JP2010117771A - Vehicle platooning control system - Google Patents

Abstract

It is an object of the present invention to provide a convoy travel control system that can estimate the traveling order within a convoy without information for individually identifying vehicles.
A platooning control apparatus for traveling a plurality of vehicles in a platoon, wherein each vehicle includes front inter-vehicle distance detection means 10 and 20 for detecting an inter-vehicle distance from a front vehicle, and a rear vehicle. It is provided with rear inter-vehicle distance detection means 11, 21 for detecting the inter-vehicle distance, and communication means 12, 22, and receives the inter-vehicle distance with the front vehicle and the inter-vehicle distance with the rear vehicle from each vehicle, and detects the front detected by each vehicle. The running order of the platoon is estimated based on the inter-vehicle distance from the vehicle and the inter-vehicle distance from the rear vehicle.
[Selection] Figure 1

Description

  The present invention relates to a row running control system for running a plurality of vehicles in a row.

Various systems for running multiple vehicles in a row have been developed. When vehicles are driven in a platoon by various driving assistances or automatic driving, the traveling order within the platoon is important, and it is necessary to accurately recognize the traveling order. In the apparatus described in Patent Literature 1, each vehicle transmits information including a vehicle ID to another vehicle, and the traveling order in the platoon is determined based on the vehicle ID.
Japanese Patent Laid-Open No. 9-81899 JP 2004-242081 A JP 2008-46820 A

  When the running order of the platoon is determined using the vehicle ID, different IDs are assigned to all the vehicles traveling in the platoon, and information for individually identifying each vehicle is necessary. Therefore, when there is a vehicle to which no ID is assigned, the running order of the formation cannot be determined.

  Therefore, an object of the present invention is to provide a row running control system that can estimate the running order in the row even if there is no information for individually identifying vehicles.

  A convoy travel control system according to the present invention is a convoy travel control system for a plurality of vehicles traveling in a convoy, each vehicle including a front inter-vehicle distance detecting means for detecting an inter-vehicle distance from a front vehicle, and a rear vehicle. The vehicle distance detection means for detecting the distance between the vehicle and the communication means, and the distance between the vehicle ahead and the distance between the vehicle behind the vehicle and the distance between the vehicle behind the vehicle is received from each vehicle, The running order of the platoon is estimated based on the distance and the inter-vehicle distance from the rear vehicle.

  In this row running control system, in each vehicle, the front inter-vehicle distance detection means detects the inter-vehicle distance from the front vehicle, and the rear inter-vehicle distance detection means detects the inter-vehicle distance from the rear vehicle. In the platooning control system, the distance information before and after the vehicle detected by the communication means in each vehicle is transmitted. For example, when the vehicle B is traveling in front of the vehicle A in the formation and the vehicle C is traveling in front of the vehicle B, the distance between the vehicle detected by the vehicle A and the rear detected by the vehicle B The inter-vehicle distance from the vehicle is substantially the same distance, but the inter-vehicle distance detected by the vehicle A and the inter-vehicle distance detected by the vehicle C and the inter-vehicle distance detected by the vehicle C are clearly different distances. Therefore, by using the distance between the front and back detected by each vehicle, it is possible to determine the vehicle traveling in the front and back. Therefore, the convoy travel control system acquires inter-vehicle distance information from each vehicle by communication, and estimates the convoy travel order based on the inter-vehicle distance with the front vehicle and the inter-vehicle distance with the rear vehicle detected by each vehicle. In this way, the convoy travel control system uses the distance between the front and back detected by each vehicle, so that even if there is no information for individually identifying the vehicle such as a vehicle ID, The order can be estimated.

  It is possible to estimate the running order of the platoon with each vehicle, with the main vehicle (for example, the leading vehicle) in the platoon, or with a vehicle other than the vehicle in the platoon. It may be performed at a base station or the like.

  In the platooning control system of the present invention, it is preferable to change the inter-vehicle distance so that the difference in inter-vehicle distance between different vehicles is equal to or greater than a threshold, and to estimate the cruising order based on the inter-vehicle distance after the change.

  When estimating in order of travel using the inter-vehicle distance, if the inter-vehicle distances between different vehicles are the same distance, the inter-vehicle distances cannot distinguish the different inter-vehicle distances, and thus the travel order may not be determined. Thus, in this row running control system, the inter-vehicle distance is changed so that the difference in inter-vehicle distance between different vehicles is equal to or greater than a threshold value. In the platooning control system, the platooning order is estimated based on the changed inter-vehicle distance. In this way, in the platooning control system, the platooning order can be estimated with higher accuracy by providing a clear difference in the inter-vehicle distance between different vehicles.

  In the row running control system of the present invention, it is preferable that the threshold value is set based on a detection error of the inter-vehicle distance detection means.

  Considering the detection error of the inter-vehicle distance detection means, the traveling order cannot be determined when the difference in inter-vehicle distance between different vehicles is within the range of the detection error. Therefore, in this row running control system, the threshold is set based on the detection error of the inter-vehicle distance detection means, and the inter-vehicle distance is changed so that the difference in inter-vehicle distance between different vehicles exceeds the detection error range.

  The present invention makes it possible to estimate the running order of a platoon by a simple method even when there is no information for individually identifying a vehicle such as a vehicle ID by using the distance between the vehicles detected before and after each vehicle. it can.

  Hereinafter, an embodiment of a row running control system according to the present invention will be described with reference to the drawings.

  In the present embodiment, the leading vehicle in the platoon travels by cruise control (constant speed control) or a driver's operation, and vehicles other than the leading vehicle travel by inter-vehicle distance control that maintains a certain inter-vehicle distance, Applies to platooning that travels in unison while maintaining distance. In the present embodiment, the convoy travel control system according to the present invention is applied to a convoy travel control system configured by a convoy travel control device mounted on each vehicle in the convoy. In particular, in the present embodiment, the row running control device mounted on the leading vehicle in the row will be described in detail. The platooning travel control device mounted on the leading vehicle estimates the traveling ranks for all the vehicles in the platoon and provides the traveling rank information to each vehicle in the platoon.

  With reference to FIGS. 1 to 3, the row running control device 1 mounted on the leading vehicle will be described. FIG. 1 is a configuration diagram of a convoy travel control apparatus according to the present embodiment. FIG. 2 is an example of platooning. FIG. 3 is a graph showing the relationship between the inter-vehicle distance detected by the inter-vehicle distance detection sensor and the probability of the detected value.

  The convoy travel control device 1 collects front and rear inter-vehicle distance information from each vehicle in the convoy, and compares the front and rear inter-vehicle distances to determine the convoy travel order. Further, the platooning control device 1 changes the inter-vehicle distance when the inter-vehicle distance is the same between different vehicles so that the traveling order can be determined reliably.

  The convoy travel control device 1 includes a front inter-vehicle distance sensor 10, a rear inter-vehicle distance sensor 11, a radio antenna 12, a front inter-vehicle distance sensor ECU [Electronic Control Unit] 20, a rear inter-vehicle distance sensor ECU 21, a radio control ECU 22, an engine control ECU 30, a brake. A control ECU 31 and a convoy travel control ECU 40 are provided. The front inter-vehicle distance sensor ECU 20, the rear inter-vehicle distance sensor ECU 21, the radio control ECU 22 and the platooning control ECU 40 communicate with each other via a communication / sensor system CAN [Controller Area Network] 50. The engine control ECU 30 and the brake control ECU 31. And the convoy travel control ECU 40 communicate with each other via the control system CAN 51.

  In this embodiment, the front inter-vehicle distance sensor 10 and the front inter-vehicle distance sensor ECU 20 correspond to the front inter-vehicle distance detection means described in the claims, and the rear inter-vehicle distance sensor 11 and the rear inter-vehicle distance sensor ECU 21 are claimed. The wireless antenna 12 and the wireless control ECU 22 correspond to the communication means described in the claims.

Before specifically describing each part of the convoy travel control device 1, a method for determining the traveling order in the convoy will be described. In order to simplify the description, as shown in FIG. 2, the description will be made on a row running with three vehicles VA, VB, and VC. Each vehicle VA, VB, VC detects the front-rear distance, and transmits the detected front-rear distance information wirelessly to other vehicles. For example, the inter-vehicle distance detected by the vehicle VA is infinite on the front side and L _Arr on the rear side. Inter-vehicle distance detected by the vehicle VB is forward is _{L Bfr,} rear is _{L Brr.} The front-to-back distance detected by the vehicle VC is L _Cfr and the rear is infinite.

Considering the detection error of the inter-vehicle distance detection sensor, if the inter-vehicle distance L _Arr = the inter-vehicle distance L _Bfr (| L _Bfr | <| L _Arr | + ε) is established within the error range ε, the front of the vehicle VB. Can be estimated that the vehicle VA exists. Further, when the inter-vehicle distance L _Brr = the inter-vehicle distance L _Cfr (| L _Cfr | <| L _Brr | + ε) is established within the error range ε, it can be estimated that the vehicle VB exists in front of the vehicle VC. As a result, the traveling order of the vehicle VA, the vehicle VB, and the vehicle VC can be determined.

However, the vehicle VA, if the actual headway distance L ₁ and the vehicle VB between VB, and the actual inter-vehicle distance L ₂ between VC distance comparable, considering the detection error of the inter-vehicle distance detecting sensor, a travel order It cannot be confirmed. In FIG. 3, the horizontal axis indicates the inter-vehicle distance detected by the inter-vehicle distance detection sensor, the vertical axis indicates the probability of the detection value of the inter-vehicle distance detection sensor, and the error distribution of each inter-vehicle distance L ₁ , L ₂ detected by the sensor is shown. An example is shown. As shown in FIG. 3 (a), when the inter-vehicle distance L ₁ and the inter-vehicle distance L ₂ is a close distance, overlapping the error range of the error range and the headway distance L ₂ sensors of the sensor of the inter-vehicle distance L _1, different vehicle There is a risk of determining the inter-vehicle distance detected in step 1 to be the same inter-vehicle distance (for example, the inter-vehicle distance L _{Arr at} the rear of the vehicle VA = the inter-vehicle distance L _{Cfr at} the front of the vehicle VC).

Therefore, the actual inter-vehicle distance is changed so that the error ranges (allowable error ranges) of the sensors do not overlap. For example, to increase the inter-vehicle distance L ₂ along with shortening the headway distance L ₁ vehicle VB is accelerated to shorten the inter-vehicle distance L ₂ with a longer inter-vehicle distance L ₁ vehicle VB is decelerating. Alternatively, the inter-vehicle distance may be changed by acceleration or deceleration of the vehicle VA or the vehicle VC. As a result, as shown in FIG. 3B, the inter-vehicle distance L ₁ ′ and the inter-vehicle distance L ₂ ′ are clearly different distances, and the error range of the inter-vehicle distance L ₁ ′ sensor and the inter-vehicle distance L ₂ ′ sensor Error range does not overlap. In this way, by changing the inter-vehicle distance so that the permissible error ranges of the inter-vehicle distance sensors between different vehicles do not overlap, the traveling order can be determined reliably.

  Now, each part of the row running control device 1 will be specifically described.

  The front inter-vehicle distance sensor 10 is a radar sensor that detects a vehicle ahead using millimeter waves. The front inter-vehicle distance sensor 10 is attached to a predetermined height position in the center of the front end portion of the host vehicle (a height position at which the vehicle to be detected can be reliably detected). The front inter-vehicle distance sensor 10 transmits the millimeter wave forward from the own vehicle while scanning the millimeter wave in the left-right direction, and receives the reflected millimeter wave. In the front inter-vehicle distance sensor 10, the millimeter wave information (scanning azimuth angle in the left and right direction, transmission time, reception time, reflection intensity, etc.) about each reflection point (detection point) from which the reflected millimeter wave can be received is displayed. It transmits to distance sensor ECU20.

  The rear inter-vehicle distance sensor 11 is the same sensor as the front inter-vehicle distance sensor 10 except that the rear vehicle is detected. Therefore, the rear inter-vehicle distance sensor 11 is attached to a predetermined height position in the center of the rear end portion of the host vehicle, and transmits the millimeter wave backward from the host vehicle while scanning in the left-right direction.

  The wireless antenna 12 is a wireless antenna that is used for both transmission and reception, and transmits and receives various signals to and from other nearby vehicles. The wireless antenna 12 is an omnidirectional antenna, and receives signals from all directions and transmits signals in all directions. In the case of transmission, a transmission signal is sent from the radio control ECU 22 to the radio antenna 12. When receiving, a reception signal is sent from the radio antenna 12 to the radio control ECU 22.

  The front inter-vehicle distance sensor ECU 20 uses the millimeter wave information transmitted from the front inter-vehicle distance sensor 10 and calculates the relative distance to the front vehicle based on the time from transmission to reception of the millimeter wave. Then, the front inter-vehicle distance sensor ECU 20 transmits inter-vehicle distance information about the front vehicle to the convoy travel control ECU 40 as a front inter-vehicle distance signal.

  The rear inter-vehicle distance sensor ECU 21 uses the millimeter wave information transmitted from the rear inter-vehicle distance sensor 11, and calculates the relative distance to the rear vehicle based on the time from transmission to reception of the millimeter wave. The rear inter-vehicle distance sensor ECU 21 transmits inter-vehicle distance information about the rear vehicle to the platooning control ECU 40 as a rear inter-vehicle distance signal.

  The wireless control ECU 22 controls various signals transmitted and received wirelessly. The radio control ECU 22 performs various conversion processes on the transmission data signal from the row running control ECU 40 to generate a transmission signal, and sends the transmission signal to the radio antenna 12. Further, the radio control ECU 22 performs various conversion processes on the received signal received by the radio antenna 12 to extract data, and transmits the data to the platooning control ECU 40 as a received data signal. Note that the radio control ECU 22 performs transmission / reception control on data in other ECUs in addition to data in the convoy travel control ECU 40. In addition, information (for example, an automobile registration number described on the number plate) for determining which vehicle the data is sent is added to the transmission data.

  The engine control ECU 30 is a control device that controls the engine. The engine control ECU 30 sets the target acceleration based on the accelerator pedal operation by the driver. Then, the engine control ECU 30 sets a target opening of the throttle valve necessary for achieving the target acceleration, and transmits the target opening as a target throttle opening signal to a throttle actuator (not shown). In particular, when the engine control ECU 30 receives an engine control signal from the convoy travel control ECU 40, the engine control ECU 30 transmits a target throttle opening signal for achieving the target acceleration indicated by the engine control signal to the throttle actuator. The throttle actuator is an actuator that adjusts the opening of a throttle valve (not shown). The throttle actuator operates according to a target throttle opening signal from the engine control ECU 30, and adjusts the opening of the throttle valve.

  Brake control ECU31 is a control apparatus which controls the brake of each wheel. The brake control ECU 31 sets the target deceleration based on the brake pedal operation by the driver. Then, the brake control ECU 31 sets the brake hydraulic pressure of each wheel cylinder (not shown) necessary for achieving the target deceleration, and uses the brake hydraulic pressure as a target hydraulic pressure signal to the brake actuator (not shown). Send. In particular, when the brake control ECU 31 receives a brake control signal from the convoy travel control ECU 40, the brake control ECU 31 transmits a target hydraulic pressure signal for achieving the target deceleration indicated by the brake control signal to the brake actuator. The brake actuator is an actuator that adjusts the brake hydraulic pressure of the wheel cylinder of each wheel. The brake actuator operates according to a target hydraulic pressure signal from the brake control ECU 31 to adjust the brake hydraulic pressure of the wheel cylinder.

  The convoy travel control ECU 40 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and comprehensively controls the convoy travel control device 1. In the convoy travel control ECU 40, an application program stored in the ROM is loaded into the RAM and executed by the CPU to perform data reception processing, data transmission processing, in-convoy travel rank determination processing, convoy travel control processing, and the like.

  Data reception processing will be described. The convoy travel control ECU 40 acquires information from the surrounding vehicles (information on the distance between the front and rear vehicles detected by each vehicle) based on the received data signal from the radio control ECU 22.

  In the platooning control ECU 40 for explaining the data transmission processing, the front inter-vehicle distance information indicated by the front inter-vehicle distance signal from the front inter-vehicle distance sensor ECU 20 and the rear inter-vehicle distance indicated by the rear inter-vehicle distance signal from the rear inter-vehicle distance sensor ECU 21. The distance information (that is, the inter-vehicle distance detected by the host vehicle) is transmitted to the radio control ECU 22 as a transmission data signal. In addition, the platoon travel control ECU 40 transmits the travel rank of the platoon determined in the in-convoy travel rank determination process and the information on the distance between the vehicles to the radio control ECU 22 as a transmission data signal. In addition, the convoy travel control ECU 40 transmits the inter-vehicle distance change command, which is performed in the in-convoy travel rank determination process, to the radio control ECU 22 as a transmission data signal.

  The in-convoy travel rank determination process will be described. The convoy travel control ECU 40 compares the front and rear inter-vehicle distance information detected by the own vehicle and the front and rear inter-vehicle distance information detected by the surrounding vehicles (each vehicle in the convoy) obtained by wireless communication, and compares the inter-vehicle distance sensor. A combination of inter-vehicle distances that can be regarded as the same distance within the error range is searched. Here, the front inter-vehicle distance and the rear inter-vehicle distance that can be regarded as the same distance by comparing the front inter-vehicle distance detected by a certain vehicle and the rear inter-vehicle distance detected by other vehicles, respectively. Search for combinations with. In addition, as the error range of a sensor, all the same ranges may be used, or the range according to the sensor of each vehicle may be used in consideration of the detection error of the sensor used in each vehicle. Thus, when using the error range according to the sensor of each vehicle, the error range of the sensor is also wirelessly communicated with each vehicle.

  In the platoon control ECU 40, for each combination of the inter-vehicle distances regarded as the same distance within the error range, the average value of the front inter-vehicle distance and the rear inter-vehicle distance (corresponding to the actual inter-vehicle distance). Is calculated. In addition to the average value, other methods such as adopting the inter-vehicle distance detected by the sensor having the higher detection accuracy of each sensor that detects the front-rear vehicle distance may be used.

  The platoon control ECU 40 calculates the difference between the average values of the inter-vehicle distances for different combinations using the average value of the inter-vehicle distances for all the combinations (that is, the average value of the inter-vehicle distances for a certain arbitrary combination and A difference from the average value of the inter-vehicle distances for other combinations is calculated), and it is determined whether or not the difference exceeds the error range of the inter-vehicle distance sensor. here,.

  If the difference in the average value of the inter-vehicle distance for different combinations does not exceed the error range of the inter-vehicle distance sensor (that is, the error range of the inter-vehicle distance sensor for each inter-vehicle distance between different vehicles) In order to change the inter-vehicle distance between the at least one vehicle, the travel control ECU 40 issues a command for changing the inter-vehicle distance to the front or rear vehicle having the inter-vehicle distance. Here, an instruction for increasing the inter-vehicle distance or an instruction for reducing the inter-vehicle distance is performed so that the difference between the actual inter-vehicle distances between the different vehicles exceeds the error range. For example, when the inter-vehicle distance ahead of a certain vehicle is increased, the deceleration command is set with a target deceleration, and when the inter-vehicle distance is decreased, the acceleration command is set with a target acceleration. When it is necessary to change the inter-vehicle distance behind the host vehicle, the platoon control ECU 40 sends an engine control signal for increasing the inter-vehicle distance (that is, acceleration control for setting the target acceleration) to the engine control ECU 30. Or a brake control signal for shortening the inter-vehicle distance (that is, deceleration control with the target deceleration set) is transmitted to the brake control ECU 31.

  When the difference between the average values of the inter-vehicle distances for all the different combinations exceeds the error range of the inter-vehicle distance sensor, the platooning control ECU 40 determines the difference between the inter-vehicle distances that are regarded as the same distance within the error range. The front-rear relationship between the vehicles is recognized from the vehicle that has detected the front inter-vehicle distance and the vehicle that has detected the rear inter-vehicle distance in the combination. The platoon travel control ECU 40 determines all travel ranks in the platoon based on the front-rear relationship between the vehicles for all combinations. Furthermore, in order to provide information to each vehicle in the platoon, the platoon traveling control ECU 40 generates information obtained by adding the inter-vehicle distance between the vehicles to the traveling rank in the platoon.

  The convoy travel control process will be described. In the convoy travel control ECU 40, constant speed control for maintaining the target vehicle speed (in the case where the own vehicle speed is lower than the target vehicle speed) in order to travel in a convoy according to the determined rank in the convoy (the leading vehicle in the case of the own vehicle). The engine control signal in which the target acceleration is set is transmitted to the engine control ECU 30 or the brake control signal in which the target deceleration is set is transmitted to the brake control ECU 31 by the acceleration control of the vehicle or the deceleration control when the vehicle speed is higher than the target vehicle speed). Send to.

  The platooning control device for each vehicle other than the leading vehicle in the platoon is the same as the platooning control device 1, the front inter-vehicle distance sensor, the rear inter-vehicle distance sensor, the wireless antenna, the front inter-vehicle distance sensor ECU, and the rear inter-vehicle distance sensor ECU. A radio control ECU, an engine control ECU, a brake control ECU, and a platooning control ECU. Then, the platooning control device for each vehicle detects the distance between the front and rear vehicles, and transmits the detected information to each surrounding vehicle (particularly, the leading vehicle) by wireless communication. In addition, the platooning control device for each vehicle receives information on the rank of the platoon and the distance between the vehicles from the leading vehicle via wireless communication, and maintains a certain distance between the vehicles based on the information on the rank. Control (acceleration control when the front inter-vehicle distance is longer than the target inter-vehicle distance or deceleration control when the front inter-vehicle distance is shorter than the target inter-vehicle distance) is performed. Further, in the row running control system of each vehicle, when a command for changing the inter-vehicle distance is received from the leading vehicle by wireless communication, the inter-vehicle distance is changed by accelerating or decelerating based on the command.

  With reference to FIGS. 1-3, the flow of operation | movement in the convoy travel control apparatus 1 is demonstrated. In particular, the processing in the convoy travel control ECU 40 will be described with reference to the flowchart of FIG. FIG. 4 is a flowchart showing a process flow in the row running control ECU of FIG.

  The front inter-vehicle distance sensor 10 transmits the millimeter wave forward from the own vehicle while scanning the millimeter wave in the left-right direction at regular intervals, receives the reflected millimeter wave, and forwards the millimeter-wave information based on the transmission / reception data to the front It transmits to inter-vehicle distance sensor ECU20. The front inter-vehicle distance sensor ECU 20 calculates the inter-vehicle distance from the front vehicle based on the received millimeter wave information, and transmits it to the convoy travel control ECU 40 as a front inter-vehicle distance signal. The convoy travel control ECU 40 receives the front inter-vehicle distance signal and acquires the front inter-vehicle distance (S1).

  The rear inter-vehicle distance sensor 11 transmits the millimeter wave reflected backward from the own vehicle while scanning the millimeter wave in the left-right direction at regular intervals, receives the reflected millimeter wave, and transmits the millimeter-wave information based on the transmission / reception data to the rear. It transmits to inter-vehicle distance sensor ECU21. The rear inter-vehicle distance sensor ECU 21 calculates the inter-vehicle distance from the rear vehicle based on the received millimeter wave information, and transmits it to the convoy travel control ECU 40 as a rear inter-vehicle distance signal. The convoy travel control ECU 40 receives the rear inter-vehicle distance signal and acquires the rear inter-vehicle distance (S1).

  The convoy travel control ECU 40 transmits the acquired information on the front inter-vehicle distance and the rear inter-vehicle distance as transmission data signals to the radio control ECU 22 (S2). The radio control ECU 22 performs various conversion processes on the transmission data signal to generate a transmission signal, and sends the transmission signal to the radio antenna 12. The wireless antenna 12 wirelessly transmits the transmission signal to other nearby vehicles. In addition, since all the driving | running | working ranks of a formation are decided in a head vehicle, it is not necessary to transmit the front-rear distance information to other vehicles from a head vehicle.

  The wireless antenna 12 receives a signal transmitted from each surrounding vehicle and sends the received signal to the wireless control ECU 22. The radio control ECU 22 performs various conversion processes on the received signal to extract data, and transmits the data to the convoy travel control ECU 40 as a received data signal. The convoy travel control ECU 40 acquires the front-to-rear distance information detected by other nearby vehicles from the received data signal (S3).

  The convoy travel control ECU 40 compares the front and rear inter-vehicle distances detected by the own vehicle and the front and rear inter-vehicle distances detected by other vehicles in the convoy, and searches for combinations of inter-vehicle distances within the error range of the inter-vehicle distance sensor ( S4). Then, the platoon control ECU 40 calculates an average value of the two inter-vehicle distances for each combination of the inter-vehicle distances within the error range (S5).

  The platoon control ECU 40 determines whether or not the difference between the average values of the inter-vehicle distances for the different combinations exceeds the error range of the inter-vehicle distance sensor in all combinations (S6).

  If it is determined in S6 that there is a difference in the average value of the inter-vehicle distances for different combinations that does not exceed the error range, the platooning control ECU 40 changes the inter-vehicle distance between at least one of the vehicles. An acceleration command or a deceleration command for changing the inter-vehicle distance with respect to the vehicle having the inter-vehicle distance is transmitted to the radio control ECU 22 as a transmission data signal (S7). At this time, information for specifying the transmission destination vehicle is added to the transmission data signal. The radio control ECU 22 performs various conversion processes on the transmission data signal to generate a transmission signal, and sends the transmission signal to the radio antenna 12. The wireless antenna 12 wirelessly transmits the transmission signal to other nearby vehicles. When the other vehicle of the transmission destination receives the transmission signal wirelessly, it recognizes that it is a command for itself by the vehicle information of the transmission destination added to the transmission signal, and accelerates or decelerates according to the command to change the inter-vehicle distance. To do. Thus, the difference in the inter-vehicle distance between all the vehicles in the platoon exceeds the error range of the inter-vehicle distance sensor, and the inter-vehicle distances between all the vehicles become different distances.

  When it is determined in S6 that the difference between the average values of the inter-vehicle distances for all the different combinations exceeds the error range, the convoy travel control ECU 40 determines that all of the in-convoys are based on all combinations of the front-to-rear inter-vehicle distances. Is determined (S8).

  The convoy travel control ECU 40 transmits information on the travel rank in the convoy and the distance between the vehicles to the radio control ECU 22 as a transmission data signal (S9). The radio control ECU 22 performs various conversion processes on the transmission data signal to generate a transmission signal, and sends the transmission signal to the radio antenna 12. The wireless antenna 12 wirelessly transmits the transmission signal to other nearby vehicles. When each other vehicle in the vicinity receives the transmission signal, it recognizes the driving rank in the platoon (especially the vehicle ahead) and the inter-vehicle distance from the preceding vehicle from the transmission signal, and maintains the inter-vehicle distance so as to maintain the inter-vehicle distance. Control (convoy travel control) is performed.

  The convoy travel control ECU 40 transmits an engine control signal to the engine control ECU 30 or performs brake control of the brake control signal by constant speed control (convoy travel control) for maintaining the target vehicle speed (the vehicle speed of the convoy). It transmits to ECU31 (S10). When the engine control ECU 30 receives the engine control signal, the engine control ECU 30 transmits a target throttle opening signal for achieving the target acceleration indicated by the engine control signal to the throttle actuator. The throttle actuator operates according to the target throttle opening signal, and adjusts the opening of the throttle valve. Alternatively, when receiving the brake control signal, the brake control ECU 31 transmits a target hydraulic pressure signal for achieving the target deceleration indicated by the brake control signal to the brake actuator. The brake actuator operates in accordance with the target hydraulic pressure signal and adjusts the brake hydraulic pressure of the wheel cylinder of each wheel.

  According to this platoon traveling control device 1, it is possible to accurately estimate the traveling rank within the platoon by a simple method of comparing the distance between the front and rear detected by each vehicle in the platoon. The estimation of the travel order does not require information for individually identifying vehicles such as a vehicle ID.

  Furthermore, according to the convoy travel control device 1, the inter-vehicle distance is changed so that the difference in the inter-vehicle distance between different vehicles exceeds the error range of the inter-vehicle distance sensor, thereby estimating the traveling order in the convoy more accurately. Can do.

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, in the present embodiment, the present invention is applied to a platooning that travels while maintaining a predetermined inter-vehicle distance, but can be applied to a platooning in various traveling modes such as automatic driving. Further, in the present embodiment, the platooning for performing acceleration / deceleration control is used, but steering control may also be performed.

Further, in this embodiment, the traveling order is estimated with one of the leading vehicles. However, the front-rear vehicle relationship is estimated for each vehicle in the platoon, and the vehicle-related information before and after that is transmitted to other vehicles in the platoon. You may make it possible to determine the order of travel within the platoon based on the provided information, or collect information on the distance between the front and rear vehicles from each vehicle in the platoon at a base station, etc. The driving rank in the platoon may be determined based on the information, and the driving rank information may be provided to each vehicle in the platoon.
In this embodiment, the inter-vehicle distance sensor using millimeter waves is applied as the inter-vehicle distance detecting means, but other radar sensors using laser light or the like, or other detection using a stereo camera or the like may be used. It may be a means.

  Further, in the present embodiment, wireless communication is applied as the communication means, but other communication means such as optical communication may be used.

  In the present embodiment, the inter-vehicle distance is changed when the difference between the inter-vehicle distances does not exceed the error range of the sensor. However, the driving order is estimated without performing such processing. May be.

It is a lineblock diagram of a convoy travel control device concerning this embodiment. It is an example of platooning. It is a graph which shows the relationship between the inter-vehicle distance detected with the inter-vehicle distance detection sensor, and the probability of the detected value, (a) is a case where the error ranges of the sensors of the inter-vehicle distances between different vehicles overlap, (b ) Is a case where the inter-vehicle distance is changed so that the error ranges of the sensors of the inter-vehicle distances between different vehicles do not overlap. It is a flowchart which shows the flow of a process in the row | line | column running control ECU of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Convoy travel control apparatus, 10 ... Front inter-vehicle distance sensor, 11 ... Back inter-vehicle distance sensor, 12 ... Wireless antenna, 20 ... Front inter-vehicle distance sensor ECU, 21 ... Rear inter-vehicle distance sensor ECU, 22 ... Radio control ECU, 30 ... Engine control ECU, 31 ... Brake control ECU, 40 ... Convoy travel control ECU, 50, 51 ... CAN

Claims (3)

A row running control system for running a plurality of vehicles in a row,
Each vehicle
Forward inter-vehicle distance detection means for detecting inter-vehicle distance from the preceding vehicle;
A rear inter-vehicle distance detecting means for detecting an inter-vehicle distance from the rear vehicle;
A communication means,
Receiving from each vehicle the inter-vehicle distance with the front vehicle and the inter-vehicle distance with the rear vehicle, and estimating the running order of the platoon based on the inter-vehicle distance with the front vehicle and the inter-vehicle distance with the rear vehicle detected by each vehicle. Characteristic platooning control system.   2. The convoy travel control according to claim 1, wherein the inter-vehicle distance is changed so that a difference in inter-vehicle distance between different vehicles is equal to or greater than a threshold, and the convoy travel order is estimated based on the inter-vehicle distance after the change. system.   The platooning control system according to claim 2, wherein the threshold is set based on a detection error of the inter-vehicle distance detection means.

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