JPH0836691A - Supervisory controller for automatic travelling car - Google Patents

Abstract

PURPOSE:To provide a supervisory controller for an automatic travelling car for performing the optimum automatic travel control of the automatic travelling car without causing a rear-end collision. CONSTITUTION:ID plates 38 for storing position information are movably installed on a test course 36 and a present travelling position recognized by the automatic travelling car 40 is corrected. A control computer 32 for calculating start time for which time intervals at a start point are approximately equalized based on the round time of the respective automatic travelling cars 40 transmits a travelling command to the automatic travelling cars 40 through a radio base station 34 and a radio controller 35. Also, an actual distance between the cars and a safe stoppage distance calculated by assuming a worst case are converted to time and compared and the automatic travelling car 40 is stopped only when the danger of the rear-end collision is present. The respective automatic travelling cars 40 are mounted with an ECU 48 for converting the margin of the distance between the cars obtained from the actual distance between the cars and the safe stoppage distance to the time and stopping the travel of the present car only when radio interruption is generated longer than the margin time.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control controller for an autonomous vehicle, and more particularly, to allow the autonomous vehicle to recognize a traveling state and give an appropriate traveling instruction to the autonomous vehicle to perform an optimal autonomous traveling control. The present invention relates to a control device for an autonomous vehicle.

[0002]

2. Description of the Related Art In order to test a developed vehicle or various devices mounted on the vehicle, the vehicle may actually be automatically driven on a test course.

FIG. 5 is a schematic block diagram showing a conventional control system for an automatic vehicle to be tested. The control control computer 2 is usually installed in a control room, and is a main computer for performing control control of an automatic vehicle such as transmitting and receiving various information and issuing various control commands.
A plurality of loop antennas 8 are embedded in the test course 6 on which the vehicle travels, and the communication device 4 installed on the roadside of the test course 6 manages these loop antennas 1 to 1 for control control. Information communication is performed between the computer 2 and each loop antenna 8. For example, in the case of the test course 6 of 2 km, about 50 loop antennas 8 are embedded at regular intervals.

On the other hand, a plurality of vehicles are automatically traveling on the test course 6. The automatic traveling vehicle 10 receives position information from the loop antenna 8 and command information such as traveling instructions. Device 12 and steering, braking,
An engine control computer (ECU) 14 that controls an actuator that operates the accelerator is mounted.

The conventional control control device having the above-described configuration performs traveling control such as position correction control, start interval control, inter-vehicle distance monitoring control and timeout control for each traveling automatic vehicle 10. There is. The conventional operation will be described below for each control.

The position-correction control automatic traveling vehicle 10 performs automatic traveling by program operation based on data taught in advance by a program or the like. The current position of the running vehicle is detected by a pulse counting method using an ABS sensor or the like. However, in this method, the cumulative error of the pulse count is large, which may hinder automatic traveling such as the timing of turning a corner. Therefore,
It is necessary to correct the current traveling position of each autonomous vehicle 10 from the outside.

Conventionally, a method of correcting the current position when the automatic vehicle 10 passes through the loop antenna 8 is adopted. That is, each loop antenna 8 is provided with positional information of its absolute position, and is arranged at a predetermined position such as a corner entrance. Each autonomous vehicle 10 can correct the current traveling position recognized by the own vehicle by receiving the position information when passing over each loop antenna 8.

Start Interval Control When running a predetermined test course 6 on a plurality of automated vehicles 10, in order to avoid collision between the automated vehicles 10, the vehicle starts traveling at a predetermined time interval at the start point. Need to let. In the past, the time interval for starting was calculated by simulating how many seconds the automatic vehicle 10 to be started next should be started (test run), visually checking it, and referring to the result. . In this way, the inter-vehicle distance of the traveling autonomous vehicle 10 is maintained.

Inter- Vehicle Distance Monitoring Control Even if the time interval at the start point can be optimized by the above-mentioned start interval control, there is a possibility that the inter-vehicle distance cannot be maintained when the vehicle is running due to an error in the vehicle speed, a vehicle breakdown, etc. is there. Further, in the case of so-called high-density traveling in which the number of vehicles to be traveled is increased, the inter-vehicle distance has to be shortened in advance, which increases the possibility of a rear-end collision. Therefore, in order to avoid a rear-end collision after traveling, if the inter-vehicle distance becomes short to some extent, it is detected that the inter-vehicle distance is abnormal, and in some cases, a stop command is issued to the automatic vehicle 10 to stop the traveling. , Autonomous vehicle 10
You need to stop it yourself.

In order to stop the automatic vehicle 10,
The control control computer 2 needs to constantly monitor the inter-vehicle distance of each autonomous vehicle 10. This is done as follows. That is, when the autonomous vehicle 10 passes over the loop antennas 8, each loop antenna 8
Receives data such as a unique vehicle number from each autonomous vehicle 10. The communication device 4 sends this data to the control control computer 2 together with the unique ID number of the loop antenna 8. The control and control computer 2 has a communication device 4
It is possible to grasp the current positions of all the automated vehicles 10 by receiving these data from the. Here, since the current position of each autonomous vehicle 10 is known in correspondence with the position of each loop antenna 8, the number of loop antennas 8 existing between any two autonomous vehicles 10 is predetermined. If the number is less than the number, it can be determined that the distance between the autonomous vehicles 10 has been shortened to a certain extent, which may cause a collision. Therefore, when the control control computer 2 determines that a rear-end collision may occur, the communication device 4 and the loop antenna 8
A rear-end collision is avoided by issuing a stop command to all the automated vehicles 10 via the, and stopping the traveling.

Time-out control Since the automated vehicle 10 is traveling on the test course 6, if it is automatically traveling in a normal state, it should pass over the next loop antenna 8 within a certain period of time. is there. However, the autonomous vehicle 10 may not be able to recognize the loop antenna 8 for a certain period of time due to some reason such as communication failure. In this case, a time-out occurs, and the automatic vehicle 10 immediately stops traveling to avoid a rear-end collision.

[0012]

However, the conventional control system has the following problems.

First, in order to perform appropriate position correction control, 1
A means for transmitting the absolute position to 20 to 30 on the km test course and about 50 on the 2 km test course is required to transmit the absolute position. Conventionally, however, the loop antenna is used as this means. However, not only the loop antenna but also the communication device that is connected to the loop antenna in a one-to-one correspondence with the actual wiring must be provided, which requires facility cost.

Further, since the loop antenna is embedded in the test course, the loop antenna cannot be easily moved, and it is not versatile. As a result, there is a problem that it is not possible to immediately respond to changes in the driving pattern, changes in the course layout, and the like.

Further, if the start time is determined by visually checking the trial, it is not always possible to issue an accurate command, and when a large number of cars are run or there is a considerable difference in the lap time, When running multiple vehicles, it is not always possible to find an appropriate start time interval, and there is a high possibility of collision.

Further, in the inter-vehicle distance monitoring control, conventionally, a blockage control method is adopted in which a certain area is occupied by an automatic traveling vehicle by using a loop antenna, and the automatic traveling is performed when the inter-vehicle distance of the automatic traveling vehicle becomes narrow. He had issued a stop order to the car and stopped it from running. However, since a discrete and local communication form using the loop antenna is adopted, the stop command can be sent to the autonomous vehicle only at the position where the loop antenna is installed. As a result, the autonomous vehicle cannot receive the stop command in real time, and the response is delayed accordingly, which may cause a rear-end collision.

In order to compensate for this delay in response, it is conceivable to issue a command to stop the vehicle ahead of the vehicle in order to prevent a rear-end collision with an unnecessarily long distance. In addition, there is a possibility that the automatic vehicle will be uselessly stopped.

Further, even if there is a momentary communication failure or if there is a sufficient inter-vehicle distance, if the communication is interrupted uniformly and immediately, the driving is stopped unnecessarily. And waste occurs.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a control control device for an automatic vehicle which performs optimum automatic traveling control of the automatic vehicle without causing a rear-end collision. To do.

[0020]

In order to achieve the above-mentioned object, the invention according to claim 1 is an apparatus for controlling and controlling a plurality of automatic vehicles traveling on a predetermined traveling path,
A plurality of position information storage means that are movably installed on the traveling road and store and send out position information indicating the installed position; and information stored in the position information storage means that is attached to each automated vehicle. Information reading means for reading
The automatic traveling vehicle is characterized by correcting the traveling position recognized by the own vehicle by reading the positional information from the positional information storage means of the traveling position.

According to a second aspect of the present invention, there is provided a device for controlling and controlling a plurality of automatic vehicles traveling on a predetermined traveling path,
It is characterized by having control control means for calculating the start time of each autonomous vehicle so as to make the time intervals at the start points substantially equal based on the orbit time of each autonomous vehicle.

According to a third aspect of the present invention, there is provided an apparatus for controlling and controlling a plurality of automatic vehicles traveling on a predetermined traveling path,
Vehicle information detecting means for detecting the current traveling speed and the current traveling position of each autonomous vehicle in real time; an inter-vehicle distance calculating means for calculating an actual inter-vehicle distance based on the current traveling position from the vehicle information detecting means; A safe stop distance calculating means for calculating a safe stop distance between the autonomous vehicles based on the current traveling speed and the current traveling position from the vehicle information detecting means, and means for converting the calculated actual inter-vehicle distance and the safe stopping distance into time. , A traveling control means for stopping the vehicle by a stop command, and the automatic traveling vehicle is operated only when it is determined that the inter-vehicle distance is shorter than the safe stop distance as a result of the automatic traveling vehicle traveling for a delay time due to communication time or the like. It is characterized by stopping.

According to a fourth aspect of the present invention, in the control device for controlling the automatic vehicle according to the third aspect, there is provided means for converting a margin of the inter-vehicle distance calculated from the calculated actual inter-vehicle distance and the safe stop distance into time. It is characterized in that the autonomous vehicle is stopped only when the communication disconnection for the margin time or more occurs.

[0024]

According to the control system for an automatic vehicle according to the present invention having the above-mentioned structure, the position information storing means for storing the position information can be movably installed on the traveling road. It is possible to correct the absolute position recognized by the vehicle and to immediately respond to changes in the driving pattern.

Further, the control control means calculates the time intervals at the start points of the plurality of autonomous vehicles so as to be substantially equal, and obtains the start time. Each autonomous vehicle starts running based on this start time,
It is possible to drive without colliding with other autonomous vehicles.

When the safe stop distance is calculated assuming the worst case, the actual inter-vehicle distance and the safe stop distance are converted into time, and when the time-converted inter-vehicle distance reaches within the time-converted safe stop distance. Only the automatic vehicle is stopped, so without stopping the automatic vehicle unnecessarily,
In addition, it is possible to reliably prevent a rear-end collision.

Further, the safety stop distance is calculated assuming the worst case, and the margin of the inter-vehicle distance obtained from the actual inter-vehicle distance and the safety stop distance is converted into time, and communication disconnection for the margin time or more occurs. Since the automatic vehicle is stopped only at this time, it is possible to surely prevent the rear-end collision without stopping the automatic vehicle unnecessarily.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic configuration diagram showing a control controller for an automatic vehicle according to the present invention. In FIG. 1, the control control computer 32 executes calculations necessary for traveling control such as position correction control, start interval control, inter-vehicle distance monitoring control and timeout control from the information of each vehicle, and the automatic traveling vehicle based on the calculation result. In this embodiment, a computer that issues commands for travel control, etc., and in the present embodiment, control control that calculates the start time of each automated vehicle so that the time intervals at the start points are approximately equalized based on the lap time of each automated vehicle. Means, vehicle-to-vehicle distance calculating means for calculating an actual inter-vehicle distance based on the current traveling position from the vehicle information detecting means, and safety between each automatic traveling vehicle based on the current traveling speed and the current traveling position from the vehicle information detecting means described later. It has a function as a safe stop distance calculation means to calculate the stop distance and a means to convert the calculated actual inter-vehicle distance and safe stop distance into time. .

Further, the control controller in this embodiment is
A plurality of wireless base stations 34 as wireless communication means, which are provided in each area obtained by dividing the test course 36, which is a traveling path, into predetermined ranges and perform wireless communication in real time with the autonomous vehicle, and the wireless base station 34. And a wireless controller 35 that collectively performs control. Control control computer 32
The wireless controller 35, and the wireless controller 35 and all the wireless base stations 34 are connected by a wire such as RS232C to perform communication. If there is a test course 36 in the communication area formed by all the wireless base stations 34, communication with the autonomous vehicle can be performed. Therefore, it is effective to install the wireless base stations 34 inside the test course 36 in a scattered manner. Can communicate with autonomous vehicles. Further, an ID plate 38 as a position information storage means for storing and transmitting position information including the absolute position on the test course 36 is movably installed on the test course 36.

On the other hand, the automatic vehicle 40 automatically traveling on the test course 36 has an ID controller 42 as an information reading means for reading the positional information from the ID plate.
, A wireless mobile station 44 that communicates wireless information with the wireless base station 34, an in-vehicle wireless controller 46 that controls the wireless mobile station 44, position information from the ID controller 42, and an in-vehicle wireless controller 46. Vehicle information vehicle information detecting means for receiving wireless information from the vehicle and controlling the traveling of the vehicle and collecting the vehicle information by detecting the current traveling speed and the current traveling position of the vehicle in real time, and the calculated actual inter-vehicle distance and The ECU 48 as a means for converting the margin of the inter-vehicle distance obtained from the safe stop distance into time is mounted.

In this embodiment having the above construction,
Wide area wireless is adopted as the communication medium, and continuous control is performed by continuous communication. Multiple automated vehicles 40 on the test course 36
Therefore, the polling method is adopted as the wide area wireless method. Therefore, the control control computer 32 gives each autonomous vehicle 40 command information and vehicle information of other vehicles in real time, and each autonomous vehicle 40
Vehicle information can be obtained from. In the present embodiment, while the control control computer 32 adopts a central control method in which various information is collected and controlled, each automatic traveling vehicle 40 is also provided with the vehicle information of other vehicles in real time. Since a self-sustaining decentralized control system in which the self-sustaining control is performed can be adopted, it is possible to provide flexible control control.

The operations of the position correction control, the start interval control, the inter-vehicle distance monitoring control and the timeout control in this embodiment will be described below.

Position Correction Control The position correction control in this embodiment is characterized by using the ID plate 38. Since the ID plate 38 does not need to be connected by wire and can be installed movably, it is possible to immediately respond to changes in the traveling pattern and the like. In addition, there is no equipment cost.

Each automatic vehicle 40 detects the current traveling position of its own vehicle by the normal pulse counting method.
As described above, since the pulse counting method has a problem in automatic traveling, it is necessary to externally correct the current traveling position of each automatic traveling vehicle 40. In this embodiment,
By receiving the position information when the autonomous vehicle 40 passes over each ID plate 38, the current traveling position recognized by the vehicle can be corrected.

Start Interval Control As described above, when a predetermined test course 36 is driven by a plurality of autonomous vehicles 40, a predetermined time interval is set at the start time in order to avoid collision between the autonomous vehicles 40. It is necessary to open the car and start running.

FIG. 2 shows each automatic vehicle 4 in this embodiment.
It is a figure for demonstrating the method of calculating | requiring the time interval which 0 starts. In this figure, a case where three automatic traveling vehicles 40, that is, a vehicle A, a vehicle B, and a vehicle C are run will be described.

The test course 36 in this embodiment is a lap course, and each vehicle is started and then stopped and restarted after each lap. That is, the start point becomes the goal point. The orbiting time of the vehicle A in this case is T1,
The orbiting time of the vehicle B is T2, the orbiting time of the vehicle C is T3, and the relationship between the orbiting times is T1 ≧ T2 ≧ T3. These orbit times are known values in advance and are held by the control control computer 32.

Now, the relationship between the vehicles A, B, C will be described. Considering the vehicle A with the longest lap time as a reference, the vehicles B and C must start before the vehicle A starts and returns to the goal point. Otherwise, you will collide at the goal. In addition, vehicle C must start before vehicle B starts and returns to the goal point, and vehicle A that started earlier must already return to the goal point and restart again. There is. Otherwise, the vehicle C will collide at the goal point and the vehicle A will collide with the vehicle A while traveling or at the goal point. Further, it is necessary that the vehicles A and B have already returned to the goal point and restarted before the vehicle C started and returned to the goal point. Otherwise, the vehicles A and B collide with each other while traveling or collide at the goal point.

FIG. 2 shows this relationship. Here, the time intervals at the start points of vehicle A and vehicle B, vehicle B and vehicle C, vehicle C and vehicle A are all equal and X
And Since the vehicle A has the longest lap time, it is assumed that there is no stop time (interval).

Next, a more specific description will be given with reference to FIG. In FIG. 2, focusing on the relationship between the vehicle A and the vehicle B, the vehicle B starts after the vehicle A starts and returns after X hours have elapsed since the vehicle A finishes (restarts). Become. Therefore, at the very beginning, the vehicle B starts after (T1−T2 + X) time has elapsed since the vehicle A started. After that, vehicle B
If an interval of (T1-T2) time is taken, there is no collision with the vehicle A unless a trouble or the like occurs.

Next, focusing on the relationship with the vehicle A, the vehicle C needs to start X hours before the arrival of the vehicle A in order to make the time interval X. Further, paying attention to the relationship with the vehicle B, the vehicle B will return to the goal point after X hours have elapsed since the vehicle B was restarted. Therefore, as is apparent from FIG. 2, the relationship represented by the following calculation formula is established within the time T3 when the vehicle C is in the orbit.

[0043]

## EQU1 ## T3 = X + X + (T1-T2) + X From this, the time interval X is

## EQU2 ## X = (T2 + T3-T1) / 3. From the above relationship, in the case of two vehicles whose lap times are T1 and T2, respectively,

## EQU00003 ## X = T2 / 2 (T1 ≧ T2). In addition, the vehicle C, once started,
If an interval of (T1-T3) time is taken, there will be no collision with the vehicle A unless an obstacle or the like occurs.

The control control computer 32 calculates an equal time interval X at the start point based on the above calculation formula, and when the start times of the vehicles B and C are obtained, the control controller computer 32 transmits them via the wireless controller 35 and the wireless base station 34. It is sent to each vehicle as a travel command.

For example, T1 = 290 [seconds], T2 = 25
When 0 [seconds] and T3 = 220 [seconds], the time interval X is
Since (250 + 220-290) / 3 = 60 [seconds], the vehicle B is (290) after the vehicle A starts.
-250 + 60 =) It will start after 100 [seconds], and the vehicle C will be (290) after the vehicle B starts.
-220 + 60 =) 130 [seconds] later, from vehicle A, (2
90-60 =) 230 [seconds] later.

As described above, according to this embodiment, the uniform time intervals are obtained based on the lap time of each automatic vehicle 40, and the start time of each automatic vehicle 40 is obtained based on this time interval. be able to. The time intervals do not necessarily have to be equal among all vehicles, but by making them equal, the possibility of a rear-end collision can be suppressed even if some errors occur. The control control computer 32 uses the calculated start time for each autonomous vehicle 40.
Since each automatic vehicle 40 will start in accordance with this traveling instruction, even if a plurality of automatic vehicles 40 are traveling on the test course 36 at the same time, as long as no vehicle failure occurs, a rear-end collision will occur. The risk of causing

Inter- Vehicle Distance Monitoring Control As described above, even if the time interval at the start point can be optimized by the start interval control, the inter-vehicle distance cannot be maintained during running due to a vehicle speed error, vehicle failure, etc. There is a risk that Therefore, it is necessary for the control control device to constantly monitor the inter-vehicle distance, adjust the speed when the inter-vehicle distance becomes short to some extent, and in some cases issue a stop command to the automatic vehicle 40 to stop traveling. . Alternatively, it is necessary to stop the autonomous vehicle 40 itself.

A characteristic feature of this embodiment is that the information represented by "distance" is replaced with data relating to "time" and handled. That is, the comparison between the permissible inter-vehicle distance capable of avoiding a rear-end collision and the actual inter-vehicle distance is not a mere distance comparison but an automatic vehicle 4 traveling behind.
The permissible inter-vehicle distance is replaced by data about “time”, which is the time required for 0 (hereinafter, “rear running vehicle”) to reach the position of the automated vehicle 40 (hereinafter, “front running vehicle”) traveling in front of it. It is to derive. In this embodiment, the allowed inter-vehicle distance is calculated assuming the worst case. As a result, the allowed inter-vehicle distance that can avoid a rear-end collision can be obtained more accurately. The operation of the inter-vehicle distance monitoring control will be described below.

Control control computer 3 in this embodiment
2 can communicate with each autonomous vehicle 40 in real time by wide area wireless communication adopting a polling method. When the autonomous vehicle 40 is traveling, the control control computer 3
2 receives, in real time, vehicle information including the current traveling speed and the current traveling position from each automated vehicle 40 via the wireless controller 35 and the wireless base station 34, while at the same time, each automated vehicle 40 receives other vehicle information of other vehicles. Vehicle information and command information when necessary are given in real time.

When the control information computer 32 receives the vehicle information from each autonomous vehicle 40, it calculates the actual inter-vehicle distance and the safe stop distance of each autonomous vehicle 40. The safe stop distance is an allowed inter-vehicle distance that can avoid a rear-end collision.

Here, the current traveling speeds of the preceding vehicle A and the following vehicle B are Va and Vb, respectively, and the current traveling positions are Pa and P.
b, if the safe stop distance of the trailing vehicle B is Lb,

## EQU00004 ## It can be seen that a collision does not occur if the inter-vehicle distance (Pa-Pb-K) .gtoreq.safe stop distance (Lb) is maintained during traveling. Note that K is the commander of the trailing vehicle B,
By taking this vehicle length into consideration, the following vehicle B can be stopped immediately before the preceding vehicle A. In addition, the control control computer 32
There is a delay due to processing time such as inter-vehicle distance, wired and wireless communication time, etc. from when the vehicle information is received from another automated vehicle 40 until it arrives after issuing a stop command to the automated vehicle 40. Then, the total of these possible delay times is defined as the maximum delay time T.

Next, Lb is calculated as the safe stop distance of the trailing vehicle B. The safe stop distance in this embodiment is characterized in that it is calculated assuming that the safe stop distance is maximum. Even if the trailing vehicle B is currently traveling at the traveling speed Vb at the time when the control control computer 32 transmits the stop command, it is unknown what kind of traveling control is being performed thereafter. That is, the trailing vehicle B may receive a command to accelerate at the maximum acceleration and continue to run at the maximum speed Vmax before or immediately after the control control computer 32 transmits the stop command. In such a case, the safe stop distance is considered to be the maximum. Therefore, in addition to considering only the braking distance based on the current traveling speed Vb, when the vehicle is accelerated and travels at the current traveling speed Vb or more, it is necessary to calculate the safe stop distance in consideration of delay time due to communication and processing time.

Here, from the traveling speed Vb to the maximum speed Vma
The distance traveled while accelerating to x is A (Vmax) (the time required for this is Ta), and the maximum speed is Vma.
The traveling distance after reaching x is L (Vmax) (the time required for this is Tl), the braking distance from the maximum speed Vmax (the distance from when the autonomous vehicle 40 receives a stop command until it stops) And is uniformly determined by the speed) is S (Vmax),

## EQU5 ## Lb = A (Vmax) + L (Vmax) + S
(Vmax), and substituting into the above equation,

## EQU6 ## Pa-Pb-KS (Vmax) ≥A (Vma
x) + L (Vmax). In this equation, the left side represents that the braking distance is subtracted from the inter-vehicle distance. The right side indicates the distance traveled while accelerating from the traveling speed Vb defined above to the maximum speed Vmax as A (Vmax) and the maximum speed V.
It is the sum of the travel distance L (Vmax) after the vehicle reaches max. If this is replaced with time, the time required to travel the distance represented by the right side is (Ta + Tl) as described above.

By the way, A (Vmax) is a fixed value unless the stop command is given midway when the current traveling speed Vb is determined. That is, the time Ta required to travel this distance is a constant value. On the other hand, L (Vm
ax) is a value that continues to increase until the trailing vehicle B actually receives a stop command. That is, the traveling time Tl of this distance
Becomes a variable.

FIG. 3 is a diagram for explaining the inter-vehicle distance monitoring control in this embodiment, and is a diagram showing the relationship between time and the traveling distance of the trailing vehicle B.

First, it is assumed that the control control computer 32 issues a stop command at the time point C when Ta is calculated. Here, at the time point E when the vehicle accelerates from the time point C, reaches the maximum speed Vmax at the time point D, and finishes traveling at the maximum speed Vmax, that is, (Ta + T
When l) is equal to the maximum delay time X, as shown in FIG. 3A, the trailing vehicle B receives the stop command from the control control computer 32 at the time point E and the braking distance S (Vmax).
Run and stop. In this case, the trailing vehicle B can stop immediately before the preceding vehicle A.

Next, when (Ta + Tl) is larger than the maximum delay time X, as shown in FIG.
Can stop after traveling the braking distance S (Vmax) in response to a stop command from the control control computer 32 before reaching the time point E. In this case,
You can stop at P _b1 in front of.

When (Ta + Tl) is smaller than the maximum delay time X, the trailing vehicle B is as shown in FIG. 3 (c).
Is a braking distance S (Vmax) from the time when a stop command is received from the control control computer 32 after reaching the time E.
It will run and stop. In this case, the trailing vehicle B will pass the position Pa of the preceding vehicle A and travel to P _b2 , that is, the preceding vehicle A will collide if it has already stopped at the position Pa. Become.

From the above, when (Ta + Tl) <X, the inter-vehicle distance becomes abnormal. Therefore, in this case, the control control computer 32 actually issues a stop command to the trailing vehicle B only when it is determined that the inter-vehicle distance becomes shorter than the safe stop distance as a result of the trailing vehicle B traveling for the maximum delay time. Stop. Of course, the traveling stopped state may be confirmed with reference to the value of the current traveling speed Va of the preceding vehicle A, and the deceleration traveling command may be transmitted instead of the stop command.

Further, when (Ta + Tl) ≧ X, it is determined that the actual inter-vehicle distance is still longer than the safe stop distance, and the control control computer 32 can cause the trailing vehicle B to continue traveling.

Here,

## EQU7 ## S (Vmax) = (Vmax / 3.6) ² / 2gf A (Vmax) = ((Vmax / 3.6) ^2- (Vb /
3.6) ² ) / 2a Ta = (Vmax-Vb) /3.6a Tl = (Pa-Pb-S (Vmax) -A (Vma
x)) / (Vmax / 3.6) (where g is gravitational acceleration (= 9.8 m / s)
² ), f is a friction coefficient, a is acceleration), and in the present embodiment, a = 1.33 m / s ² , f = 0.2, Vmax =
If it is 50 km / h,

## EQU8 ## S (50) = 49.2 m A (50) = 72.5 m (Vb = 0 km / h) = 69.6 m (Vb = 10 km / h) = 60.9 m (Vb = 20 km / h) = Since 46.4 m (Vb = 30 km / h) = 26.1 m (Vb = 40 km / h) and Pa and Pb can be obtained as vehicle information, (Ta + Tl) can be calculated from this. . Further, if the vehicle length K of the trailing vehicle B is known, the safe stop distance Lb can be calculated.

If Vmax cannot be accelerated to 50 km / h,

Calculating the Equation 9] S (v) = ((Vb / 3.6) + a × Ta) 2 / 2gf A (v) = (Vb / 3.6) from ^{× Ta + a × Ta 2/} 2 (Ta + Tl) It is possible (however, T
1 = 0).

As described above, according to the present embodiment, the monitoring of the inter-vehicle distance for avoiding a rear-end collision is monitored not by the "distance" but by the "time", and the safety stop is assumed in the worst case. Since the distance is calculated and the stop command is actually transmitted only when it is determined that the actual inter-vehicle distance becomes shorter than the safe stop distance, the automatic traveling vehicle 40 is not stopped unnecessarily, It is possible to reliably prevent B from colliding with the preceding vehicle A.

By stopping the trailing vehicle B,
Since the trailing vehicle of the trailing vehicle B may collide with the trailing vehicle B, in this case, the control control computer 32 issues a stop command to all the vehicles.

Time-out control In the above-mentioned inter-vehicle distance monitoring control, when (Ta + Tl) ≧ X, it is judged that the actual inter-vehicle distance is still longer than the safe stop distance, and the control control computer 32 causes the following vehicle to travel. Let it continue.

The characteristic feature of this embodiment is that, like the above-described inter-vehicle distance monitoring control, the margin of the inter-vehicle distance obtained from the actual inter-vehicle distance and the safe stop distance is converted into time, and communication for the margin time or more is performed. It is to stop the autonomous vehicle 40 only when a disconnection occurs. That is, even if the communication interruption with the wireless base station 34 occurs during traveling of the autonomous vehicle 40 due to some reason such as a communication failure, it is a momentary communication interruption or the actual inter-vehicle distance is compared with the safety stop distance. Then, if there is still a margin, it is not necessary to stop the driving immediately, and it is sufficient to stop the driving for the first time when the actual inter-vehicle distance reaches the safe stop distance. As a result, the automatic vehicle 40 can be driven without stopping and the rear-end collision can be reliably avoided.

The timeout control will be described below.

As described above, the control control computer 32 in this embodiment receives the vehicle information including the current traveling speed and the current traveling position in real time from each autonomous vehicle 40 via the wireless controller 35 and the wireless base station 34. On the other hand, vehicle information of other vehicles and command information when necessary are given to each of the autonomous vehicles 40 in real time.
Therefore, each of the autonomous vehicles 40 calculates the actual inter-vehicle distance based on the current traveling positions of the own vehicle and the preceding vehicle, and calculates the safe stop distance based on the current traveling speed and the current traveling position. By providing the safe stop distance calculating means and the means for converting the calculated actual inter-vehicle distance and safe stop distance into time, the actual inter-vehicle distance and safe stop distance can be calculated as in the case of the control control computer 32. In this embodiment, since the polling method is adopted,
If the communication interruption does not occur, each autonomous vehicle 40 receives the vehicle information at every constant control cycle and updates the data such as the actual inter-vehicle distance and the safe stop distance.

[0069] Here, when the communication disconnection occurs, the automatic vehicle 40, say how to do is not without stopping the vehicle for collision avoidance, the safety stopping distance of the actual inter-vehicle distance as described above You don't have to stop until you reach, and you can stop when you reach it. If the difference between this actual inter-vehicle distance and the safe stop distance, that is, the margin of the inter-vehicle distance, is converted to time to obtain the margin time, and if the communication is interrupted for more than this margin time, the vehicle will be forced to stop. It is possible to avoid a rear-end collision. The allowance time is (Ta +
Tl) time. Therefore, assuming that the time from when the data is updated in the own vehicle until the next time vehicle information is received and updated is Y, if (Ta + Tl) <Y is satisfied and the own vehicle is forcibly stopped as a data update abnormality. Good.

According to the time-out control in this embodiment as described above, the margin of the inter-vehicle distance obtained from the actual inter-vehicle distance and the safe stop distance is converted into time, and only when the communication disconnection for more than the margin time occurs. Since the automatic vehicle 40 is stopped, the timeout value for forcibly stopping the own vehicle can be variably obtained according to the inter-vehicle distance of the time difference bond. As a result, even if the communication is interrupted, it is possible to prevent the automatic vehicle 40 from unnecessarily stopping and prevent a rear-end collision. Note that FIG. 4 is a flowchart showing a flow of processing of inter-vehicle distance monitoring control and timeout control in the automatic vehicle 40.

As described above, the present embodiment has the above-mentioned configuration and is configured to perform the continuous control by the continuous communication adopting the wide area wireless. Therefore, the automatic traveling vehicles 40 can be appropriately controlled without colliding with each other. Travel control can be performed. In particular, not only the central control method by the control computer 32 but also vehicle information and the like is sent to each autonomous vehicle 40, so that each autonomous vehicle 40 can also autonomously and autonomously travel by the autonomous distributed control method. .

[0072]

As described above, according to the present invention, since the movable position information storage means is used, the equipment cost can be suppressed. In addition, even if the traveling pattern is changed, it is possible to immediately respond.

Further, since the substantially equal time intervals at the start point are calculated based on the orbiting time of each automatic traveling vehicle and the starting time of each automatic traveling vehicle is calculated, each automatic traveling vehicle is automatically started unless a vehicle breakdown occurs. It is possible to drive the traveling vehicle without causing a rear-end collision.

Further, the inter-vehicle distance for avoiding a rear-end collision is monitored not by "distance" but by "time", and the safe stop distance is calculated assuming the worst case. Since the automatic vehicle is actually stopped only when the inter-vehicle distance becomes short, it is possible to prevent the rear vehicle from colliding with the front vehicle without stopping the automatic vehicle unnecessarily. Becomes

Further, the margin of the inter-vehicle distance obtained from the actual inter-vehicle distance and the safe stop distance is converted into time, and the automatic traveling vehicle is stopped only when the communication disconnection for the extra time or more occurs. It is possible to variably obtain the timeout value for forcibly stopping the autonomous vehicle according to the actual inter-vehicle distance. This makes it possible to prevent the rear-running vehicle from colliding with the front-running vehicle without unnecessarily stopping the automatic-running vehicle even if a communication interruption occurs.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of a control control device for an automatic vehicle according to the present invention.

FIG. 2 is a diagram for explaining a method for obtaining a time interval at which each autonomous vehicle starts in this embodiment.

FIG. 3 is a diagram for explaining inter-vehicle distance monitoring control in this embodiment.

FIG. 4 is a flowchart showing a processing flow of inter-vehicle distance monitoring control and timeout control in the present embodiment.

FIG. 5 is a schematic configuration diagram showing an embodiment of a conventional control control device for an autonomous vehicle.

[Explanation of symbols]

 32 control computer 34 wireless base station 35 wireless controller 36 test course 38 ID plate 40 self-driving vehicle 42 ID controller 44 wireless mobile station 46 vehicle-mounted wireless controller 48 ECU

Claims (4)

[Claims] 1. An apparatus for controlling and controlling a plurality of autonomous vehicles traveling on a predetermined traveling path, the apparatus being movably installed on the traveling path, and storing and transmitting position information indicating the installed position. The automatic traveling vehicle has a plurality of position information storage means, and information reading means attached to each of the automated vehicles to read information stored in the location information storage means. A control device for an automatic vehicle, which is characterized by correcting the traveling position recognized by the own vehicle by reading position information from the vehicle. 2. A device for controlling and controlling a plurality of autonomous vehicles traveling on a predetermined traveling path, wherein each of the autonomous vehicles is configured to make the time intervals at the start points substantially equal based on the lap time of each autonomous vehicle. A control control device for an autonomous vehicle, comprising a control control means for calculating a start time of a vehicle. 3. An apparatus for controlling and controlling a plurality of autonomous vehicles traveling on a predetermined traveling path, comprising vehicle information detecting means for detecting the current traveling speed and the current traveling position of each autonomous vehicle in real time, An inter-vehicle distance calculating means for calculating an actual inter-vehicle distance based on the current traveling position from the vehicle information detecting means, and a safe stop distance between each automatic traveling vehicle based on the current traveling speed and the current traveling position from the vehicle information detecting means. The vehicle has a safe stop distance calculation means for calculating the calculated actual inter-vehicle distance and the calculated safe stop distance, and a travel control means for stopping the vehicle by a stop command. As a result of traveling for a delay time due to, etc., the control device for an automatic vehicle is characterized in that the automatic vehicle is stopped only when it is determined that the inter-vehicle distance becomes shorter than the safe stop distance. . 4. The device for controlling the autonomous vehicle according to claim 3, further comprising means for converting a margin of the inter-vehicle distance calculated from the calculated actual inter-vehicle distance and the safe stop distance into a time, and the margin time thereof. A control device for an autonomous vehicle, characterized in that the autonomous vehicle is stopped only when communication is interrupted for more than a minute.