle behavior plan, for example requesting deceleration, for the automobile 2 that will be traveling through the section of the caution area 97 for passing through in step ST17, and records the vehicle behavior plan in the vehicle position behavior DB 53 in step ST18.
  • a vehicle behavior plan for example requesting a stop
  • FIG. 7 is a flowchart of the control of generating control information by the server CPU 34 of FIG.
  • the server CPU 34 periodically executes the control information generation control of Fig. 7 as processing of the control information generating unit 42. As a result, the server CPU 34 continues to periodically transmit individual control information to the multiple automobiles 2 under its control.
  • the server CPU 34 executes the emergency processing control in FIG. 6 and then executes the control information generation control in FIG.
  • step ST21 the control information generating unit 42 reads the vehicle position/behavior DB 53.
  • a no-pass area 96 and a caution area 97 for passing are set in the vehicle position behavior DB 53 around the parked car 2.
  • step ST22 the control information generation unit 42 selects one unprocessed vehicle 2 from among the multiple vehicles 2 whose information is recorded in the vehicle position behavior DB 53.
  • the control information generating unit 42 uses the information recorded in the vehicle position behavior DB 53 to determine whether or not the vehicle 2 selected in step ST22 will interfere with another vehicle.
  • interference may include not only overlapping of the position of the selected automobile 2 with the position of another automobile, but also the distance between the automobiles falling below a threshold. For example, a rear automobile traveling at a higher speed than the automobile in front may have a distance between the automobile in front that falls below a threshold depending on the speed difference.
  • the traffic control information generating unit 42 may determine the presence or absence of interference regarding such inter-vehicle distances by using a threshold or the like.
  • step ST24 the control information generating unit 42 generates individual control information for the vehicle 2 selected in step ST22. For example, when it is determined that there is interference with a vehicle in front as described above, the control information generation unit 42 may generate individual control information requesting speed maintenance or deceleration, even if information such as acceleration or speed maintenance is recorded in the vehicle position behavior DB 53. On the other hand, if it is determined that there is no interference with other vehicles, the control information generating unit 42 may generate the information recorded in the vehicle position behavior DB 53 as individual control information as is.
  • the pre-processing unit 41 when a no-passing area 96 is recorded in the road regulation DB 52, the pre-processing unit 41 generates individual control information, for example, requesting a stop for a vehicle 2 that is traveling through a section of the no-passing area 96. In addition, when a caution area 97 for passing through is recorded in the road regulation DB 52, the pre-processing unit 41 generates individual control information, for example, requesting deceleration, for a vehicle 2 that will be traveling through the section of the caution area 97 for passing through.
  • control information generation unit 42 generates, as individual control information, information requesting acceleration, speed maintenance, deceleration, stopping, speed range (upper limit, lower limit), lane keeping, or lane change for each vehicle 2, rather than control values used for driving control in each vehicle 2.
  • control information generation unit 42 generates individual control information for each vehicle 2 affected by the traveling obstacle, requesting deceleration or stopping so that the vehicle travels at a slower speed than if there was no traveling obstacle, for example.
  • step ST25 the control information generation unit 42 transmits the individual control information generated in step ST24 from the server communication device 31 to the corresponding vehicle 2.
  • step ST26 the control information generating unit 42 judges whether or not selection has been completed for all vehicles 2 whose information is recorded in the vehicle position behavior DB 53. If selection has not been completed for all vehicles 2, the control information generating unit 42 returns the process to step ST22. In this case, the control information generating unit 42 repeats the processes from step ST22 to step ST26, and generates and transmits individual control information for a new vehicle 2. When selection has been completed for all vehicles 2, the control information generating unit 42 ends this control.
  • the control information generating unit 42 when a pass-restricted area is recorded in the road regulation DB 52, the control information generating unit 42 generates and transmits individual control information for decelerating or stopping for a vehicle 2 that may be traveling through the pass-restricted area. For a vehicle 2 that is about to travel through a pass-restricted area recorded in the road regulation DB 52, the control information generating unit 42 generates and transmits individual control information with a reduced speed compared to a vehicle 2 that may be traveling through an area where such information is not recorded.
  • FIG. 8 is a flowchart of cruise control under management control by the cruise control device 12 of FIG.
  • the driving control device 12 of each of the multiple automobiles 2 traveling under the control of the server device 3 repeatedly executes the driving control under the control of FIG.
  • the communication device 23 of the automobile 2 normally receives individual control information periodically from the server device 3.
  • the external communication control device outputs the individual control information received by the communication device 23 to the driving control device 12 via the vehicle network 17.
  • the driving control device 12 may store and record the individual control information in its memory.
  • the driving control device 12 collects and acquires vehicle information such as information indicating the driving state of the vehicle and information about the driving environment around the vehicle from the sensor control device 11 of the vehicle.
  • the information acquired from the sensor control device 11 of the vehicle may be acquired in advance and recorded in the memory of the driving control device 12.
  • the vehicle information may include information such as the position, direction, speed, acceleration, and direction of travel of the vehicle and other automobiles around the vehicle contained in the image captured by the in-vehicle camera.
  • the driving control device 12 may generate this information by processing the information acquired from the sensor control device 11.
  • the vehicle information may also include information indicating the operating state, control contents, and control results of the drive control device 13, steering control device 14, braking control device 15, etc.
  • the vehicle information may also include time information generated by the GNSS receiver 21.
  • step ST2 the driving control device 12 transmits driving information based on the vehicle information acquired in step ST1 to the server device 3 using the exterior communication control device 16.
  • the exterior communication control device 16 transmits the driving information input from the driving control device 12 to the server device 3 via the communication device 23 and base station 7.
  • the driving information may include information used by the server device 3 for its control.
  • the driving information may be the vehicle information itself, or may be a part of the vehicle information.
  • the server device 3 requires position information as the minimum information for each automobile 2.
  • step ST3 the driving control device 12 acquires the latest individual control information from the server device 3.
  • step ST4 the driving control device 12 generates a control value for controlling the driving of the host vehicle based on the information acquired up to step ST3.
  • the driving control device 12 receives individual control information addressed to the vehicle from the server device 3, the driving control device 12 generates a control value for driving control of the vehicle basically in accordance with the received individual control information addressed to the vehicle, while also responding to the vehicle information.
  • the driving control device 12 when individual control information addressed to the vehicle is not received from the server device 3, the driving control device 12 generates a control value for driving control of the vehicle so as to correspond to the vehicle information.
  • the driving control device 12 generates, for example, a control value for accelerating the automobile 2, a control value for maintaining the speed, a control value for decelerating the automobile 2, a control value for stopping the automobile 2, a control value for maintaining the speed within a speed range (upper and lower limits), a steering control value for maintaining the lane, and a steering control value for changing the lane.
  • step ST5 the driving control device 12 outputs the control value generated in step ST4 to each control device that executes driving control of the vehicle through the vehicle network 17.
  • the drive control device 13 executes control to set the drive output to the control value.
  • the steering control device 14 executes control to set the steering angle including the steering direction to the control value.
  • the braking control device 15 executes control to set the braking force to the control value. Thereafter, the driving control device 12 ends this control.
  • FIG. 9 is an explanatory diagram of a driving environment in which a car 2 traveling on a two-lane road 90 breaks down and comes to a stop on the road.
  • FIG. 10 is an explanatory diagram of a driving environment in which a no-pass area 96 and a caution-to-pass area 97 are set after the vehicle stops on the road in FIG. 9 and 10 show a road 90 having a first lane 91 and a second lane 92 along which an automobile 2 can travel in the same direction.
  • a first line segment S1 in the high-precision map data 51 is shown superimposed on the center of the first lane 91.
  • a second line segment S2 in the high-precision map data 51 is shown superimposed on the center of the second lane 92.
  • each vehicle is basically remotely controlled to travel along the first line segment S1 or the second line segment S2.
  • the server device 3 may generate individual control information taking into account the driver's characteristics, etc.
  • the course of each vehicle based on the individual control information can travel along a route that is shifted from the first line segment S1 or the second line segment S2 by a substantially constant interval in the vehicle width direction within the lane.
  • a second vehicle 62 is traveling behind the first vehicle 61.
  • a fourth vehicle 64 is traveling behind the third vehicle 63.
  • the third vehicle 63 is traveling approximately parallel to the first vehicle 61.
  • the first vehicle 61, the second vehicle 62, the third vehicle 63, and the fourth vehicle 64 are traveling under the control of the server device 3.
  • the control information generating unit 42 of the server device 3 for example, repeatedly generates and transmits individual control information requesting each of the first vehicle 61, the second vehicle 62, the third vehicle 63, and the fourth vehicle 64 to maintain their current traveling state.
  • the first vehicle 61, the second vehicle 62, the third vehicle 63, and the fourth vehicle 64 are basically controlled to maintain the state shown in FIG. 9 .
  • the first vehicle 61 basically decelerates and stops in the first lane 91 in which it is traveling.
  • the first vehicle 61 is parked or stopped on the first lane 91, which is on the road.
  • the first vehicle 61 parked or stopped on the road transmits driving information indicating that the first vehicle 61 is parked or stopped in the first lane 91, which is on the road, to the server device 3 in step ST2 of FIG.
  • the pre-processing unit 41 of the server device 3 determines that the vehicle is parked on the road in step ST11 of Fig. 5, and generates an interrupt in step ST12.
  • the emergency processing unit 43 of the server device 3 determines that an interrupt has been generated in step ST31 of Fig. 6, and starts processing that takes priority over the control information generating unit 42.
  • the emergency processing unit 43 sets a pass-restricted area on the road 90 on which the first vehicle 61 is parked, using a no-pass area 96 and a caution-when-passing area 97.
  • a no-pass area 96 is set on the first lane 91 on which the first vehicle 61 is parked, and a caution-when-passing area 97 is set on the adjacent second lane 92.
  • the emergency processing unit 43 further determines, for example, interference between each of the second vehicle 62 to the fourth vehicle 64 and the no-passing area 96 or the attention-passing area 97, and generates and transmits individual control information according to the determination.
  • the emergency processing unit 43 of the server device 3 may generate, for example, individual control information for the second vehicle 62, requesting that the vehicle stop in the no-passing area 96.
  • the emergency processing unit 43 may generate, for example, individual control information for the third vehicle 63, requesting that the vehicle maintain its current speed and escape from the attention-passing area 97.
  • the emergency processing unit 43 may generate, for example, individual control information for the fourth vehicle 64, requesting that the vehicle pass through the attention-passing area 97 while decelerating to a speed at which the vehicle can immediately stop. 10, the second vehicle 62 stops in the no-passing area 96. The third vehicle 63 exits the caution-passing area 97. The fourth vehicle 64 passes through the caution-passing area 97 at a low speed that allows it to stop immediately.
  • FIG. 11 is an explanatory diagram of a driving environment in which a car 2 traveling on a two-lane road 90 has been involved in a single-vehicle accident on the road and has come to a halt.
  • FIG. 12 is an explanatory diagram of a driving environment in which no-passing areas are set on all lanes 91 and 92 of a road 90 after the single-vehicle accident of FIG. 11 , in the first lane 91, a second vehicle 62 is traveling behind a first vehicle 61. In the second lane 92, a fourth vehicle 64 is traveling behind a third vehicle 63. The first vehicle 61, the second vehicle 62, the third vehicle 63, and the fourth vehicle 64 are traveling under the control of the server device 3.
  • the control information generating unit 42 of the server device 3 repeatedly generates and transmits, for example, individual control information requesting each of the first vehicle 61, the second vehicle 62, the third vehicle 63, and the fourth vehicle 64 to maintain their current traveling state.
  • the first vehicle 61, the second vehicle 62, the third vehicle 63, and the fourth vehicle 64 are each controlled to basically maintain the state shown in FIG. 9 .
  • the first vehicle 61 In such a driving environment, for example, if the first vehicle 61 is involved in a single vehicle accident in the first lane 91, the first vehicle 61 basically decelerates and stops in the first lane 91 in which it is traveling. The first vehicle 61 stops on the road in the first lane 91.
  • the first vehicle 61 that is stopped on the road transmits driving information indicating that the vehicle has stopped in the first lane 91 on the road due to an accident to the server device 3.
  • the pre-processing unit 41 of the server device 3 determines in step ST19 of Fig. 5 that the vehicle is stopped on the road due to an accident, and generates an interrupt in step ST12.
  • the emergency processing unit 43 of the server device 3 determines in step ST31 of Fig. 6 that an interrupt has been generated, and starts processing that takes priority over the control information generating unit 42.
  • the emergency processing unit 43 sets a passage restriction area using a no-pass area 96 for all lanes 91, 92 of the road 90 where the first vehicle 61 is stopped due to the accident.
  • a no-pass area 96 is set for the first lane 91 where the first vehicle 61 is stopped due to the accident and the adjacent second lane 92.
  • the emergency processing unit 43 determines, for example, whether each of the second vehicle 62 to the fourth vehicle 64 interferes with the no-passing area 96, and generates and transmits individual control information according to the determination.
  • the emergency processing unit 43 may determine, for example, that each of the second vehicle 62 to the fourth vehicle 64 interferes with the no-passing area 96, and may generate and transmit individual control information for stopping each of the vehicles.
  • the emergency processing unit 43 of the server device 3 may generate, for example, individual control information for the second vehicle 62 requesting that the vehicle stop in the no-passing area 96 of the first lane 91.
  • the emergency processing unit 43 may generate, for example, individual control information for the third vehicle 63 requesting that the vehicle stop in the no-passing area 96 of the second lane 92.
  • the emergency processing unit 43 may generate, for example, individual control information for the fourth vehicle 64 requesting that the vehicle stop in the no-passing area 96 of the second lane 92.
  • the server device 3 is used to control the driving of the multiple automobiles 2.
  • Each of the multiple automobiles 2 has a driving control device 12 that generates a control value for controlling the driving of the automobile 2 that is the host vehicle.
  • the server device 3 generates individual control information for each of the multiple automobiles 2 based on the driving information for the multiple automobiles 2 and transmits it to the multiple automobiles 2. Specifically, for example, the server device 3 generates information (individual control information) requesting acceleration, deceleration, stopping, lane keeping, and lane change for each automobile 2 as individual control information different for each of the multiple automobiles 2, instead of control values used for driving control in each automobile 2.
  • the driving control device 12 of each of the multiple automobiles 2 receives individual control information addressed to the automobile from the server device 3, it generates a control value for driving control of the automobile using the received individual control information addressed to the automobile.
  • the server device 3 can control the driving of the multiple automobiles 2 in a controlled manner by utilizing the driving control device 12 provided in the multiple automobiles 2, without generating individual control values different for each automobile 2 for the multiple automobiles 2. Even if the server device 3 has a wider jurisdiction or the number of automobiles 2 to be controlled increases, it can control the driving of the multiple automobiles 2 in a controlled manner with a lower processing load than when generating individual control values for each automobile 2.
  • the server device 3 of this embodiment has a server DB5 that accumulates and records the driving information of each of the multiple automobiles 2.
  • the pre-processing unit 41 of the server device 3 records at least the driving position information of the automobile 2 that received the driving information in the server DB5.
  • the control information generating unit 42 of the server device 3 periodically generates individual control information that differs for each of the multiple automobiles 2 using the information recorded in the server DB5.
  • the emergency processing unit 43 of the server device 3 is executed only when the driving information newly received by the server communication device 31 includes information that hinders the driving of other automobiles.
  • the pre-processing unit 41 and the control information generating unit 42 are executed in the server device 3.
  • the normal periodic processing of the server device 3 increases and decreases depending on the number of automobiles 2 to be controlled.
  • the processing capacity of the server device 3 can be easily determined based on the number of automobiles 2 expected in its jurisdiction.
  • the server device 3 is expected to continue to stably generate different individual control information for each of the multiple vehicles 2 without failure.
  • the server device 3 of this embodiment executes the emergency processing unit 43 based on the traveling information newly received by the server communication device 31.
  • the emergency processing unit 43 uses the information recorded in the server DB 5 to generate and transmit, as individual control information for each of the multiple automobiles 2, information corresponding to information that impedes the traveling of other automobiles.
  • the individual control information generated by the emergency processing unit 43 is transmitted to each automobile 2 in the same manner as the individual control information periodically generated by the control information generating unit 42.
  • the traveling control device 12 of each automobile 2 can receive the latest individual control information generated by the emergency processing unit 43 executed when a situation that impedes the traveling of the automobile 2 occurs without waiting for the reception of the individual control information generated by the control information generating unit 42. Moreover, this individual control information corresponds to information that impedes the traveling of other automobiles. As a result, when a situation occurs in which the traveling of the automobile 2 is impeded, the traveling control device 12 of each automobile 2 can instantly receive individual control information for responding to the situation without waiting for the reception of the individual control information generated by the control information generating unit 42, and control the traveling of the automobile to respond to it.
  • the driving control device 12 of each automobile 2 can instantly start driving control to respond to the obstruction situation in the driving control execution process (step ST5) immediately after the occurrence of a situation in which another automobile obstructs the driving of the own automobile. Furthermore, even when the server device 3 responds immediately to such a situation that impedes the traveling of the vehicle 2, it is not necessary for the server device 3 to generate individual control values for each vehicle 2. The processing contents and processing load of the server device 3 when a situation that impedes the traveling of the vehicle 2 occurs are unlikely to be excessive compared to normal times when there is no situation that impedes the traveling of the vehicle 2.
  • driving control for automatic driving of the automobile 2 can be realized while suppressing the processing load on the automobile 2 and the server device 3 used therewith, and, if a situation occurs that impedes the driving of the automobile 2, the situation can be dealt with immediately.
  • the pre-processing unit 41 of the server device 3 determines that a driving obstacle has occurred on the road not only when the automobile 2 is parked or stopped on the road, but also when the occupant gets out of the automobile 2 parked or stopped on the road in step ST11 of Fig. 5, and proceeds to the process of step ST12.
  • the pre-processing unit 41 generates an interrupt in step ST12, even when the occupant gets out of the automobile 2 parked or stopped on the road.
  • FIG. 13 is a flowchart of emergency processing control executed by the server CPU in the vehicle traffic control system according to the second embodiment of the present invention.
  • the server CPU 34 executes the emergency processing control of FIG. Steps ST31 to ST35 in Fig. 13 are the same as those in Fig. 6. However, if it is determined in step ST38 that there is no accident, the emergency processing unit 43 advances the process to step ST36.
  • the emergency processing unit 43 determines the cause of the interrupt. In this embodiment, a situation that may impede the travel of other automobiles is also considered, in which an occupant gets out of automobile 2 parked on the road. Therefore, the emergency processing unit 43 may determine whether the cause of the cut-in is an occupant getting out of the vehicle 2 parked or stopped on the road. If the driving information received from the automobile 2 may include information on the results of detection of whether the door 65 is opened or closed, the emergency processing unit 43 may determine whether or not any occupants have disembarked from the automobile 2 that is parked or stopped on the road based on the results of detection of whether the door 65 is opened or closed.
  • the emergency processing unit 43 determines that the cause of the cut-in is the passenger disembarking, and proceeds to step ST37. If no passenger has disembarked, the emergency processing unit 43 determines that the cause of the cut-in is not passenger disembarking, and proceeds to step ST33.
  • the emergency processing unit 43 may also determine the cause of the cut-in other than the passenger disembarking. For example, when the processing unit generates a cut-in for three or more driving obstacles, the emergency processing unit 43 may determine the cause of the cut-in in order to perform separate processing for each cause of the cut-in.
  • Step ST37 is a process executed when the automobile 2 is parked on the road and the occupant gets out of the automobile 2.
  • the emergency processing unit 43 executes an update process for upgrading the attention-to-pass area 97 already set in step ST34 to a no-pass area 96 for the occupant who has got out of the automobile 2.
  • the emergency processing unit 43 advances the process to step ST35, and updates the information of the attention-to-pass area 97 recorded in the road regulation DB 52 to the information of the no-pass area 96 and records it.
  • the emergency processing unit 43 ends this control.
  • the pass-by caution area 97 set around the automobile 2 parked on the road is updated to a no-pass area 96.
  • information on the no-pass area 96 is recorded for all lanes in the road regulation DB 52.
  • the subsequent processing of the emergency processing unit 43 is similar to that in the above-described embodiment.
  • the preprocessor 41 reads the road regulation DB 52 in step ST16 of FIG. If a no-passing area 96 is recorded in the road regulation DB 52, the pre-processing unit 41 generates a vehicle behavior plan, for example requesting a stop, for the automobile 2 that will be traveling through the section of the no-passing area 96 in step ST17, and records this in the vehicle position behavior DB 53 in step ST18.
  • the control information generation unit 42 uses the road regulation DB 52 to generate and transmit individual control information for a vehicle 2 traveling through the no-passage area 96, requesting that the vehicle 2 decelerate and stop in the no-passage area 96.
  • FIG. 14 is an explanatory diagram of a driving environment in which an occupant 66 has exited an automobile 2 that has stopped due to a breakdown on a two-lane road 90.
  • FIG 14 shows a driving state following that shown in FIG 13.
  • FIG. 15 is an explanatory diagram of a driving environment in which the cautionary passage area 97 is updated to a no-passage area 96 after the occupant 66 in FIG. 14 gets off the vehicle.
  • the second vehicle 62 has already stopped in the no-passing area 96 of the first lane 91, based on the fact that the first vehicle 61 has broken down and is parked on the road.
  • the third vehicle 63 has left the passing caution area 97 of the second lane 92.
  • the fourth vehicle 64 is traveling in the passing caution area 97 of the second lane 92 at a low speed that allows it to stop immediately.
  • an occupant 66 of a first vehicle 61 parked in the first lane 91 gets out of the first vehicle 61 and is driving in the second lane 92.
  • the occupant 66 is driving behind a third vehicle 63 that has just passed through a passing caution area 97 in the second lane 92.
  • the parked first vehicle 61 transmits to the server device 3 travel information including information indicating that the occupant 66 has got off.
  • the pre-processing unit 41 of the server device 3 determines in step ST11 of FIG. 5 that the occupant 66 has disembarked from the first vehicle 61 parked in the first lane 91, and generates an interrupt in step ST12.
  • the emergency processing unit 43 of the server device 3 determines in step ST31 of FIG. 13 that an interrupt has been generated, and starts processing that takes priority over the control information generating unit 42.
  • step ST36 the emergency processing unit 43 determines that the occupant 66 has disembarked, and in step ST37 updates the passing caution area 97 of the second lane 92 to a no-passing area 96 as shown in FIG. 15.
  • the passing regulation information for the second lane 92 recorded in the road regulation DB 52 is updated from the passing caution area 97 to the no-passing area 96.
  • the emergency processing unit 43 uses the road regulation DB 52 to determine interference between each of the second vehicle 62 to the fourth vehicle 64 and the no-passing area 96 in step ST41 of Fig. 13, and generates and transmits individual control information according to the determination. As shown in Fig. 15, for example, for the second vehicle 62, the emergency processing unit 43 may generate individual control information requesting the second vehicle 62 to stop in the no-passing area 96 of the first lane 91. For example, for the fourth vehicle 64, the emergency processing unit 43 may generate individual control information requesting the fourth vehicle 64 to stop in the no-passing area 96 of the second lane 92.
  • the control information generating unit 42 may later generate individual control information requesting the third vehicle 63 to maintain the current traveling state in the second lane 92.
  • the second vehicle 62 remains stopped in the no-passing area 96 of the first lane 91.
  • the fourth vehicle 64 stops in the no-passing area 96 of the second lane 92.
  • the third vehicle 63 which has already passed through the no-passing area 96 of the second lane 92, maintains its current traveling in the second lane 92.
  • the server device 3 can switch the control of the multiple vehicles 2 to respond to the new driving obstruction factor.
  • the caution-to-pass area 97 recorded in the road regulation DB 52 can be updated to the no-passing area 96.
  • 1... traffic control system 2... automobile (vehicle), 3... server device, 4... server main body, 5... server DB, 6... communication system, 7... base station, 8... communication network, 10... control system, 11... sensor control device, 12... driving control device, 13... drive control device, 14... steering control device, 15... braking control device, 16... vehicle exterior communication control device, 17... vehicle network, 21... GNSS receiver, 22... vehicle exterior camera, 23... communication device, 31... server communication device, 32...
  • server GNS S receiver, 33...server memory, 34...server CPU, 35...internal bus, 41...pre-processing unit, 42...control information generating unit, 43...emergency processing unit, 51...high-precision map data, 52...road regulation DB, 53...vehicle position behavior DB, 61...first vehicle, 62...second vehicle, 63...third vehicle, 64...fourth vehicle, 65...door, 66...occupant, 90...road, 91...first lane, 92...second lane, 96...no-passing area, 97...passing caution area, S1...first line segment, S2...second line segment

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Traffic Control Systems (AREA)
PCT/JP2022/039637 2022-10-25 2022-10-25 車両の管制制御システム Ceased WO2024089753A1 (ja)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US18/716,124 US12592148B2 (en) 2022-10-25 2022-10-25 Vehicle traffic control system
CN202280071453.6A CN118251713A (zh) 2022-10-25 2022-10-25 车辆的管制控制系统
PCT/JP2022/039637 WO2024089753A1 (ja) 2022-10-25 2022-10-25 車両の管制制御システム
JP2024517154A JP7646280B2 (ja) 2022-10-25 2022-10-25 車両の管制制御システム
DE112022007953.3T DE112022007953T5 (de) 2022-10-25 2022-10-25 Fahrzeug-Verkehrssteuerungssystem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2022/039637 WO2024089753A1 (ja) 2022-10-25 2022-10-25 車両の管制制御システム

Publications (1)

Publication Number Publication Date
WO2024089753A1 true WO2024089753A1 (ja) 2024-05-02

Family

ID=90830281

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/039637 Ceased WO2024089753A1 (ja) 2022-10-25 2022-10-25 車両の管制制御システム

Country Status (5)

Country Link
US (1) US12592148B2 (https=)
JP (1) JP7646280B2 (https=)
CN (1) CN118251713A (https=)
DE (1) DE112022007953T5 (https=)
WO (1) WO2024089753A1 (https=)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024084645A1 (ja) * 2022-10-20 2024-04-25 株式会社Subaru 車両の管制制御システム
WO2024089752A1 (ja) * 2022-10-25 2024-05-02 株式会社Subaru 車両の管制制御システム

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005056372A (ja) * 2003-03-26 2005-03-03 Fujitsu Ten Ltd 車両制御装置、車両制御方法および車両制御プログラム
JP2019128697A (ja) * 2018-01-23 2019-08-01 日産自動車株式会社 情報処理方法及び情報処理装置
JP2021111340A (ja) * 2019-12-30 2021-08-02 株式会社Subaru 移動情報提供システム、サーバ装置、および車両

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6223125B1 (en) 1999-02-05 2001-04-24 Brett O. Hall Collision avoidance system
WO2019017253A1 (ja) 2017-07-18 2019-01-24 パイオニア株式会社 制御装置、制御方法、およびプログラム
JP7170888B2 (ja) 2019-08-28 2022-11-14 三菱電機株式会社 車線変更経路指示装置及び車線変更経路指示システム
US12027039B2 (en) * 2019-12-30 2024-07-02 Subaru Corporation Mobility information provision system, server, and vehicle
US11816988B2 (en) 2019-12-30 2023-11-14 Subaru Corporation Mobility information provision system, server, and vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005056372A (ja) * 2003-03-26 2005-03-03 Fujitsu Ten Ltd 車両制御装置、車両制御方法および車両制御プログラム
JP2019128697A (ja) * 2018-01-23 2019-08-01 日産自動車株式会社 情報処理方法及び情報処理装置
JP2021111340A (ja) * 2019-12-30 2021-08-02 株式会社Subaru 移動情報提供システム、サーバ装置、および車両
JP2021111332A (ja) * 2019-12-30 2021-08-02 株式会社Subaru 移動情報提供システム、サーバ装置、および車両

Also Published As

Publication number Publication date
CN118251713A (zh) 2024-06-25
US20250037581A1 (en) 2025-01-30
JPWO2024089753A1 (https=) 2024-05-02
US12592148B2 (en) 2026-03-31
JP7646280B2 (ja) 2025-03-17
DE112022007953T5 (de) 2025-09-04

Similar Documents

Publication Publication Date Title
CN112660156B (zh) 车辆控制系统
JP7545282B2 (ja) 移動情報提供システム、サーバ装置、および車両
CN112849159B (zh) 车辆控制系统以及车辆控制方法
CN114761300B (zh) 驾驶控制方法及驾驶控制装置
JP7583607B2 (ja) 車両の走行支援システム、これに用いるサーバ装置、および車両
US20210316733A1 (en) Vehicle travel control device
JP7646280B2 (ja) 車両の管制制御システム
JP7572266B2 (ja) 車両制御装置、車両制御方法およびプログラム
CN111758125A (zh) 行驶控制装置、行驶控制方法以及程序
JP7744583B2 (ja) 車両の走行制御システム
JP7744582B2 (ja) 車両の走行制御システム
JP2023144593A (ja) 車両走行の制御装置、車両、およびサーバ装置
KR20220153490A (ko) 차량 관리 시스템 및 차량 관리 방법
JP7646279B2 (ja) 車両の管制制御システム
WO2024084645A1 (ja) 車両の管制制御システム
JP7425975B2 (ja) 遠隔機能選択装置
JP2025123330A (ja) 車両制御装置、車両制御方法、及び車両制御システム
CN115723774A (zh) 汽车
US20240190478A1 (en) Vehicle control device and vehicle control method
JP7646281B2 (ja) 車両の管制制御システム
JP2025040126A (ja) 自動運転システム
EP4406801A1 (en) Driving control method and driving control device
JP7842945B2 (ja) 管制車両の制御システム
US20250296587A1 (en) Vehicle control device and vehicle control method
EP4538130A1 (en) Vehicle motion control device, and vehicle motion control method

Legal Events

Date Code Title Description
ENP Entry into the national phase

Ref document number: 2024517154

Country of ref document: JP

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 202280071453.6

Country of ref document: CN

WWE Wipo information: entry into national phase

Ref document number: 18716124

Country of ref document: US

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22963405

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 112022007953

Country of ref document: DE

WWP Wipo information: published in national office

Ref document number: 112022007953

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 22963405

Country of ref document: EP

Kind code of ref document: A1

WWG Wipo information: grant in national office

Ref document number: 18716124

Country of ref document: US