JP2011100278A - Traffic control system, vehicle travel control apparatus, and traffic control method - Google Patents

Abstract

To provide a traffic control system, a vehicle travel control device, and a traffic control method capable of suppressing deceleration propagation and alleviating traffic congestion without needing to predict deceleration of a preceding vehicle.
A vehicle control ECU16 calculates the communication inter-vehicle time T _c of the front communication vehicle 101 and a rear communication vehicle 102, the communication inter-vehicle time T _c is a risk of amplification of the reduction propagation is equal to or less than a predetermined value For a certain rear communication vehicle 102, the traveling of the rear communication vehicle 102 is controlled so that the deceleration start timing of the front communication vehicle 101 acquired by wireless communication matches the deceleration start timing of the rear communication vehicle 102. By grasping the deceleration of the front communication vehicle 101 without delay by communication, the rear communication vehicle 102 can start decelerating simultaneously with the front communication vehicle 101. Therefore, amplification of deceleration propagation can be divided at the rear communication vehicle 102, and it is possible to suppress deceleration propagation and alleviate congestion without having to predict deceleration of the preceding vehicle.
[Selection] Figure 10

Description

  The present invention relates to a traffic control system, a vehicle travel control device, and a traffic control method, and more particularly to a traffic control system, a vehicle travel control device, and a traffic control method for reducing traffic congestion.

  Conventionally, as a system for reducing traffic congestion, for example, in Patent Document 1, when it is determined that there is a cause of traffic congestion on the road, the vehicle is decelerated in advance for each vehicle heading to the point where the traffic congestion factor is present A system for performing control is disclosed. In the system of Patent Document 1, by reducing the amount of deceleration as the distance between a point where there is a cause of congestion and each vehicle increases, the deceleration of the preceding vehicle suppresses the amplification of deceleration propagation that propagates to the rear vehicle, thereby reducing the congestion. Let

JP 2009-151562 A

  However, in the technique as described above, in order to decelerate from the following vehicle, it is necessary to predict the deceleration start timing and the magnitude of the deceleration of the preceding vehicle from a considerably early stage.

  The present invention has been made in view of such circumstances, and the object thereof is a traffic control system and a vehicle capable of suppressing deceleration propagation and alleviating traffic congestion without the need to predict deceleration of the preceding vehicle. To provide a travel control device and a traffic control method.

  The present invention is an inter-vehicle distance which is a value obtained by dividing the inter-vehicle distance between a front communication vehicle capable of wireless communication and at least one rear communication vehicle capable of wireless communication traveling behind the front communication vehicle by the speed of the rear communication vehicle. Inter-vehicle time calculating means for calculating time, and for a rear communication vehicle in which the inter-vehicle time calculated by the inter-vehicle time calculating means is a predetermined value or less, the deceleration start timing of the front communication vehicle acquired by wireless communication, and the deceleration of the rear communication vehicle It is a traffic control system provided with a travel control means for controlling the travel of the rear communication vehicle so as to match the start time.

  According to this configuration, the inter-vehicle time calculating unit calculates the inter-vehicle time between the front communication vehicle and at least one rear communication vehicle, and the travel control unit may amplify deceleration propagation whose inter-vehicle time is equal to or less than a predetermined value. For a certain rear communication vehicle, the travel of the rear communication vehicle is controlled so that the deceleration start timing of the front communication vehicle acquired by wireless communication matches the deceleration start timing of the rear communication vehicle. Thus, by grasping the deceleration of the front communication vehicle without delay by communication, the rear communication vehicle can start decelerating almost simultaneously or simultaneously with the front communication vehicle. Therefore, amplification of deceleration propagation can be divided at the rear communication vehicle, and deceleration propagation can be suppressed and traffic jam can be alleviated without having to predict deceleration of the preceding vehicle.

  In this case, it is preferable that the traveling control means calculates the target acceleration of the rear communication vehicle from the inter-vehicle time.

  According to this configuration, in order to calculate the target acceleration (target deceleration) of the rear communication vehicle from the inter-vehicle time that is a value obtained by dividing the inter-vehicle distance by the speed of the rear communication vehicle, according to the inter-vehicle distance and the speed of the rear communication vehicle. It is possible to set the deceleration.

  In this case, it is preferable that the traveling control means calculates a larger target acceleration as the speed difference between the front communication vehicle and the rear communication vehicle is larger.

  Since a larger acceleration (deceleration) is required as the speed difference between the front communication vehicle and the rear communication vehicle is larger, according to this configuration, the traveling control means has a larger speed difference between the front communication vehicle and the rear communication vehicle. By calculating a larger target acceleration, a more appropriate deceleration can be set.

  In addition, it is preferable that the travel control means calculates a larger target acceleration as the inter-vehicle time between the front communication vehicle and the rear communication vehicle is smaller.

  Since the larger the inter-vehicle time between the front communication vehicle and the rear communication vehicle is, the larger the acceleration is required. According to this configuration, the travel control means increases the target time as the inter-vehicle time between the front communication vehicle and the rear communication vehicle decreases. By calculating the acceleration, a more appropriate deceleration can be set.

  On the other hand, the present invention provides an inter-vehicle time calculating means for calculating an inter-vehicle time, which is a value obtained by dividing an inter-vehicle distance from a forward communication vehicle capable of wireless communication traveling in front of the own vehicle by the speed of the own vehicle, and an inter-vehicle time. Travel control that controls the travel of the host vehicle so that the deceleration start time of the forward communication vehicle acquired by wireless communication matches the deceleration start timing of the host vehicle when the inter-vehicle time calculated by the calculation means is equal to or less than a predetermined value And a vehicle travel control device.

  In this case, it is preferable that the traveling control means calculates the target acceleration of the own vehicle from the inter-vehicle time.

  In this case, it is preferable that the traveling control means calculates a larger target acceleration as the speed difference between the forward communication vehicle and the host vehicle is larger.

  In addition, it is preferable that the travel control means calculates a larger target acceleration as the inter-vehicle time between the forward communication vehicle and the host vehicle is smaller.

  On the other hand, the present invention divides the inter-vehicle distance between a front communication vehicle capable of wireless communication and at least one rear communication vehicle capable of wireless communication traveling behind the front communication vehicle by the speed of the rear communication vehicle. The inter-vehicle time calculation step for calculating the inter-vehicle time that is the value, and the rear communication vehicle in which the inter-vehicle time calculated in the inter-vehicle time calculation step is a predetermined value or less, the deceleration start time of the front communication vehicle acquired by wireless communication, and the rear And a travel control process for controlling travel of the rear communication vehicle so as to coincide with the deceleration start timing of the communication vehicle.

  In this case, in the travel control step, it is preferable to calculate the target acceleration of the rear communication vehicle from the inter-vehicle time.

  In this case, in the travel control step, it is preferable to calculate a larger target acceleration as the speed difference between the front communication vehicle and the rear communication vehicle is larger.

  In the travel control step, it is preferable to calculate a larger target acceleration as the inter-vehicle time between the front communication vehicle and the rear communication vehicle is smaller.

  According to the traffic control system, the vehicle travel control device, and the traffic control method of the present invention, it is possible to suppress deceleration propagation and alleviate traffic congestion without the need to predict deceleration of the preceding vehicle.

It is a figure which shows the structure of the vehicle control apparatus which concerns on embodiment. (A)-(D) are figures which show the process in which traffic congestion generate | occur | produces in the sag vicinity. It is a figure which shows the example of the display screen which shows the traffic congestion state ahead of the own vehicle. It is a flowchart which shows operation | movement of the vehicle control apparatus which concerns on embodiment. It is a top view which shows the condition where the vehicle control apparatus which concerns on embodiment is applied. It is a graph which shows the relationship between communication inter-vehicle time and a feedback gain. It is a figure which shows the relationship between the distance and speed of a communication vehicle and a general vehicle before deceleration. It is a figure which shows the relationship between the distance and speed of the communication vehicle after deceleration, and a general vehicle. It is a graph which shows the relationship between the distance and speed when the deceleration propagation of the conventional vehicle arises. It is a graph which shows the relationship between the distance and speed when deceleration propagation arises when the communication vehicle of this embodiment exists in a vehicle train. It is a graph which shows the relationship between the time and speed of each vehicle when the communication vehicle of this embodiment exists in a vehicle train.

  Hereinafter, a vehicle travel control device according to an embodiment of the present invention will be described with reference to the drawings. The vehicle travel control device of the present embodiment is mounted on a vehicle and performs travel control for improving road traffic. As shown in FIG. 1, the vehicle travel control device 10 of the present embodiment includes an inter-vehicle communication device 12, an inter-vehicle distance measurement device 14, a vehicle control ECU 16, an acceleration / deceleration generator 18, and a driver I / F 20.

  The inter-vehicle communication device 12 transmits / receives information such as whether the vehicle control for preventing the traveling direction, position, speed, or traffic jam of the system-equipped vehicle other than the own vehicle is turned on or off by inter-vehicle communication, Is for sharing. In this embodiment, when the preceding communication vehicle capable of wireless communication and the own vehicle communicate with each other, the two communicate directly with each other and communicate via a roadside facility such as an information processing center. May be.

  The inter-vehicle distance measuring device 14 is for measuring the inter-vehicle distance between the immediately preceding vehicle and the host vehicle. The inter-vehicle distance measuring device 14 is for recognizing an obstacle existing around the host vehicle. Specifically, the inter-vehicle distance measuring device 14 includes a millimeter wave radar, a laser radar, a stereo camera, and the like.

  The vehicle control ECU (Electronic Control Unit) 16 is based on the information obtained from the inter-vehicle communication device 12 and the inter-vehicle distance measuring device 14, the future relative speed between the host vehicle and the immediately preceding vehicle, the future inter-vehicle distance, and the target adjustment. It is for calculating the speed.

  Specifically, the acceleration / deceleration generator 18 is for performing acceleration / deceleration control of ACC (Adaptive Cruise Control) performed in all speed ranges of the host vehicle, and in accordance with a command signal from the vehicle control ECU 18, an accelerator actuator And for driving the brake actuator.

  The driver I / F 20 is for the driver to start control of the vehicle travel control device 10 and set a target inter-vehicle distance between the preceding vehicle and the host vehicle. Specifically, the driver I / F 20 is an ACC switch, an ACC operation lever, or the like.

  Hereinafter, the operation of the vehicle travel control device 10 of the present embodiment will be described. First, as a premise, the cause of traffic congestion due to sag or the like will be described. As shown in FIG. 2A, a situation is assumed in which a general vehicle 200 that is not mounted with the vehicle control device 10 of the present embodiment travels in a column on a road 500. The traffic volume increases, the inter-vehicle distance is reduced, and the vehicle speed of each general vehicle 200 decreases by about 10 km / h. In this case, as indicated by the broken line portion in the figure, a vehicle that has disliked a decrease in vehicle speed changes the lane to the overtaking lane, and thus the inter-vehicle distance on the overtaking lane side is particularly reduced.

  As shown in FIG. 2 (B), the general vehicle 200 that is not noticed on the uphill past the sag gradient changing point 520 triggers a traffic jam. Or, an unreasonable interruption such as a truck also triggers a traffic jam. As shown in FIG. 2C, when the inter-vehicle distance is reduced due to the deceleration of the preceding general vehicle 200, the succeeding general vehicle 200 is also decelerated to maintain the inter-vehicle distance from the preceding vehicle. In this case, since the following vehicle needs to decelerate to a speed lower than that of the preceding vehicle, deceleration propagation that propagates while amplifying the deceleration from the preceding vehicle to the following vehicle occurs, resulting in a traffic jam.

  As shown in FIG. 2D, even after passing through the sag gradient changing point 520 that causes traffic congestion, the distance between the general vehicles 200 is clogged and it is difficult to accelerate, so the speed after deceleration is recovered. It will be delayed and traffic jams will continue.

  Therefore, in the present embodiment, deceleration propagation is suppressed and traffic congestion is alleviated by the following procedure. In this case, for example, on the display screen 50 of the navigation system of the own vehicle, as shown in FIG. 3, the head position JH that can be the head of the traffic jam with respect to the position P of the host vehicle 100 and the information I on the vehicle train that is becoming jammed. Is displayed. As shown in FIG. 4, the inter-vehicle distance control is turned ON by the driver's operation on the driver I / F 20 of the vehicle travel control device 10 (S11).

  Here, as shown in FIG. 5, a situation is assumed in which communication vehicles 101 to 103 capable of performing wireless communication with each other in the same lane of road 500 are traveling. The communication vehicles 101 to 103 are traveling within the communication range A of the inter-vehicle communication device 12 of the vehicle travel control device 10, but a general vehicle 200 that cannot perform wireless communication is traveling between the vehicles of each vehicle. Shall.

Returning to FIG. 4, the communication vehicles 102 and 103 are determined from the communication vehicle-to-vehicle distance L _c with the communication vehicles 101 and 102 ahead of each other acquired by the inter-vehicle communication device 12 and the inter-vehicle distance measuring device 14 of the vehicle travel control device 10. The communication vehicle-to-vehicle time _Tc , which is a value obtained by dividing the vehicle speed of the communication vehicles 102 and 103, is calculated (S12). When there is a communication vehicle having the communication vehicle inter-vehicle time T _{c max} or less (S13), the vehicle control ECU 16 of the vehicle travel control device 10 in the deceleration propagation division mode, each communication vehicle having the communication vehicle inter-vehicle time T _{c max} or less. Each speed difference feedback gain k _vc is calculated for the communication vehicle-to-vehicle time T _c (S14).

Since the closer the communication vehicle is, the greater the influence of deceleration is, the vehicle control ECU 16 calculates the speed difference feedback gain k _vc using a function in which the gain increases as the communication vehicle-to-vehicle time _{Tc decreases} . For example, as shown in FIG. 6, the function in this case may be in a linear form in which the magnitude of the speed difference feedback gain k _vc is proportional to the communication inter-vehicle time _Tc .

Vehicle control ECU16 calculates the vehicle target acceleration _{a t} deceleration propagation division mode (S15). Calculation of the vehicle target acceleration a _t in this case can be carried out by the following equation (1).
{k _vc1 (V _c1 −V) + k _vc2 (V _c2 −V) +... + k _vcN (V _cN −V)}
_{+ K aRelV (V pre -V)} + k aS (L t -L) (1)

In the above formula (1),
V: own vehicle speed V _pre : preceding vehicle speed (in the example of FIG. 5, the speed of the general vehicle 200 immediately before the communication vehicle 103)
L _t : Distance between the vehicles immediately before the target L: Distance between the vehicles immediately before the vehicle k _{vc1 to} k _vcN : Speed difference feedback gain with the communication vehicle below the communication vehicle inter-vehicle time T _{c max} V _{c1 to} V _cN : Communication vehicle inter-vehicle time T _{c max} The following communication vehicle speed k _aRelV : speed difference feedback gain with the preceding vehicle k _aS : inter-vehicle distance error feedback gain with the immediately preceding vehicle.

In the above formula (1), the term {k _vc1 (V _c1 −V) + k _vc2 (V _c2 −V) +... + K _vcN (V _cN −V)} is a speed difference feedback term with the forward communication vehicle. .

On the other hand, when the communication inter-vehicle time _{T c max} following communications vehicles does not exist (S13), the vehicle control ECU16 in the normal tracking mode, calculates the vehicle target acceleration _{a t} (S16). Calculation of the vehicle target acceleration a _t in this case, from the above equation (1) can be carried out by the following formula except for the speed difference feedback term of the forward communication vehicle (2).
_{k aRelV (V pre -V) +} k aS (L t -L) (2)

Vehicle control ECU16 drives the acceleration generator 18, to control the acceleration and deceleration of the vehicle such that the vehicle target acceleration _{a t} (S17).

According to this embodiment, the vehicle control ECU16 calculates the communication inter-vehicle time _{T c} of the front of the communication vehicle 101 and the rear communication vehicles 102, 103, deceleration propagation communication IVC time _{T c} is equal to or less than a predetermined value For the rear communication vehicles 102 and 103 that may be amplified, the rear communication is performed so that the deceleration start timing of the front communication vehicle 101 acquired by wireless communication matches the deceleration start timing of the rear communication vehicles 102 and 103. The traveling of the cars 102 and 103 is controlled. Thus, by grasping the deceleration of the front communication vehicle 101 without delay by communication, the rear communication vehicles 102 and 103 can start decelerating almost simultaneously or simultaneously with the front communication vehicle 101. Therefore, amplification of deceleration propagation can be divided at the rear communication vehicles 102 and 103, and it is possible to suppress deceleration propagation and alleviate congestion without having to predict deceleration of the preceding vehicle.

  That is, as shown in FIG. 7, when the communication vehicle 101 ahead decelerates when the communication vehicles 101 to 103 and the general vehicle 200 traveling between them are traveling at the same speed, in the present embodiment, FIG. As shown, the rear communication vehicles 102 and 103 start decelerating before the immediately preceding general vehicle 200. When the immediately preceding vehicle starts decelerating and the subsequent vehicles decelerate sequentially, deceleration propagation occurs and traffic congestion occurs as shown in FIG. On the other hand, in the present embodiment, as shown in FIG. 10, the rear communication vehicle starts to decelerate at the same time as the front communication vehicle, so that the deceleration propagation is divided for each communication vehicle and the deceleration propagation does not expand. Therefore, as shown in FIG. 11, the effect of delaying the occurrence of traffic congestion can be expected.

  In the present embodiment, it is not necessary to control all the vehicles on the road, and it can be applied even when communication vehicles and ordinary vehicles are mixed. Therefore, the vehicle travel control device 10 and the traffic control system of the present embodiment are widely used. It is effective even if the rate is low. Moreover, in this embodiment, the magnitude | size of the deceleration of a back communication vehicle can be normally made smaller than a front communication vehicle by decelerating a back communication vehicle simultaneously with a front communication vehicle. That is, when the rear communication vehicle decelerates simultaneously with the front communication vehicle, the inter-vehicle distance is sufficiently widened between the rear communication vehicle and the immediately preceding general vehicle when the immediately preceding general vehicle starts to decelerate due to deceleration propagation. Therefore, the deceleration can be reduced particularly when the inter-vehicle distance from the preceding communication vehicle is large.

In this embodiment, the vehicle control ECU 16 sets the communication vehicle-to-vehicle time T between the front communication vehicle and the rear communication vehicle because the smaller the communication vehicle-to-vehicle time _Tc between the front communication vehicle and the rear communication vehicle is, the greater the acceleration is required. as _c is small, by calculating a large target acceleration a _t, it is possible to set a more appropriate deceleration. In the present embodiment, in order to calculate the target acceleration a _t the rear communication vehicle communication inter-vehicle distance L _c from the communication inter-vehicle time T _c is a value obtained by dividing the speed of the rear communication vehicles, communications inter-vehicle distance and the rear It is possible to set a deceleration according to the speed V of the communication vehicle. Furthermore, since a larger acceleration is required as the speed difference between the front communication vehicle and the rear communication vehicle is larger, in this embodiment, the vehicle control ECU 16 is larger as the speed difference between the front communication vehicle and the rear communication vehicle is larger. by calculating the target acceleration a _t, it is possible to set a more appropriate deceleration.

In the above embodiment, the speed difference feedback gain k _vc is linear so that the magnitude of the speed difference feedback gain k _vc is proportional to the communication vehicle-to-vehicle time T _c . However, the speed difference feedback gain k _vc is also used as the distance between vehicles and the time between vehicles. It is possible to apply a function that monotonously decreases as becomes larger. Also, if the number of ordinary vehicles existing between communication vehicles is small, deceleration propagation is less likely to occur. Therefore, the smaller the number of ordinary vehicles existing between communication vehicles, the smaller the speed difference feedback gain k _vc may be.

  It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the gist of the present invention. For example, in the above-described embodiment, the description has focused on the mode in which the vehicle travel control device mounted on each individual system-equipped vehicle performs travel control for preventing traffic jams. However, for example, the vehicle travel control device is provided in the information processing center. It is also possible to perform vehicle control for preventing traffic jams by transmitting commands from the information processing center to individual vehicles by communication.

In the above embodiment, although exemplified the acceleration control as ACC as a method for implementing the calculated target acceleration a _t, the driver by HMI (human machine interface) device, such as a voice guidance and the image display and sensory device or inform the target acceleration a _t, may be derived a driving operation such that the target acceleration a _t.

  Further, the present invention is not limited to traffic jams at the sag gradient changing point 520 and the like, but can be applied to promote smooth driving without excessively reducing the speed even on a general flat road.

DESCRIPTION OF SYMBOLS 10 ... Vehicle travel control apparatus, 12 ... Inter-vehicle communication apparatus, 14 ... Inter-vehicle distance measuring device, 16 ... Vehicle control ECU, 18 ... Acceleration / deceleration generation apparatus, 20 ... Driver I / F, 50 ... Display screen, 101, 102, 103: Communication vehicle, 200: General vehicle, 500: Road, 520: Sag gradient change point.

Claims (12)

The inter-vehicle distance that is a value obtained by dividing the inter-vehicle distance between a front communication vehicle capable of wireless communication and at least one rear communication vehicle capable of wireless communication traveling behind the front communication vehicle by the speed of the rear communication vehicle. An inter-vehicle time calculating means for calculating time;
For the rear communication vehicle in which the inter-vehicle time calculated by the inter-vehicle time calculation means is equal to or less than a predetermined value, the deceleration start timing of the front communication vehicle acquired by wireless communication is matched with the deceleration start timing of the rear communication vehicle. A travel control means for controlling the travel of the rear communication vehicle,
Traffic control system with   The traffic control system according to claim 1, wherein the travel control unit calculates a target acceleration of the rear communication vehicle from the inter-vehicle time.   The traffic control system according to claim 2, wherein the travel control unit calculates the target acceleration that is larger as a speed difference between the front communication vehicle and the rear communication vehicle is larger.   4. The traffic control system according to claim 2, wherein the travel control unit calculates the larger target acceleration as the inter-vehicle time between the front communication vehicle and the rear communication vehicle is smaller. An inter-vehicle time calculating means for calculating an inter-vehicle time that is a value obtained by dividing an inter-vehicle distance with a forward communication vehicle capable of wireless communication traveling in front of the own vehicle by the speed of the own vehicle;
When the inter-vehicle time calculated by the inter-vehicle time calculating means is equal to or less than a predetermined value, the own vehicle is set so that the deceleration start timing of the forward communication vehicle acquired by wireless communication matches the deceleration start timing of the own vehicle. Traveling control means for controlling the traveling of the vehicle,
A vehicle travel control device comprising:   The vehicle travel control device according to claim 5, wherein the travel control means calculates a target acceleration of the host vehicle from the inter-vehicle time.   The vehicle travel control device according to claim 6, wherein the travel control unit calculates the larger target acceleration as the speed difference between the front communication vehicle and the host vehicle is larger.   The vehicle travel control device according to claim 6 or 7, wherein the travel control means calculates the larger target acceleration as the inter-vehicle time between the forward communication vehicle and the host vehicle is smaller. The inter-vehicle distance that is a value obtained by dividing the inter-vehicle distance between a front communication vehicle capable of wireless communication and at least one rear communication vehicle capable of wireless communication traveling behind the front communication vehicle by the speed of the rear communication vehicle. An inter-vehicle time calculating step for calculating time;
For the rear communication vehicle in which the inter-vehicle time calculated in the inter-vehicle time calculation step is equal to or less than a predetermined value, the deceleration start timing of the front communication vehicle acquired by wireless communication is matched with the deceleration start timing of the rear communication vehicle. A travel control step for controlling the travel of the rear communication vehicle,
Including traffic control methods.   The traffic control method according to claim 9, wherein in the travel control step, a target acceleration of the rear communication vehicle is calculated from the inter-vehicle time.   The traffic control method according to claim 10, wherein, in the travel control step, the larger the target acceleration is calculated as the speed difference between the front communication vehicle and the rear communication vehicle is larger.   The traffic control method according to claim 10 or 11, wherein, in the travel control step, the larger the target acceleration is calculated as the inter-vehicle time between the front communication vehicle and the rear communication vehicle is smaller.

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