JP2007148765A - Vehicle control system and vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system or a vehicle controller for achieving smooth traffic at an intersection by properly controlling the traveling status of one's own vehicle even when any vehicle which is not able to travel exists. <P>SOLUTION: This vehicle control system is configured to control each vehicle approaching an intersection to enter the intersection to pass the intersection according to priority relating to the passage of each vehicle at the intersection preliminarily set based on information relating to the traveling status of each vehicle acquired by communication, and provided with a specific vehicle detection means for detecting a specific vehicle which is not able to transmit the traveling status to another vehicle with at least the location of the specific vehicle. The information relating to the specific vehicle detected by the specific vehicle detecting means is transmitted to each vehicle by communication. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle control system and a vehicle control device, and in particular, each vehicle approaching an intersection to enter the intersection is determined in advance based on the traveling state of each vehicle obtained by communication. The present invention relates to a vehicle control system that is controlled to pass through an intersection according to a priority relating to passing, and a vehicle control device that is mounted on each vehicle that realizes the vehicle control system.

  Conventionally, as this type of system, priority is set based on information on each vehicle obtained by inter-vehicle communication, and based on this, braking force control is mainly performed so that each vehicle passes through an intersection. By this, what is trying to implement | achieve the smooth traffic in an intersection is known (for example, refer patent document 1).

In addition, as a method for smooth braking force control, the concept of environmental force exerted on the host vehicle from the environment such as the preceding vehicle is introduced, and braking force control is performed so that deceleration according to the environmental force is realized. There is also known a method for smoothly braking so as not to collide with a preceding vehicle (see, for example, Patent Document 2).
JP-A-11-110893 JP-A-8-11579

  However, in the system described in the above-mentioned conventional patent document 1, a vehicle that does not have the communication equipment necessary to realize the system, a sensor that detects information on the communication equipment or the own vehicle, or the like has failed. When a vehicle that cannot transmit vehicle information approaches an intersection, priority cannot be determined appropriately, and smooth traffic at the intersection cannot be realized. The existence of such vehicles is expected especially in the transition period immediately after the introduction of the system.

  Therefore, when the prior art described in Patent Document 2 described above is applied to an intersection passing, when the other vehicle passes the intersection preferentially, appropriate braking force control is performed based on the position, speed, etc. of the other vehicle. Thus, it is possible to suppress the excessive braking operation and realize smooth traffic. However, such control is also difficult when the current position and speed of other vehicles cannot be grasped.

  In addition, although said subject demonstrated what was implemented by each vehicle as a control main body by vehicle-to-vehicle communication, it implement | achieves by using infrastructure as a control subject by the road-to-vehicle communication with the infrastructure installed in the intersection etc. The same applies to things.

  The present invention is for solving such a problem, and even when there is a vehicle that cannot travel in the traveling state of the host vehicle, it is possible to perform appropriate control to realize smooth traffic at the intersection. The main object is to provide a vehicle control system or a vehicle control device.

  The first aspect of the present invention for achieving the above object is that each vehicle approaching the intersection to enter the intersection is preset based on the traveling state of each vehicle obtained by communication. A vehicle control system that is controlled to pass through an intersection according to a priority with respect to the passing of the vehicle, and that detects a specific vehicle that cannot transmit a traveling state to another vehicle together with at least the position of the specific vehicle. The information regarding the specific vehicle detected by the specific vehicle detection means is transmitted to each vehicle by communication.

  According to the first aspect of the present invention, the specific vehicle detecting means is provided, and the information including the detected position of the specific vehicle is transmitted to each vehicle by communication. Therefore, the specific vehicle exists in each vehicle. And perceptions about their position.

  In the first aspect of the present invention, the specific vehicle detection means is detected by, for example, a camera that captures the periphery of the vehicle and / or a radar sensor that can detect a moving object around the vehicle, which is mounted on any of the vehicles. This is means for detecting a vehicle that is not able to acquire a traveling state by communication as a specific vehicle.

  In the first aspect of the present invention, preferably, each vehicle is controlled to pass through the intersection according to the priority set based on the traveling state of the specific vehicle detected by the specific vehicle detection means. It is characterized by that. In this way, even when a specific vehicle exists, smooth traffic according to the priority can be realized.

  Further, in the first aspect of the present invention, in the vehicle that has received the position information of the specific vehicle, it is determined whether or not the presence of the specific vehicle can be detected, and the priority setting method is varied depending on the determination result. It is good also as what is characterized by this.

  In the first aspect of the present invention, preferably, among the vehicles, the vehicle positioned immediately before the specific vehicle and the vehicle group including the specific vehicle are set as pseudo vehicles, and the priority of each vehicle is set. It is characterized by this. In this way, when there is a vehicle immediately before the specific vehicle, it is possible to cause the specific vehicle to perform a brake operation by performing braking control on the vehicle immediately before. In the first aspect of the present invention, preferably, the priority of each vehicle is set with each vehicle including a vehicle group including the specific vehicle and a vehicle located immediately before and after the specific vehicle as a pseudo vehicle. It is characterized by that. Similarly, when there is a vehicle immediately before the specific vehicle, it is possible to cause the specific vehicle to perform a brake operation by performing braking control on the vehicle immediately before. In these cases, more preferably, the priority of each vehicle is set so that the priority of the pseudo vehicle is higher when there is no vehicle located immediately before the specific vehicle among the vehicles. It is what. In this way, since the priority of the pseudo vehicle is set high, it is possible to control the specific vehicle to pass through the intersection promptly.

  In the first aspect of the present invention, when a specific vehicle is present, the vehicle that has detected the specific vehicle transmits pseudo signal information to each vehicle, and is based on the pseudo signal information instead of the set priority. Each vehicle may be controlled to pass through an intersection.

  According to a second aspect of the present invention, there is provided a vehicle control device mounted on each vehicle for realizing the vehicle control system according to the first aspect of the present invention, the communication means and the priority setting means for setting the respective priorities. And a control means for controlling the vehicle to pass through the intersection according to the set priority, and a camera and / or a radar sensor constituting the specific vehicle detection means.

  According to the present invention, there is provided a vehicle control system or a vehicle control device capable of performing appropriate control to realize smooth traffic at an intersection even when there is a vehicle that cannot travel in the traveling state of the host vehicle. be able to.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings.

  In the vehicle control system 1 according to one embodiment of the present invention, the vehicle control device 10 is mounted on a plurality of vehicles, communicates between the vehicles, sets priorities, and passes an intersection according to the priorities. This is realized by controlling each vehicle.

  FIG. 1 is a diagram illustrating an example of the configuration of the vehicle control device 10. The vehicle control device 10 includes, as main components, a communication device 20, a high-accuracy position specifying device 30, a specific vehicle detecting device 40, a braking / driving force generating device 50, an accelerator pedal reaction force generating device 60, and an electronic device. And a control unit (hereinafter referred to as an ECU: Electronic Control Unit) 70.

  The communication device 20 transmits the traveling state of the host vehicle (position, traveling direction, speed, and acceleration, the same applies hereinafter) input from the ECU 70 to the vehicle control device 10 mounted on another vehicle as needed. Further, the traveling state of the other vehicle received from the other vehicle is output to the ECU 70 as needed. The performance and shape of the antenna of the communication device 20 and the method and frequency band used for communication are not particularly limited and may be arbitrary. Since various methods and apparatus configurations are already known for vehicle-to-vehicle communication, detailed description thereof is omitted here.

  The high-accuracy positioning device 30 includes a high-precision positioning function using, for example, RTK-GPS (real-time kinematic global positioning system) or a carrier phase positioning method. The high-accuracy position specifying device 30 has map information, specifies the azimuth and current position of the host vehicle based on the positioning result by GPS positioning, and outputs it to the ECU 70 as needed.

  The specific vehicle detection device 40 is disposed, for example, on bumpers and grills at the front and rear ends of the vehicle, and the distance and relative speed between the plurality of cameras that capture the vehicle periphery and the moving object around the vehicle with the host vehicle are determined. It consists of multiple millimeter wave radars that can be detected. This camera and millimeter wave radar may be shared with a known LKA (lane keeping assist), a camera used for a back guide monitor, a millimeter wave radar used for a pre-crash safety system, and the like.

  The specific vehicle detection device 40 is for detecting the presence of a specific vehicle that cannot transmit the traveling state of the host vehicle, and outputs the detected data to the ECU 70 as needed. In the ECU 70, a vehicle whose traveling state could not be acquired by the communication device 20, or a vehicle whose traveling state could be acquired but whose contents were not updated (conceived to be a failure of the high-accuracy position specifying device 30 or sensors). The vehicle detected by the specific vehicle detection device 40 is treated as a specific vehicle.

  The braking / driving force generator 50 shares a device that outputs braking force and driving force for traveling by normal vehicle control based on accelerator operation and brake operation. For example, mechanical brakes, engines, and electric motors arranged for each wheel. The mechanical brake is electrically controlled by an actuator provided for each wheel. In this embodiment, in addition to the output of the braking force and driving force based on the accelerator operation and the brake operation, the braking force for smoothly passing through the intersection is generated according to the control signal from the ECU 70. However, when the braking force based on such control (hereinafter referred to as intervention braking force I) exceeds the braking force based on the independent braking operation by the driver, the braking force based on the braking operation is preferentially output. This is based on the fact that the driver's intention to brake is to be given the highest priority, particularly with a focus on safety.

  The accelerator pedal reaction force generator 60 controls the reaction force of the accelerator pedal by an actuator set in the accelerator pedal, and generates an accelerator pedal reaction force having a magnitude corresponding to the intervention braking force I. Since various methods and apparatus configurations are already known for controlling the accelerator pedal reaction force, detailed description thereof is omitted here.

  The hardware configuration of the ECU 70 is, for example, a computer centered on a CPU, and includes storage means such as a ROM and a RAM. Various electronic components (various sensors and other ECUs) in the vehicle are connected to the ECU 70 via an appropriate communication network such as a CAN (controller area network). The main functional blocks of the ECU 70 include a priority setting unit 71 and an intervention braking force determination unit 72.

  The priority setting unit 71 sets priorities regarding the approach to the intersection with respect to the own vehicle and other vehicles that may be crossed according to the priority setting algorithm. In this embodiment, this priority setting algorithm is set by ordering with respect to (1) distance to the intersection and (2) speed, and comprehensively judging using a dedicated map. The priority is set, for example, in three stages, and is controlled in each vehicle so as to enter the intersection in order from the vehicle with the highest priority. In addition, a plurality of vehicles that are about to enter the intersection know each other's running state through communication, and all vehicles set priority based on the same priority setting algorithm. The same conclusions can be obtained and no contradiction arises.

  However, the distance to the intersection of (1) and (2) and the speed of the vehicle cannot be received from a specific vehicle that cannot transmit the traveling state of the host vehicle. Therefore, the priority setting unit 71 supplements this with data from the specific vehicle detection device 40. Specifically, among the moving objects detected by the millimeter wave radar included in the specific vehicle detection device 40, the distance and relative of the object confirmed to be a vehicle based on the image data captured by the camera and the own vehicle. Considering the speed, the distance from the host vehicle to the intersection and the speed of the host vehicle, (1) the distance to the intersection and (2) the speed in the specific vehicle are calculated. The distance and speed to the intersection of this specific vehicle are transmitted from time to time to other vehicles approaching the intersection by the communication device 20. Thereby, even when a specific vehicle exists, smooth traffic according to priority can be realized.

  Further, as will be described later, this specific vehicle is treated as a pseudo vehicle integrated with the preceding and following vehicles when setting the priority.

  The intervention braking force determination unit 72 transcribes and transfers the coordinates and speed vector assigned to the top-priority vehicle onto the traveling road of the own vehicle, and regards this as a preceding vehicle, and follows the environment that serves as a braking force for the own vehicle. The force (intervention braking force I) is calculated. The following environmental force is a force received from the field so that the vehicle does not collide with the preceding vehicle, as described in Japanese Patent Application Laid-Open No. 8-1157779 (Patent Document 2). Details of this processing will be described later.

  FIG. 2 is a diagram illustrating an example of an intersection passage algorithm that is repeatedly executed by the ECU 70 from when the host vehicle is within a predetermined range from the intersection until the vehicle passes the intersection. Here, the predetermined range may be arbitrarily determined to a value of, for example, several tens [m] to several hundreds [m]. Preferably, the influence range of the environmental force described later can be calculated and used. This intersection passing algorithm is executed for each vehicle, and is basically for determining the intervention braking force I so that a plurality of vehicles approaching the intersection are shifted in time to enter the intersection. In addition, even when there is a specific vehicle that cannot transmit the traveling state due to a failure of the communication device 20, the high-precision position specifying device 30, or the sensors, or the vehicle control device 10 of the present invention is not mounted, It is built to realize a passing intersection.

  First, the ECU 70 determines whether or not another vehicle that is within the predetermined range from the intersection where the host vehicle is about to enter and is likely to cross is detected (S100). This detection is performed by searching for the vehicle within the predetermined range from the intersection and approaching the intersection from the information on the running state obtained by communication from other vehicles, and for detecting the specific vehicle as described above. This is performed in consideration of data from the device 40. Here, to the specific vehicle, the vehicle is not transmitted at all due to a failure of the vehicle control device 10 or a failure of the communication device 20, and the vehicle is transmitted due to a failure of the high-accuracy position specifying device 30 or sensors. However, in the latter case, the transmitted traveling state is temporarily stored in the ECU 70, and the updated state is recognized as a specific vehicle. Further, “possible of crossing” refers to a vehicle that approaches the intersection from different directions. If no other vehicle is detected (NO in S100), the present algorithm is terminated.

  When a specific vehicle is detected in the process of detecting another vehicle in S100, in addition to that, (1) the distance to the intersection and (2) the speed of the specific vehicle calculated as described above are calculated. Then, it is transmitted to another vehicle (S110). As a result, other vehicles that have received the information can also obtain information on a specific vehicle that cannot be detected from the host vehicle (a variety of situations are conceivable, such as when the vehicle cannot be detected due to the presence of an obstacle).

  Subsequently, the priority setting unit 71 sets priorities for the host vehicle and other vehicles (S120). At this time, if a specific vehicle exists, a pseudo vehicle including vehicles immediately before and after the specific vehicle is assumed, and priority is set for the pseudo vehicle. When setting the priority, for example, the position of the leading vehicle among the vehicles constituting the simulated vehicle is used as a determination criterion. In this way, for example, when the intervention braking force I is applied to the vehicle immediately before the specific vehicle, it is expected that the subsequent specific vehicle will also perform the brake operation accordingly, and therefore the intervention braking force I is applied to the specific vehicle. The same effect as that provided is produced. In addition, the immediately following vehicle is included because it is necessary to avoid the case where there is no vehicle that detects the specific vehicle from when the immediately preceding vehicle passes the intersection until the specific vehicle passes the intersection. based on.

  However, when there is no vehicle immediately before the specific vehicle, the priority is set so that the priority of the pseudo vehicle becomes the highest priority. In this case, since it means that there is no vehicle between the specific vehicle and the intersection, there is no means for causing the specific vehicle to perform a brake operation. Therefore, the pseudo vehicle including the specific vehicle can be preferentially passed through the intersection. This is desirable.

  When the priority is set in this way, it is determined whether or not the own vehicle has the highest priority (S130). If the host vehicle has the highest priority (YES in S130), the present algorithm is terminated. That is, no intervention braking force I is output by this algorithm, and control based on the driver's accelerator operation and brake operation is performed. The “own vehicle” in this case refers to the simulated vehicle when the own vehicle is included in the above-described simulated vehicle.

  If the host vehicle is not the highest priority (NO in S130), coordinates and velocity vectors are assigned to the highest priority vehicle, and the intervention braking force I using the concept of the following environmental force is based on the re-transfer image of the coordinates and the velocity vector. Is determined (S140), and the present algorithm is terminated. The provision of coordinates when the simulated vehicle is the highest priority vehicle will be described later.

  The provision of the coordinates and the speed vector is performed with reference to the position and speed of the vehicle and the map information included in the high-accuracy position specifying device 30 included in the traveling state transmitted from the vehicle. FIG. 3 shows a state in which coordinates and a speed vector are given to the highest priority vehicle. In the figure, S1 represents the highest priority vehicle, S2 represents the non-priority vehicle that is the host vehicle, and the bold arrow represents the speed vector. Further, v1 is the magnitude of the speed vector of the highest priority vehicle S1, and v2 is the magnitude of the speed vector of the non-priority vehicle S2.

  When the coordinates and the velocity vector are given, the transfer image is transferred so that they coincide with the traveling direction of the host vehicle. FIG. 4 shows a state where this transfer image is performed. There is no change in the distance from the intersection before and after the rotation. The same applies to the magnitude of the velocity vector. A known rotation matrix is used for this transfer image.

  When the coordinates and speed vector thus transferred are obtained, the following environmental force (intervention braking force I) is calculated by regarding this as a virtual preceding vehicle. First, consider a case where the coordinates of the highest priority vehicle that has been transferred and transferred are closer to the intersection than the host vehicle (that is, preceding). According to Patent Document 2, the following environmental force C is

と表される。式中、ａは運転者固有の最大加速度であり、ｘ及びｘ’は非優先車両の位置及び速度であり、ｘ_−１及びｘ’_−１は先行車両の位置及び速度であり、Ｔは運転者固有の車間時間であり、Ｌは運転者固有の停止時車間距離であり、Ｐは環境条件の有効な範囲の大きさを決めるパラメータである。これを、本実施例に適用すると、

It is expressed. Where a is the driver's maximum acceleration, x and x ′ are the position and speed of the non-priority vehicle, x ₋₁ and x ′ ₋₁ are the position and speed of the preceding vehicle, and T is the driving The vehicle-to-vehicle time unique to the driver, L is the driver-specific vehicle-to-vehicle distance, and P is a parameter that determines the size of the effective range of environmental conditions. When this is applied to this embodiment,

となる。なお、これらの式において、車長は考慮されていない。従って、最優先車両と非優先車両のいずれか一方が擬似車両である場合は、当該擬似車両の仮想車長が無視できないため、適切に補正を行なう必要がある。本実施例では、擬似車両が最優先車両Ｓ１である場合は、当該最優先車両の位置として、擬似車両を構成する車両のうち最後方の車両の位置を採用する。これとは逆に、擬似車両が非優先車両Ｓ２である場合には、当該非優先車両の位置として、擬似車両を構成する車両のうち先頭の車両の位置を採用する。

It becomes. In these equations, the vehicle length is not taken into account. Accordingly, when either one of the highest priority vehicle or the non-priority vehicle is a pseudo vehicle, the virtual vehicle length of the pseudo vehicle cannot be ignored, and thus it is necessary to appropriately correct the vehicle. In the present embodiment, when the simulated vehicle is the highest priority vehicle S1, the position of the last vehicle among the vehicles constituting the simulated vehicle is adopted as the position of the highest priority vehicle. On the contrary, when the pseudo vehicle is the non-priority vehicle S2, the position of the first vehicle among the vehicles constituting the pseudo vehicle is adopted as the position of the non-priority vehicle.

  Next, consider a case where the coordinates of the highest priority vehicle that has been transferred and transferred are farther from the intersection than the vehicle. In this case, since a vehicle whose distance to the intersection is farther than the host vehicle passes through the intersection first, a large braking force should be output within a range in which the vehicle can output according to the vehicle speed. In the present embodiment, a braking force that can be output in accordance with the vehicle speed is determined in advance as a map, and the intervention braking force is determined based on the map.

  As a result, the intervention braking force I is

と表される。

It is expressed.

  When the intervention braking force I is calculated in this way, a braking force corresponding to the calculated intervention braking force I is output from the braking / driving force generator 50. At this time, the accelerator pedal reaction force generating device 60 is in accordance with the braking force generated by the braking / driving force generating device 50 to transmit to the vehicle occupant (especially the driver) that the vehicle is controlling the speed. Controls the accelerator pedal reaction force. As a result, the driver receives a tactile transmission of the fact that the brake has been automatically applied, and thus can grasp the situation.

  As described above, according to the vehicle control system 1 realized by the vehicle control device 10 of the present embodiment, a vehicle equipped with two or more vehicle control devices 10 having the possibility of crossing does not have excessive braking force. Because it is possible to pass through the intersection without contact or colliding with time difference while controlling, it is as smooth as if the intersecting roads are on the same two-dimensional plane at the intersection without traffic lights. Traffic is realized.

  In addition, when there is a specific vehicle that cannot transmit the traveling state of the host vehicle, the presence and position of the specific vehicle is transmitted from the vehicle detected by the specific vehicle detection device 40 to another vehicle. Each vehicle approaching the intersection can share the recognition that the specific vehicle exists. In addition, as described above, priority is set assuming a pseudo vehicle including a specific vehicle. Therefore, when there is a vehicle immediately before the specific vehicle, the intervention braking force I is applied to the vehicle immediately before. It is also possible to cause a specific vehicle to perform a brake operation. Furthermore, when there is no vehicle immediately before the specific vehicle, the priority of the pseudo vehicle is set to the highest priority, so that the specific vehicle can be controlled to quickly pass through the intersection.

  As mentioned above, although the best mode for carrying out the present invention has been described using one embodiment, the present invention is not limited to such one embodiment, and within the scope not departing from the gist of the present invention, Various modifications and substitutions can be made to the above-described embodiment.

  For example, the vehicle control system 1 is illustrated as a mode in which the vehicle control device 10 is mounted on each vehicle passing through an intersection, has a priority setting algorithm, and determines the intervention braking force I. The same effect can be obtained by providing an infrastructure for carrying out the operation at each intersection, for example, and determining the intervention braking force I on the infrastructure side and instructing each vehicle.

  Moreover, although the specific vehicle detection device 40 has been exemplified as a camera and a millimeter wave radar, any one of them may be used, or a laser radar, an ultrasonic radar, or the like may be used. Further, a plurality of cameras, millimeter wave radars, laser radars, ultrasonic radars, etc. may be used in combination.

  Further, in the vehicle control system 1, when a specific vehicle exists, the priority is set assuming a pseudo vehicle. However, the priority of the specific vehicle is simply given the highest priority without assuming the pseudo vehicle. It is good also as what is set to.

  Further, when setting the priority, the priority setting method may be varied based on whether the same specific vehicle is detected in a plurality of vehicles or whether the specific vehicle is detected in a single vehicle. . For example, when a specific vehicle detected in a certain vehicle is recognized as a vehicle that can acquire a traveling state by communication in another vehicle, control that sets priority without recognizing the specific vehicle can be considered. .

  Further, when the presence of the specific vehicle is recognized, the pseudo signal information may be transmitted to each vehicle without setting the priority. In this case, for example, it may be possible to perform control such as uniformly transmitting a pseudo red signal to a vehicle approaching an intersection in a direction intersecting with a specific vehicle and temporarily stopping the vehicle.

  Further, the vehicle control device 10 determines the intervention braking force I and controls to output the braking force to the low priority vehicle, but outputs the driving force to the high priority vehicle. It is good also as what controls.

  Further, the priority setting is performed in three stages, but it may be performed in two stages or in four or more stages.

  In addition to the above-described calculation method, the intervention braking force I may be calculated as a virtual preceding vehicle that has a priority one higher than that of the host vehicle, or all vehicles having a higher priority than the host vehicle. May be calculated by integrating the respective intervention braking forces I calculated as virtual preceding vehicles. Moreover, it is good also as what calculates with the calculation formula different from the concept of a follow-up environmental force. However, even in this case, information such as the vehicle speed of a vehicle with high priority is necessary to calculate an appropriate braking force and the like.

  Moreover, although each vehicle which comprises the vehicle control system 1 shall transmit / receive a position, the advancing direction, speed, and acceleration as a driving | running | working state, these may be abbreviate | omitted and another information May be added.

  The present invention can be applied to an automobile, a motorcycle, or the like provided with at least a communication device. The appearance, weight, size, running performance, etc. of the vehicle to be mounted are not limited.

It is a figure which shows an example of a structure of the vehicle control apparatus 10 for implement | achieving the vehicle control system 1 which concerns on one Example of this invention. It is a figure which shows an example of the intersection passage determination algorithm which ECU70 with which the vehicle control apparatus 10 which concerns on one Example of this invention is provided performs. It is a figure which shows a mode that a coordinate is provided in an intersection passage determination algorithm. It is a figure which shows a mode that a transfer image is performed in an intersection passage determination algorithm.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle control system 10 Vehicle control apparatus 20 High-precision position specifying apparatus 30 Communication apparatus 40 Specific vehicle detection apparatus 50 Braking / driving force generating apparatus 60 Accelerator pedal reaction force generating apparatus 70 Electronic control unit 71 Priority setting unit 72 Intervention braking force determination Part

Claims (9)

Each vehicle approaching the intersection to enter the intersection is controlled to pass through the intersection according to the priority regarding the passing of the intersection of each vehicle set in advance based on the information about the running state of each vehicle obtained by communication. A vehicle control system comprising:
A specific vehicle detecting means for detecting a specific vehicle whose travel state cannot be transmitted to another vehicle together with at least the position of the specific vehicle;
Information on the specific vehicle detected by the specific vehicle detection means is transmitted to each vehicle by communication.
A vehicle control system. The vehicle control system according to claim 1,
The specific vehicle detection means is a vehicle that is mounted on any of the vehicles and that is detected by a camera that images the periphery of the vehicle and / or a radar sensor that can detect a moving object around the vehicle. It is a means for detecting a vehicle whose travel state cannot be acquired as a specific vehicle.
Vehicle control system. The vehicle control system according to claim 1 or 2,
Each vehicle is controlled to pass through an intersection according to the priority set based on the traveling state of the specific vehicle detected by the specific vehicle detection means.
A vehicle control system. The vehicle control system according to any one of claims 1 to 3,
In the vehicle that has received the position information of the specific vehicle, it is determined whether or not the presence of the specific vehicle is detectable, and the priority setting method is varied according to the determination result.
A vehicle control system. The vehicle control system according to any one of claims 1 to 4,
Among the vehicles, a vehicle located immediately before the specific vehicle, and a vehicle group including the specific vehicle as a pseudo vehicle, the priority of each vehicle is set.
A vehicle control system. The vehicle control system according to any one of claims 1 to 4,
Among the vehicles, a vehicle located immediately before and after the specific vehicle and a vehicle group including the specific vehicle are set as pseudo vehicles, and the priority of each vehicle is set.
A vehicle control system. The vehicle control system according to claim 5 or 6,
Among the vehicles, when there is no vehicle located immediately before the specific vehicle, the priority of each vehicle is set so that the priority of the pseudo vehicle is high.
A vehicle control system. The vehicle control system according to claim 1 or 2,
When the specific vehicle exists, the vehicle that detected the specific vehicle transmits pseudo signal information to each vehicle, and each vehicle passes through an intersection based on the pseudo signal information instead of the set priority. To be controlled,
A vehicle control system. A vehicle control device mounted on each vehicle for realizing the vehicle control system according to claim 1,
Communication means, priority setting means for setting priority, control means for controlling a vehicle so as to pass an intersection according to the set priority, and camera and / or radar constituting the specific vehicle detection means A vehicle control device comprising a sensor.

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