JP2019194871A - Transportation service method and vehicle column operation method, vehicle group operation system, self-propelled vehicle capable of cooperative traveling, group vehicle induction machine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transportation service method, a vehicle platoon operation method, a vehicle group operation system, a self-propelled vehicle capable of cooperating, and a group vehicle induction machine capable of appropriately controlling an interval between group vehicles according to changes in road surface conditions. . SOLUTION: A vehicle is collected in which a parameter value of each vehicle (for example, total weight when a luggage, a person, an animal, etc. is mounted, overtaking acceleration, deceleration / brake braking performance, tire friction force, etc.) is included within a predetermined range. Form a vehicle group. Specifically, the ratio of the maximum parameter value to the minimum value is set to 1000 or less within a group vehicle that constitutes a predetermined vehicle group. When the above ratio is set to 10 or less (preferably 3 or less), wasteful fuel ratio is less wasted, and more stable group traveling (platoon traveling) becomes possible. [Selection diagram] Fig. 9

Description

  This embodiment is configured by a transport service method for transporting luggage, people, and animals using a cooperative travel between a plurality of self-propelled vehicles, a method for operating a vehicle platoon used during the transport, and a cooperative travel vehicle. The present invention relates to an operation system of a vehicle group, a self-propelled vehicle capable of cooperative traveling that realizes cooperative traveling, and an induction machine that guides traveling of the group vehicles constituting the vehicle group.

  Advances in single-vehicle auto-pilot technology (electronic self-running technology) have made it possible to perform coordinated travel between multiple vehicles based on automatic control.

  In the technique of Patent Document 1 as a method for enabling cooperative traveling between a plurality of vehicles, a group is configured by a plurality of vehicles traveling in cooperation. Then, the management center side manages the group-based travel.

JP 2017-62691 A

  In cooperative traveling between a plurality of vehicles forming a group, interval control between group vehicles is very important. For example, consider a case where a plurality of vehicles in a group travel in a row on the same lane. If the inter-vehicle distance between the vehicles traveling in a platoon is too narrow, the risk of a rear-end collision increases. On the other hand, if the inter-vehicle distance is too large, interruptions of the general vehicle to the gap frequently occur. And if the interruption amount of the general vehicle into the formation increases, the overall length of the formation expands and the stability of the cooperative running decreases.

  In particular, frozen road surfaces and road surfaces wet with rain are slippery, and it is necessary to travel with an appropriate distance between vehicles. However, a technique for controlling an appropriate inter-vehicle distance according to the road surface condition is not disclosed.

  In view of the above circumstances, the present embodiment provides a technique for appropriately controlling the interval between group vehicles in accordance with a change in road surface conditions, a transport service method based on the technology, an operation method, and the like.

  In this embodiment, for example, a collection of vehicles whose parameter values for each vehicle are included in a predetermined range, such as the total weight, overtaking acceleration, deceleration / brake braking force, and tire friction force when a load or a person or an animal is mounted. To organize vehicle groups.

In the transportation service method according to an embodiment, a plurality of self-propelled vehicles whose vehicle-specific parameter values are included in a predetermined range include a self-propelled command vehicle and at least one self-propelled subordinate vehicle. An inter-vehicle distance measuring unit that measures an inter-vehicle distance from a preceding vehicle, a communication control unit that enables information exchange with other vehicles in the vehicle group, and the plurality of self-propelled vehicles A transport service method for performing a transport service for a load by a travel control unit that controls the cooperative travel of
The server that manages the operation of the plurality of self-propelled vehicles obtains information about the self-propelled vehicles at the time of reservation reception performed prior to the execution of the transportation service,
Based on the information, realize the knitting state of the vehicle group,
The inter-vehicle distance from the self-propelled command vehicle in the vehicle group to the front-running vehicle and the time interval until it is achieved are specified for the self-propelled subordinate vehicle.

FIG. 1 is an explanatory diagram showing a basic form in the present embodiment. FIG. 2 is an explanatory diagram showing an example of the relationship between the travel route and the necessary driver in the system of the present embodiment. FIG. 3 is an explanatory diagram of an example of a terminal in the present embodiment. FIG. 4 is an explanatory diagram of an example of transport service provision using the system of the present embodiment. FIG. 5 is an explanatory diagram of an example of infrastructure contents that can be provided by the system of the present embodiment. FIG. 6 is an explanatory diagram of differences between groups and formations in the present embodiment. FIG. 7 is a classification explanatory diagram of an outline of processing that can be realized by the system of this embodiment. FIG. 8 is a diagram for explaining an example of a formation-incompatible group in the system of this embodiment. FIG. 9 is an explanatory diagram of conditions for a row (group) vehicle in the present embodiment system. FIG. 10 shows a running performance comparison diagram between an electric vehicle and a gasoline vehicle. FIG. 11 is an explanatory diagram of the relationship between the overtaking acceleration characteristic of a gasoline vehicle and the relative fuel consumption rate. FIG. 12 is an explanatory diagram of an example of a vehicle group operation system in the present embodiment. FIG. 13 shows an example of a vehicle that can be used in the vehicle group operation system. FIG. 14 is a diagram showing an example of a formation procedure in the system of this embodiment. FIG. 15 is an explanatory diagram of an example of a composition state management method in the system of the present embodiment. FIG. 16 is an explanatory diagram of the method of measuring the inter-vehicle distance and the speed difference and the structure of the measurement unit / reflection unit. FIG. 17 is an explanatory diagram of the principle of the guidance method using the tracking travel in this embodiment. FIG. 18 is an explanatory diagram of a method for calculating a scheduled control speed based on the feedforward method. FIG. 19 is an explanatory diagram of a method for guiding a convoy vehicle using the feedforward method. FIG. 20 is an explanatory diagram of an application example (corresponding to an accident) at the time of guiding a convoy vehicle. FIG. 21 is an explanatory diagram of a method for notifying formation formation to a general vehicle in the system of this embodiment. FIG. 22 is an explanatory diagram of a screen display example on an external vehicle of a convoy vehicle. FIG. 23 is an explanatory diagram of an example of control of advertisement display in the system of the present embodiment. FIG. 24 is an explanatory diagram of a method for overtaking between convoys using a terminal. FIG. 25 is an explanatory diagram of a processing flow common when overtaking between running squadrons. FIG. 26 is an explanatory diagram of an example of overtaking between running platoons. FIG. 27 is an explanatory diagram of another example of overtaking between running trains. FIG. 28 is an explanatory diagram showing a display example during overtaking between running platoons to other general vehicles. FIG. 29 is an explanatory diagram of a display example of other information for a general vehicle. FIG. 30 is an explanatory diagram regarding an example in the operation history data of the group vehicle. FIG. 31 is an explanatory diagram of a detailed example inside the operation management data of the group vehicle. FIG. 32 shows a transition diagram between running modes of the vehicle. FIG. 33 is an explanatory view showing a state immediately after merging of different multiple columns. FIG. 34 shows an example of running mode control at the time of joining the formation. FIG. 35 is an explanatory diagram of a method for changing the rank order in the terminal. FIG. 36 is an explanatory diagram of an example of a method for changing the platoon order during traveling. FIG. 37 is an explanatory view showing an example of the formation separation method. FIG. 38 is an explanatory diagram of the relationship between formation separation and command vehicle change. FIG. 39 is an explanatory diagram of the relationship between the vehicles participating in the formation and the driver's boarding / exiting timing. FIG. 40 is an explanatory diagram of an example of a terminal periphery map. FIG. 41 is an explanatory diagram of a vehicle operation table based on the first embodiment. FIG. 42 is an explanatory diagram of a vehicle operation table based on the second embodiment.

  In the present embodiment, a vehicle in which parameter values of individual vehicles are included within a predetermined range (for example, the total weight or overtaking acceleration at the time of loading a load or a person, an animal, a deceleration / brake braking performance, a tire friction force, etc.) Collect and organize vehicle groups (FIG. 9). In addition, with the above vehicle group organization method, it is possible to appropriately control the interval between group vehicles in accordance with changes in road surface conditions. The reason will be described later with reference to FIG. An example of the transportation service method using the vehicle group organized in this way will be described later with reference to FIGS.

  First, a configuration example of a vehicle group or a vehicle platoon will be described with reference to FIG. When the group vehicles 2, 12, and 14 belonging to the vehicle group are linked, they are electronically connected to each other by wireless communication. As a physical layer of wireless communication system, ZigBee (registered trademark), Bluetooth (registered trademark), UWB (Ultra Wide Band), Z-Wave and other short-range wireless systems, Wi-Fi (Wireless Fidelity), EnOcean, etc. A range wireless system may be used.

In the communication mode of the upper layer relative to the physical layer of the wireless communication, a master-slave format is adopted between the group vehicles 2, 12, and 14. In other words, the slave vehicle A12 and the slave vehicle B14 are in the guided mode 490 in which the driver is unattended or the driver does not drive directly. (The guided mode 490 will be described later with reference to FIG. 32.)
On the other hand, in the master side command vehicle (Master Vehicle) A2, the driver directly drives. In addition, while the same driver is driving the commander A2, the subsequent dependent vehicle A12 and the dependent vehicle B14 are also directly or indirectly guided to travel. In the embodiment of FIG. 1, the head vehicle in the vehicle group is the command vehicle A2. However, the invention is not limited to this, and the order vehicle in the vehicle group may be the command vehicle A2. Furthermore, the device that commands on the master side is not necessarily a vehicle, and may be a portable group vehicle guidance machine 320, for example.

  In the embodiment of FIG. 1, for example, one driver operates three vehicles A2, A12, and B14 included in the vehicle group. As a result (compared to the conventional method requiring three drivers), the labor cost of the driver can be reduced. Therefore, an inexpensive transportation service can be provided to the user.

  Further, in the present embodiment, for example, the vehicle group can be joined or separated / separated while traveling on the main line (highway) 50. It is possible to join and separate / separate at an arbitrary place. Therefore, compared with the conventional rail transport, there is also an effect that it is possible to provide a long distance transportation / long distance movement service between arbitrary points in a flexible formation form.

  Note that the “vehicle” as a target in the system of the present embodiment is a generic name for all types and forms of self-propelled transportation means. Here, a “self-propelled vehicle” capable of running on its own corresponds. Therefore, for example, a moving body such as a carriage or a cart that requires a “mechanical action from the outside for movement” is excluded from the “vehicle” target in the present embodiment. Further, the object to be transported may be arbitrarily selected such as luggage, a person, and an animal.

  Specific examples of the “vehicle” include a bicycle, a motorcycle, a passenger car, a bus, a truck, a train (railway), a ship, an airplane, a rocket, or a special vehicle. Such special vehicles may include military trucks, tanks, fighters, bombers, satellites, aircraft carriers, battleships, destroyers, submarines, and the like.

  An example of the relationship between the travel route and the necessary driver in the system of the present embodiment is shown in FIG. For example, five group vehicles travel on a main line (highway) 50 connecting terminal A42 and terminal B44. At this time, one driver controls the traveling of the entire group vehicle.

  This one vehicle group is split into three vehicle groups at terminal B44. At this time, three drivers are required. Furthermore, when completely separated at the center 64, a total of five drivers are required.

  A specific example in the terminals A42 and B44 shown in FIG. 2 will be described with reference to FIG. In the entrance registration / parking location instruction sections 112 and 116, registration for the vehicles scheduled to be transferred to the vehicle group and instructions for the parking location are performed. At the same time, the total weight of the vehicle in the load-carrying state or the passenger's boarding state is measured by the vehicle total weight measuring units 114 and 118.

  As described above, in this embodiment, the parameter values of individual vehicles (for example, the total weight or overtaking acceleration, deceleration / brake braking force, tire frictional force, etc. when loading luggage, people, animals, etc.) are within a predetermined range. Only the included vehicles are organized into the corresponding vehicle group. Therefore, different vehicle group types are defined according to the parameter value of each vehicle. In FIG. 3, parking is performed in separate platoon parking lots 142 to 176 for different vehicle group types. Therefore, the vehicle group organization for each type is completed by parking in the convoy parking lots 142 to 176 instructed by the entrance registration / parking location instruction sections 112 and 116.

  A bus stop 134 is installed in the center of the terminals A42 and B44, and people can come and go using the space of the bus stop 134. Then, for example, after the driver of the vehicle traveling on the ascending lane 102 gets off at the terminals A42 and B44, the driver can walk through the space of the bus stop 134. After that, the user can get on the vehicles parked in the parking lots 152 to 156 and 172 to 176 and travel on the descending lane 104.

  An example of a transportation service method using cooperative travel between a plurality of vehicles in the system of the present embodiment will be described with reference to FIG. As a specific example of the transportation service according to FIG. 4, for example, there is a case where a plurality of members who are dispersed and live in distant areas gather in one place and are dissolved after executing some event. In the system of the present embodiment, a service that supports member movement (transportation) including backup of this event may be performed.

  A plurality of members who are dispersed and live in distant areas move using some kind of transportation means (vehicle). As the number of participating members increases, multiple vehicles are required for movement. If a predetermined vehicle among a plurality of vehicles that move at the same time is set to the guided mode 490, the driver on the vehicle can drink. If all participating members want to drink while on the move, they may request the dispatch of the leading vehicle (command vehicle 2) of the vehicle group for a fee.

  FIG. 4 shows a specific flow of the transportation service when the case described above is taken as an example. The server 310 (not shown) of the vehicle operation management company starts accepting transportation service reservations on the Internet, for example (S200). At the time of accepting the reservation application from the user in S201, “name of vehicle model of participating vehicle”, “number of participants (number of adults and children)”, “weight information for each vehicle of luggage to be carried”, “leading vehicle ( Command car A2) Ask for dispatch request / no event request, “local event content”, “event backup request content”, etc.

  From these pieces of information, the server 310 of the vehicle operation management company automatically calculates a charge amount when the transportation service is provided. If the user agrees with the presentation fee, the fee is paid in advance. However, the present invention is not limited to this, and payment may be made after the transportation service ends (S216).

  When the server 310 of the vehicle operation management company completes the charge payment confirmation (in the prepaid method) (S202), the vehicle group organization (S203) is performed. Here, a description will be given of an example of a response method in the case where there is a “request for leading vehicle (command vehicle A2) dispatch”. The above information input at the time of accepting the reservation application from the user is stored in a database 318 (not shown) managed by the server 310. Based on the above information, the server 310 calculates the total weight, overtaking acceleration, expected average traveling speed, and kinetic energy for each vehicle when a load, a person, an animal, or the like is mounted for each vehicle by the method described later. Next, an average value for all participating vehicles is calculated for these parameter values. Then, a vehicle having a parameter value close to the average value is selected and determined as a leading vehicle (command vehicle A2) to be dispatched. Then, a vehicle group to be serviced is formed (S203) with the determined command vehicle A2 and the participating vehicles reserved in advance.

  As described above, in the transportation service method provided by the system of the present embodiment, information on vehicles participating at the time of reservation reception preceding execution of transportation services is obtained, and an appropriate vehicle group is organized based on the information.

  In the system according to the present embodiment, the parameter values for each group vehicle (for example, the total weight or overtaking acceleration when loading a load, person, animal, etc., deceleration / brake braking force, tire friction force, etc.) are included within a predetermined range. Thus, the vehicle group is organized to stabilize the interval control between the group vehicles. However, when the user designates a participating vehicle as described above, the subordinate vehicles A12 and B14 included in the vehicle group cannot be selected. In this case, the system according to the present embodiment selects a vehicle close to the average value of the parameter values of the subordinate vehicles A12 and B14 as the command vehicle A2. In this way, the vehicle group is organized so that “the parameter values of the individual group vehicles are included within a predetermined range” in a broad sense.

  The transportation service is started (S205) after the server 310 of the vehicle operation management company starts the operation management of the vehicle group thus organized (S204). When dispatching the command vehicle A2, the departure of the group vehicle described in S206 corresponds to the departure of the command vehicle A2. On the other hand, when the command vehicle A2 is not dispatched, the timing at which the vehicle farthest from the destination (arrival point) departs is regarded as “departure of vehicle in group (S206)”.

  As specific contents of the method of joining the members at points A and B (S207, S208), when a member enters a group vehicle that is already traveling, a newly pre-registered vehicle joins the vehicle group Either case is fine.

  When the entire vehicle group arrives at the destination (arrival point) in S210, services (tourism, competition, meeting, dinner, banquet, etc.) are provided to the participating members.

  Participating members will return home after the service is provided at the destination (or the next day). Participating members are dispersed and live in distant areas, so they are partly divided according to the return route. The member's partial dissolution location does not necessarily coincide with the meeting location. As a partial dissolution form from S211 to S214, there are members who get off from a group vehicle and members who a predetermined vehicle separates from a vehicle group.

  After the vehicle group is completely dissolved (S215) and the transportation service is ended (S216), the operation history of the vehicle group is stored in the database 318 (S217), and the reservation reception is finally ended (S218).

  As another application example of the transportation service form using the cooperative traveling between a plurality of vehicles with respect to FIG. 4, there is also a form in which a service is provided only for “user returning home”. For example, there is a case where a user goes out using a private car and accidentally drinks alcohol on the go. In the transportation service method of the present embodiment, the command vehicle A2 is called instead of “calling a taxi for returning home”. In this case, the user's private car becomes a subordinate car A12 to guide the return home route. The use of the above transportation service has the effect of completing the transportation of a private car at a normal taxi cost (the total cost of returning home is reduced).

  As another example of the system according to the present embodiment relating to the transportation service, a service development for a ride sharing extension for a large number of users may be performed. Conventional ride sharing provides a social platform that connects car owners / drivers and users who want to travel in the car. The user uses the mobile application to request a vehicle assignment (S201 in FIG. 4 corresponds). Then, a driver who can pick up the vehicle near the current position of the user is arranged (S203 in FIG. 4 corresponds). The requested driver can use the free time to make small changes with the pick-up service (transportation service).

  When the number of users who want to move is small (for example, 3 or less), the conventional ride share can be used. However, when a large number of users (for example, 4 or more or 10 or more) want to move at the same time, the conventional ride share remains unsatisfactory. Because in the conventional ride share, the pick-up timing is different for each pick-up car to be divided, so it is difficult for everyone to move at the same time.

  In the ride share extension service provided in the system example of this embodiment, a plurality of vehicles pick up and drop off at the same time. The driver is attached to only one (command vehicle A2) in the plurality of vehicles that perform this transfer, and the remaining rented vehicles (subordinate vehicles A12, B14) are in the guided mode 490.

  The user uses a mobile application to request a vehicle allocation (S201 in FIG. 4). As processing corresponding to the vehicle group organization of S203, the server 310 of the vehicle operation management company searches for a driver who has time available and a vehicle that can be lent in a predetermined time zone.

  In the process corresponding to the departure step of the in-group vehicle in S206, the driver driving the command vehicle A2 departs. Then, in the processing corresponding to the steps of member joining S207 and S208 at points A and B, subordinate vehicles A12 and B14 that can be lent in a predetermined time zone are borrowed.

  The simultaneous movement of a large number of users (for example, 4 or more or 10 or more) is a process corresponding to providing services to all members in S210.

  Further, the present invention is not limited to this, and a part of the steps in FIG. In the rental car service, there are a case where the user returns the borrowed vehicle directly to the reception store when the rental is completed, and a case where the borrowed vehicle is removed from the destination. In the latter case, the rental company needs to collect the abandoned borrowed vehicle.

  For example, in the process corresponding to the reservation receiving step from the user in S201, a collection reservation for the rental vehicle is received from the rental company. Then, the lending vehicle is collected by the processing corresponding to the steps of the member joining S207 and S208 at the points A and B.

  Furthermore, the above transportation service may be applied to forced removal of illegally parked vehicles. The service provision form using (at least part of) FIG. 4 is not limited to the above, and FIG. 4 (at least part) may be applied to any other similar service provision form.

  FIG. 5 shows another example of the transportation service method using the cooperative traveling between a plurality of vehicles in the system of the present embodiment. For example, conventionally, different transport companies T 90, A 92, B 94, and C 96 use individual transport trucks to carry out long-distance transportation for each company separately. In the example of the transportation service method of FIG. 5, the number of transportation trucks is reduced by mixed transportation luggage. Further, in the highway 50 between the terminals A42 and B44, a platoon is formed between a plurality of transport trucks to reduce the number of necessary drivers. The use of coordinated travel between multiple vehicles has the effect of reducing the driver's labor costs and providing inexpensive services.

  Prior to the explanation of the technology required to stably provide transportation services using coordinated travel between multiple vehicles, the terminology of “vehicle group” and “vehicle platoon” used in this specification is used. I do.

  Both the vehicle group 300 and the vehicle platoon 200 have a feature that “all vehicles travel in cooperation with each other” constituting them. Then, the command vehicle A2 or the portable group vehicle guide machine 320 is used as a master (control tower) that stably and integrally controls the cooperative traveling. Further, information is transmitted between the subordinate vehicle A12 (or subordinate vehicle Z28) that receives guidance from the master (control tower) and the master (command vehicle A2 or portable group vehicle guider 320) using wireless communication.

  A plurality of vehicles traveling on a common route A202 from the point A180 to the point B190 while having the above-mentioned common characteristics constitute the “vehicle platoon 200”. The plurality of vehicles constituting the vehicle platoon need not necessarily be close to each other. The individual vehicles constituting the vehicle platoon are called “convoy vehicles”.

  In comparison, it is not always necessary to travel on the same route A202 between vehicles (group vehicles) constituting the “vehicle group 300”. For example, the command vehicle A2, the subordinate vehicle A12, and the subordinate vehicle Z28 that travel on the route A202 may constitute the same vehicle group 300. However, as shown in the example of FIG. 6, the subordinate vehicle Z28 may travel on a route B204 different from the command vehicle A2 and the subordinate vehicle A12. That is, the command vehicle A2 (or the portable group vehicle guidance machine 320) of the system of the present embodiment can “remotely guide” the subordinate vehicle Z28 traveling on a different route B204.

  The technique for providing the transportation service example shown in FIG. 4 or FIG. 5 will be described in accordance with the procedure shown in FIG. As described at the beginning of FIG. 7, the formation conditions are first described.

  For example, consider a case where a four-wheel drive jeep 212 and a truck 214 loaded with a maximum allowable load capacity constitute a vehicle platoon. As shown in FIG. 8A, there is not much problem during traveling on the flat road surface 210. However, as shown in FIG. 8 (b), when the vehicle moves to a platoon running on the slope road surface 220, it becomes difficult to keep the inter-vehicle distance between the two vehicles appropriate.

  Since the weight of the truck 214 loaded with the maximum allowable load capacity is heavy, it is difficult to climb the slope road surface 220 at high speed. The four-wheel drive jeep 212 having a large piece or driving force (horsepower) can easily climb the slope road surface 220 at high speed. Thus, if the overtaking acceleration between vehicles within the same vehicle platoon is greatly different, the inter-vehicle distance between the vehicles is likely to increase.

  Further, since the truck 214 loaded with the maximum allowable load capacity has a large total weight (total mass), the deceleration / brake braking force is relatively weak. Therefore, when the four-wheel drive jeep 212 suddenly brakes when traveling on the downhill road surface 220, there is a high risk of being collided with the truck 214 loaded with the maximum allowable load capacity.

  In the present embodiment, in order to solve the above-described problems, the vehicle-specific parameter values (for example, the total weight and overtaking acceleration when loading luggage, people, animals, etc., deceleration / brake braking performance, tire frictional force, kinetic energy, etc.) A vehicle group or a vehicle platoon is formed only by a plurality of vehicles included in the predetermined range, and a transport service for luggage, people, animals, and the like is performed by controlling cooperative traveling in the vehicle group (vehicle platoon). By controlling the coordinated travel within the vehicle group or vehicle platoon that is selected and organized in this way, an appropriate inter-vehicle distance corresponding to the road surface condition (such as an uphill, downhill, wet or slippery road surface, or snowy road) can be obtained. There is an effect that can be secured.

  As described with reference to FIG. 8 (b), typical parameters unique to the vehicle that hinder optimal inter-vehicle distance control within the vehicle group (vehicle train) are “passing acceleration” and “deceleration / braking”. "Braking force" corresponds.

  This overtaking acceleration is evaluated as “positive acceleration”. On the other hand, during deceleration with the brake applied, “negative acceleration” occurs. For both positive and negative accelerations, the relationship of [acceleration] = [driving force or braking force] / [total vehicle mass] (1) is established.

  The “total vehicle mass” in the equation (1) means the total mass (total vehicle mass including passengers and loads) when, for example, luggage, people, animals, or the like are mounted. In addition, “force” when “gravity acceleration of the earth” is substituted into the equation (1) becomes “total weight”. Accordingly, in the present specification, “mass” and “weight” are treated substantially as synonyms.

  Further, on the road surface 210 and snowy road wet with rain, the coefficient of friction of the tire is lowered and slipping easily occurs. The friction coefficient of the tire is closely related to the strength with which the tire presses the road surface 210 (that is, the weight of the vehicle). Therefore, the frictional force of the tire is also related to the weight of the vehicle.

  In other words, from the above description, “passing acceleration” and “deceleration / braking braking force” (including the frictional force of the tire) are closely related to the total mass (weight) of the vehicle. Therefore, among the parameters specific to the vehicle, the “total mass (weight) of the vehicle (when carrying luggage, people, animals, etc.)” has the greatest influence on the optimal inter-vehicle distance control within the vehicle group (vehicle platoon). It can be said.

  In the following description, the platoon formation conditions (conditions for vehicles capable of vehicle group formation) will be examined focusing on “total vehicle mass (weight)” among parameters specific to the vehicle. However, the present invention is not limited to this, and other parameters specific to the vehicle may include a passing acceleration, deceleration / braking performance, tire frictional force, kinetic energy of the running vehicle, and the like.

  In addition, the damage / damage scale at the time of a vehicle accident due to a vehicle collision is related to the amount of kinetic energy of the vehicle immediately before the collision. Here, the kinetic energy of the vehicle is expressed by [vehicle kinetic energy] = [total mass of vehicle] × [vehicle speed] × [vehicle speed] / 2 (2). Since the vehicle speed is substantially the same between the convoy vehicles, the kinetic energy during the convoy travel is synonymous with the total mass of the vehicles. However, the appropriate traveling speed of the group vehicle (for example, the subordinate vehicle Z28 in FIG. 6) traveling on the route B204 different from the vehicle convoy 200 (that is, the speed at which the fuel consumption rate is the lowest when the subordinate vehicle Z28 is traveling) is It is different from running speed. In this case, the kinetic energy may be used for the group vehicle compatibility determination.

  To summarize the above description, the condition of vehicles that can be organized is that only the vehicles whose total weight (mass) including the passenger and the load is within the range defined by the predetermined upper limit value and the predetermined lower limit value are , Can form a formation. ” Next, the upper limit value and the lower limit value will be described.

  The ratio of the maximum value of the specific parameters (total mass, total weight, etc.) of each of the vehicles 212 and 214 constituting the vehicle platoon 200 to the minimum value, and the appropriate inter-vehicle distance ensuring characteristics between the adjacent vehicles 212 and 214 in the vehicle platoon 200 The results of a detailed study of the relationship with are described below. As a result of detailed examination, it has been found that stable running is difficult when the ratio exceeds 1000 on a general flat road surface 210. On the slope road surface 220, when the ratio exceeds 100, it becomes difficult. Further, when the ratio exceeds 10, it becomes difficult to control the high speed and high accuracy of traveling of all the vehicles 212 and 214 in the vehicle group 300. When the ratio exceeds 3, waste of the fuel ratio in the convoy vehicle increases.

  From the above, the ratio of the maximum value of the unique parameter (total mass, total weight, etc.) that can be configured in the same vehicle group 300 (or vehicle platoon 200) individually to the minimum value is 1000 or less (preferably 100 or less). Need to be set. Further, for the above reason, when the ratio is set to 10 or less (preferably 3 or less), the wasteful fuel ratio is not wasted, and more stable group traveling (tandem traveling) becomes possible.

  Here, the explanation has been made centering on the total weight (total mass) at the time of loading of luggage, people, animals, etc., as the specific parameter for each vehicle. However, the overweight, deceleration / braking performance, tire friction, kinetic energy, etc. and the total weight of the vehicle are closely related to each other. Therefore, the ratio range may be defined by applying overtaking acceleration, deceleration / brake braking performance, tire frictional force, kinetic energy, and the like as the inherent parameters for each vehicle instead of the total weight.

  As described above, the total weight (total mass), overtaking acceleration, deceleration / braking performance, tire frictional force, kinetic energy, and the like are closely related to each other. Therefore, even when parameters such as overtaking acceleration, deceleration / brake braking performance, tire friction force, and kinetic energy are compared, it is desirable that the ratio of the maximum value to the minimum value be defined in the same range as described above.

  In the above, the allowable range of the parameter value unique to the vehicle that can constitute the same vehicle group 300 (or vehicle platoon 200) has been described. In addition, in order to secure an appropriate inter-vehicle distance between vehicles traveling in a row on the same lane, it is necessary to consider the inherent parameter relationship between adjacent vehicles 212 and 214.

  A ratio of a characteristic parameter (total mass / total weight, passing acceleration, deceleration / brake braking performance, tire frictional force, etc.) between adjacent vehicles 212 and 214 in the vehicle platoon 200 to the smaller one; The collision prevention characteristics between the adjacent vehicles 212 and 214 were examined in detail. As a result, the ratio needs to be 100 or less on a general flat road surface 210. On the slope road surface 220, the ratio needs to be 10 or less. Furthermore, in order to control the inter-vehicle distance between the adjacent vehicles 212 and 214 with high accuracy in a short time, it has been found that the ratio is preferably 10 or less.

  Therefore, the characteristic parameters (total mass / total weight, overtaking acceleration, deceleration / brake braking performance, tire friction force, etc.) between adjacent vehicles 212 and 214 in the same vehicle group 300 (or vehicle platoon 200) are large. It is necessary to set the ratio of the smaller one to 100 or less (preferably 10 or less). Furthermore, in order to control the inter-vehicle distance between the adjacent vehicles 212 and 214 with high accuracy in a short time, the ratio is desirably 10 or less.

  Furthermore, in this embodiment, as shown in FIG. 9, the traveling order of the vehicles in the vehicle platoon 200 may be set based on the vehicle specific parameter values constituting the same vehicle platoon. For example, if the overtaking acceleration of the following vehicle is larger than that of the preceding vehicle, the inter-vehicle distance is difficult to open during traveling on the uphill road surface 220. Therefore, when the overtaking accelerations of the subordinate vehicles A12, B14, and C16 are G1, G2, and G3, the traveling order of the vehicles may be set so as to satisfy G1 <G2 <G3 (3).

  In other words, considering the equation (1), the order of the traveling vehicles may be set so that the total mass (total weight) of the subordinate vehicles 12, 14, 16 close to the head is increased. As described above, when the traveling order is set in descending order of the total mass (total weight) of the vehicle, the vehicle traveling backward among the subordinate vehicles 12, 14, and 16 tends to have higher braking performance. Therefore, setting the traveling vehicle order according to the above also produces an effect of reducing the risk of rear-end collision when traveling on a wet road surface or snow surface (ice surface).

  Moreover, in this embodiment system, it is not restricted to the above, You may give flexibility to the order of a traveling vehicle using the feedforward control mentioned later. Consider a case where the user is in the subordinate vehicle C16 in FIG. 9 (without driving). As described above, when the vehicle travels in descending order of the total mass (total weight), the user in the subordinate vehicle C16 cannot see the front and becomes uneasy. In order to eliminate the user's anxiety, the traveling vehicle order may be set in descending order of vehicle height (or in order of decreasing total mass (total weight)) among the subordinate vehicles 12, 14, and 16.

  Paraphrasing the above content as follows: In other words, 1) having unique parameter values G1, G2, and G3 for each of the subordinate vehicles A12, B14, and C16 existing in one or more vehicles group 300 (or vehicle platoon 200) composed of a plurality of vehicles; If the car parameter values G1, G2, G3 are included within the predetermined range (maximum value G3 ≦ 1000 × G1 (G1 is the minimum value)), 3) if feed forward control is used for vehicle platooning 4) Even if the traveling order between the subordinate cars A12, B14, C16 does not always satisfy “G1 <G2 <G3” 5) Road surface condition (uphill or downhill, wet and slippery state, snowy road, etc. ), The inter-vehicle distance between the subordinate vehicles A12, B14, and C16 is properly maintained.

Next, the actual measurement method or calculation method of various parameters described in the equation (1) will be described. Regarding the total mass of the vehicle: 1. Estimate from user application information at the time of the first reservation application (S201 in FIG. 4) It is possible to know by performing either of the direct measurement at the time of joining the vehicle platoon 200 (or the vehicle group 300), or a combination of both. (For example, you may measure directly with the total weight measurement parts 114 and 118 of the vehicle described in FIG. 3.)
In gasoline vehicles, the overtaking acceleration is often defined by “intermediate acceleration time at 40 → 60 km / h, 80 → 120 km / h, 100 → 200 km / h, etc.”. On the other hand, in an electric vehicle, the overtaking acceleration is often defined by “ratio to the gravitational acceleration G of the earth”. In order to evaluate the gasoline vehicle and the electric vehicle based on the same standard, the present embodiment matches the definition of the electric vehicle.

  Further, as shown in FIG. 10, the acceleration performance 234 that is exhibited is different in the running performance 230 of the electric vehicle and the running performance 240 of the gasoline vehicle. In order to evaluate both running performances 230 and 240 from the same viewpoint, in this embodiment, a comparison is made at a place where the acceleration characteristic of the gasoline vehicle is stable.

  FIG. 11 shows the overtaking acceleration 244 and the relative fuel consumption rate contour characteristics with respect to the traveling speed 242 of the gasoline vehicle. In FIG. 11, 252, 262, 272, 282, and 292 represent contour lines with a relative fuel consumption rate of 100% at 1/2/3/4/5 speed. Reference numerals 254, 264, 274, 284, and 294 represent contour lines of a 120% relative fuel consumption rate at 1/2/3/4/5 speed. 256, 266, 276, 286, and 296 represent 140% contours of the relative fuel consumption rate at 1/2/3/4/5 speed.

  The optimum overtaking acceleration in the set speed range 246 can be determined using FIG. For example, the maximum overtaking acceleration at a relative fuel consumption rate of 120% or less at a set speed of 80 km / h is given by G80 corresponding to the fourth speed. In this way, the overtaking acceleration 244 of the gasoline vehicle is obtained.

The vehicle drive characteristics (characteristics corresponding to the driving force of the equation (1)) that are the basis of the characteristics shown in FIGS. 10 and 11 are often published for each vehicle type. Therefore, the overtaking acceleration characteristic can be calculated using the total mass (total weight) information of the vehicle. In the present embodiment, as a method for obtaining information on the overtaking acceleration, 1. 1. Estimate from user application information at the time of the first reservation application (S201 in FIG. 4) 2. Acquire history information from the drive unit control system 444 when joining the vehicle platoon 200 (or the vehicle group 300). Information can be acquired in real time during a convoy travel (or during a group travel) or in combination.

  Regarding deceleration / brake braking performance, 1. Acquire history information from the drive unit control system 444 when joining the vehicle platoon 200 (or vehicle group 300). Information can be acquired in real time during a convoy travel (or during a group travel) or in combination.

  An example of the vehicle group operation system in this embodiment is shown in FIG. Basically, it is composed of a vehicle operation management company server 310 managed by a vehicle operation management company and a vehicle group 300. Control systems 338 and 332 are incorporated in advance in the dependent vehicle Z28 included only in the vehicle group 300 and the dependent vehicle A12 included in both the vehicle group 300 and the vehicle platoon 200.

  In the embodiment of FIG. 12, there is a portable group vehicle guidance device 320 that can be carried by the driver, and wireless communication is performed with the control systems 330, 332, and 338 of each vehicle (command vehicle A2, dependent vehicle A12, Z28). It is possible. And this portable group vehicle guide machine 320 guides the cooperative travel of the command vehicle A2 as well as the subordinate vehicles A12 and Z28 in the vehicle group 300 (vehicle platoon 200). However, the present invention is not limited thereto, and a function for guiding the subordinate vehicles A12 and Z28 may be provided in the control system 330 of the command vehicle A in advance.

  Linking to each step in FIG. 4 already described, the cooperative operation between each unit in FIG. 12 will be described. The user reservation application S201 is performed using the portable terminal 312 or a computer at home or work (not shown). This reservation information is notified to the server 310 of the vehicle operation management company via the telecommunications repeater 314.

  In the database 318 managed by the server 310 of the vehicle operation management company, not only the operation management data (including history) 322 of the group vehicle but also the operation management data (including history) 324 of the driver, traffic congestion / accidents in the main line History data 326, main line environment (meteorological information such as rain and snow) information history data 328, and the like are stored. Necessary information such as published drive characteristics for each vehicle type is obtained via the Internet line 316.

  The group vehicle operation management data (including history) 322 stores a group type, season, day of the week, time zone, and service type charge table 340 as will be described later. Therefore, when the reservation application from the user is accepted (S201), the vehicle operation management server 310 refers to the above fee table 340 and matches the group type, season, day of the week, time zone, and service type used by the user. Present a fee.

  In addition, when the server 310 of the vehicle operation management company accepts a reservation application from the user (S201), it obtains information on the corresponding vehicle (such as the subordinate vehicle A12), and operation management data (including history) of the group vehicle in the database 318. Save in 322. Based on the information, the server 310 of the vehicle operation management company forms a vehicle group suitable for the vehicle (subordinate vehicle A12) (S203).

  The vehicle 310 of the vehicle operation management company designates the command vehicle A2 adapted to the vehicle group 300 organized in this way. All the vehicles in the organized vehicle group 300 need to include vehicle-specific parameter values within a predetermined range (including the command vehicle A2). Therefore, a vehicle having a vehicle-specific parameter value suitable for the vehicle (subordinate vehicle A12) is designated as the command vehicle A2.

  Even if the command vehicle A2 and the dependent vehicle A12 are geographically separated, the command vehicle A2 can guide the traveling of the dependent vehicle A12 immediately after the formation of the vehicle group 300. Then, the command vehicle A2 departs (S206) and guides the traveling of the subordinate vehicle A12 and the like to the merging of S207 while guiding (remote operation).

  FIG. 13 shows the detailed contents in the control systems 330, 332, and 338 in each vehicle shown in FIG. Unlike a movable body such as a cart or a cart that requires a mechanical action from the outside for movement, a drive unit control system 444 that enables self-running is provided. And in the self-propelled vehicle which can drive | work cooperatively within a vehicle group (vehicle platoon), it has the structure shown in FIG. 13, or various functions. Here, each unit described in FIG. 13 may be configured by dedicated hardware, or may be configured by a dedicated software module that moves the processor.

  Using the “vehicle distance and speed difference measuring unit 424 between the preceding vehicles” installed near the front of the vehicle and the “vehicle distance and speed difference measuring reflector 428 between the following vehicles” installed at the rear, Properly control the distance between adjacent vehicles.

  In addition, the outside environment monitoring unit 420 can be used not only when changing lanes, but also for monitoring an inconvenient extension of the total length of a vehicle fleet caused by interruption of a general vehicle. In addition, since the captured video / image of the outside environment monitor unit 420 is appropriately stored in the memory unit 450, it can be used as evidence material when an accident occurs as a drive recorder.

  In addition, the function of the control unit 410 of the external display screen may be used to perform “display in the platoon”, “advertisement display”, etc. for an external general vehicle.

  The communication control unit 470 has a mid-range wireless function such as Wi-Fi or EnOcean, 2G / PDC, GSM (registered trademark) (Second Generation / Personal Digital Cellular, Global System for Mobile Communications), and 3G / CDMA (Third Generation / Code). It is equipped with both long-distance wireless functions such as Division Multiple Access (WiMAX) and WiMAX (World Wide Interoperability for Microwave Access). Information exchange with other vehicles in the vehicle group is enabled via the communication control unit 470. Further, the inter-vehicle distance from the preceding vehicle is controlled via this communication control unit.

  In the route guide system 460, a GPS control unit 462 and a display screen control unit 464 for the driver's seat are installed. In particular, when the vehicle travels on another route 204 before joining the vehicle group 300, the current position information of the joining platoon is sequentially sent from the server 310 of the vehicle operation management company via the communication control unit 470. . At the same time, the position of the vehicle can be confirmed by the GPS control unit 462. In the route guide system 460, a joining route to the target platoon is determined from both information and displayed on the display screen control unit 464 for the driver seat. Although not shown, a translucent organic EL (Electro Luminescence) layer is embedded in the windshield of the driver's seat, and the merge path generated by the display screen controller 464 to the driver's seat is displayed.

  In the travel control unit 440, a travel mode control unit 442 and a drive unit control system 444 exist. In this embodiment, as will be described later, a guided mode 490 is defined in addition to the manual operation mode 480 and the fully automatic operation mode 485. The traveling mode control unit 442 is responsible for switching the modes.

  The drive unit control system 444 performs not only engine and motor drive control, but also brake control and wheel rotation control (including slip prevention control on wet road surfaces and snowy roads). Further, controlled data of each part obtained by the drive part control system 444 is sequentially stored in the memory part 450.

  Therefore, based on the data related to the drive unit control system 444 stored in the memory unit 450, the “overtaking acceleration”, “deceleration / brake braking force”, and “tire friction force” are calculated using the above-described calculation formulas. It can be calculated. In addition, in the drive unit control system 444, “passing acceleration”, “deceleration / brake braking force”, and “tire friction force” are calculated in real time as appropriate.

  The real-time “passing acceleration”, “deceleration / brake braking force”, “tire friction force” or history data obtained in this way is appropriately transmitted via the communication control unit 470 to a portable group vehicle induction machine. 320.

  In the system of the present embodiment, a communication function using near field radio or near field radio is built in the loads 432, 434, 436, or a package or a container in which the cargoes are collected. For example, when transporting fresh food products, it is important to manage the temperature and humidity of the fresh food products during transportation. Accordingly, the load / passenger state management unit 430 performs load state management and passenger physical condition management using wireless communication. When a load condition abnormality (such as a change in storage temperature of fresh food) or a passenger's physical condition is found, the load / passenger condition management unit 430 guides the portable group vehicle via the communication control unit 470. A warning is sent to the machine 320.

  FIG. 14 shows a platooning procedure example and a vehicle platoon operation method in the system of this embodiment in which a vehicle group (vehicle platoon) is formed by a plurality of vehicles having vehicle-specific parameter values within a predetermined range. The important points here are: ○ Obtain information about the vehicle (subordinate vehicle) used when accepting reservations from the user, ○ Based on this information, organize an appropriate vehicle group (vehicle platoon). Obtain information about the vehicle (subordinate vehicle) before joining the vehicle group to the vehicle group or during coordinated travel, and determine the suitability of the vehicle (subordinate vehicle) within the group. ○ The vehicle (subordinate vehicle) Is in place when it is determined to be inappropriate.

  The unique parameter value described above is obtained from the information related to the vehicle (subordinate vehicle). The server 310 of the vehicle operation management company may calculate the unique parameter value from the above information, or the unique parameter value may be directly included in the above information. Then, the vehicle group (vehicle platoon) is organized so that the unique parameter value is included in the predetermined range.

  When the user makes an application for participation in the vehicle platoon 200 using the portable terminal 312 in step S01, the server 318 of the vehicle operation management company accepts the application. At that stage, the type / name of the participating vehicle, the number of passengers, and the load information of the loaded (loaded) luggage are obtained (S02) and stored in the group vehicle operation management data (including history) 322 in the database 318. At the same time, the server 318 of the vehicle operation management company checks the drive characteristics of the specified vehicle name using the Internet line 316.

  In addition, the total mass of the vehicle is predicted from the number of passengers and the load information of the loaded (loaded) luggage. Next, the overtaking acceleration characteristic of the target vehicle is calculated using equation (1). In step S03, the result is used to predict the type and rank of the suitable vehicle fleet 200.

  Thereafter, the server 318 of the vehicle operation management company searches the operation management data 322 of the group vehicles in the database 318 and refers to the operation schedule for each vehicle platoon 200 (S04).

  If there is no suitable scheduled train row (No in S05), the vehicle arrangement (S06) is performed. / Notify the date and time (S07). Then, the formation command is notified to the designated command vehicle A2 (S08).

  When communication between the command vehicle A2 (internal portable group vehicle guide 320) and the corresponding subordinate vehicle A12 is started, the portable group vehicle guide 320 is stored in the memory unit 450 in the subordinate vehicle A12. History information of the drive unit control system 444 is collected (S09). Then, in the portable group vehicle guidance machine 320, the overtaking acceleration at the current state of the subordinate vehicle A12 (at the time of loading luggage, people, animals, etc.) is calculated (S10), and whether or not it matches the current vehicle fleet 200. Is determined (S11). If it matches (Yes in S11), the formation in S16 is performed.

  In addition to the above, when the server 310 of the vehicle operation management company wants to directly collect the unique parameter values of the subordinate vehicle A12, it collects data from the total weight measuring units 114 and 118 (FIG. 3) of the vehicle in the terminal 42. You may do it.

  If the specific parameter value of the subordinate vehicle A12 does not match (No in S11), a change in the row belonging to the user is proposed (S12), and if the user accepts the change (Yes in S13), the change in row ( S14) and notify the command vehicles A2 and B4 of the old and new trains.

  FIG. 14 mainly shows the vehicle train operation method and the vehicle group operation system before the start of cooperative travel, whereas FIG. 15 determines the suitability of the vehicle group 300 (vehicle train 200) after the start of cooperative travel. A vehicle platoon operation method and a vehicle group operation system are shown. The points when using both in the vehicle group operation system and the vehicle platoon operation method can be summarized as follows. That is, 1) having first and second means for detecting the parameter value of the subordinate vehicle A12, and 2) managing the vehicle operation based on the parameter value for each subordinate vehicle A12 detected by the first means. The server 310 of the company determines the suitability of the vehicle group of the subordinate vehicle A12, and 3) based on the parameter value for each subordinate vehicle A12 detected by the second means, the command vehicle A2 (or portable group vehicle guidance) The machine 320) determines the suitability of the vehicle group of the subordinate vehicle A12.

  The processing flow of FIG. 15 corresponding to the detection by the second means will be described. The drive unit control system 444 built in the dependent vehicle A12 collects information related to the traveling of the dependent vehicle A12. On the other hand, the load / passenger state management unit 430 collects information on the load and the passenger in the subordinate vehicle A12.

  The command vehicle A2 (or portable group vehicle guide machine 320) collects these information (S21), and determines whether all the vehicles in the group are compatible with the corresponding platoon (S22). This corresponds to the determination of the vehicle group compatibility based on the detection result of the second means.

  In addition, in the system of this embodiment, are there any abnormalities in the loads and passengers in all the vehicles in the group? (S23) is also performed simultaneously.

  Based on the determination result (when S22 is No or when S23 is Yes), the vehicle in which a trouble has occurred (or vehicle group non-conformity is found) is removed from the vehicle platoon (S25). As this departure method, the system of this embodiment prepares two types of response methods: A) separation within the terminals 42 and 44 and B) separation during traveling ⇒ separation of the formation based on the new command vehicle B4 (navigator) guidance. ing.

  That is, when the trouble occurrence (vehicle group non-conformity discovery) place is near the terminals 42 and 44 (Yes in S29), the above countermeasure (A) is performed. On the other hand, if the determination result in S29 is No, the navigator corresponding to the new command vehicle B4 required for the separation of the platoons is requested (S32).

  Prior to the description of the feedforward control method used in the present embodiment, the measurement principle of the inter-vehicle distance and speed difference between the preceding vehicles performed in the vehicle capable of cooperative traveling will be described. The inter-vehicle distance and speed difference measuring unit 424 between the preceding vehicles in the cooperatively-runnable vehicle includes an inter-vehicle distance measuring unit and a speed difference measuring unit for the preceding vehicle.

  In the embodiment shown in FIG. 16, the inter-vehicle distance is measured using the reflection of sound waves (based on the time difference between the transmission and reception of sound waves), and the speed difference is measured using the laser Doppler effect. However, the present invention is not limited to this, and the inter-vehicle distance and the speed difference may be measured by an arbitrary method. That is, at least one of the inter-vehicle distance and the speed difference may be measured using, for example, microwaves or radio waves.

  It is known that a sound wave emitted from a traveling vehicle generates a Doppler effect. However, since this embodiment uses the reciprocation of sound waves, the adverse effect of the Doppler effect is offset. It is known that the sound velocity in air at 15 ° C. and 1 atm is 340 m / s. Since the time required for the sound wave to be reflected and returned by the preceding vehicle with an inter-vehicle distance of 80 m is 471 ms, a high signal band is not required for the inter-vehicle distance measurement circuit.

  Further, since the sound velocity at 0 ° C. is 332 m / s, the measurement error of the inter-vehicle distance caused by the temperature change is not a problem. Therefore, it is considered that the use of sound waves is suitable for measuring the distance between vehicles.

  In FIG. 16, in order to improve the directivity of the sound wave, the sound wave emitted from the speaker 429-1 is reflected by the cone-shaped sound wave reflection plate 429-2. Further, a cone-shaped sound wave reflecting plate 426 is provided in the inter-vehicle distance and speed difference measuring reflection part 428 so that the sound wave returns to the microphone 429-3. And here, the sound wave is reflected twice and returns.

  On the other hand, a laser Doppler light source / detection unit 421 is provided in the speed difference measurement unit. Compared to laser light, sound waves are far less directional. Accordingly, an inter-vehicle distance measuring unit with respect to the preceding vehicle is arranged in the upward direction 418 from the speed difference measuring unit so that a measurement error does not occur due to reflection on the road surface 416 during measurement.

  A light reflecting bead 425 is disposed at the tip of the optical path 422 of the speed difference measuring laser beam so that the laser beam can easily return to the detection unit. These light reflecting beads 425 are fixed in a bead-reflecting plate fixing portion 427 together with the cone-shaped sound wave reflecting plate 426.

  FIG. 17 shows a group vehicle induction machine (or command vehicle A2) control method (in-vehicle feedforward control method) for controlling traveling so that the inter-vehicle distance between the subordinate vehicles A12 and B14 and the preceding vehicle becomes an appropriate value. It explains using.

  The group vehicle induction machine (or command vehicle A2) designates only “the inter-vehicle distance 1000 with the preceding vehicle after a predetermined time interval Δt” for each of the subordinate vehicles A12 and B14. Each of the subordinate vehicles A12 and B14 monitors the inter-vehicle distance between the preceding vehicles and the speed difference 1020 in real time using the method of FIG. Further, the road surface condition (up / down and slipping condition) is monitored in real time from information from the drive unit control system 444. At the same time, the following vehicle speed change schedule information 1010 is appropriately notified to the following vehicle.

  First, it is assumed that the speed change schedule information 1010 of the command vehicle A2 is determined based on the guidance of the group vehicle induction machine. The speed change schedule information 1010 is transmitted to the subordinate vehicle A12.

  For example, FIG. 18 shows the relationship between the scheduled control speed characteristic 1030 of the own vehicle to be calculated by the subordinate vehicle A12 and the speed change schedule information 1010 of the preceding vehicle transmitted from the command vehicle A2. The "inter-vehicle distance and time interval designation information 1000 to achieve" transmitted from the group vehicle induction machine (or command vehicle A2) to the subordinate vehicle A12 designates the scheduled control speed 236 after the time interval Δt shown in FIG. Consider the case.

  The dependent vehicle A12 knows the current inter-vehicle distance and speed difference between the command vehicle A2. The scheduled control speed 236 after the time interval Δt needs to match the speed change schedule information 1010 of the preceding vehicle after the time interval Δt. By adding the current road surface condition to these preconditions (boundary conditions), an optimal “scheduled control speed 1030 of the own vehicle” from the present to the time interval Δt is calculated in the integrated control unit 400. By performing the above feedforward control, there is an effect that a highly accurate inter-vehicle distance can be secured flexibly in a short time.

  Further, as described above with reference to FIG. 9, even when the traveling order of the subordinate vehicles A12, B14, and C16 in the vehicle platoon 200 is arbitrarily set, the road surface condition changes (uphill or downhill) by using the above feedforward control. Even when the vehicle is wet, slippery, or changes to snowy roads, etc., the appropriate inter-vehicle distance is maintained.

  For example, when the downhill or the road surface is slippery, the rear-end collision can be prevented by increasing the inter-vehicle distance in advance by feedforward control. On the other hand, when an uphill is reached while traveling with a following vehicle having a small overtaking acceleration, the inter-vehicle distance is reduced in advance before entering the uphill. If such feedforward control is performed, it is possible to prevent an increase in the inter-vehicle distance at the end of the uphill.

  FIG. 19 shows a detailed example of travel guidance using the feedforward control method implemented by the group vehicle guidance machine (or command vehicle A2) (that is, a detailed vehicle train operation method example).

  When the platooning is started (S120), the group vehicle guide (or the command vehicle A2) starts collecting various information in step S121. As S122 shows as this collection target information, information related to the planned travel route is obtained from the server 310 of the vehicle operation management company. In the database 318 managed by the server 310 of the vehicle operation management company, main line environment (such as weather) information history data 328 is stored. In this, up / down slope information and real-time weather information such as rain and snow are stored. In addition, in the database 318, traffic jam / accident history data 326 in the main line is also stored. These pieces of information are appropriately transmitted to the group vehicle guidance machine (or command vehicle A2) via the long-distance communication repeater 314.

  At the same time, as shown in S123, the information of the drive unit control system 444 in the command vehicle A2 is analyzed, and information such as the degree of slipping on the road surface and the local slope is uniquely acquired.

  Depending on the road surface condition, the tire friction coefficient of only the specific subordinate vehicles A12, B14, C16 may deteriorate, and the deceleration / brake braking force may deteriorate. Therefore, as shown in S124, it is necessary to obtain information on the drive unit control system 444 and inter-vehicle distance information for all the vehicles in the vehicle platoon.

  Then, before the road surface condition changes (gradient change or slipperiness change), the optimal guidance information for all vehicles in the platoon (including the command vehicle A2) is calculated inside the group vehicle guide (or the command vehicle A2) ( S125) is performed.

  In the first step S126 of the feedforward control, the speed change schedule information of the own vehicle (command vehicle A2) is transmitted to the following vehicle (subordinate vehicle A12). Next (S127), the “designated inter-vehicle distance and the time interval Δt to achieve it” are communicated for each of the dependent vehicles A12, B14, C16 in the vehicle platoon.

  If the inter-vehicle distance is more than necessary, the risk that a general vehicle will be interrupted in the vehicle platoon increases. Therefore, in feedforward control, “preventing unnecessary interruptions of general vehicles” is very important. Therefore, the information obtained from the outside environment monitoring unit 420 (FIG. 13) of all vehicles in the platoon is sequentially monitored to detect in advance the “sign of general vehicle interruption” (S128). If there is a sign (Yes in S128), the optimum guidance information is calculated again (S125) so as to reduce the inter-vehicle distance.

  The feed-forward control can be used not only for appropriately controlling the inter-vehicle distance according to the change in the road surface condition but also for the lane change control for avoiding an accident on the traveling lane. Utilizing this feedforward control has the effect of avoiding accidents and avoiding traffic jams.

  For example, let us consider a case where an accident or traffic jam is detected at the destination on the travel lane in the outside environment monitoring unit 420 in step S131 of FIG. If necessary, this accident or traffic jam information is notified to the server 310 of the vehicle operation management company (S133), and added to the traffic jam / accident history data 326 in the trunk line. This added accident / traffic information can be used by another vehicle group 300 (vehicle platoon 200).

  If the destination is congested, it can be handled by simply reducing the traveling speed. However, if there is an accident on the planned travel lane (Yes in S134), the entire vehicle fleet 200 needs to be changed to the overtaking lane (S137). Therefore, the group vehicle guidance machine (or command vehicle A2) calculates the optimum guidance for changing lanes in step S135.

  In the method of FIG. 20 as the lane changing method for the entire vehicle fleet 200, only the last vehicle in the lane is changed (S136), and then all the remaining vehicles are changed (S137). This specific method will be described later with reference to FIG. Then, after the entire vehicle fleet 200 passes through the accident occurrence site (Yes in S138), it returns to the original travel lane.

  Notifying an ordinary vehicle of the platooning state of a plurality of vehicles leads to prevention of inadvertent accidents, and can also prevent unnecessary stress from being provided to ordinary vehicles. In the present embodiment, as a method for disclosing platooning to a general vehicle, either physical display (hard display) of a display object such as a sticker or software display on a display screen may be performed. An example of a method for notifying a general vehicle in the vehicle platooning operation of this embodiment is shown in FIG.

  The notification to the general vehicle is made after the formation of the formation is completed (S40). When there is an external display screen on a part of the vehicle surface (Yes in S41), the display can be performed in software. In this case, as shown in step 42, “in formation” is displayed on the external display screen of the formation vehicle. Furthermore, if information on the “number of vehicles in a row” and the “traveling order in the row” of the relevant vehicle is also displayed, it becomes easier for a general vehicle to respond.

  On the other hand, if there is no external display screen (No in S41), hardware display is required. As an example of this display, a sticker displaying “in formation” may be affixed to the surface of the formation vehicle, as in step S43. Further, during the formation running (during formation formation), confirmation of appropriate display (S45) may be performed as appropriate.

  A display example performed in this way is shown in FIG. Information on “number of vehicles in a row” and “traveling order in a row” may be displayed in the form of fractions. Further, this display is not limited to the side surface of the traveling vehicle (FIG. 22 (a)). When displayed at the rear as shown in FIG. 22B, it is easy to understand the following general vehicle.

  FIG. 22A shows a display example in which the external display screen on the surface of the convoy vehicle is also used for advertising. When an image (or video) linked between the convoy vehicles is displayed as shown in FIG. 22A, the advertising effect is improved. For example, a panoramic image (or panoramic video) or the like may be displayed as an image (or video) linked between the convoy vehicles in addition to the continuous video (continuous video) in FIG.

  FIG. 23 shows a specific method example of displaying in cooperation between the convoy vehicles. First, the group vehicle guidance machine (or command vehicle A2) collectively receives advertisement images / videos from the server 310 of the vehicle operation management company (S51). Thereafter, as shown in step 52, the group vehicle guide (or the command vehicle A2) determines the image / video division / sorting method to be displayed for each vehicle in the platoon. Based on the contents of the decision, image / video information to be displayed for advertisement is transmitted for each vehicle in the platoon (S53).

  In the present embodiment, a vehicle group or a vehicle platoon is formed by a plurality of vehicles in which vehicle-specific parameter values are included in a predetermined range. As a result, for example, the vehicle group with a large overtaking acceleration may be divided into a small vehicle group. In that case, it becomes necessary for a large vehicle group to overtake a vehicle group having a small overtaking acceleration in the trunk line (highway) 50.

  FIG. 24 shows an example of a method of passing between vehicle platoons in the terminals 42 and 44. The vehicle row with the small overtaking acceleration that has entered the terminals 42 and 44 first temporarily parks in the waiting queue row parking lot 142. For this parked waiting queue row 206, the overtaking running row 208 (a vehicle row with a large overtaking acceleration) passes through the passage 132 and passes between the vehicle rows.

  FIG. 25 shows an example of a method for overtaking between vehicle platoons while traveling without using platoon parking in the terminals 42 and 44 as described above. The points of this method are: ◎ Display for general vehicles during overtaking between vehicle platoons ⇒ Accident avoidance is possible ◎ During the overtaking process, only one group vehicle guide (or command vehicle) will guide ◎ During the transit process, a mixed formation is temporarily formed. This reduces the risk of inadvertent contact between general vehicles, and also reduces the risk of inadvertent contact between vehicle platoons, preventing accidents during overtaking between vehicle platoons.

  That is, when the planned overtaking row approaches the rear of the running row (S101), the display of “passing between vehicle rows” is started for general vehicles (S102). In step S104, the conventional command vehicle B4 in the scheduled overtaking (passing running platoon 208) is temporarily changed to the subordinate vehicle C16 in order to unify the guiders in accordance with the temporary mixed formation (S105). Change to Further, the change of the command vehicle is notified to the subordinate vehicle Z26 related to the change (S103).

  After the order of travel between the vehicle corps is changed (Yes in S111), the notification (display) for the general vehicle is terminated (S114), and the mixed platoon is separated into a plurality of platoons (S115).

  In the embodiment of FIG. 25, as indicated by steps S105 and S109, the leading vehicle in the mixed platoon is set to the command vehicles A2 and B4. However, the present invention is not limited to this, and the command vehicles A2 and B4 may be appropriately switched at an arbitrary timing.

  A specific example of the overtaking process between vehicle platoons described in FIG. 25 is shown in FIG. The convoy vehicles 4 and 28 constituting the overtaking traveling convoy 208 do not perform the overtaking process at the same time. The succeeding vehicle 28 starts the overtaking process after the overtaking process of the preceding one vehicle 4 is completely completed.

  Another embodiment of the overtaking process between vehicle platoons described in FIG. 25 is shown in FIG. As shown in FIG. 27A, the overtaking traveling corps 508 approaches the preceding traveling corps 504 from behind. When both running platoons (vehicle platoons) 504 and 508 approach a predetermined level or more, the mixed platoon 510 is temporarily formed as shown in FIG. The command vehicle B4 guides all the vehicles in the mixed platoon 510. Along with the formation of the mixed platoon 510, the conventional command vehicle A2 is temporarily changed to the dependent vehicle D18. Prior to this change, “change of command vehicle A2” is notified to the subordinate vehicles A12 and B14.

  In FIG. 27 (b), all the vehicles constituting the mixed platoon 510 are traveling on the travel lane 502. At the start of the overtaking process between the vehicle platoons, as shown in FIG. 27C, the last dependent vehicle B14 changes lanes and enters the overtaking lane 506.

  At this time, the command vehicle B (or group vehicle guide) gives only the instruction “change lane to the overtaking lane 506” to the subordinate vehicle B14. When this instruction is received, the situation of the overtaking lane 506 is observed using the outside environment monitoring unit 420 (FIG. 13) equipped on the subordinate vehicle B14, and the lane change is performed voluntarily at an appropriate timing.

  During the normal cooperative traveling, the dependent vehicle B14 is instructed to “the inter-vehicle distance 1000 with the preceding vehicle after a predetermined time interval Δt”. However, in this case, an instruction of “traveling speed” is given from the command vehicle B (or group vehicle induction machine).

  When the subordinate vehicle B14 travels at a low speed (in spite of the overtaking lane 506), the inter-vehicle distance from the general vehicle traveling ahead increases greatly. Using the gap, the subordinate vehicle A12 and the subordinate vehicle D18 sequentially move to the overtaking lane 506.

  In the method of FIG. 26, there is a risk of contact with a general vehicle during the overtaking process between vehicle platoons. Compared to that, the method of FIG. 27 has an effect of easily avoiding a contact accident during the overtaking process between the vehicle platoons since the risk of contact with the general vehicle is low during the overtaking process between the vehicle platoons.

  The method of FIG. 27 may be used not only in the overtaking process between vehicle platoons but also in other states. For example, this method may be used when the vehicle platoon 200 moves from the terminals 42 and 44 to the driving lanes 102 and 104. If the number of vehicles constituting the vehicle platoon 200 is large, the vehicle lanes 102 and 104 may be divided into a small number of vehicles (for example, 3 or 4 vehicles).

  For example, if the above processing is performed in a place where the main road (highway) 50 is configured by only two lanes of the driving lane 504 and the overtaking lane 506, the mixed platoon 510 temporarily occupies a part of the main road (highway) 50. Will do. In this case, as shown in FIG. 28 (b), when the general vehicle is notified of the situation during the overtaking process between vehicle platoons, the driver's stress on the general vehicle is reduced and the cause of the occurrence of the accident is alleviated.

  Another application example of the above method is shown in FIG. A phenomenon is known in which traffic congestion occurs because a specific vehicle travels at a higher speed than necessary, although smooth travel can be secured if all the vehicles travel on the travel lane 504 at a specified speed. In response to a request from a management company (for example, NEXCO) of a main line (highway) 50 to a vehicle operation management company, when a specific vehicle platoon (mixed platoon 510) travels at a specified speed, the inside of the main line (highway) 50 Smooth running of all vehicles can be secured. In this case, if the display as shown in FIG. 29B is performed, it is easy to obtain cooperation from a general vehicle.

  In the server 310 of the vehicle operation management company, the vehicle group organization (S203) is performed based on the general reception (S200 in FIG. 4) of the reservation (for example, using the Internet). By the way, the reservation frequency varies greatly depending on the season, day of the week, and date and time.

  In order to respond flexibly and quickly to a large change in the reservation frequency, the vehicle group may be organized using past operation history data in the server 310 of the vehicle operation management company. FIG. 30 shows an example of the contents of group vehicle operation management data (including history) 322 stored in the database 318 managed by the server 310 of the vehicle operation management company.

  In the group vehicle operation management data (including history) 322, group vehicle operation history data 350 accumulated in the past is stored. In the operation history data 350 of the group vehicle, the time period of one day is divided into a, b, c, d, e,. Also, points C46, D47, and E48 are defined according to the location of the interchange existing between terminals A42 and B44. The history of the number of vehicle platoons passing between points (for example, 54 between C and D) for each time zone is displayed as a bar graph.

  Since the reservation frequency varies depending on the season and day of the week, the reservation frequency is divided into graphs for each season and day of the week. Here, the “group type” is categorized for each vehicle platoon in which vehicle-specific parameter values (such as overtaking acceleration and total weight) are included within a predetermined range.

  A method example in which the server 310 of the vehicle operation management company predicts the reservation frequency using this data will be described. For example, it is assumed that the number of reservations in the time zones a and b between the EB 58 is extremely low. However, the operation history data 350 of the group vehicle shows a tendency that the occurrence frequency 238 rapidly increases in the time zone c. Therefore, the server 310 of the vehicle operation management company can make an early arrangement for dispatch using the demand forecast.

  In addition to the group vehicle operation history data 350 described above, various data shown in FIG. 31 are stored in the group vehicle operation management data (including history) 322.

  In the transportation service shown in the present embodiment, the charge varies depending on the group type, season, day of the week, time zone, and service form. Accordingly, the server 310 of the vehicle operation management company refers to the group type, season, day of the week, time zone, and service type fee table 340 at the time of accepting a reservation (for example, using the Internet) and makes a fee response or billing.

  The real-time operation management data 360 of the group vehicle in FIG. 31 is real-time for each vehicle group indicating the vehicle group organization data 361 related to the operation plan of the transportation service that is appropriately changed according to the user reservation and the monitoring result of the operation status. Operation status data 366 is included.

  The vehicle group organization data 361 includes reservation status management data 362 for each vehicle group and reservation data 363 that does not belong to an existing set vehicle group outside the vehicle group organization at the present time.

  The real-time operation status data 366 for each vehicle group includes the location management data 367 for each vehicle in the vehicle group, the estimated arrival time data 368 for each vehicle platoon, and the vehicles that are likely to arrive at the scheduled time corresponding to the warning data. It consists of convoy extraction data 369, other warning information 370, and the like.

  As shown in FIG. 32, in the cooperative travelable vehicle used in the present embodiment system, a manual operation mode 480, a fully automatic operation mode 485, and a guided mode 490 that are driven by a normal driver are defined.

  Among these, for example, when guided from a group vehicle guidance machine (or command vehicle A2), the moving body guidance 492 corresponds. On the other hand, for example, when guided from a stationary body such as the server 310 of the vehicle operation management company, it corresponds to the stationary body guidance 496. For example, in the case of a process such as “controlling the lock of the door using the mobile terminal 312”, it corresponds to the mobile terminal guidance 494.

  In the present embodiment, for example, processing such as “the owner of the vehicle outside the vehicle automatically organizes into a vehicle platoon using the mobile terminal 312” can be performed. In this case, the mobile terminal guidance 494 may be set in advance, and the mobile body guidance 492 may be switched through the path of the mobile body switching 498.

  FIG. 33 shows a method of joining the vehicle platoons 200 and 201 in the present embodiment system. One vehicle platoon 201 is formed in front of or behind the other vehicle platoon 200 and merges.

  The processing flow at this time is shown in FIG. When a convoy joining request is received in step S60, the history information of the drive unit control system 444 for each vehicle convoy to be joined is obtained (S61). Then, parameter values (such as overtaking acceleration and total weight) of the target vehicle are calculated from this information, and it is determined whether or not convoy merging is possible (S62).

  If there are terminals 42 and 44 nearby as a convoy joining method (Yes in S65), convoy joining within the terminals 42 and 44 (S67) is performed. On the other hand, if there are no terminals 42 and 44 nearby (No in S65), the merging process during traveling after step S69 is performed.

  FIG. 35 shows an example of a method for changing the traveling order in the vehicle platoon using the terminals 42 and 44. The vehicle (subordinate vehicle A12) whose travel order is to be changed is once compared with the formation order change space 122, and the travel order is changed.

  On the other hand, as shown in FIG. 36, the traveling order may be changed during traveling. In this case, an inter-vehicle distance between predetermined vehicles (between the command vehicle A2 and the subordinate vehicle A12) is opened, and the target vehicle (subordinate vehicle A12) is put therein.

  As shown in FIG. 37, the convoy separation may be divided into two parts. FIG. 37 shows an example of a row separation method using the terminals 42 and 44, and FIG. 38 shows an example of a row separation method during travel.

  In the vehicle platooning operation method in the present embodiment, the subordinate vehicle A12 that is traveling in the platooning is set to the guided mode 490 in the moving body guidance 492. Therefore, the absence of the operator is allowed during the guided mode 490 period.

  FIG. 39 shows the relationship between the getting on / off timing of the driver and the setting mode in the subordinate vehicle A12. During the manual operation mode periods 602 and 604, the ride of the driver is essential. Accordingly, the driver boarding periods 632, 636, and 638 cover the manual operation mode periods 602 and 604 (wider than the manual operation mode periods 602 and 604).

  When the driver gets out of the vehicle 644 and uses the portable terminal 312 to lock the door, the portable terminal guidance period 612 is reached. Thereafter, when the mobile terminal 312 is incorporated into the vehicle group 300, the mobile body guidance period 616 is switched. When the transportation service within the vehicle group 300 ends, the mobile terminal guidance period 614 is resumed.

  What is important here is that the driver needs to get off 644 during the guided mode period 610. Thereby, there is an effect that a smooth transportation service can be started. On the other hand, as shown in FIG. 39, the ride timings 646 and 648 of the driver may be before or after the timing at which the guided mode period 610 ends.

  An example of a map around the terminal 42 installed in the middle of the route of the main line (highway) 50 is shown in FIG. There are branch points 722 and 724 from the general roads 706 and 708 to the interchange, and enter the highways 702 and 704 via the interchanges 712 and 714.

  An operation curve in which a vehicle A752 entering the terminal 42 from the highway up line 702 through the interchange 712 from the general road 706 and a vehicle B754 entering the general road 708 from the highway down line 704 exiting the terminal 42 are displayed. Is shown in FIG.

  The vehicle A752 before entering the terminal 42 was directly driven by the driver in the manual operation mode 480. Then, after switching to the guided mode 490 at the terminal 42, the driver gets off. After that, the driver who gets off at the terminal 42 changes to the vehicle B754 and returns to the central collection point 736.

  On the other hand, in the operation curve shown in FIG. 42, although the operation curve 752 of the vehicle A and the operation curve 756 of the vehicle C follow substantially the same route, the driver passes different routes. In the example of FIG. 41, the driver got off the vehicle A752 at the terminal 42. On the other hand, in the example of FIG. 42, the vehicle C gets off from the vehicle C756 at a branch point 722 from the general road 706 to the interchange. Then, at the bus stop 732 installed near the disembarking point, the route bus 758 was used to return to the central collection point 736.

  In the vehicle group operation system of this embodiment, the labor cost can be reduced as the driver's restraint time is shorter. Therefore, as shown in the example of FIG. 42, not only a convoy vehicle but also a general vehicle such as a bus or taxi is used in combination, so that the driver's restraint time is shortened and the labor cost can be reduced.

  Although the embodiment of the present invention has been described, this embodiment is presented as an example and is not intended to limit the scope of the invention. The novel embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. This embodiment and its modifications are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

2 Command Vehicle A (Master Vehicle) 4 Command Vehicle B12 Slave Vehicle A (Slave Vehicle) 14 Dependent Vehicle B16 Dependent Vehicle C18 Dependent Vehicle D28 Dependent Vehicle Z30-38 Non-Group Vehicle 42 Terminal A44 Terminal B46 Point C47 Point D48 Point E50 Main line (highway) 52 A-C 54 C-D 56 D-E 58 E-B 62, 64 Center 70-84 Central collection point 90 T company 92 A company 94 B company 96 C company 98 Company D 100 Server 102 Ascending lane 104 Ascending lane 106 Ascending lane 108 Ascending lane 112, 116 Admission registration / parking location instruction units 114, 118 Total vehicle weight measuring units 122, 126 Space for changing platoon order 132 136 Passage 134 Bus stop 142-156 Passing queue Parking lots 162 to 176 Passage waiting corps parking lot 180 Point A190 Point B200, 201 Vehicle platoon 202 Route A204 Route B206 Passing queuing queue 209 Passing platoon 209 Mixed platoon 210 Flat road surface 212 Four-wheel drive jeep 214 Maximum loading capacity Truck 220 Slope road surface 230 Driving performance of electric vehicle 232 Elapsed time (seconds) 234 Acceleration (G) 236 Scheduled control speed (km / h) 238 Occurrence frequency 240 Driving performance of gasoline vehicle 242 Traveling speed (km / h) 244 Passing acceleration (G) 246 Setting speed range 250 Driving force curve 252 at the first speed Relative fuel consumption rate at the first speed 100% contour line 254 Relative fuel consumption rate at the first speed 120% contour line 256 Relative at the first speed Fuel consumption rate 140% contour 260 Driving force curve at 2nd speed Line 262 Relative fuel consumption rate at 2nd speed 100% Contour line 264 Relative fuel consumption rate at 2nd speed 120% Contour line 266 Relative fuel consumption rate at 2nd speed 140% Contour line 270 Driving force curve at 3rd speed 272 3 Relative fuel consumption rate at 100% contour 274 Relative fuel consumption rate at 3rd speed 120% Contour line 276 Relative fuel consumption rate at 3rd speed 140% Contour line 280 Driving force curve 282 at 4th speed at 4th speed Relative fuel consumption rate 100% contour 284 Relative fuel consumption rate at 4th speed 120% Contour line 286 Relative fuel consumption rate at 4th speed 140% Contour line 290 Driving force curve at 5th speed 292 Relative fuel at 5th speed Consumption line 100% Contour 294 5th speed relative fuel consumption 120% Contour 296 5th speed relative fuel consumption 140% Contour 300 Vehicle group 310 Vehicle operation management company 3 12 Mobile terminal 314 Telecommunication repeater 316 Internet line 318 Database 320 Portable group vehicle guidance machine 322 Group vehicle operation management data (including history) 324 Driver operation management data (including history) 326 Congestion / accident history in trunk line Data 328 Main line environment (weather, etc.) information history data 330 Control system 332 of command vehicle A Control system 338 of subordinate vehicle A Control system 340 of subordinate vehicle Z Charge table 350 by group type, season, day of the week, time zone, and service type Vehicle operation history data 360 Real-time operation management data of group vehicles 361 Vehicle group organization data 362 Reservation status management data 363 for each vehicle group Reservation data 366 that does not belong to an existing set vehicle group Real-time operation status data 367 for each vehicle group Location management data 368 for each vehicle in both groups Scheduled arrival time data 369 for each vehicle platoon Extraction data (warning data) 370 for other vehicle information that is likely to arrive at the scheduled time Other warning information (accident occurrence information and traffic jam information) 400) Integrated control unit 410 External display screen control unit 414 Down direction 416 Road surface 418 Up direction 420 Outside environment monitor unit 421 Laser Doppler light source / detection unit 422 Speed difference measurement laser beam path 423 Inter-vehicle distance measurement sound wave path 424 Inter-vehicle distance and speed difference measuring unit 425 between front-running vehicles 425 Light reflecting beads 426 Conical sound wave reflecting plate 427 Beads and reflecting plate fixing unit 428 Reflecting unit 429- for measuring inter-vehicle distance and speed difference between following vehicles 1 Speaker 429-2 Cone-shaped sound wave reflector 429-3 Microphone 430 Load / passenger state management unit 432 to 436 Load 440 travel control unit 442 travel mode control unit 444 drive unit control system 450 memory unit 460 route guide system 462 GPS control unit 464 display screen control unit 470 for driving seat communication control Part 480 Manual operation mode 485 Fully automatic operation mode 490 Guided mode 492 Mobile body guidance 494 Portable terminal guidance 496 Stationary body (key station etc.) guidance 498 Derivative switching 500 Elapsed time 502 Traveling lane 504 Driving platoon 506 Passing lane 508 Passing Middle traveling corps column 510 Mixed corps train 602, 604 Manual operation mode period 610 Guided mode period 612, 614 Mobile terminal guidance period 616 Mobile object guidance period 620 Driver absent period (A) 626 Driver absent period (B) 632 Driver ride Period 636 Roller boarding period (A) 638 Driver boarding period (B) 644 Driver boarding 646,648 Driver boarding 702 Highway up line 704 Highway down line 706, 708 General road 712 Up line interchange 714 Down line interchange 722 Junction point from general road to interchange of up line 724 Junction point from general road to interchange of down line 732, 734 Bus stop 736 Concentration collection point 738 Railway station 752 Operation curve 754 of vehicle A Operation curve 756 of vehicle B Vehicle C No. of operation curve 758 Route bus operation curve 1000 Inter-vehicle distance and time interval to achieve 1010 Speed change schedule information 1020 Inter-vehicle distance and speed difference between preceding vehicles 1030 Schedule control speed Δt time interval of own vehicle.

Claims (11)

A plurality of self-propelled vehicles whose vehicle-specific parameter values are included within a predetermined range form a vehicle group including a self-propelled command vehicle and at least one self-propelled subordinate vehicle, and the preceding vehicle An inter-vehicle distance measuring unit that measures the inter-vehicle distance, a communication control unit that enables information exchange with other vehicles in the vehicle group, and a travel control unit that controls cooperative travel of the plurality of self-propelled vehicles A transport service method for transporting the load by
The server that manages the operation of the plurality of self-propelled vehicles obtains information about the self-propelled vehicles at the time of reservation reception performed prior to the execution of the transportation service,
Based on the information, realize the knitting state of the vehicle group,
The transportation characterized by designating the inter-vehicle distance from the self-propelled command vehicle in the vehicle group to the preceding vehicle and the time interval until the self-propelled subordinate vehicle is achieved. Service method. The total weight or overtaking acceleration at the time of loading the load corresponds to the parameter,
The transportation service method according to claim 1, wherein a ratio of the maximum value of the parameter of each self-propelled vehicle to the minimum value is set to 1000 or less in the same vehicle group. The server determines suitability within the vehicle group before a given self-propelled subordinate vehicle joins the vehicle group;
The transport service method according to claim 1, wherein when the predetermined self-propelled subordinate vehicle is determined to be inappropriate, the predetermined self-propelled subordinate vehicle is notified. The self-propelled command vehicle determines the suitability of the predetermined self-propelled subordinate vehicle in the vehicle group when a predetermined self-propelled subordinate vehicle is traveling in cooperation in the vehicle group,
The transportation service method according to claim 1, wherein the server is notified when the predetermined self-propelled subordinate vehicle is determined to be inappropriate. A vehicle platoon is formed by a plurality of self-propelled vehicles, and the self-propelled vehicles can exchange information with an inter-vehicle distance measuring unit that measures the inter-vehicle distance from the preceding vehicle and other vehicles in the fleet. A vehicle platoon operation for maintaining the vehicle fleet of the plurality of self-propelled vehicles to travel by a communication control unit and a travel control unit for controlling cooperative traveling between the self-propelled vehicles in the vehicle platoon Is the way
One or more subordinate vehicles are defined in the vehicle platoon,
Each subordinate vehicle has a unique parameter value,
The value of the parameter of the subordinate vehicle is included within a predetermined range;
The travel of the dependent vehicle is controlled by the control of the cooperative travel so that the inter-vehicle distance between the self-propelled vehicles becomes a value within a set range.
The total weight or overtaking acceleration when the load is mounted on the self-propelled vehicle corresponds to the parameter,
Within the same vehicle platoon, the ratio of the maximum value to the minimum value of the parameter of each subordinate vehicle is set to 1000 or less,
From the self-propelled command vehicle specified in the vehicle platoon to the self-propelled subordinate vehicle specified in the vehicle platoon, the inter-vehicle distance to the preceding vehicle and the time until it is achieved A vehicle platooning method characterized by specifying an interval. The server for instructing the formation state of the vehicle platoon obtains information about the dependent vehicle at the time of reservation reception preceding the operation execution of the vehicle platoon,
The vehicle platooning operation method according to claim 5, wherein an organization state of the vehicle platoon is instructed based on the information. In a vehicle group operation system consisting of a server and a vehicle group,
Within the vehicle group, one self-propelled command vehicle and two or more self-propelled subordinate vehicles are defined,
The server managing the operation of the vehicle group obtains information on the self-propelled subordinate vehicle at the time of reservation reception from a user,
The information includes the values of the parameters specific to the dependent vehicle,
Organizing the vehicle group adapted to the self-propelled subordinate vehicle in the server based on the information;
Specify the self-propelled command vehicle suitable for the vehicle group in the server,
The vehicle group operation system in which the designated self-propelled command vehicle guides the traveling of the self-propelled subordinate vehicle;
The total weight or overtaking acceleration at the time of loading of luggage or people or animals corresponds to the parameter,
Within the same vehicle group, the ratio of the maximum value to the minimum value of the parameter of each self-propelled subordinate vehicle is set to 1000 or less,
A vehicle group operation system that specifies an inter-vehicle distance to a preceding vehicle and a time interval until it is achieved for the self-propelled subordinate vehicle from the self-propelled command vehicle. The server has a first means for detecting a value of the parameter of the self-propelled subordinate vehicle;
Based on the value of the parameter for each self-propelled subordinate vehicle detected by the first means, the server determines the suitability of a predetermined self-propelled subordinate vehicle to a vehicle group,
The vehicle group operation system according to claim 7, wherein, when it is determined as nonconforming as a result of the determination, the result is notified to the predetermined self-propelled subordinate vehicle. The self-propelled command vehicle has a second means for detecting the value of the parameter of the self-propelled subordinate vehicle,
Based on the value of the parameter for each self-propelled dependent vehicle detected by the second means, the self-propelled command vehicle determines suitability of a predetermined self-propelled dependent vehicle to a vehicle group,
The vehicle group operation system according to claim 7, wherein, when it is determined as nonconforming as a result of the determination, the result is notified to the server. It is a self-propelled vehicle that can run in cooperation within a given vehicle group,
The self-propelled vehicle has unique parameter values;
The value of the unique parameter is included within a predetermined range;
An inter-vehicle distance measurement unit with a preceding vehicle, and a communication control unit that enables information exchange with other vehicles in the vehicle group,
A self-propelled vehicle capable of cooperative traveling, in which the inter-vehicle distance with the preceding vehicle can be controlled via the communication control unit,
The total weight or overtaking acceleration at the time of loading corresponds to the parameter,
Within the same vehicle group, the ratio of the maximum value of the parameter of each self-propelled vehicle to the minimum value is set to 1000 or less,
As a command vehicle that specifies the inter-vehicle distance to the preceding vehicle and the time interval to achieve it for the self-propelled subordinate vehicle that is designated from among the self-propelled vehicles that form the vehicle group A self-propelled vehicle that can run in a coordinated manner. A vehicle group is defined by a plurality of self-propelled vehicles whose vehicle-specific parameter values fall within a predetermined range,
Dependent vehicles are defined within the vehicle group,
Communication with the subordinate vehicle is possible,
A group vehicle induction machine for controlling travel of the subordinate vehicle so that a distance between the subordinate vehicle and the preceding vehicle is a value within a set range;
The total weight or overtaking acceleration at the time of loading corresponds to the parameter,
Within the same vehicle group, the ratio of the maximum value of the subordinate vehicle to the minimum value of the parameter is set to 1000 or less,
A group vehicle induction machine for designating the inter-vehicle distance to the preceding vehicle and a time interval for achieving the inter-vehicle distance for the subordinate vehicle in the vehicle group.

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