JP5381625B2 - Traffic control system, vehicle travel control device, and traffic control method - Google Patents

Traffic control system, vehicle travel control device, and traffic control method Download PDF

Info

Publication number
JP5381625B2
JP5381625B2 JP2009254203A JP2009254203A JP5381625B2 JP 5381625 B2 JP5381625 B2 JP 5381625B2 JP 2009254203 A JP2009254203 A JP 2009254203A JP 2009254203 A JP2009254203 A JP 2009254203A JP 5381625 B2 JP5381625 B2 JP 5381625B2
Authority
JP
Japan
Prior art keywords
vehicle
communication
inter
travel control
time
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2009254203A
Other languages
Japanese (ja)
Other versions
JP2011100278A (en
Inventor
誠 麻生
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2009254203A priority Critical patent/JP5381625B2/en
Publication of JP2011100278A publication Critical patent/JP2011100278A/en
Application granted granted Critical
Publication of JP5381625B2 publication Critical patent/JP5381625B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Landscapes

  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Controls For Constant Speed Travelling (AREA)

Description

本発明は、交通制御システム、車両走行制御装置及び交通制御方法に関し、特に、渋滞を緩和させるための交通制御システム、車両走行制御装置及び交通制御方法に関するものである。   The present invention relates to a traffic control system, a vehicle travel control device, and a traffic control method, and more particularly to a traffic control system, a vehicle travel control device, and a traffic control method for reducing traffic congestion.

従来、交通の渋滞を緩和するシステムとしては、例えば特許文献１には、道路上に渋滞の要因があると判定した場合に、当該渋滞の要因がある地点に向かう各車両に対して事前に減速制御を行わせるシステムが開示されている。特許文献１のシステムでは、渋滞の要因がある地点と各車両との距離が遠いほど減速量を小さくさせることで、先行車の減速が後方車両に伝播する減速伝播の増幅を抑え、渋滞を緩和させる。   Conventionally, as a system for reducing traffic congestion, for example, in Patent Document 1, when it is determined that there is a cause of traffic congestion on the road, the vehicle is decelerated in advance for each vehicle heading to the point where the traffic congestion factor is present A system for performing control is disclosed. In the system of Patent Document 1, by reducing the amount of deceleration as the distance between a point where there is a cause of congestion and each vehicle increases, the deceleration of the preceding vehicle suppresses the amplification of deceleration propagation that propagates to the rear vehicle, thereby reducing the congestion. Let

特開２００９−１５１５６２号公報JP 2009-151562 A

しかしながら、上記のような技術においては、後続車両から減速させるために、かなり早い段階から前方車両の減速開始の時期と減速度の大きさとを予測する必要がある。   However, in the technique as described above, in order to decelerate from the following vehicle, it is necessary to predict the deceleration start timing and the magnitude of the deceleration of the preceding vehicle from a considerably early stage.

本発明は、このような実情に考慮してなされたものであり、その目的は、前方車両の減速を予測する必要なく、減速伝播を抑え、渋滞を緩和させることが可能な交通制御システム、車両走行制御装置及び交通制御方法を提供することにある。   The present invention has been made in view of such circumstances, and the object thereof is a traffic control system and a vehicle capable of suppressing deceleration propagation and alleviating traffic congestion without the need to predict deceleration of the preceding vehicle. To provide a travel control device and a traffic control method.

本発明は、無線通信が可能な前方通信車と前方通信車の後方を走行する少なくとも１台の無線通信が可能な後方通信車との車間距離を後方通信車の速度で除した値である車間時間を算出する車間時間算出手段と、車間時間算出手段が算出した車間時間が所定値以下である後方通信車については、無線通信により取得した前方通信車の減速開始時期と、後方通信車の減速開始時期とを合わせるように後方通信車の走行を制御する走行制御手段とを備えた交通制御システムである。   The present invention is an inter-vehicle distance which is a value obtained by dividing the inter-vehicle distance between a front communication vehicle capable of wireless communication and at least one rear communication vehicle capable of wireless communication traveling behind the front communication vehicle by the speed of the rear communication vehicle. Inter-vehicle time calculating means for calculating time, and for a rear communication vehicle in which the inter-vehicle time calculated by the inter-vehicle time calculating means is a predetermined value or less, the deceleration start timing of the front communication vehicle acquired by wireless communication, and the deceleration of the rear communication vehicle It is a traffic control system provided with a travel control means for controlling the travel of the rear communication vehicle so as to match the start time.

この構成によれば、車間時間算出手段が、前方通信車と少なくとも１台の後方通信車との車間時間を算出し、走行制御手段が、車間時間が所定値以下である減速伝播の増幅の恐れがある後方通信車については、無線通信により取得した前方通信車の減速開始時期と後方通信車の減速開始時期とを合わせるように後方通信車の走行を制御する。このように前方通信車の減速を通信により遅れなく把握することで、前方通信車とほぼ同時あるいは同時に後方通信車が減速を開始することが可能となる。そのため、減速伝播の増幅を後方通信車のところで分断することができ、前方車両の減速を予測する必要なく、減速伝播を抑え、渋滞を緩和させることが可能となる。   According to this configuration, the inter-vehicle time calculating unit calculates the inter-vehicle time between the front communication vehicle and at least one rear communication vehicle, and the travel control unit may amplify deceleration propagation whose inter-vehicle time is equal to or less than a predetermined value. For a certain rear communication vehicle, the travel of the rear communication vehicle is controlled so that the deceleration start timing of the front communication vehicle acquired by wireless communication matches the deceleration start timing of the rear communication vehicle. Thus, by grasping the deceleration of the front communication vehicle without delay by communication, the rear communication vehicle can start decelerating almost simultaneously or simultaneously with the front communication vehicle. Therefore, amplification of deceleration propagation can be divided at the rear communication vehicle, and deceleration propagation can be suppressed and traffic jam can be alleviated without having to predict deceleration of the preceding vehicle.

この場合、走行制御手段は、車間時間から後方通信車の目標加速度を算出することが好適である。   In this case, it is preferable that the traveling control means calculates the target acceleration of the rear communication vehicle from the inter-vehicle time.

この構成によれば、車間距離を後方通信車の速度で除した値である車間時間から後方通信車の目標加速度（目標減速度）を算出するため、車間距離と後方通信車の速度とに応じた減速度を設定することが可能となる。   According to this configuration, in order to calculate the target acceleration (target deceleration) of the rear communication vehicle from the inter-vehicle time that is a value obtained by dividing the inter-vehicle distance by the speed of the rear communication vehicle, according to the inter-vehicle distance and the speed of the rear communication vehicle. It is possible to set the deceleration.

この場合、走行制御手段は、前方通信車と後方通信車との速度差が大きいほど、大きい目標加速度を算出することが好適である。   In this case, it is preferable that the traveling control means calculates a larger target acceleration as the speed difference between the front communication vehicle and the rear communication vehicle is larger.

前方通信車と後方通信車との速度差が大きいほど大きな加速度（減速度）が必要となるため、この構成によれば、走行制御手段は、前方通信車と後方通信車との速度差が大きいほど、大きい目標加速度を算出することにより、より適切な減速度を設定することができる。   Since a larger acceleration (deceleration) is required as the speed difference between the front communication vehicle and the rear communication vehicle is larger, according to this configuration, the traveling control means has a larger speed difference between the front communication vehicle and the rear communication vehicle. By calculating a larger target acceleration, a more appropriate deceleration can be set.

また、走行制御手段は、前方通信車と後方通信車との車間時間が小さいほど、大きい目標加速度を算出することが好適である。   In addition, it is preferable that the travel control means calculates a larger target acceleration as the inter-vehicle time between the front communication vehicle and the rear communication vehicle is smaller.

前方通信車と後方通信車との車間時間が小さいほど大きな加速度が必要となるため、この構成によれば、走行制御手段は、前方通信車と後方通信車との車間時間が小さいほど、大きい目標加速度を算出することにより、より適切な減速度を設定することができる。   Since the larger the inter-vehicle time between the front communication vehicle and the rear communication vehicle is, the larger the acceleration is required. According to this configuration, the travel control means increases the target time as the inter-vehicle time between the front communication vehicle and the rear communication vehicle decreases. By calculating the acceleration, a more appropriate deceleration can be set.

一方、本発明は、自車の前方を走行する無線通信が可能な前方通信車との車間距離を、自車の速度で除した値である車間時間を算出する車間時間算出手段と、車間時間算出手段が算出した車間時間が所定値以下であるときは、無線通信により取得した前方通信車の減速開始時期と、自車の減速開始時期とを合わせるように自車の走行を制御する走行制御手段とを備えた車両走行制御装置である。   On the other hand, the present invention provides an inter-vehicle time calculating means for calculating an inter-vehicle time, which is a value obtained by dividing an inter-vehicle distance from a forward communication vehicle capable of wireless communication traveling in front of the own vehicle by the speed of the own vehicle, and an inter-vehicle time. Travel control that controls the travel of the host vehicle so that the deceleration start time of the forward communication vehicle acquired by wireless communication matches the deceleration start timing of the host vehicle when the inter-vehicle time calculated by the calculation means is equal to or less than a predetermined value And a vehicle travel control device.

この場合、走行制御手段は、車間時間から自車の目標加速度を算出することが好適である。   In this case, it is preferable that the traveling control means calculates the target acceleration of the own vehicle from the inter-vehicle time.

この場合、走行制御手段は、前方通信車と自車との速度差が大きいほど、大きい目標加速度を算出することが好適である。   In this case, it is preferable that the traveling control means calculates a larger target acceleration as the speed difference between the forward communication vehicle and the host vehicle is larger.

また、走行制御手段は、前方通信車と自車との車間時間が小さいほど、大きい目標加速度を算出することが好適である。   In addition, it is preferable that the travel control means calculates a larger target acceleration as the inter-vehicle time between the forward communication vehicle and the host vehicle is smaller.

一方、本発明は、無線通信が可能な前方通信車と、前方通信車の後方を走行する少なくとも１台の無線通信が可能な後方通信車との車間距離を、後方通信車の速度で除した値である車間時間を算出する車間時間算出工程と、車間時間算出工程で算出した車間時間が所定値以下である後方通信車については、無線通信により取得した前方通信車の減速開始時期と、後方通信車の減速開始時期とを合わせるように後方通信車の走行を制御する走行制御工程とを含む交通制御方法である。   On the other hand, the present invention divides the inter-vehicle distance between a front communication vehicle capable of wireless communication and at least one rear communication vehicle capable of wireless communication traveling behind the front communication vehicle by the speed of the rear communication vehicle. The inter-vehicle time calculation step for calculating the inter-vehicle time that is the value, and the rear communication vehicle in which the inter-vehicle time calculated in the inter-vehicle time calculation step is a predetermined value or less, the deceleration start time of the front communication vehicle acquired by wireless communication, and the rear And a travel control process for controlling travel of the rear communication vehicle so as to coincide with the deceleration start timing of the communication vehicle.

この場合、走行制御工程では、車間時間から後方通信車の目標加速度を算出することが好適である。   In this case, in the travel control step, it is preferable to calculate the target acceleration of the rear communication vehicle from the inter-vehicle time.

この場合、走行制御工程では、前方通信車と後方通信車との速度差が大きいほど、大きい目標加速度を算出することが好適である。   In this case, in the travel control step, it is preferable to calculate a larger target acceleration as the speed difference between the front communication vehicle and the rear communication vehicle is larger.

また、走行制御工程では、前方通信車と後方通信車との車間時間が小さいほど、大きい目標加速度を算出することが好適である。   In the travel control step, it is preferable to calculate a larger target acceleration as the inter-vehicle time between the front communication vehicle and the rear communication vehicle is smaller.

本発明の交通制御システム、車両走行制御装置及び交通制御方法によれば、前方車両の減速を予測する必要なく、減速伝播を抑え、渋滞を緩和させることが可能となる。   According to the traffic control system, the vehicle travel control device, and the traffic control method of the present invention, it is possible to suppress deceleration propagation and alleviate traffic congestion without the need to predict deceleration of the preceding vehicle.

実施形態に係る車両制御装置の構成を示す図である。It is a figure which shows the structure of the vehicle control apparatus which concerns on embodiment. （Ａ）〜（Ｄ）は、サグ付近で渋滞が発生する過程を示す図である。(A)-(D) are figures which show the process in which traffic congestion generate | occur | produces in the sag vicinity. 自車前方の渋滞状態を示す表示画面の例を示す図である。It is a figure which shows the example of the display screen which shows the traffic congestion state ahead of the own vehicle. 実施形態に係る車両制御装置の動作を示すフローチャートである。It is a flowchart which shows operation | movement of the vehicle control apparatus which concerns on embodiment. 実施形態に係る車両制御装置が適用される状況を示す平面図である。It is a top view which shows the condition where the vehicle control apparatus which concerns on embodiment is applied. 通信車間時間とフィードバックゲインとの関係を示すグラフである。It is a graph which shows the relationship between communication inter-vehicle time and a feedback gain. 減速前の通信車及び一般車の距離と速度との関係を示す図である。It is a figure which shows the relationship between the distance and speed of a communication vehicle and a general vehicle before deceleration. 減速後の通信車及び一般車の距離と速度との関係を示す図である。It is a figure which shows the relationship between the distance and speed of the communication vehicle after deceleration, and a general vehicle. 従来の車両の減速伝播が生じるときの距離と速度との関係を示すグラフ図である。It is a graph which shows the relationship between the distance and speed when the deceleration propagation of the conventional vehicle arises. 本実施形態の通信車が車列に存在する場合における減速伝播が生じるときの距離と速度との関係を示すグラフ図である。It is a graph which shows the relationship between the distance and speed when deceleration propagation arises when the communication vehicle of this embodiment exists in a vehicle train. 本実施形態の通信車が車列に存在する場合における各車両の時間と速度との関係を示すグラフ図である。It is a graph which shows the relationship between the time and speed of each vehicle when the communication vehicle of this embodiment exists in a vehicle train.

以下、図面を参照して本発明の実施形態に係る車両走行制御装置を説明する。本実施形態の車両走行制御装置は、車両に搭載され、道路の交通量を改善するための走行制御を行なうためのものである。図１に示すように、本実施形態の車両走行制御装置１０は、車車間通信装置１２、車間距離計測装置１４、車両制御ＥＣＵ１６、加減速度発生装置１８、ドライバＩ／Ｆ２０を備えている。   Hereinafter, a vehicle travel control device according to an embodiment of the present invention will be described with reference to the drawings. The vehicle travel control device of the present embodiment is mounted on a vehicle and performs travel control for improving road traffic. As shown in FIG. 1, the vehicle travel control device 10 of the present embodiment includes an inter-vehicle communication device 12, an inter-vehicle distance measurement device 14, a vehicle control ECU 16, an acceleration / deceleration generator 18, and a driver I / F 20.

車車間通信装置１２は、車車間通信により自車以外のシステム搭載車両の進行方向、位置、速度あるいは渋滞を防止する車両制御をＯＮあるいはＯＦＦにしているか否かといった情報を相互に送受信し、情報を共有するためのものである。なお、本実施形態で、無線通信が可能な先行通信車と自車とが通信を行う場合は、両者が直接に通信を行う他、情報処理センター等の路側施設を介して通信を行うようにしても良い。   The inter-vehicle communication device 12 transmits / receives information such as whether the vehicle control for preventing the traveling direction, position, speed, or traffic jam of the system-equipped vehicle other than the own vehicle is turned on or off by inter-vehicle communication, Is for sharing. In this embodiment, when the preceding communication vehicle capable of wireless communication and the own vehicle communicate with each other, the two communicate directly with each other and communicate via a roadside facility such as an information processing center. May be.

車間距離計測装置１４は、直前車と自車両との車間距離を計測するためのものである。また、車間距離計測装置１４は、自車両の周辺に存在する障害物を認識するためのものである。車間距離計測装置１４は、具体的には、ミリ波レーダー、レーザーレーダー及びステレオカメラ等から構成される。   The inter-vehicle distance measuring device 14 is for measuring the inter-vehicle distance between the immediately preceding vehicle and the host vehicle. The inter-vehicle distance measuring device 14 is for recognizing an obstacle existing around the host vehicle. Specifically, the inter-vehicle distance measuring device 14 includes a millimeter wave radar, a laser radar, a stereo camera, and the like.

車両制御ＥＣＵ（Electronic Control Unit）１６は、車車間通信装置１２及び車間距離計測装置１４から得られた情報に基づいて、自車と直前車との将来の相対速度、将来の車間距離及び目標加減速度を演算するためのものである。   The vehicle control ECU (Electronic Control Unit) 16 is based on the information obtained from the inter-vehicle communication device 12 and the inter-vehicle distance measuring device 14, the future relative speed between the host vehicle and the immediately preceding vehicle, the future inter-vehicle distance, and the target adjustment. It is for calculating the speed.

加減速度発生装置１８は、具体的には自車両の全ての速度域で行われるＡＣＣ（Adaptive Cruise Control）の加減速制御を行なうためのものであり、車両制御ＥＣＵ１８からの指令信号に従い、アクセルアクチュエータやブレーキアクチュエータを駆動するためのものである。   Specifically, the acceleration / deceleration generator 18 is for performing acceleration / deceleration control of ACC (Adaptive Cruise Control) performed in all speed ranges of the host vehicle, and in accordance with a command signal from the vehicle control ECU 18, an accelerator actuator And for driving the brake actuator.

ドライバＩ／Ｆ２０は、ドライバーが車両走行制御装置１０の制御開始や先行車と自車両との目標車間距離等を設定するためのものである。ドライバＩ／Ｆ２０は、具体的には、ＡＣＣスイッチや、ＡＣＣ操作レバー等である。   The driver I / F 20 is for the driver to start control of the vehicle travel control device 10 and set a target inter-vehicle distance between the preceding vehicle and the host vehicle. Specifically, the driver I / F 20 is an ACC switch, an ACC operation lever, or the like.

以下、本実施形態の車両走行制御装置１０の動作について説明する。まず、前提として、サグ等で渋滞が発生する原因について説明する。図２（Ａ）に示すように、道路５００を本実施形態の車両制御装置１０を搭載していない一般車両２００が縦列をなして走行している状況を想定する。交通量が増加し、車間距離が詰まり、一般車両２００それぞれの車速が約１０ｋｍ／ｈ程度低下する。この場合、図中破線部に示すように、車速低下を嫌った車両が追越車線に車線変更を行なうため、特に追越車線側の車間距離の減少が顕著になる。   Hereinafter, the operation of the vehicle travel control device 10 of the present embodiment will be described. First, as a premise, the cause of traffic congestion due to sag or the like will be described. As shown in FIG. 2A, a situation is assumed in which a general vehicle 200 that is not mounted with the vehicle control device 10 of the present embodiment travels in a column on a road 500. The traffic volume increases, the inter-vehicle distance is reduced, and the vehicle speed of each general vehicle 200 decreases by about 10 km / h. In this case, as indicated by the broken line portion in the figure, a vehicle that has disliked a decrease in vehicle speed changes the lane to the overtaking lane, and thus the inter-vehicle distance on the overtaking lane side is particularly reduced.

図２（Ｂ）に示すように、サグの勾配変化点５２０を過ぎた上り坂で気付かずに速度低下する一般車両２００が渋滞の契機となる。あるいは、トラック等の無理な割り込みも渋滞の契機となる。図２（Ｃ）に示すように、先行する一般車両２００の減速で車間距離が詰まると、後続の一般車両２００も先行車両との車間距離を維持するため減速する。この場合、後続車両は先行車両よりも低い速度までの減速が必要であるため、減速が先行車両から後続車両に増幅しつつ伝播する減速伝播が生じ、渋滞となる。   As shown in FIG. 2 (B), the general vehicle 200 that is not noticed on the uphill past the sag gradient changing point 520 triggers a traffic jam. Or, an unreasonable interruption such as a truck also triggers a traffic jam. As shown in FIG. 2C, when the inter-vehicle distance is reduced due to the deceleration of the preceding general vehicle 200, the succeeding general vehicle 200 is also decelerated to maintain the inter-vehicle distance from the preceding vehicle. In this case, since the following vehicle needs to decelerate to a speed lower than that of the preceding vehicle, deceleration propagation that propagates while amplifying the deceleration from the preceding vehicle to the following vehicle occurs, resulting in a traffic jam.

図２（Ｄ）に示すように、渋滞の起因となるサグの勾配変化点５２０を通過した後も、一般車両２００同士の車間距離が詰まっており、加速しにくいため、減速後の速度を回復するのが遅れ、渋滞が継続することとなる。   As shown in FIG. 2D, even after passing through the sag gradient changing point 520 that causes traffic congestion, the distance between the general vehicles 200 is clogged and it is difficult to accelerate, so the speed after deceleration is recovered. It will be delayed and traffic jams will continue.

そこで、本実施形態では以下の手順により、減速伝播を抑え、渋滞を緩和させる。この場合、例えば、自車のナビゲーションシステムの表示画面５０には、図３に示すように、自車両１００の位置Ｐに対する渋滞の先頭となり得る先頭位置ＪＨと、渋滞となりつつある車列に関する情報Ｉとが表示される。図４に示すように、ドライバーによる車両走行制御装置１０のドライバＩ／Ｆ２０への操作により車間距離制御がＯＮとされる（Ｓ１１）。   Therefore, in the present embodiment, deceleration propagation is suppressed and traffic congestion is alleviated by the following procedure. In this case, for example, on the display screen 50 of the navigation system of the own vehicle, as shown in FIG. 3, the head position JH that can be the head of the traffic jam with respect to the position P of the host vehicle 100 and the information I on the vehicle train that is becoming jammed. Is displayed. As shown in FIG. 4, the inter-vehicle distance control is turned ON by the driver's operation on the driver I / F 20 of the vehicle travel control device 10 (S11).

ここで、図５に示すように、道路５００の同じ車線を互いに無線通信を行うことが可能な通信車１０１〜１０３が走行している状況を想定する。通信車１０１〜１０３は車両走行制御装置１０の車車間通信装置１２の通信範囲Ａ内を走行しているが、各車両の車間には無線通信を行うことができない一般車２００が走行しているものとする。   Here, as shown in FIG. 5, a situation is assumed in which communication vehicles 101 to 103 capable of performing wireless communication with each other in the same lane of road 500 are traveling. The communication vehicles 101 to 103 are traveling within the communication range A of the inter-vehicle communication device 12 of the vehicle travel control device 10, but a general vehicle 200 that cannot perform wireless communication is traveling between the vehicles of each vehicle. Shall.

図４に戻り、通信車１０２，１０３は、車両走行制御装置１０の車車間通信装置１２及び車間距離計測装置１４により取得した各々の前方の通信車１０１，１０２との通信車車間距離Ｌｃから、通信車１０２，１０３の車速を除した値である通信車車間時間Ｔｃを算出する（Ｓ１２）。通信車車間時間Ｔｃ ｍａｘ以下の通信車が存在する場合は（Ｓ１３）、車両走行制御装置１０の車両制御ＥＣＵ１６は、減速伝播分断モードにおいて、通信車車間時間Ｔｃ ｍａｘ以下のそれぞれの通信車の通信車車間時間Ｔｃに対して、それぞれの速度差フィードバックゲインｋｖｃを算出する（Ｓ１４）。 Returning to FIG. 4, the communication vehicles 102 and 103 are determined from the communication vehicle-to-vehicle distance L c with the communication vehicles 101 and 102 ahead of each other acquired by the inter-vehicle communication device 12 and the inter-vehicle distance measuring device 14 of the vehicle travel control device 10. The communication vehicle-to-vehicle time Tc , which is a value obtained by dividing the vehicle speed of the communication vehicles 102 and 103, is calculated (S12). When there is a communication vehicle having the communication vehicle inter-vehicle time T c max or less (S13), the vehicle control ECU 16 of the vehicle travel control device 10 in the deceleration propagation division mode, each communication vehicle having the communication vehicle inter-vehicle time T c max or less. Each speed difference feedback gain k vc is calculated for the communication vehicle-to-vehicle time T c (S14).

近い通信車ほど減速の影響が大きいため、車両制御ＥＣＵ１６は、通信車車間時間Ｔｃが小さいほどゲインが大きくなるような関数を用いて速度差フィードバックゲインｋｖｃを算出する。この場合の関数は、例えば、図６に示すように、速度差フィードバックゲインｋｖｃの大きさが通信車車間時間Ｔｃに比例するような線形式としても良い。 Since the closer the communication vehicle is, the greater the influence of deceleration is, the vehicle control ECU 16 calculates the speed difference feedback gain k vc using a function in which the gain increases as the communication vehicle-to-vehicle time Tc decreases . For example, as shown in FIG. 6, the function in this case may be in a linear form in which the magnitude of the speed difference feedback gain k vc is proportional to the communication inter-vehicle time Tc .

車両制御ＥＣＵ１６は、減速伝播分断モードの自車目標加速度ａｔを算出する（Ｓ１５）。この場合の自車目標加速度ａｔの算出は、下式（１）により行うことができる。
{ｋｖｃ１（Ｖｃ１−Ｖ）＋ｋｖｃ２（Ｖｃ２−Ｖ）＋…＋ｋｖｃＮ（ＶｃＮ−Ｖ）}
＋ｋａＲｅｌＶ（Ｖｐｒｅ−Ｖ）＋ｋａＳ（Ｌｔ−Ｌ） （１） Vehicle control ECU16 calculates the vehicle target acceleration a t deceleration propagation division mode (S15). Calculation of the vehicle target acceleration a t in this case can be carried out by the following equation (1).
{k vc1 (V c1 −V) + k vc2 (V c2 −V) +... + k vcN (V cN −V)}
+ K aRelV (V pre -V) + k aS (L t -L) (1)

上式（１）において、
Ｖ：自車速度
Ｖｐｒｅ：直前車速度（図５の例では通信車１０３の直前の一般車２００の速度）
Ｌｔ：目標直前車車間距離
Ｌ：直前車車間距離
ｋｖｃ１〜ｋｖｃＮ：通信車車間時間Ｔｃ ｍａｘ以下の通信車との速度差フィードバックゲイン
Ｖｃ１〜ＶｃＮ：通信車車間時間Ｔｃ ｍａｘ以下の通信車の速度
ｋａＲｅｌＶ：直前車との速度差フィードバックゲイン
ｋａＳ：直前車との車間距離誤差フィードバックゲイン
である。 In the above formula (1),
V: own vehicle speed V pre : preceding vehicle speed (in the example of FIG. 5, the speed of the general vehicle 200 immediately before the communication vehicle 103)
L t : Distance between the vehicles immediately before the target L: Distance between the vehicles immediately before the vehicle k vc1 to k vcN : Speed difference feedback gain with the communication vehicle below the communication vehicle inter-vehicle time T c max V c1 to V cN : Communication vehicle inter-vehicle time T c max The following communication vehicle speed k aRelV : speed difference feedback gain with the preceding vehicle k aS : inter-vehicle distance error feedback gain with the immediately preceding vehicle.

上式（１）において、{ｋｖｃ１（Ｖｃ１−Ｖ）＋ｋｖｃ２（Ｖｃ２−Ｖ）＋…＋ｋｖｃＮ（ＶｃＮ−Ｖ）}の項は、前方通信車との速度差フィードバック項となる。 In the above formula (1), the term {k vc1 (V c1 −V) + k vc2 (V c2 −V) +... + K vcN (V cN −V)} is a speed difference feedback term with the forward communication vehicle. .

一方、通信車車間時間Ｔｃ ｍａｘ以下の通信車が存在しない場合は（Ｓ１３）、車両制御ＥＣＵ１６は、通常追従モードにおいて、自車目標加速度ａｔを算出する（Ｓ１６）。この場合の自車目標加速度ａｔの算出は、上式（１）から、前方通信車との速度差フィードバック項を除いた下式（２）により行うことができる。
ｋａＲｅｌＶ（Ｖｐｒｅ−Ｖ）＋ｋａＳ（Ｌｔ−Ｌ） （２） On the other hand, when the communication inter-vehicle time T c max following communications vehicles does not exist (S13), the vehicle control ECU16 in the normal tracking mode, calculates the vehicle target acceleration a t (S16). Calculation of the vehicle target acceleration a t in this case, from the above equation (1) can be carried out by the following formula except for the speed difference feedback term of the forward communication vehicle (2).
k aRelV (V pre -V) + k aS (L t -L) (2)

車両制御ＥＣＵ１６は、加減速度発生装置１８を駆動し、自車の加減速度を自車目標加速度ａｔとなるように制御する（Ｓ１７）。 Vehicle control ECU16 drives the acceleration generator 18, to control the acceleration and deceleration of the vehicle such that the vehicle target acceleration a t (S17).

本実施形態によれば、車両制御ＥＣＵ１６は、前方の通信車１０１と後方通信車１０２，１０３との通信車車間時間Ｔｃを算出し、通信車車間時間Ｔｃが所定値以下である減速伝播の増幅の恐れがある後方の通信車１０２，１０３については、無線通信により取得した前方の通信車１０１の減速開始時期と後方の通信車１０２，１０３の減速開始時期とを合わせるように後方の通信車１０２，１０３の走行を制御する。このように前方の通信車１０１の減速を通信により遅れなく把握することで、前方の通信車１０１とほぼ同時あるいは同時に後方の通信車１０２，１０３が減速を開始することが可能となる。そのため、減速伝播の増幅を後方の通信車１０２，１０３のところで分断することができ、前方車両の減速を予測する必要なく、減速伝播を抑え、渋滞を緩和させることが可能となる。 According to this embodiment, the vehicle control ECU16 calculates the communication inter-vehicle time T c of the front of the communication vehicle 101 and the rear communication vehicles 102, 103, deceleration propagation communication IVC time T c is equal to or less than a predetermined value For the rear communication vehicles 102 and 103 that may be amplified, the rear communication is performed so that the deceleration start timing of the front communication vehicle 101 acquired by wireless communication matches the deceleration start timing of the rear communication vehicles 102 and 103. The traveling of the cars 102 and 103 is controlled. Thus, by grasping the deceleration of the front communication vehicle 101 without delay by communication, the rear communication vehicles 102 and 103 can start decelerating almost simultaneously or simultaneously with the front communication vehicle 101. Therefore, amplification of deceleration propagation can be divided at the rear communication vehicles 102 and 103, and it is possible to suppress deceleration propagation and alleviate congestion without having to predict deceleration of the preceding vehicle.

すなわち、図７に示すように、通信車１０１〜１０３とその車間を走行する一般車２００が等速度で走行している場合に前方の通信車１０１が減速した場合、本実施形態では図８に示すように、後方の通信車１０２，１０３は、直前の一般車２００よりも先に減速を開始する。直前車が減速を開始してから、後続の車両が順次減速をした場合、図９に示すように減速伝播が生じ、渋滞が生じることになる。一方、本実施形態では、図１０に示すように、後方通信車は前方通信車と同じ時期に減速を開始するため、減速伝播が通信車ごとに分断され、減速伝播が拡大しない。そのため、図１１に示すように、渋滞発生を遅らせる効果が期待できる。   That is, as shown in FIG. 7, when the communication vehicle 101 ahead decelerates when the communication vehicles 101 to 103 and the general vehicle 200 traveling between them are traveling at the same speed, in the present embodiment, FIG. As shown, the rear communication vehicles 102 and 103 start decelerating before the immediately preceding general vehicle 200. When the immediately preceding vehicle starts decelerating and the subsequent vehicles decelerate sequentially, deceleration propagation occurs and traffic congestion occurs as shown in FIG. On the other hand, in the present embodiment, as shown in FIG. 10, the rear communication vehicle starts to decelerate at the same time as the front communication vehicle, so that the deceleration propagation is divided for each communication vehicle and the deceleration propagation does not expand. Therefore, as shown in FIG. 11, the effect of delaying the occurrence of traffic congestion can be expected.

本実施形態では、道路上の全ての車両を制御する必要は無く、通信車と一般車とが混在している場合でも適用できるため、本実施形態の車両走行制御装置１０や交通制御システムの普及率が低くとも効果を奏する。また、本実施形態では、前方通信車と同時に後方通信車が減速することにより、後方通信車の減速度の大きさは通常は前方通信車よりも小さくすることが可能である。すなわち、前方通信車と同時に後方通信車が減速すると、直前の一般車が減速伝播により減速を開始する頃には、車間距離が後方通信車と直前の一般車との車間距離が十分に開いているため、特に前方の通信車との車間距離が離れている場合は、減速度を小さくすることができる。   In the present embodiment, it is not necessary to control all the vehicles on the road, and it can be applied even when communication vehicles and ordinary vehicles are mixed. Therefore, the vehicle travel control device 10 and the traffic control system of the present embodiment are widely used. It is effective even if the rate is low. Moreover, in this embodiment, the magnitude | size of the deceleration of a back communication vehicle can be normally made smaller than a front communication vehicle by decelerating a back communication vehicle simultaneously with a front communication vehicle. That is, when the rear communication vehicle decelerates simultaneously with the front communication vehicle, the inter-vehicle distance is sufficiently widened between the rear communication vehicle and the immediately preceding general vehicle when the immediately preceding general vehicle starts to decelerate due to deceleration propagation. Therefore, the deceleration can be reduced particularly when the inter-vehicle distance from the preceding communication vehicle is large.

前方通信車と後方通信車との通信車車間時間Ｔｃが小さいほど大きな加速度が必要となるため、本実施形態では、車両制御ＥＣＵ１６は、前方通信車と後方通信車との通信車車間時間Ｔｃが小さいほど、大きい目標加速度ａｔを算出することにより、より適切な減速度を設定することができる。また本実施形態では、通信車車間距離Ｌｃを後方通信車の速度で除した値である通信車車間時間Ｔｃから後方通信車の目標加速度ａｔを算出するため、通信車車間距離と後方通信車の速度Ｖとに応じた減速度を設定することが可能となる。さらに、前方通信車と後方通信車との速度差が大きいほど大きな加速度が必要となるため、本実施形態では、車両制御ＥＣＵ１６は、前方通信車と後方通信車との速度差が大きいほど、大きい目標加速度ａｔを算出することにより、より適切な減速度を設定することができる。 In this embodiment, the vehicle control ECU 16 sets the communication vehicle-to-vehicle time T between the front communication vehicle and the rear communication vehicle because the smaller the communication vehicle-to-vehicle time Tc between the front communication vehicle and the rear communication vehicle is, the greater the acceleration is required. as c is small, by calculating a large target acceleration a t, it is possible to set a more appropriate deceleration. In the present embodiment, in order to calculate the target acceleration a t the rear communication vehicle communication inter-vehicle distance L c from the communication inter-vehicle time T c is a value obtained by dividing the speed of the rear communication vehicles, communications inter-vehicle distance and the rear It is possible to set a deceleration according to the speed V of the communication vehicle. Furthermore, since a larger acceleration is required as the speed difference between the front communication vehicle and the rear communication vehicle is larger, in this embodiment, the vehicle control ECU 16 is larger as the speed difference between the front communication vehicle and the rear communication vehicle is larger. by calculating the target acceleration a t, it is possible to set a more appropriate deceleration.

なお、上記実施形態では、速度差フィードバックゲインｋｖｃの大きさが通信車車間時間Ｔｃに比例するような線形式としたが、それ以外にも速度差フィードバックゲインｋｖｃを車間距離や車間時間が大きくなるほど単調減少する関数を適用することができる。また、通信車間に存在する一般車の台数が少ないと減速伝播も生じ難くなるため、通信車間に存在する一般車の台数が少ないほど、速度差フィードバックゲインｋｖｃを小さくするようにしても良い。 In the above embodiment, although the magnitude of the speed difference feedback gain k vc is a linear expression such as proportional to communicate IVC time T c, the speed difference feedback gain k vc vehicle distance and inter-vehicle time even otherwise It is possible to apply a function that monotonously decreases as becomes larger. Also, if the number of ordinary vehicles existing between communication vehicles is small, deceleration propagation is less likely to occur. Therefore, the smaller the number of ordinary vehicles existing between communication vehicles, the smaller the speed difference feedback gain k vc may be.

尚、本発明は、上記した実施の形態に限定されるものではなく、本発明の要旨を逸脱しない範囲内において種々変更を加え得ることは勿論である。例えば、上記実施形態では、個々のシステム搭載車両に搭載された車両走行制御装置が渋滞を防止するための走行制御を行う態様を中心に説明したが、例えば、車両走行制御装置は情報処理センターにのみ配置され、情報処理センターからの指令を通信により個々の車両に送信することで、渋滞を防止するための車両制御を行なうことも可能である。   It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the gist of the present invention. For example, in the above-described embodiment, the description has focused on the mode in which the vehicle travel control device mounted on each individual system-equipped vehicle performs travel control for preventing traffic jams. However, for example, the vehicle travel control device is provided in the information processing center. It is also possible to perform vehicle control for preventing traffic jams by transmitting commands from the information processing center to individual vehicles by communication.

また、上記実施形態では、算出した目標加速度ａｔを実現する方法としてＡＣＣのような加速度制御を挙げているが、音声案内や画像表示や体感装置などのＨＭＩ（human machine interface）装置によりドライバーに目標加速度ａｔを知らせたり、目標加速度ａｔとなるような運転操作を誘導しても良い。 In the above embodiment, although exemplified the acceleration control as ACC as a method for implementing the calculated target acceleration a t, the driver by HMI (human machine interface) device, such as a voice guidance and the image display and sensory device or inform the target acceleration a t, may be derived a driving operation such that the target acceleration a t.

また、本発明は、サグの勾配変化点５２０等における渋滞に限らず、一般の平坦な道路においても、速度を下げ過ぎない円滑な運転を促すためにも適用可能である。   Further, the present invention is not limited to traffic jams at the sag gradient changing point 520 and the like, but can be applied to promote smooth driving without excessively reducing the speed even on a general flat road.

１０…車両走行制御装置、１２…車車間通信装置、１４…車間距離計測装置、１６…車両制御ＥＣＵ、１８…加減速度発生装置、２０…ドライバＩ／Ｆ、５０…表示画面、１０１，１０２，１０３…通信車、２００…一般車、５００…道路、５２０…サグの勾配変化点。 DESCRIPTION OF SYMBOLS 10 ... Vehicle travel control apparatus, 12 ... Inter-vehicle communication apparatus, 14 ... Inter-vehicle distance measuring device, 16 ... Vehicle control ECU, 18 ... Acceleration / deceleration generation apparatus, 20 ... Driver I / F, 50 ... Display screen, 101, 102, 103: Communication vehicle, 200: General vehicle, 500: Road, 520: Sag gradient change point.

Claims (12)

無線通信が可能な前方通信車と、前記前方通信車の後方を一般車を間に挟んで走行する少なくとも１台の無線通信が可能な後方通信車との車間距離を、前記後方通信車の速度で除した値である車間時間を算出する車間時間算出手段と、
前記車間時間算出手段が算出した前記車間時間が所定値以下である前記後方通信車については、無線通信により取得した前記前方通信車の減速開始時期と、前記後方通信車の減速開始時期とを合わせるように前記後方通信車の走行を制御する走行制御手段と、
を備えた交通制御システム。 The inter-vehicle distance between a front communication vehicle capable of wireless communication and at least one rear communication vehicle capable of wireless communication traveling behind the front communication vehicle with a general vehicle in between is defined as the speed of the rear communication vehicle. An inter-vehicle time calculating means for calculating an inter-vehicle time that is a value divided by
For the rear communication vehicle in which the inter-vehicle time calculated by the inter-vehicle time calculation means is equal to or less than a predetermined value, the deceleration start timing of the front communication vehicle acquired by wireless communication is matched with the deceleration start timing of the rear communication vehicle. A travel control means for controlling the travel of the rear communication vehicle,
Traffic control system with 前記走行制御手段は、前記車間時間から前記後方通信車の目標加速度を算出する、請求項１に記載の交通制御システム。   The traffic control system according to claim 1, wherein the travel control unit calculates a target acceleration of the rear communication vehicle from the inter-vehicle time. 前記走行制御手段は、前記前方通信車と前記後方通信車との速度差が大きいほど、大きい前記目標加速度を算出する、請求項２に記載の交通制御システム。   The traffic control system according to claim 2, wherein the travel control unit calculates the target acceleration that is larger as a speed difference between the front communication vehicle and the rear communication vehicle is larger. 前記走行制御手段は、前記前方通信車と前記後方通信車との前記車間時間が小さいほど、大きい前記目標加速度を算出する、請求項２又は３に記載の交通制御システム。   4. The traffic control system according to claim 2, wherein the travel control unit calculates the larger target acceleration as the inter-vehicle time between the front communication vehicle and the rear communication vehicle is smaller. 自車の前方を一般車を間に挟んで走行する無線通信が可能な前方通信車との車間距離を、前記自車の速度で除した値である車間時間を算出する車間時間算出手段と、
前記車間時間算出手段が算出した前記車間時間が所定値以下であるときは、無線通信により取得した前記前方通信車の減速開始時期と、前記自車の減速開始時期とを合わせるように前記自車の走行を制御する走行制御手段と、
を備えた車両走行制御装置。 An inter-vehicle time calculating means for calculating an inter-vehicle time, which is a value obtained by dividing an inter-vehicle distance with a forward communication vehicle capable of wireless communication that travels in front of the own vehicle with a general vehicle in between, by the speed of the own vehicle;
When the inter-vehicle time calculated by the inter-vehicle time calculating means is equal to or less than a predetermined value, the own vehicle is set so that the deceleration start timing of the forward communication vehicle acquired by wireless communication matches the deceleration start timing of the own vehicle. Traveling control means for controlling the traveling of the vehicle,
A vehicle travel control device comprising: 前記走行制御手段は、前記車間時間から前記自車の目標加速度を算出する、請求項５に記載の車両走行制御装置。   The vehicle travel control device according to claim 5, wherein the travel control means calculates a target acceleration of the host vehicle from the inter-vehicle time. 前記走行制御手段は、前記前方通信車と前記自車との速度差が大きいほど、大きい前記目標加速度を算出する、請求項６に記載の車両走行制御装置。   The vehicle travel control device according to claim 6, wherein the travel control unit calculates the larger target acceleration as the speed difference between the front communication vehicle and the host vehicle is larger. 前記走行制御手段は、前記前方通信車と前記自車との前記車間時間が小さいほど、大きい前記目標加速度を算出する、請求項６又は７に記載の車両走行制御装置。   The vehicle travel control device according to claim 6 or 7, wherein the travel control means calculates the larger target acceleration as the inter-vehicle time between the forward communication vehicle and the host vehicle is smaller. 無線通信が可能な前方通信車と、前記前方通信車の後方を一般車を間に挟んで走行する少なくとも１台の無線通信が可能な後方通信車との車間距離を、前記後方通信車の速度で除した値である車間時間を算出する車間時間算出工程と、
前記車間時間算出工程で算出した前記車間時間が所定値以下である前記後方通信車については、無線通信により取得した前記前方通信車の減速開始時期と、前記後方通信車の減速開始時期とを合わせるように前記後方通信車の走行を制御する走行制御工程と、
を含む交通制御方法。 The inter-vehicle distance between a front communication vehicle capable of wireless communication and at least one rear communication vehicle capable of wireless communication traveling behind the front communication vehicle with a general vehicle in between is defined as the speed of the rear communication vehicle. An inter-vehicle time calculating step for calculating an inter-vehicle time that is a value divided by
For the rear communication vehicle in which the inter-vehicle time calculated in the inter-vehicle time calculation step is equal to or less than a predetermined value, the deceleration start timing of the front communication vehicle acquired by wireless communication is matched with the deceleration start timing of the rear communication vehicle. A travel control step for controlling the travel of the rear communication vehicle,
Including traffic control methods. 前記走行制御工程では、前記車間時間から前記後方通信車の目標加速度を算出する、請求項９に記載の交通制御方法。   The traffic control method according to claim 9, wherein in the travel control step, a target acceleration of the rear communication vehicle is calculated from the inter-vehicle time. 前記走行制御工程では、前記前方通信車と前記後方通信車との速度差が大きいほど、大きい前記目標加速度を算出する、請求項１０に記載の交通制御方法。   The traffic control method according to claim 10, wherein, in the travel control step, the larger the target acceleration is calculated as the speed difference between the front communication vehicle and the rear communication vehicle is larger. 前記走行制御工程では、前記前方通信車と前記後方通信車との前記車間時間が小さいほど、大きい前記目標加速度を算出する、請求項１０又は１１に記載の交通制御方法。   The traffic control method according to claim 10 or 11, wherein, in the travel control step, the larger the target acceleration is calculated as the inter-vehicle time between the front communication vehicle and the rear communication vehicle is smaller.
JP2009254203A 2009-11-05 2009-11-05 Traffic control system, vehicle travel control device, and traffic control method Active JP5381625B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2009254203A JP5381625B2 (en) 2009-11-05 2009-11-05 Traffic control system, vehicle travel control device, and traffic control method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2009254203A JP5381625B2 (en) 2009-11-05 2009-11-05 Traffic control system, vehicle travel control device, and traffic control method

Publications (2)

Publication Number Publication Date
JP2011100278A JP2011100278A (en) 2011-05-19
JP5381625B2 true JP5381625B2 (en) 2014-01-08

Family

ID=44191406

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2009254203A Active JP5381625B2 (en) 2009-11-05 2009-11-05 Traffic control system, vehicle travel control device, and traffic control method

Country Status (1)

Country Link
JP (1) JP5381625B2 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6099090B2 (en) * 2013-03-29 2017-03-22 富士重工業株式会社 Driving support control device
KR101502512B1 (en) 2013-11-26 2015-03-13 현대모비스 주식회사 Automatic speed controlling system and method for vehicle
CN105513340B (en) * 2015-12-17 2017-09-05 西安建筑科技大学 A kind of opencut end limitation formula single track footrill vehicle passing control method based on GPS
CN113689723B (en) * 2021-09-02 2022-10-18 长沙理工大学 Hybrid traffic speed control method under different road side unit deployment characteristics

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3732292B2 (en) * 1996-11-27 2006-01-05 本田技研工業株式会社 Vehicle group running control system
JP2000280784A (en) * 1999-03-31 2000-10-10 Daihatsu Motor Co Ltd Follow-up traveling device and its control method
JP4023059B2 (en) * 2000-01-17 2007-12-19 株式会社デンソー Vehicle travel control device
JP2001206098A (en) * 2000-01-21 2001-07-31 Toyota Motor Corp Vehicle running control device
JP2002104015A (en) * 2000-10-03 2002-04-09 Mitsubishi Motors Corp Driving support system
JP2002163779A (en) * 2000-11-27 2002-06-07 Natl Inst For Land & Infrastructure Management Mlit Method and device for controlling stoppage of plural vehicles
JP4600174B2 (en) * 2005-06-22 2010-12-15 日産自動車株式会社 Driving support device and driving support method
JP4710529B2 (en) * 2005-10-05 2011-06-29 日産自動車株式会社 Travel control device
JP4684960B2 (en) * 2006-07-07 2011-05-18 富士重工業株式会社 Vehicle collision prevention support system

Also Published As

Publication number Publication date
JP2011100278A (en) 2011-05-19

Similar Documents

Publication Publication Date Title
JP5273250B2 (en) Vehicle control apparatus, vehicle control method, and vehicle control system
US8515615B2 (en) Vehicle travel control apparatus
JP5196022B2 (en) Vehicle control apparatus, vehicle control method, and vehicle control system
WO2013180206A1 (en) Vehicle control device
JP4354998B2 (en) Automobile spacing control system
JP2002137652A (en) Precedent vehicle follow-up controlling device
JP2005138782A (en) Vehicle control device
JP2010158924A (en) Inter-vehicle distance controller
JP5041071B2 (en) Vehicle group control method and vehicle
JP4483486B2 (en) Vehicle travel control device
JP5381625B2 (en) Traffic control system, vehicle travel control device, and traffic control method
JP2011186737A (en) Driving support apparatus
JP5565053B2 (en) Preceding vehicle detection device and collision warning device / collision avoidance device using the same
JP4909849B2 (en) Vehicle travel control device
JP2007314179A (en) Running controller
JP2019038363A (en) Vehicular travelling control device
JP2012153296A (en) Running control apparatus
JP5147511B2 (en) Vehicle contact avoidance support device
JP5918559B2 (en) Convoy travel control device
WO2012017512A1 (en) Information processing apparatus and database for automobile
JP6313834B2 (en) Vehicle control device
JP2005100336A (en) Device for detecting object for vehicle and following travel control device
JP2004322729A (en) Running control device
JP2006044590A (en) Deceleration control device for vehicle
JP2005115816A (en) Vehicle control device

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20111222

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20130228

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20130305

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20130430

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20130903

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20130916

R151 Written notification of patent or utility model registration

Ref document number: 5381625

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151