JP3584679B2 - Vehicle travel control device - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle travel control device, and more particularly to a vehicle travel control device that can efficiently move a vehicle when traveling from a departure place to a destination included in a road network.
[0002]
[Prior art]
With the recent development of the automobile society, traffic congestion on roads has rapidly increased, and it is desired to eliminate the traffic congestion.
[0003]
For example, when the road facility side responds, on a highway, an expressway, or the like, the number of passing vehicles, the average speed of vehicles, and the like are detected to determine whether or not a road in a predetermined section is congested, and the section is determined. Calculate how much time is required to pass and notify the driver to bypass the traffic jam, or intentionally open or close the approach based on the recognized traffic situation, and intentionally traffic jam A traffic monitoring system for monitoring and controlling the running state of a vehicle while alleviating the situation has been introduced.
[0004]
In addition, Japanese Patent Application Laid-Open No. H8-249591 discloses a route guidance device that indicates which of a ring road and an outer road can be used to reach a destination in a short time. ing. According to this device, a time required to pass a predetermined section is detected, and based on the detection result, a position on a ring road that can be reached in a predetermined time from an arbitrary approach road is presented to a driver. A route with less congestion is selected, and an increase in congestion is prevented by preventing selection of a route with congestion.
[0005]
On the other hand, when each vehicle responds, a device that obtains traffic information and the position of the vehicle from the outside, searches for a road with little or no traffic congestion using a navigation device or the like, and guides the driver has been put into practical use. Reducing traffic congestion by guiding to non-congested areas.
[0006]
[Problems to be solved by the invention]
However, in the conventional method, there is a problem that the occurrence of traffic congestion cannot be prevented only by reducing the generated traffic congestion. In addition, conventional traffic congestion mitigation is mainly performed by using another route, so that energy (fuel) is consumed by traveling on an extra route, and stop and start operations are frequently repeated because the user is forced to travel on a residential area or a narrow road. Therefore, there is a problem that energy efficiency (fuel efficiency) is reduced.
[0007]
SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and has a vehicle traveling control device capable of systematically preventing the occurrence of traffic congestion and improving the efficiency of energy (fuel) utilization. The purpose is to provide.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, a configuration of the present invention is a vehicle travel control device that controls travel of a plurality of vehicles passing through a road network, and recognizes a starting position of each vehicle in the road network. Starting position recognizing means, and target position recognizing means for recognizing a moving target position of the vehicle.,PreviousVector setting means for setting a travel permission vector that permits travel of the vehicle in a predetermined direction on the road network for a predetermined time,SaidConstruct the road networkThe interior is composed of small blocks divided by a plurality of branch roads, and the vehicle travels between the small blocks via the branch roads.Block areaIn the aboveWith a change cycle that matches the time required for the vehicle to pass the minimum length of one side of the small blockThe direction of the travel permission vectorChanging means for changing,The departure position and travel destination position of the vehicle, and the departure timing, travel route, and travel speed at which the vehicle can reach the travel destination position without interference with other traffic elements based on the direction of the traveling permission vector that is periodically changed. Is calculatedA travel plan calculating means for calculating a travel plan, and travel instruction means for giving a travel instruction for a plurality of vehicles in a road network based on the travel plan are provided.
[0009]
Here, that the traveling start vehicle can reach the destination position without interference with other traffic elements means that the traveling start vehicle does not extremely decelerate or stop due to the presence of other vehicles or pedestrians from the departure position to the destination position. To reach.The travel permission vector indicates, for example, a direction in which the vehicle can travel on a single road or an intersection, and is an amount that allows a predetermined number of vehicles to travel.
[0010]
According to this configuration, the departure timing, the traveling route, and the traveling speed are individually managed so that the vehicles in the road network do not interfere with other traffic elements. You can continue driving without extreme deceleration or stopping. In particular, by creating a travel plan based on the travel permission vector, it is easy to create a travel plan that does not require unnecessary deceleration or stop unnecessary for the vehicle without causing the running vehicle to interfere with other traffic elements In addition, by periodically changing the direction of the travel permission vector, the vehicle can be smoothly guided in an arbitrary direction. As a result, the occurrence of traffic congestion itself can be prevented systematically, and the energy use efficiency of the vehicle can be improved because unnecessary deceleration or acceleration is not required.
[0014]
In order to achieve the above object, according to the configuration of the present invention, in the above-mentioned device, the travel plan calculation means further controls the road-crossing pedestrian traffic light according to the presence or absence of the travel permission vector on the road network. It is characterized by including signal control means.
[0015]
According to this configuration, the pedestrian is allowed to cross the road at a timing when the travel permission vector does not exist on the road network, so that the traveling vehicle is not extremely decelerated or stopped by the pedestrian crossing the road. Thus, the energy use efficiency of the vehicle can be improved, and the occurrence of traffic congestion can be systematically prevented.
[0016]
In order to achieve the above object, a configuration of the present invention is characterized in that, in the device, the vehicle is an automatic driving vehicle that is controlled based on the travel plan.
[0017]
Here, the automatic driving vehicle is, for example, a trackless vehicle that can travel to a destination while recognizing an environment outside the vehicle, or a vehicle that travels on a track like a train and goes around a predetermined getting on / off place.
[0018]
According to this configuration, individual vehicles can be made public, and an increase in the number of vehicles, which is one of the causes of traffic congestion, can be suppressed.
[0019]
In order to achieve the object as described above, the configuration of the present invention, in the device, wherein the road network includes a plurality of block areas including branch roads, and a main road connecting the block areas, The travel plan calculation means manages vehicles for each of the block areas.
[0020]
Here, the branch road is, for example, a road that can be run at a low speed provided in an urban area or a predetermined area, and the block area is a living area that can travel by the branch road. The main road is a road connecting the block areas, and is, for example, a high-speed road.
[0021]
According to this configuration, even when the traveling start vehicle moves in the wide area, the departure timing, the traveling route, and the traveling speed are individually managed for each block area so as not to interfere with other traffic elements. Once started, you can continue driving without deceleration or stopping caused by other traffic. As a result, the occurrence of traffic congestion itself can be prevented systematically, and the energy use efficiency of the vehicle can be improved because unnecessary deceleration or acceleration is not required.
[0022]
In order to achieve the above object, a configuration of the present invention is a vehicle travel control device that controls travel of a plurality of vehicles passing through a road network, and recognizes a starting position of each vehicle in the road network. Starting position recognizing means, target position recognizing means for recognizing a moving target position of the vehicle,TostartDoThe starting position of the vehicle andMoveTravel plan calculation means for calculating a departure timing, a travel route, and a travel speed at which the vehicle can reach the destination position without interfering with other traffic elements based on the destination position; and in a road network based on the travel plan. Traveling instruction means for instructing traveling of a plurality of vehicles, wherein the traveling plan calculation means,Of a grid-shaped road formedA travel plan is created on the assumption that the length ratio between one road and the other road in the grid portion is the ratio of the set traveling speed of each road.
[0023]
According to this configuration, the timing of the merging and diverting of the own vehicle at the intersection can be adjusted to the timing of the other vehicle, so that a smooth traffic flow can be created without causing congestion.
[0026]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention (hereinafter, referred to as embodiments) will be described with reference to the drawings.
[0027]
FIG. 1 shows a configuration block diagram of a vehicle traveling control device 10 of the present embodiment and vehicle-mounted devices 12 and 14 mounted on a vehicle (not shown) to be controlled. FIG. 2 shows, as an example, the entire configuration of an urban structure 18 including a plurality of block areas 16 to which the vehicle travel control device 10 of the present embodiment can be applied. FIG. 3 shows details of the block area 16. As shown in FIG. 2, the block areas 16 form an arbitrary number of groups, and each block area 16 is connected by a highway 20 capable of high-speed traveling. The main road 20 is, for example, an expressway or a national road. FIG. 2 shows an example in which the block areas 16 are arranged in a circle and those arranged in a straight line. Further, as shown in FIG. 3, each block area 16 is constituted by small blocks 24 divided inside by a plurality of branch roads 22. The branch roads 22 are, for example, low-speed traveling roads arranged in a grid. The vehicle to be controlled according to the present embodiment moves between the small blocks 24. The movement of the vehicle may be performed within the same block area 16 or may be performed between two separate block areas 16.
[0028]
As shown in FIG. 4, the small block 24 forms a use space 24a such as an office or a house in a central portion, forms a sidewalk 24b around the small block 24, and further around which a vehicle 26 arrives and departs from the small block 24. The stop belt 24c is formed. The vehicle 26a arriving and arriving at the small block 24 enters the stop zone 24c from the branch road 22 so that the user can get on or off. A pedestrian crossing 24d is formed between the adjacent small blocks 24, and a pedestrian can move between the small blocks 24.
[0029]
As shown in FIG. 3, a deceleration lane for matching the running speeds of the main road 20 and the branch road 22 is provided at an entrance which enters the block area 16 from the main road 20 connecting the block areas 16. 20a is provided. Similarly, an acceleration lane 20b is provided at an exit that leaves the block area 16. That is, the main road 20 is provided around the block area 16 including the branch road 22, and the vehicle 26 can move between different block areas 16 via the main road 20.
[0030]
The characteristic feature of the present embodiment is that the departure timing, the traveling route, and the traveling speed of all the vehicles in the block area 16 are collectively managed for each of the block areas 16 so that the vehicle that has started traveling is in a different traffic area. The vehicle travel control device that performs control to reach the target position without interfering with the vehicle is arranged.
[0031]
As shown in FIG. 3, in the case of the present embodiment, at least one control tower 28 is disposed in each area block 16, and the vehicle traveling control device 10 is disposed in the control tower. In the case of FIG. 3, the control tower 28 is provided at the entrance of the main road 20 connected to the block area 16, but this position is arbitrary, and the control work is performed by a plurality of control towers. It may be.
[0032]
As shown in FIG. 1, a vehicle travel control device 10 (hereinafter, simply referred to as a control device 10) disposed in the control tower 28 has a first communication device 30 for communicating with a vehicle to be controlled (controlled). And a second communication device 32 for communicating with another control tower (control tower 28A in another block area or another control tower in the same block area). In addition, the control device 10 has a departure place / destination recognition unit 34 that obtains a departure place and a movement destination of the vehicle from the vehicle via the first communication device 30. The departure / destination recognition unit 34 identifies whether the recognized destination is within its own block area or another block area, and determines that the destination is within its own block area, that is, the vehicle movement is within the block area. In this case, the departure place and the destination of the vehicle to be controlled are supplied to the travel plan calculation unit 36 that calculates the departure timing, the travel route, and the travel speed of the vehicle. The traveling plan calculation unit 36 refers to the schedule database (D / B) 38 that stores the traveling schedule of the vehicles in the block area, and the relevant vehicle does not interfere with other traffic elements. The travel schedule is updated by calculating the departure timing, travel route, and travel speed at which the vehicle can reach the target position without deceleration, stop, or acceleration due to the presence of a pedestrian or the like. At the same time, the calculation result is supplied to the traveling instruction unit 40, and the departure timing, the traveling route, and the traveling speed are transmitted to the corresponding vehicle that has transmitted the departure place and the destination via the first communication device 30.
[0033]
On the other hand, when the destination recognized by the departure / destination recognition unit 34 is in another block area, the information of the departure and destination of the vehicle to be controlled is transmitted via the second communication device 32 to the destination. This is transmitted to the control tower 28A in the block area where the ground exists. A vehicle traveling control device having the same configuration as the control device 10 is disposed in the control tower 28A that has received the transmission, and it is determined whether the corresponding block area can accept a vehicle from another block area. The information is returned to the control tower 28 which has inquired about the admission via the communication means 32. The travel plan calculation unit 36 of the control tower 28 that has received the return calculates the departure timing, the travel route, and the travel speed in the same manner as described above, and updates the travel schedule. At the same time, the calculation result is supplied to the traveling instruction unit 40, and the departure timing, the traveling route, and the traveling speed are transmitted to the corresponding vehicle that has transmitted the departure place and the destination via the first communication device 30. In FIG. 1, the configuration of the control unit 10a of the control tower 28A in another block area is partially omitted and shown as a scheduler for simplification of the drawing.
[0034]
FIG. 1 is a block diagram showing the configuration of the in-vehicle devices 12 and 14 mounted on the vehicle to be controlled. The in-vehicle device 12 is an example using a navigation device. When a user inputs a destination of travel from the destination input unit 42, the destination is transmitted to the first communication device 30 of the control device 10 via the in-vehicle communication device 44. Send At this time, the destination may be input, for example, by pointing to a point on a map displayed on the vehicle-mounted display, or by inputting a specific name using a keyboard or the like. Similarly, the departure place is input from the departure place input unit 46. This departure point is also transmitted to the first communication device 30 of the control device 10 via the on-vehicle communication device 44 in the same manner as the destination. Since the departure point is the current position of the vehicle, the absolute position of the vehicle is detected using a GPS satellite or the like, and the information is directly transmitted to the first communication device of the control device 10 via the on-board communication device 44. 30.
[0035]
When acquiring the departure place and the destination of the vehicle, the control device 10 calculates the travel plan as described above, and transmits the travel plan from the first communication device 30 to the on-vehicle communication device 44. The in-vehicle device 12 displays the travel plan on the navigation display unit 48, and presents the departure timing, the travel route, and the travel speed to the user.
[0036]
On the other hand, the in-vehicle device 14 is an example applied to an autonomous vehicle, for example, a trackless vehicle capable of traveling to a destination while recognizing the environment outside the vehicle, or traveling on a track like a train to set a predetermined boarding place. Mounted on patrol vehicles. In the case of the vehicle-mounted device 14, the destination and the departure place are transmitted from the vehicle-mounted communication device 44 to the first communication device 30 of the control device 10, similarly to the vehicle-mounted device 12. When the in-vehicle communication device 44 receives the travel plan via the first communication device 30, the information is supplied to the automatic driving controller 50, and the vehicle is automatically driven.
[0037]
Subsequently, the calculation process of the travel plan of the vehicle will be described using a specific example. In this embodiment, as shown in FIG. 5 (a), the user moves from his own block area to another block area, and as shown in FIG. 5 (b), his user moves from another block area to his own block area. 5 and the case of moving within its own block area as shown in FIG.
[0038]
The travel plan calculation unit 36 (see FIG. 1) permits a predetermined number of vehicles to travel in a predetermined direction on a road network as indicated by an arrow (→) in FIG. 6 for a predetermined time. Vector setting means for setting the travel permission vector 52 is included. The traveling permission vector 52 indicates permission of the vehicle to travel straight and right or left at the intersection of the branch road 22, and the range and timing at which the vehicle can exist. That is, the vehicle can travel only at the timing when the travel permission vector 52 exists. In addition, the travel plan calculation unit 36 has a change unit that periodically changes the direction of the travel permission vector 52 as shown in FIG. In the example shown in FIG. 6, the direction and the existing position of the travel permission vector 52 are sequentially changed at four types of timings, timing 1 to timing 4. When cruising on the branch road 22, a reference speed (for example, 10 km / h) is presented. When traveling on the branch road 22 at the reference speed, it takes 30 seconds to pass one side of one small block 24. In such a case, each of the change periods from the timing 1 to the timing 4 is 30 seconds. If the length of one side of the small block 24 is different, the change cycle is determined according to the minimum length. Therefore, by creating a travel plan based on the travel permission vector 52, unnecessary deceleration and stop of the traveling vehicle can be easily prevented. In addition, by periodically changing the direction of the travel permission vector 52, it is possible to smoothly guide the vehicle in an arbitrary direction.
[0039]
Returning to FIGS. 5A to 5C, the processing operation of the travel plan calculation means for each destination of the vehicle will be described with reference to the flowcharts of FIGS. First, a case of moving from the own block area 16 to another block area 16 based on FIGS. 5A and 5B will be described. Note that, in the case of the present embodiment, a description will be given of an example of traveling control of the vehicle-mounted device 12 equipped with the navigation device. First, the in-vehicle device 12 transmits, via the in-vehicle communication device 44, the departure place (own vehicle position) 54 and the travel destination 56 as departure data to the control device 10 of the control tower 28 in the block area 16 where the own vehicle exists. I do. This transmission timing may be performed by the vehicle user immediately before the desired departure time, or the departure data including the desired departure time may be transmitted in advance, for example, one hour before. When the control unit 10 receives the departure data (S100), the departure / destination recognition unit 34 determines whether or not the destination 56 exists in its own block area (S101).
[0040]
When the vehicle moves out of its own block area 16 and moves to another block area 16 as shown in FIG. 5A, the travel plan calculation unit 36 acquires the information, and the travel plan calculation unit 36 transmits the information to the destination 56. Is calculated (S102). The moving route in the block area is arbitrary. For example, in the case of FIG. 5A, when the upward direction is north, a method of moving westward and then northward, and a method of moving northward first and then moving westward and exiting ( There is a method of heading to the acceleration lane 20b). In the former case, if the movement is started at timing 3 in FIG. 6, the vehicle can be guided to the exit by passing the traveling permission vector 52 in order of timing 3 → 4 → 1 → 2 → 3. . At this time, the traveling plan calculation unit 36 can acquire the timing when the departure data is received or the departure waiting time from the desired departure time to the timing 3. In addition, the time required to reach the exit can be calculated based on the route, distance, and traveling speed (for example, 10 km / h) from the departure point 54 to the exit. Further, based on the speed in the acceleration lane 20b, the length of the acceleration lane 20b, the distance to another block area where the destination 56 exists, and the traveling speed (for example, 100 km / h), the destination 56 is determined from the block area including the departure place 54. The time required to move to the included block area can be calculated. Therefore, the traveling plan calculation unit 36 can calculate the estimated arrival time at the entrance of the target block area.
[0041]
Subsequently, the travel plan calculation unit 36 communicates the estimated arrival time to the control tower 28A in the block area including the destination 56 via the second communication device 32 (S103). At the control tower 28A, it is determined whether or not the vehicle can be received at the received expected arrival time, and the result is transmitted to the second communication of the control unit 10 via the travel instructing unit 40 and the second communication device 32. To the machine 32. Then, the travel plan calculation unit 36 of the control unit 10 recognizes whether or not entry into the target block area is permitted at the estimated arrival time (S104). That is, the travel plan calculation unit included in the control tower 28A overlaps the deceleration lane 20a (see FIG. 3), which is the entrance of the own block area, with the arrival of another vehicle at the estimated arrival time in the same time zone, and It is determined whether or not the allowable amount is exceeded by referring to the schedule D / B 38. If there is enough allowance in the same time zone, the vehicle can enter the deceleration lane 20a. Then, the vehicle can enter the block area by going straight or turning left at the end portion of the deceleration lane 20a. That is, since the control tower 28A recognizes when the vehicle can be received (acceptable timing), the travel plan calculation unit of the control tower 28A determines the time along with the result of the admission. In this case, whether the vehicle can be accepted is transmitted to the control unit 10.
[0042]
In (S104), when entry into the destination block area is not permitted at the estimated arrival time, the travel plan calculation unit 36 recognizes the receivable timing received from the control tower 28A (S105). Then, a departure timing that can reach the acceptable timing is selected (S106). In other words, since the vehicle can depart at the same timing (timing 3 in the present embodiment) after the timing used when the estimated arrival time is calculated for the first time, the travel plan calculation unit 36 determines that the acquired receivable timing is A time coincident with the timing 3, that is, a departure timing is selected.
[0043]
In addition, in (S104), when entry into the target block area is permitted at the estimated arrival time, the travel plan calculation unit 36 determines the departure timing (timing 3 in the present embodiment) used for calculating the estimated arrival time. It is determined whether or not it has become (S107). Then, at a predetermined timing, the traveling instruction unit 40 of the control device 10 transmits a departure instruction command to the in-vehicle device 12 via the first communication device 30 (S108). On the other hand, when the departure timing has not come, the travel instructing unit 40 transmits the fact that it is in the departure standby state to the in-vehicle device 12 via the first communication device 30 (S109), and waits for the departure timing. When indicating the waiting for departure, the departure permission time may be presented together. Further, the departure permission time may be presented to the in-vehicle device 12 when the entrance permission is issued in (S104).
[0044]
Next, a method of moving the vehicle in the block area 16 will be described. For example, a vehicle for which departure has been permitted at timing 3 in FIG. 6 departs at a predetermined departure timing. However, this departure moves to the exit because the vehicle goes from its own block area 16 to another block area 16. In this case, a departure instruction is issued at a timing at which the vehicle merges with the end of the flow of the vehicle existing in the travel permission vector 52 at the timing 3. In the grid-shaped block area 16, the route is changed by a vehicle passing from a certain travel permission vector 52 to a travel permission vector 52 having a different direction. Therefore, it is performed at the timing when the traveling permission vectors 52 having different directions are in contact with each other (in the case of FIG. 6, the timing 2 and the timing 4). In order to smoothly carry out the transfer between the vectors, when the route is changed, the vehicle is sequentially moved from the vehicle located at the head of the vehicle group existing in the vector to the traveling permission vector 52 having a different direction. Here, since it is not necessary to turn to the outermost periphery of the block area 16 in order to head toward the exit of the block area 16, vehicles moving to the other block areas 16 may join the rear end of the vehicle group from the beginning. Become. Since the control unit 10 recognizes all the movements of the vehicle in its own block area 16, the control unit 10 can accurately recognize the tail of the vehicle at the timing 3 and can issue a departure instruction.
[0045]
As shown in FIG. 5B, the vehicle that has been permitted to enter the block area 16 including the destination 56 and has completed the entry to the deceleration road 20a is controlled by the control tower 28A of the block area 16 including the destination 56. Delivered to the control unit. The control unit that has taken over the control of the vehicle determines whether to go straight or turn left in accordance with the timing at which the vehicle enters the branch road 22 in its own block area 16. In other words, when the timing of entering the branch road 22 is timing 1 or 2, a straight ahead is instructed, and when the timing is timing 3 or 4, a left turn is instructed. After that, the vehicle is guided to the destination 56 according to the timings 1 to 4 shown in FIG.
[0046]
When the next departure timing is selected in (S106), it is determined in (S107) whether or not the selected departure timing has come, and a departure instruction (S108) or a departure standby instruction (S109) is issued. Will be issued. If entry is not permitted at the estimated arrival time initially calculated in (S104), it is possible to adjust the timing to the entry possible time by accelerating or decelerating the traveling speed while traveling on a highway or the like. It is desirable to give priority to keeping the running speed constant and to select the departure timing. In this way, by keeping the traveling speed constant, it is possible to prevent the occurrence of traffic congestion itself and to improve the energy use efficiency of the vehicle.
[0047]
On the other hand, in (S101) of FIG. 7, when the departure place 54 and the destination 56 of the vehicle are in the same block area 16 as shown in FIG. In some cases, starting at timing 1 shown in FIG. 6, the vehicle can join the head of the travel permission vector 52. As described above, since the vehicle sequentially moves from the vehicle located at the head to the traveling permission vector 52 having a different direction, the vehicle that turns first needs to join the head of the vehicle group. In addition, the vehicle that has moved to the travel permission vector 52 having a different direction sequentially joins the tail of the travel permission vector of the destination. Therefore, when a vehicle that departs from the departure place changes its route earlier than the vehicle in the group of vehicles to be merged, the vehicle that turns later merges behind the vehicle that turns earlier. Will be.
[0048]
For example, assuming that the upward direction in FIG. 5C is north, when the vehicle moves from the departure point 54 to the destination 56, as a simple moving path, as an example, a path that goes west and then goes south, and a path that goes south first. There is a route going west. In the former case, it starts at the head of the westward group at timing 1 in FIG. 6 and turns left at timing 4 to merge from the head of the westward group to the end of the southern group. In the latter case, if the user departs at the beginning of the southern group at timing 1 and turns right at timing 2 to merge from the beginning of the southern group to the end of the westward group, it is possible to move smoothly within the block area. it can.
[0049]
In the block area 16, there are a large number of use spaces 24a (see FIG. 4), and there is also pedestrian traffic. As described above, the branch road 22 is used for pedestrians to cross.A pedestrian crossing 24d is provided. The travel plan calculation unit 36 has signal control means for controlling the pedestrian traffic light for crossing the road in accordance with the presence or absence of the travel permission vector 52 on the road network. The signal control means controls the traffic signal so as to permit the pedestrian to cross at a timing when the travel permission vector 52 does not exist on the road network. As a result, the traveling vehicle does not extremely decelerate or stop due to the pedestrian crossing the road, and the energy use efficiency of the vehicle can be improved, and the occurrence of traffic congestion can be prevented systematically. it can.
The block area 16 shown in FIGS. 3 to 6 described above shows an example in which small blocks 24 having the same shape are regularly arranged. However, in an actual urban structure, there are various restrictions, and the block area and the block The size and shape of the small blocks that constitute the components vary. FIG. 8 shows a block area 60 composed of small blocks 58a, b, c, d, e,... Having different shapes and sizes. The small blocks 58a, 58b, etc., like the small block 24 shown in FIGS. 3 and 4, include a use space, a sidewalk, a stop, a pedestrian crossing, and the like, and as shown in FIG. It can be set, and the direction of the traveling permission vector is changed at a predetermined cycle as in FIG. The change cycle of the direction of the traveling permission vector is determined by a time necessary for passing the basic unit on a minimum side of the small blocks 58a, 58b and the like at a predetermined speed (for example, 10 km / h). You. For example, if 30 seconds are required to pass through the basic unit, the change cycle is also 30 seconds. The length of the travel permission vector is the length of the travel permission vector that can exist in the basic unit.soUnified. Further, in each small block, the speed of a vehicle passing through a section whose one side length is an integral multiple of the basic unit is constant (for example, 10 km / h), but the vehicle passes through a section that is not an integral multiple of the basic unit. In such a case, speed adjustment is appropriately performed, and control is performed so that the merging with traffic from other directions at the next intersection coincides. Even in such an urban structure, the departure timing of the vehicle and the like are determined according to the procedure shown in the flowchart of FIG. In addition, the control of the pedestrian crossing traffic signal existing in the block area is performed in the same manner as in the above-described example.
[0050]
FIGS. 10A to 10C show a configuration in a case where roads having different reference traveling speeds intersect, for example, in a case where there is a plane intersection area 66 where a highway 62 and a general road 64 intersect in a plane. Have been. The plane intersection area 66 is formed in a grid shape in which the general road 64 intersects the highway 62 at a substantially right angle, and the aspect ratio of the grid is set to the speed ratio between the highway 62 and the general road 64. For example, when the aspect ratio of the length of the grid portion formed by the highway 62 and the general road 64 is 5: 1, the set traveling speed of the highway 62 is 100 km / h, and the set traveling speed of the general road 64 is 20 km. FIGS. 10A to 10C show a configuration in a case where roads having different reference traveling speeds intersect, for example, when there is a plane intersection area 66 where a highway 62 and a general road 64 intersect in a plane. Have been. The plane intersection area 66 is formed in a grid shape in which the general road 64 intersects the highway 62 at a substantially right angle, and the aspect ratio of the grid is set to the speed ratio between the highway 62 and the general road 64. For example, when the aspect ratio of the length of the grid portion formed by the highway 62 and the general road 64 is 5: 1, the installation traveling speed of the highway 62 is 100 km / h, and the set traveling speed of the general road 64 is 20 km. / H.
[0051]
FIG. 10B shows the flow of traffic.solid lineThe flow indicated by the arrow is the flow of traffic when moving from a 20 km / h road to a 100 km / h road.Broken lineThe flow indicated by the arrow is the flow of traffic when moving from a 100 km / h road to a 20 km / h road.
[0052]
Further, in FIG. 10C, the driving permission vector shown in FIGS.
[0053]
In the above-described embodiment, an example in which the switching of the travel permission vector is performed using four timing patterns has been described. However, the number of timing patterns is arbitrary, and the timing is fluctuated.
[0054]
As described above, by matching the aspect ratio of the grids constituting the plane intersection area 66 with the speed ratio of the intersecting roads, even when the driving permission vectors are sequentially switched, the timing of the movement of the vehicle between the grids is synchronized. As a result, smooth running control can be performed.
[0055]
In the above-described embodiment, the example in which the switching of the travel permission vector is performed by using four timing patterns has been described. However, the number of timing patterns is arbitrary. Control can be performed.
[0056]
Further, in the present embodiment, the traveling control of the vehicle having the navigation device has been described as an example. However, the same effect can be obtained in a tracked vehicle or a trackless vehicle that can automatically travel, and the present embodiment is applied to a public vehicle. Then, the user can call and use a desired vehicle according to the purpose, and another user can use the vehicle after arriving at the destination. Further, when the present embodiment is applied to an automatic traveling vehicle, an efficient transportation system can be easily constructed by intensively moving empty vehicles to an area where the number of vehicles is small or an area where the frequency of use is high. In addition, since the user can recognize the departure possible time in advance, the user can use the vehicle for an effective time.
[0057]
【The invention's effect】
According to the present invention, for a vehicle in the road network, the departure timing, the traveling route, and the traveling speed are individually managed so as not to interfere with other traffic elements. Since traveling can be continued without extremely decelerating or stopping, occurrence of traffic congestion itself can be prevented systematically. In addition, since unnecessary deceleration or acceleration is not required, the energy use efficiency of the vehicle can be improved.
[Brief description of the drawings]
FIG. 1 is a configuration block diagram of a vehicle traveling control device according to an embodiment of the present invention.
FIG. 2 is an explanatory diagram showing an urban structure to which the vehicle travel control device according to the embodiment of the present invention can be applied.
FIG. 3 is an explanatory diagram illustrating block areas constituting a city structure to which the vehicle travel control device according to the embodiment of the present invention can be applied.
FIG. 4 is an explanatory diagram illustrating a structure of a small block forming a block area to which the vehicle travel control device according to the embodiment of the present invention can be applied.
FIG. 5 is an explanatory diagram illustrating a movement example when the vehicle travels from a departure place to a destination under the control of the vehicle travel control device according to the embodiment of the present invention.
FIG. 6 is an explanatory diagram illustrating the existence timing of a travel permission vector under the control of the vehicle travel control device according to the embodiment of the present invention.
FIG. 7 is a flowchart illustrating control of the vehicle travel control device according to the embodiment of the present invention.
FIG. 8 is an explanatory diagram showing another city structure to which the vehicle travel control device according to the embodiment of the present invention can be applied.
9 is an explanatory diagram illustrating the existence timing of a travel permission vector applied to the city structure shown in FIG. 8;
FIG. 10 is an explanatory diagram illustrating a configuration of a plane intersection area to which the vehicle travel control device according to the embodiment of the present invention can be applied.
[Explanation of symbols]
Reference Signs List 10 vehicle travel control device, 12, 14 vehicle-mounted device, 28 control tower, 30 first communication device, 32 second communication device, 34 departure / destination recognition unit, 36 travel plan calculation unit, 38 schedule database, 40 travel instruction Unit, 42 destination input unit, 44 in-vehicle communication device, 46 departure place input unit, 48 navigation display unit, 50
Automatic operation controller.

Claims (5)

A vehicle travel control device that performs travel control for a plurality of vehicles passing through a road network,
Departure position recognition means for recognizing the departure position of each vehicle in the road network;
Target position recognition means for recognizing a movement target position of the vehicle,
And vector setting means for setting a running permission vector that permits a predetermined time traveling in a predetermined direction of the vehicle on the front SL road network consists small blocks internal to configure the road network is divided in a plurality of feeder roads, the In a block area in which the vehicle comes and goes between the small blocks via the branch road, the travel permission vector is changed at a change cycle corresponding to a time required for the vehicle to pass the minimum length of one side of the small block . Changing means for changing the direction , including the departure position and the movement destination position of the vehicle, and the vehicle moving to the movement destination position without interference with other traffic elements based on the direction of the periodically changed traveling permission vector. Travel plan calculation means for calculating a departure timing, a travel route, and a travel speed that can be reached to calculate a travel plan,
Travel instructing means for instructing travel of a plurality of vehicles in a road network based on the travel plan,
A vehicle travel control device comprising: The device of claim 1,
Further, the travel plan calculation means includes:
A vehicle travel control device comprising signal control means for controlling a road-crossing pedestrian signal according to the presence or absence of a travel permission vector on a road network. The device of claim 1,
The vehicle is
A vehicle travel control device, which is an automatic driving vehicle controlled based on the travel plan. The device of claim 1,
The road network comprises:
Multiple block areas, including branch roads,
An arterial road connecting the block areas,
Including
The vehicle travel control device, wherein the travel plan calculation means manages a vehicle for each block area. A vehicle travel control device that performs travel control for a plurality of vehicles passing through a road network,
Departure position recognition means for recognizing the departure position of each vehicle in the road network;
Target position recognition means for recognizing a movement target position of the vehicle,
Travel plan calculation means for calculating a departure timing, a travel route, and a travel speed at which the vehicle can reach the destination position without interference with other traffic elements based on the departure position and the travel destination position of the vehicle to start traveling. When,
Travel instructing means for instructing travel of a plurality of vehicles in a road network based on the travel plan,
Including
The travel plan calculation means determines that a length ratio between one road and the other road in the grid portion of the grid-shaped road formed by intersecting the roads of the road network is a ratio of a set travel speed of each road. A vehicle travel control device for creating a travel plan.

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