JP4518569B2 - Vehicle traveling speed control method - Google Patents

Vehicle traveling speed control method Download PDF

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JP4518569B2
JP4518569B2 JP2008044793A JP2008044793A JP4518569B2 JP 4518569 B2 JP4518569 B2 JP 4518569B2 JP 2008044793 A JP2008044793 A JP 2008044793A JP 2008044793 A JP2008044793 A JP 2008044793A JP 4518569 B2 JP4518569 B2 JP 4518569B2
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雅弘 渡邉
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本願発明は、車両走行の省エネルギー化、排出ガス量低減化、車両走行の安全化、に有効な車両走行速度制御方法に関する。 The present invention, energy saving of the vehicle traveling, the exhaust gas amount reducing, safety of vehicle travel, to an effective vehicle speed control method.

車両の交差点赤信号による減速あるいは停止頻度の低減によって車両の排出ガス量・燃料消費量を削減する事を目的とした「交差点無停止走行制御システム」がある。
本システムは交差点にいたる道路上交差点から一定距離上流の特定地点(以降地点Pという)において、交差点の信号状態情報、地点Pから交差点までの間の車両走行距離情報、地点Pから交差点までの間の許容最高走行速度情報、および車両の地点P通過時刻等から車両が交差点を青信号・無停止で通過するための走行条件即ち推奨所要時間 topt および/あるいは推奨走行速度 vopt を車両個々にあるいは一定時間ごとに算出して車両に通報し車両は前記通報された推奨所要時間 topt および/あるいは推奨走行速度 vopt に基づいて車両を地点P−交差点間走行させ交差点の青信号・無停止通過を可能にするものである(特許文献1、特許文献2、特許文献3、特許文献4)。
There is an “intersection non-stop traveling control system” aimed at reducing the amount of exhaust gas and fuel consumption of a vehicle by decelerating or reducing the frequency of stopping by a red signal at the intersection of the vehicle.
This system is the signal status information of the intersection, the vehicle travel distance information from the point P to the intersection, and the distance from the point P to the intersection at a specific point upstream of the intersection on the road leading to the intersection (hereinafter referred to as the point P) . Information on the maximum allowable travel speed of the vehicle and the travel conditions for the vehicle to pass through the intersection without a green light or non-stop, such as the recommended travel time topt and / or the recommended travel speed vopt based on the vehicle's passing point P, etc. Each vehicle is calculated and reported to the vehicle , and the vehicle travels between the point P and the intersection based on the reported recommended required time topt and / or the recommended traveling speed vopt to enable a green light and non-stop passage at the intersection. (Patent Literature 1, Patent Literature 2, Patent Literature 3, Patent Literature 4).

特開2006−031573JP 2006-031573 A 特開2006−251836JP 2006-251836 A 特願2006−356940Japanese Patent Application No. 2006-356940 特願2008−015707Japanese Patent Application No. 2008-015707

本願発明は上記「交差点無停止走行制御システム」において、地点P通過前後における走行速度の階段的な変化、即ち車両が地点まで走行してきた速度と地点P通過時交差点Aを青信号・無停止で通過するべく路側から提示されたあるいは車両において算出した推奨走行速度 vopt の差による走行速度の急激な変化、を防止することによって走行の安全性を確保すると共に、地点P通過時に車両の有している運動エネルギーをその後の地点Pから交差点Aまでの間の車両走行に有効に活用することによって、省エネルギー化、排出ガス量低減化の効果を一層高めようとするものである。 In the present invention the "intersection nonstop running control system", step-change in speed before and after the point P passes through, i.e., the vehicle speed and the point P passes through at intersection A which has traveled to a point P in a green light-non-disruptive presented by the roadside to pass, or calculated in a vehicle, rapid change in the traveling speed due to a difference in the recommended travel speed vopt, while ensuring the safety of traveling by preventing, organic vehicle at the point P passes through By effectively utilizing the kinetic energy that is being used for vehicle travel from the subsequent point P to the intersection A, it is intended to further enhance the effects of energy saving and emission gas reduction.

先ず、本願発明の前提となる「交差点無停止走行制御システム」の基本を以下に示す。
「交差点無停止走行制御システム」の基本は、図1および図2に示す如く、地点Pを交差点1周期Tp の間に通過して交差点Aに向かう全車両を青信号期間Tg の間に交差点Aを通過させることによって交差点Aの青信号・無停止走行を実現しようとするものである。
First, the basics of the “intersection non-stop traveling control system” which is a premise of the present invention will be described below.
As shown in FIGS. 1 and 2, the basis of the “intersection non-stop running control system” is that all the vehicles passing through the point P for one intersection period Tp and heading for the intersection A are defined as the intersection A during the green light period Tg. It is intended to realize a green light and non-stop traveling at the intersection A by passing the vehicle.

即ち図1、図2に示す如く、
交差点Aから距離D上流にある地点Pを時刻 t1p 〜 t3p の交差点Aの1信号周期Tp の間に通過する車両C1、C2、・・・Cn を時刻 t2a 〜 t3a の交差点A青信号期間Tgの間に交差点Aを通過するよう地点Pにおいて車両C1、C2、・・・Cn 個々にあるいは車両の地点P通過時刻毎に走行条件あるいは走行条件算出に必要な各種情報を提示し、車両C1、C2、・・・Cn は提示されたあるいは算出された走行条件で交差点Aまで走行して交差点Aを無停止で通過するものである。
That is, as shown in FIGS.
The vehicle C1, C2,... Cn passing through the point P which is upstream from the intersection A by the distance D during one signal period Tp of the intersection A from time t1p to t3p during the intersection A green signal period Tg from time t2a to t3a The vehicle C1, C2,... Cn at the point P passing through the intersection A is presented individually with respect to each vehicle or at each point P passing time of the vehicle, or various information necessary for calculating the driving condition, and the vehicles C1, C2, ... Cn travels to intersection A under the presented or calculated traveling conditions and passes through intersection A without stopping.

ここで、図1に示す方式と図2に示す方式の違いは、
図1においては、車両の地点P通過時刻 tp に対する交差点A到着時刻 ta の関係を、(数1)を満足するように設定するのに対し、
図2においては、(数2)の如く設定するところにある。
Here, the difference between the method shown in FIG. 1 and the method shown in FIG.
In FIG. 1, the relationship of the intersection A arrival time ta to the vehicle point P passing time tp is set so as to satisfy (Equation 1),
In FIG. 2, the setting is as shown in (Expression 2).

即ち、図1の方式においては、地点Pの通過時刻 tp の時刻 t1p からの差時間 (tp −t1p)の信号周期Tp に対する割合を、交差点Aへの到着時刻 ta の時刻 t2a からの差時間 (ta −t2a)の青信号継続時間Tg に対する割合に一致させるように交差点A到着時刻 ta を設定させているのに対し、
図2の方式においては、地点P通過車両に対して、許容最高走行速度Vmax 以下の範囲内で最短時間で交差点Aに到着するように交差点A到着時刻 ta を設定しているところにある。
In other words, in the method of FIG. 1, the ratio of the difference time (tp −t1p) of the passage time tp of the point P from the time t1p to the signal period Tp is set as the difference time from the time t2a of the arrival time ta to the intersection A ( While the intersection A arrival time ta is set to match the ratio of ta -t2a) to the green light duration Tg,
In the system of FIG. 2, the intersection A arrival time ta is set so that the vehicle passing through the point P arrives at the intersection A in the shortest time within the range of the allowable maximum traveling speed Vmax or less.

従って、地点Pにおいて交差点Aに向かう車両に対して提供される地点P−交差点A間推奨所要時間 topt 、推奨走行速度 vopt は、各々(数3)、(数4)で示される。   Accordingly, the recommended required time topt between the point P and the intersection A and the recommended travel speed vopt provided to the vehicle heading for the intersection A at the point P are expressed by (Equation 3) and (Equation 4), respectively.

(数1)
(tp −t1p)/(ta −t2a) =Tp/Tg
(Equation 1)
(Tp -t1p) / (ta -t2a) = Tp / Tg

(数2)
ta =t2a 但し tp < (t3p−Tg) の場合
あるいは、
t3a − ta =t3p − tp 但し(t3p−Tg)≦ tp < t3p の場合
(Equation 2)
ta = t2a where tp <(t3p-Tg) or
t3a-ta = t3p-tp where (t3p-Tg) ≤ tp <t3p

(数3)
topt = ta − tp
(Equation 3)
topt = ta − tp

(数4)
vopt = D/topt
(Equation 4)
vopt = D / topt

ここで、図1、図2、(数1)、(数2)、(数3)、(数4)において、
tp :車両の地点P通過時刻、
ta :車両の交差点A到着予定時刻、
topt :車両の地点P−交差点A間走行に際しての推奨所要時間、
vopt :車両の地点P−交差点A間走行に際しての推奨走行速度、
t2a 、t4a : 交差点A青信号点灯時刻、
t3a :交差点A青信号滅灯時刻、
Here, in FIG. 1, FIG. 2, (Equation 1), (Equation 2), (Equation 3), (Equation 4),
tp: time point of passing point P of the vehicle,
ta: Vehicle A's estimated arrival time,
topt: Recommended time required for traveling between point P and intersection A of the vehicle,
vopt: recommended travel speed for traveling between point P and intersection A of the vehicle,
t2a, t4a: Intersection A green light lighting time,
t3a: Intersection A green light extinction time,

t3a − t1a = t3p − t1p = Tp :交差点A信号周期、
t3a − t2a = t3p − t2p = Tg :交差点A青信号期間、
t2a − t1a = t2p − t1p = Tp − Tg =Tn
t3p : 地点Pを本時刻に通過した車両は走行速度Vmax で交差点Aに向い交差点Aを時刻 t3a の青信号滅灯時刻すれすれで通過する。
t3p =t3a − D/Vmax
t3a-t1a = t3p-t1p = Tp: intersection A signal period,
t3a-t2a = t3p-t2p = Tg: Intersection A green light period,
t2a-t1a = t2p-t1p = Tp-Tg = Tn
t3p: The vehicle that has passed the point P at this time passes the intersection A toward the intersection A at the traveling speed Vmax, and passes by the green light extinction time at the time t3a.
t3p = t3a-D / Vmax

D:地点P−交差点A間車両走行距離、
Vmax : 地点P−交差点A間許容最高走行速度、
C1、C2、・・、Cn :時刻 t1p 〜 t3p の間に地点Pを通過する車両群、
tp1、tp2、・・、tpn :車両C1、C2、・・、Cn が各々地点Pを通過する時刻、
ta1、ta2、・・、tan :車両C1、C2、・・、Cn が各々交差点Aに到着予定時刻、
である。
D: vehicle travel distance between point P and intersection A,
Vmax: Maximum allowable traveling speed between point P and intersection A,
C1, C2,..., Cn: a group of vehicles that pass through point P between times t1p and t3p,
tp1, tp2,..., tpn: times when vehicles C1, C2,.
ta1, ta2, .., tan: Vehicles C1, C2,..., Cn each arrive at intersection A,
It is.

但し図1の方式、図2の方式の場合共、交差点Aに向けての走行中前方走行車に遭遇した場合は、安全車間距離を保って前方走行車に追従走行しなければならないことは共通の大前提である。   However, in the case of the method of FIG. 1 and the method of FIG. 2, it is common that when a forward traveling vehicle is encountered while traveling toward the intersection A, the vehicle must follow the forward traveling vehicle while maintaining a safe inter-vehicle distance. Is a major premise.

一方、「交差点無停止走行制御システム」においては、上記図1の方式、図2の方式に共通して次のごとき問題がある。
即ち、図1、図2より明らかなごとく、例えば許容最高走行速度Vmaxに近い走行速度で時刻 t1p 直後に地点Pを通過する車両C1は、地点P通過前後において走行速度を急激に低減させなければならない。また低速度で地点Pを通過する車両は地点P通過後走行速度を急激に増大させなければならない状態にもなりうる。このような状態は、走行安全上は勿論「交差点無停止走行制御システム」の目的である省エネルギー化、排出ガス量低減化上も大きな問題である。
On the other hand, the “intersection non-stop traveling control system” has the following problems in common with the method of FIG. 1 and the method of FIG.
That is, as is apparent from FIGS. 1 and 2, for example, a vehicle C1 that passes through the point P immediately after the time t1p at a traveling speed close to the maximum allowable traveling speed Vmax must rapidly reduce the traveling speed before and after passing through the point P. Don't be. Further, a vehicle passing through the point P at a low speed may be in a state where the traveling speed must be increased rapidly after passing through the point P. Such a state is a major problem not only in terms of driving safety, but also in terms of energy saving and emission gas reduction, which are the purposes of the “intersection nonstop driving control system”.

さらにハイブリッド車両の如く減速時に車両の運動エネルギーを回生ブレーキによって回生する車両においては、急激な減速は摩擦ブレーキに頼らざるをえず、回生ブレーキによる運動エネルギーの回生効率が低下してしまう問題も発生する。 Furthermore, in a vehicle such as a hybrid vehicle that regenerates the kinetic energy of the vehicle by the regenerative brake when decelerating, the sudden deceleration must be relied on the friction brake, and the regenerative efficiency of the kinetic energy due to the regenerative brake decreases. appear.

本願発明は上記問題を解決する方策を提供するものである。
即ち「交差点無停止走行制御システム」において、地点P通過時に路側から提供される、交差点A信号状態情報(図1、図2におけるt1a、t2a、t3a、t4a、・・・、信号周期Tp、青信号期間Tg 等)、地点P−交差点A間車両走行距離D情報、地点P−交差点A間許容最高走行速度Vmax 情報、地点P通過時刻 tp 、から交差点A到着予定時刻 ta および推奨走行速度 vopt を算出すると共に、車両内で検出される車両の地点P通過時の走行速度 vs を用いて、
地点Pを時刻 tp に通過した車両が、交差点Aに時刻 ta に到着するよう等加速度走行(減速時には等減速度走行であるが以降は特に断らない限り加速度走行、減速度走行を合わせて加速度走行と称し、加速、減速の違いは加速度αあるいは後述の加速度αnの正負で判断するものとする)を行うための加速度αを(数5)より、また前記算出した加速度αで交差点Aに向かうための等加速度走行速度vd(Δt) を(数6)より、各々算出し、前記算出した等加速度走行速度vd(Δt)で交差点Aに向けて走行する。
The present invention provides a measure for solving the above problems.
That is, in the “intersection non-stop traveling control system”, the intersection A signal state information (t1a, t2a, t3a, t4a,..., Signal period Tp, green signal in FIGS. Calculate the estimated arrival time ta at the intersection A and the recommended travel speed vopt from the vehicle travel distance D information between the point P and the intersection A, the allowable maximum travel speed Vmax information between the point P and the intersection A, and the point P passage time tp. And using the traveling speed vs when the vehicle passes through the point P detected in the vehicle,
Vehicle passing through the point P at time tp is such as an acceleration travel to arrive at the intersection A at time ta (deceleration equal deceleration travel at which it later acceleration running unless otherwise specified, the acceleration traveling together deceleration traveling The difference between acceleration and deceleration is determined based on whether the acceleration α or the acceleration αn described later is positive or negative), because the acceleration α goes to the intersection A from (Equation 5) and at the calculated acceleration α. The uniform acceleration traveling speed vd (Δt) is calculated from (Equation 6), and the vehicle travels toward the intersection A at the calculated uniform acceleration traveling speed vd (Δt).

但し、地点P通過後の経過時間Δt がΔt1 時に(数6)により算出した結果の等加速度走行速度 vd(Δt1) が 許容最高走行速度Vmaxを超える場合には、(数6)に示すごとくvd(Δt1)=Vmax としてあらためて交差点A到着時刻
ta(Δt1) を(数7)より算出し算出結果の交差点A到着時刻 ta(Δt1) が当初到着・通過を予定していた交差点A青信号期間内にあるときは以降速度 vd(Δt1)=Vmax の一定速度で交差点Aに向けて走行する。
However, when the constant acceleration travel speed vd (Δt1) calculated by (Equation 6) when the elapsed time Δt after passing through the point P is Δt1 exceeds the allowable maximum travel speed Vmax, vd as shown in (Equation 6) Arrival time at intersection A again as (Δt1) = Vmax
When ta (Δt1) is calculated from (Equation 7) and the calculated intersection A arrival time ta (Δt1) is within the intersection A green signal period that was originally scheduled for arrival and passage, the subsequent speed vd (Δt1) = Vmax Travel toward the intersection A at a constant speed.

但し、前記 ta(Δt1) が当初通過を予定していた交差点Aの青信号期間内にない場合は、改めて現時点(時刻:tp +Δt1)、現地点(交差点Aまでの走行距離:D−ΔD(Δt1) )での交差点Aへの到着時刻 ta(Δt1) を次の青信号期間内に再設定して加速度および加速度走行速度を算出し交差点Aに向けて走行する。
前記 ta(Δt1) の次の青信号期間内への再設定方法に関しては、前記[特許文献4]特願2008−015707に詳しく述べているのでここでの説明は省略する。
However, if the ta (Δt1) is not within the green light period of the intersection A that was originally scheduled to pass, the current point (time: tp + Δt1), the local point (travel distance to the intersection A: D−ΔD (Δt1) )) The arrival time ta (Δt1) to the intersection A in the next green signal period is reset to calculate the acceleration and acceleration traveling speed, and the vehicle travels toward the intersection A.
The method for resetting ta (Δt1) within the next green signal period is described in detail in the above-mentioned [Patent Document 4] Japanese Patent Application No. 2008-015707, and the description thereof is omitted here.

図3に上記等加速度走行の例を従来の一定推奨走行速度走行の場合と比較して示す。
但し、車両C1の場合は地点P通過後等減速度走行(α<0)の場合であり、車両C1'の場合は地点P通過後等加速度走行(α>0)を行うが、途中走行速度計算値 vd(Δt) が許容最高走行速度Vmax を超えてしまうのでその時点以降は走行速度Vmax での一定速度走行を行うことになる。この結果当初の交差点A到着時刻 ta1' ではなく時刻ta1'' に交差点Aに到着することになる。
FIG. 3 shows an example of the above-described uniform acceleration traveling in comparison with the case of the conventional constant recommended traveling speed traveling.
However, in the case of the vehicle C1, it is the case of the constant deceleration travel after passing through the point P (α <0), and in the case of the vehicle C1 ′, the travel is performed at the same acceleration after passing through the point P (α> 0). Since the calculated value vd (Δt) exceeds the allowable maximum traveling speed Vmax, the traveling at a constant speed at the traveling speed Vmax is performed after that time. As a result, the vehicle arrives at the intersection A at time ta1 ″ instead of the original intersection A arrival time ta1 ′.

(数5)
α =2{D−vs・(ta − tp)}/(ta−tp) 2
(Equation 5)
α = 2 {D−vs · (ta−tp)} / (ta−tp) 2

(数6)
vd(Δt)
= vs + α・Δt
(Equation 6)
vd (Δt)
= Vs + α ・ Δt

(数7)
ta(Δt1) =(tp +Δt1)+{D−ΔD(Δt1)}/Vmax
(Equation 7)
ta (Δt1) = (tp + Δt1) + {D−ΔD (Δt1)} / Vmax

ただし、実際の走行においては車両は提示された走行条件どおりに走行する、あるいは走行できるものではない。
特に減速度走行時、前方に走行車両がありその車両に追従走行せざるを得なくなった場合には、地点P通過時に設定された一定減速度α(<0)での走行は勿論、地点P通過時に設定された時刻 ta での交差点A到着も不可能になる恐れもある。
このような場合には以下のように対処する。
However, in actual travel, the vehicle does not travel or can travel according to the presented travel conditions.
In particular, when there is a traveling vehicle in front of the vehicle at a reduced speed and the vehicle must follow the vehicle, the vehicle travels at the constant deceleration α (<0) set when the vehicle passes through the point P. Arrival at intersection A at time ta set at the time of passing may also be impossible.
In such a case, the following measures are taken.

地点P通過後の経過時間 Δt =n・tc 、走行距離 ΔDn 、の地点を地点P’とする。
時刻
tp' =
tp + n・tc に交差点Aまでの走行距離 D’= D−ΔDn の地点P’を通過した時の交差点A到着予定時刻 tan を前記(数1)あるいは(数2)より改めて算出し、前記交差点A到着予定時刻 tan に交差点に到着するよう加速度走行を行うための加速度 αn を(数8)より、また前記算出した加速度 αn で交差点Aにむかうための等加速度走行速度 vdn を(数9)より、各々算出し、前記算出した等加速度走行速度 vdn で交差点Aに向けて走行する。
A point of the elapsed time Δt = n · tc and the travel distance ΔDn after passing through the point P is defined as a point P ′.
Times of Day
tp '=
The estimated arrival time tan at the intersection A when passing through the point P ′ at D ′ = D−ΔDn at tp + n · tc is calculated again from the above (Equation 1) or (Equation 2), The acceleration αn for performing acceleration traveling so as to arrive at the intersection at the scheduled arrival time tan at the intersection A is obtained from (Equation 8), and the constant acceleration traveling speed vdn for reaching the intersection A at the calculated acceleration αn is obtained from (Equation 9). Thus, the vehicle travels toward the intersection A at the calculated equal acceleration travel speed vdn.

但し、時刻 tp' = tp + n・tc に算出した交差点A到着時刻 tan が地点P通過時に想定した交差点A青信号期間にないときは、前記コラム[0021]、[0022]の場合と同様改めて次の青信号期間内に交差点A到着予定時刻を再設定し、加速度、加速度走行速度の算出を行う必要がある。   However, when the intersection A arrival time tan calculated at time tp ′ = tp + n · tc is not in the intersection A green light period assumed at the time of passing through the point P, the same as in the above columns [0021] and [0022] It is necessary to reset the estimated time of arrival at the intersection A within the green signal period and calculate acceleration and acceleration travel speed.

前記交差点A到着予定時刻 tan 、加速度αn 、等加速度走行速度 vdn 、の算出は一定時間 tc ごとに行う。   The intersection A scheduled arrival time tan, acceleration αn, and uniform acceleration travel speed vdn are calculated at regular time intervals tc.

(数8)
αn =2[(D−ΔDn)−vsn・{tan −(tp +n・tc) }]/{tan−(tp +n・tc)} 2
(Equation 8)
αn = 2 [(D−ΔDn) −vsn · {tan− (tp + n · tc)}] / {tan− (tp + n · tc)} 2

(数9)
vdn= vsn + αn・tc
(Equation 9)
vdn = vsn + αn · tc

ここで(数5)、(数6)、(数7)、(数8)、(数9)において、
α : 地点P通過後の加速度
αn : 地点P通過後Δt =n・tc 経過後の加速度
vs :地点P通過時の実車両走行速度
vsn :地点P通過後 n・tc 時間経過時の実車両走行速度
ta :地点P通過時に算出した交差点A到着予定時刻
ta(Δt1) : 地点P通過後Δt1 経過時に算出した交差点A到着時刻
tp +Δt1 :等加速度走行中、等加速度走行速度 vd(Δt) が 許容最高走行速度Vmax を超えた時刻
ΔD(Δt1): 地点P通過後Δt1 経過時の地点Pからの走行距離
tan :地点P通過後Δt =n・tc 経過時に算出した交差点A到着予定時刻
tp :地点P通過時刻
Here, in (Equation 5), (Equation 6), (Equation 7), (Equation 8), and (Equation 9),
α: Acceleration after passing through point P
αn: Δt after passing through point P = acceleration after lapse of n · tc
vs: Actual vehicle travel speed when passing through point P
vsn: Actual vehicle travel speed when n · tc time has elapsed after passing through point P
ta: Estimated arrival time at intersection A calculated when passing through point P
ta (Δt1): Intersection A arrival time calculated when Δt1 has passed after passing through point P
tp + Δt1: Time when the constant acceleration travel speed vd (Δt) exceeds the allowable maximum travel speed Vmax during constant acceleration travel
ΔD (Δt1): Distance traveled from point P when Δt1 passes after passing point P
tan: Estimated arrival time at intersection A after passing point P calculated when Δt = n · tc
tp: Point P passing time

tc : 地点P通過後の単位経過時間
n :0、1、2、3、・・・
D :地点P−交差点A間車両走行距離
ΔDn:地点P通過後時間Δt =n・tc 経過の間の車両走行距離
vd(Δt):地点P通過時からの等加速度走行速度、
但し、vd(Δt) 値がVmax値 を超えた場合はvd(Δt) =Vmax とする。
vdn:地点P通過後 n・tc 〜 (n+1)・tc 経過間の等加速度走行速度、
但し、vdn 値がVmax値 を超えた場合はvdn =Vmax とする。
Δt : 地点P通過後の経過時間、
である。
tc: Unit elapsed time after passing through point P
n: 0, 1, 2, 3, ...
D: Vehicle travel distance between point P and intersection A
ΔDn: Time after passing through point P Δt = vehicle travel distance during the lapse of n · tc
vd (Δt): Uniform acceleration travel speed from passing through point P,
However, when the vd (Δt) value exceeds the Vmax value, vd (Δt) = Vmax.
vdn: n · tc to (n + 1) · tc after acceleration at point P
However, if the vdn value exceeds the Vmax value, vdn = Vmax.
Δt: Elapsed time after passing through point P,
It is.

上記においては、交差点A到着予定時刻 tan 、加速度 αn 、等加速度走行速度 vdn 、の算出は一定時間 tc ごとに行うとしているが、地点P通過後一定走行距離Dc ごとに行ってもよい。
上記(数8)、(数9)を用いての加速度αn、走行速度 vdn 算出に際し、vdn ≧ Vmax になる場合には(数5)、(数6)の場合と同様に対処することができる。
In the above description, the calculation of the estimated arrival time tan, the acceleration αn, and the constant acceleration travel speed vdn is performed at every constant time tc, but may be performed every constant travel distance Dc after passing through the point P.
When calculating the acceleration αn and the traveling speed vdn using the above (Equation 8) and (Equation 9), if vdn ≧ Vmax, it can be dealt with in the same manner as in (Equation 5) and (Equation 6). .

上記においては、走行速度 vd(Δt)、あるいは vdn が上限値 Vmax 以上になった場合についての対処を説明したが、走行速度に下限値Vmin を設け走行速度が下限値Vmin以下になった場合も同様に対処できる。   In the above description, the case where the traveling speed vd (Δt) or vdn is equal to or higher than the upper limit value Vmax has been described. However, the lower limit value Vmin is set for the traveling speed, and the traveling speed may be lower than the lower limit value Vmin. It can be dealt with similarly.

上記のように、交差点A到着予定時刻に対応した加速度で交差点Aに向けて加速走行し交差点Aを青信号無停止で通過することによって、従来の「交差点無停止走行制御システム」の効果、即ち交差点を青信号・無停止で通過することによる交差点停止後の発進・加速によるエネルギー消費および排出ガス量削減効果を保持しつつ、地点Pから交差点Aへの等加速度走行によって地点P通過直後の走行速度の急激な変動が解消され安全走行が確保できることになる。   As described above, by accelerating traveling toward the intersection A at an acceleration corresponding to the estimated arrival time at the intersection A and passing through the intersection A without a green light stop, the effect of the conventional “intersection non-stop traveling control system” is obtained. The traffic speed immediately after passing the point P by the constant acceleration traveling from the point P to the intersection A while maintaining the energy consumption and exhaust gas reduction effect due to the start / acceleration after the intersection stop by passing through the green light without stopping Sudden fluctuations are eliminated and safe driving can be secured.

また、地点P−交差点A間の等減速度走行によって、地点P通過時に車両の有している運動エネルギーの効率的利用ができ、より一層の省エネルギー化、排出ガス量削減化が可能になる。 Moreover, the equal deceleration traveling between points P- intersections A, can efficiently utilize the kinetic energy have the vehicle at a point P passes, more energy saving, it is possible to exhaust gas reduction of.

本願発明による等加速度走行を行う車両としては、減速時に車両の運動エネルギー回生機能を持つハイブリッド車、あるいは電気自動車等が最適である。本願発明の等減速度走行により、惰性走行に余る車両の運動エネルギーは減速度調整のための回生ブレーキによって回生されることになり、運動エネルギーの利用効率を大幅に向上させることができる。 As a vehicle that performs equal acceleration traveling according to the present invention, a hybrid vehicle having a kinetic energy regeneration function when decelerating or an electric vehicle is optimal. By the constant deceleration traveling of the present invention, the kinetic energy of the vehicle remaining for inertial traveling is regenerated by the regenerative brake for adjusting the deceleration, and the kinetic energy utilization efficiency can be greatly improved.

ここで、上記地点P−交差点A間の加速度走行は、従来の設定速度に対応しての定速走行を行う速度制御装置において、その応答特性を最適化したうえで、例えば前記一定時間 tc 毎に前記等加速度走行速度vd(Δt)あるいは vdn を設定速度として設定することによって実現できる。さらに加速度および加速走行の結果の目標速度を設定することを可能にすることによって、交差点Aを低速度で通過した後、次の特定地点までの間の通常速度への加速時においても、ドライバーに不満感を覚えさせずに且つエネルギーの無駄な消費を行わない等加速度走行を行い、エネルギーの効率的活用、従って排出ガス量の削減を図ることもできる。   Here, the acceleration traveling between the point P and the intersection A is performed at a constant speed corresponding to a conventional set speed, and the response characteristic is optimized. Further, it can be realized by setting the uniform acceleration traveling speed vd (Δt) or vdn as the set speed. Furthermore, by making it possible to set the target speed as a result of acceleration and acceleration driving, after passing through the intersection A at a low speed, even when accelerating to the normal speed until the next specific point, It is possible to perform equal acceleration traveling without feeling dissatisfied and without wasting energy, and to efficiently use energy and thus reduce the amount of exhaust gas.

図4に本願発明実施例1の車側装置構成を、図5に図4中の演算部43の演算処理手順のフローチャートを、各々示す。
図4において、
41は、自車両が地点P通過時に地点Pに設置された路車間通信路側装置(図示せず)から送信される交差点A信号状態情報(図1、図2に示す時刻 t2a、t3a、t4a、・・・情報、信号周期Tp 情報等)、地点P−交差点A間走行距離D、および地点P−交差点A間許容最高走行速度Vmax の各情報を受信して、自車両の地点P通過時刻 tp とあわせて後述の演算部43に対して出力する路車間通信車側装置、
FIG. 4 shows the configuration of the vehicle side device according to the first embodiment of the present invention, and FIG. 5 shows a flowchart of the calculation processing procedure of the calculation unit 43 in FIG.
In FIG.
41 is an intersection A signal state information (time t2a, t3a, t4a shown in FIGS. 1 and 2) transmitted from a roadside-to-vehicle communication roadside device (not shown) installed at the point P when the host vehicle passes the point P. ... Information, signal period Tp information, etc., information on the travel distance D between the point P and the intersection A, and the allowable maximum traveling speed Vmax between the point P and the intersection A are received, and the point P passing time tp of the host vehicle tp Together with the road-to-vehicle communication vehicle side device that outputs to the calculation unit 43 described later,

42は、自車両のプロペラシャフト回転速度から得られる走行速度 vs/k を入力し、それに速度較正計数 k を乗じて正しい実車両走行速度 vs を出力する速度較正部、 42 is a speed calibration unit that inputs a traveling speed vs / k obtained from the propeller shaft rotation speed of the host vehicle, multiplies it by a speed calibration factor k, and outputs a correct actual vehicle traveling speed vs.

43は、路車間通信車側装置41が受信した、交差点A信号状態情報、地点P−交差点A間走行距離
D、地点P−交差点A間許容最高走行速度Vmax の各情報、自車両の地点P通過時刻 tp 情報、および速度較正部42から供給される実車両走行速度 vs 情報を得て、後述の図5に示す各種演算・処理を行う演算部、
但し、本演算部43中で計数される地点P通過後の走行距離ΔD は、速度較正部42出力である較正された自車両走行速度 vs を時間積分して得るものとする。
43, information received by the roadside-to-vehicle communication vehicle-side device 41, such as intersection A signal state information, travel distance D between point P and intersection A, allowable maximum travel speed Vmax between point P and intersection A, and point P of the host vehicle. An arithmetic unit that obtains the passage time tp information and the actual vehicle traveling speed vs information supplied from the speed calibration unit 42, and performs various calculations and processes shown in FIG.
However, the travel distance ΔD after passing through the point P counted in the calculation unit 43 is obtained by time-integrating the calibrated host vehicle travel speed vs, which is the output of the speed calibration unit 42 .

44は、速度較正部42出力である較正された実車両走行速度 vs と演算部43出力である等加速度走行速度 vd を入力し、較正された実車両走行速度 vs が等加速度走行速度 vd に一致するように車両走行速度を制御する速度制御装置。
但し、車両走行に際し、本速度制御装置の等加速度走行速度 vd での自動走行よりも、車両ドライバーのブレーキ操作、アクセル操作等の運転操作の方が優先するものとする。
44, the calibrated actual vehicle travel speed vs which is the output of the speed calibration unit 42 and the uniform acceleration travel speed vd which is the output of the calculation unit 43 are input, and the calibrated actual vehicle travel speed vs coincides with the uniform acceleration travel speed vd. A speed control device for controlling the vehicle traveling speed so that
However, when the vehicle travels, driving operation such as brake operation and accelerator operation of the vehicle driver has priority over automatic traveling at the constant acceleration traveling speed vd of the speed control device.

45は、速度較正部42出力である較正された実車両走行速度 vs と演算部43出力である等加速度走行速度 vd を比較表示する表示部、である。 45 is a display unit for comparing and displaying the calibrated actual vehicle travel speed vs as the output of the speed calibration unit 42 and the uniform acceleration travel speed vd as the output of the calculation unit 43 .

次に図5を用いて図4中の演算部43における演算処理手順を説明する。
ただし本演算手順は前記(数8)、(数9)を用いての等加速度走行の場合とする。
図5において、
501は、演算部43の演算処理開始点、
502は、地点P通過の有無を確認する地点P通過確認処理、であり、具体的には後述の処理503の終了をもって車両の地点P通過を確認する。
Next, a calculation processing procedure in the calculation unit 43 in FIG. 4 will be described with reference to FIG.
However, this calculation procedure is assumed to be the case of constant acceleration traveling using the above (Equation 8) and (Equation 9).
In FIG.
Reference numeral 501 denotes a calculation processing start point of the calculation unit 43,
Reference numeral 502 denotes a point P passage confirmation process for confirming the presence or absence of the passage of the point P. Specifically, the passage of the point P of the vehicle is confirmed at the end of the later-described process 503.

503は、地点Pに設置されている路車間通信路側装置から交差点A信号状態情報(図1、図2における交差点A青信号点灯時刻 t2a 、t4a 、・・・、青信号滅灯時刻 t3a 、t5a 、・・・、信号周期Tp 等)、地点P−交差点A間走行距離D、および地点P−交差点A間許容最高走行速度Vmax 、自車両の地点P通過時刻 tp を受信・記憶する走行条件算出情報入力処理、 503 is an intersection A signal status information (intersection A green signal lighting time t2a, t4a,..., Green signal extinction time t3a, t5a,. .., signal cycle Tp, etc.), travel condition calculation information input for receiving and storing the travel distance D between the point P and the intersection A, the allowable maximum travel speed Vmax between the point P and the intersection A, and the point P passage time tp of the own vehicle processing,

504は、自車両特定地点P通過後の経過時間Δt が一定時間 tc 経過毎にインクリメントされるn値のイニシャライズ( n = 0とする)処理、
505は、車両が等加速度走行中か否かの判定用フラグ設定処理であり、等加速度走行中はFLG:0とする。
506は、地点P通過後の経過時間 Δt および走行距離ΔDの計数を開始するΔt およびΔD計数開始処理、
504 is a process of initializing n values (n = 0) in which the elapsed time Δt after passing through the specific point P of the host vehicle is incremented every elapse of a fixed time tc,
Reference numeral 505 denotes a flag setting process for determining whether or not the vehicle is traveling at a constant acceleration, and FLG is set to 0 while the vehicle is traveling at a constant acceleration.
506 is the Δt and ΔD counting start processing for starting the counting of the elapsed time Δt and the travel distance ΔD after passing through the point P;

507は、地点P通過後の経過時間 Δt が一定時間 tc の n(n:0、1、2、・・・)倍の時間に達したか否かを判定する tc 経過判定処理、
508は、現地点が交差点にごく近いか否かを判定する走行距離判定処理であり、ごく近いと判定した場合は地点P−交差点A間の交差点無停止走行のための演算処理は終了したとして処理509に至る。
509は、地点P−交差点A間の交差点無停止走行演算処理終了点
507 is a tc progress determination process for determining whether or not the elapsed time Δt after passing through the point P has reached a time n (n: 0, 1, 2,...) Times the fixed time tc.
Reference numeral 508 denotes a travel distance determination process for determining whether or not the local point is very close to the intersection. If it is determined that the local point is very close, the calculation process for the nonstop driving between the point P and the intersection A is completed. Processing 509 is reached.
509 is the intersection non-stop running calculation processing end point between point P and intersection A

510は、現時刻( tp − n・tc )での実車両走行速度 vsn を速度較正部42から取り込む自車速取り込み処理、
511は、現時刻( tp − n・tc )、現地点(交差点Aまでの走行距離:D−ΔDn)での車両の交差点A到着予定時刻 tan を算出する交差点A到着予定時刻算出処理、
510 is a vehicle speed capturing process for capturing the actual vehicle traveling speed vsn at the current time (tp−n · tc) from the speed calibration unit 42;
511 is an intersection A estimated arrival time calculation process for calculating the intersection A arrival scheduled time tan of the vehicle at the current time (tp−n · tc), the local point (travel distance to the intersection A: D−ΔDn),

512は、車両が現在等加速度走行中か否(推奨走行速度vopt による等速度走行中)かを判定する走行状態判定処理、
513は、処理512で等加速度走行中と判定した場合、現時刻での加速度 αn を(数8)より算出する加速度算出処理、
514は、現時刻での等加速度走行速度 vdnを(数9)より算出する等加速度走行速度算出処理、
512 is a traveling state determination process for determining whether or not the vehicle is currently traveling at a constant acceleration (traveling at a uniform speed based on the recommended traveling speed vopt);
513 is an acceleration calculation process for calculating the acceleration αn at the current time from (Equation 8) when it is determined in the processing 512 that the vehicle is traveling at a constant acceleration,
514 is a constant acceleration travel speed calculation process for calculating the constant acceleration travel speed vdn at the current time from (Equation 9);

515は、処理514結果である等加速度走行速度 vdn と許容最高走行速度Vmax を比較する vdn 比較処理
516は、処理515の結果、等加速度走行速度 vdn はまだ許容最高走行速度Vmax 未満であると判定された場合、処理514結果である等加速度走行速度 vdn を速度制御装置44への設定速度として設定する加速走行速度設定処理、
517は、処理514結果である等加速度走行速度 vdn をドライバー用表示装置に実車両走行速度 vsn と比較して表示する加速走行速度表示処理、
518は、n値をインクリメントする値インクリメント処理、
515 is a vdn comparison process for comparing the constant acceleration travel speed vdn as the result of the process 514 with the allowable maximum travel speed Vmax.
If it is determined as a result of processing 515 that the uniform acceleration traveling speed vdn is still less than the allowable maximum traveling speed Vmax, 516 sets the uniform acceleration traveling speed vdn, which is the processing 514 result, as a set speed for the speed controller 44. Acceleration running speed setting process,
517 is an acceleration traveling speed display process for displaying the equal acceleration traveling speed vdn as a result of the process 514 on the driver display device in comparison with the actual vehicle traveling speed vsn;
518 is an n value increment process for incrementing the n value;

519は、処理512の判定で、車両が等速度走行をしていると判定した場合、改めて現時刻( tp +n・tc )、交差点A到着予定時刻tan 、交差点Aまでの走行距離(D−ΔDn ) の現位置、での推奨走行速度 vopt を算出するvopt 算出処理、
520は、処理515の判定で、速度vdn が許容最高走行速度Vmax 以上であると判定した場合、推奨走行速度 vopt としてVmax を設定するvopt 設定処理、
521は、車両が等加速度走行状態から等速度走行状態に移行したことを表示するフラグをセット(FLG←1)するフラグセット処理、
If it is determined at step 512 that the vehicle is traveling at a constant speed, the current time (tp + n · tc) , the estimated arrival time tan at the intersection A, and the travel distance to the intersection A (D−ΔDn) ) Vopt calculation process to calculate the recommended travel speed vopt at the current position,
520 is a vopt setting process for setting Vmax as the recommended travel speed vopt when it is determined in the process 515 that the speed vdn is greater than or equal to the allowable maximum travel speed Vmax.
521 is a flag setting process for setting a flag (FLG ← 1) indicating that the vehicle has shifted from the constant acceleration running state to the constant speed running state;

522は、推奨走行速度vopt を速度制御装置44への設定速度として設定する推奨走行速度設定処理、
523は、推奨走行速度vopt をドライバー用表示装置に実車両走行速度 vsn と比較して表示する推奨走行速度表示処理、
である。
522 is a recommended travel speed setting process for setting the recommended travel speed vopt as a set speed for the speed control device 44;
523 is a recommended travel speed display process for displaying the recommended travel speed vopt on the driver display device in comparison with the actual vehicle travel speed vsn;
It is.

上記処理515において等加速度走行速度 vdn と許容最高走行速度Vmax の比較に加えて許容最低走行速度Vmin との比較を行い、比較結果vdn ≦Vmin となった場合は処理520において前記Vmin を推奨走行速度 vopt に設定することによって、上記における vdn >Vmax への対応のみでなく vdn <Vmin への対応も可能になる。   In the above process 515, in addition to the comparison between the equal acceleration travel speed vdn and the allowable maximum travel speed Vmax, the allowable minimum travel speed Vmin is compared. If the comparison result is vdn ≦ Vmin, the above-mentioned Vmin is determined as the recommended travel speed in process 520. By setting vopt, not only the above-mentioned correspondence to vdn> Vmax but also the correspondence to vdn <Vmin becomes possible.

上記の如く「交差点無停止走行制御システム」の車側装置を構成・動作させることによって、地点P通過前後における走行速度の急激な変化を防止し安全走行を可能にすると共に、地点Pから交差点までの間を減速走行する場合は等減速度走行によって車両の運動エネルギーの効率的な利用が可能となり、ハイブリッド車両の一層の燃費性能の向上は勿論、ハイブリッド化されていない単一駆動源の通常車両に簡易なエネルギー回生・蓄積機能、たとえばフライホイール等、を付加することによっても燃費向上を図ることができる。 By the configuration and operation of the vehicle-side device of the above as "intersection nonstop running control system" to prevent a rapid change in speed before and after the point P passes thereby enabling safe driving, intersection A from the point P When the vehicle travels at a reduced speed, the vehicle's kinetic energy can be used efficiently by traveling at a constant speed, and the fuel efficiency of the hybrid vehicle is improved, as well as the normal drive source that is not hybridized. Fuel economy can also be improved by adding a simple energy regeneration / accumulation function, such as a flywheel, to the vehicle.

本願発明によって「交差点無停止走行制御システム」実用化上の一つの大きな問題であった地点P通過前後の走行速度変化による走行安全、および運動エネルギー損失の問題が解決でき「交差点無停止走行制御システム」実用化の可能性が一段と強まる。
さらに「交差点無停止走行制御」領域、即ち地点P−交差点A間、における等減速度走行が可能となることによって、その間の車両の運動エネルギー回生が安定して効率的に行えることとなり、エネルギー回生機能を有しているハイブリッド車の一層の燃費向上が図れる。
The present invention can solve the problems of traveling safety and kinetic energy loss due to changes in traveling speed before and after passing through the point P, which is one of the major problems in practical use of the “intersection non-stop traveling control system”. "Possibility of practical use will become stronger.
Further, by allowing the vehicle to travel at a constant speed in the “intersection non-stop traveling control” region, that is, between the point P and the intersection A, the kinetic energy regeneration of the vehicle during that time can be performed stably and efficiently, and the energy regeneration is achieved. further improving the fuel efficiency of the hybrid vehicle or the like which has a function can be achieved.

さらに、車両の運動エネルギー回生機能を有していない車両においても、従来のハイブリッド車両より簡易な形で、たとえば回生エネルギー蓄積用バッテリーに変えて大容量キャパシターを使用する、あるいはフライホイールをエネルギー回生・蓄積に使用する、ことによって簡易型のハイブリッド車の実現が可能となり、燃費向上、排出ガス量削減に貢献できる。   Furthermore, even in a vehicle that does not have a kinetic energy regeneration function of a vehicle, a large-capacity capacitor is used instead of a conventional regenerative energy storage battery in a simpler form than a conventional hybrid vehicle, or a flywheel is used for energy regeneration / By using it for accumulation, it becomes possible to realize a simple hybrid vehicle, which can contribute to improving fuel efficiency and reducing exhaust gas.

「交差点無停止走行制御システム」の基本的考え方(その1)説明図、Basic concept of “Intersection non-stop traveling control system” (Part 1) 「交差点無停止走行制御システム」の基本的考え方(その2)説明図、Basic concept of “Intersection Non-stop Driving Control System” (Part 2) 本願発明による車両走行状態説明図、Vehicle traveling state explanatory diagram according to the present invention, 本願発明による「交差点無停止走行制御システム」の車側装置構成例、Vehicle side device configuration example of "intersection non-stop traveling control system" according to the present invention, 図4に示す本願発明による車側装置構成例における演算・制御手順説明図、 である。FIG. 5 is an explanatory diagram of calculation / control procedures in the vehicle side apparatus configuration example according to the present invention shown in FIG. 4.

符号の説明Explanation of symbols

図1、図2、図3において、
t1a : 交差点A青信号滅灯時刻、
t2a : 交差点A青信号点灯時刻、
t3a : 交差点A青信号滅灯時刻、
t4a : 交差点A青信号点灯時刻、
1, 2, and 3,
t1a: Intersection A green light extinction time,
t2a: intersection A green light lighting time,
t3a: Intersection A green light extinction time,
t4a: intersection A green light lighting time,

t3a − t1a =t3p − t1p =Tp :交差点A信号周期、
t3a − t2a =t3p − t2p =Tg :交差点A青信号期間、
t3p =t3a − D/Vmax : 地点Pを本時刻に通過した車両は走行速度Vmax で交差点Aに向い交差点Aを時刻 t3a の青信号滅灯時刻直前に通過する。
D:地点P−交差点A間車両走行距離、
Vmax : 地点P−交差点A間許容最高走行速度、
t3a-t1a = t3p-t1p = Tp: intersection A signal period,
t3a-t2a = t3p-t2p = Tg: Intersection A green light period,
t3p = t3a−D / Vmax: The vehicle that has passed the point P at this time passes the intersection A toward the intersection A at the traveling speed Vmax, and passes through the intersection A just before the green light extinction time at the time t3a.
D: vehicle travel distance between point P and intersection A,
Vmax: Maximum allowable traveling speed between point P and intersection A,

C1、C2、・・・、Cn :時刻 t1p 〜 t3p の間に地点Pを通過する車両群、
C1':低速走行で地点Pを通過する車両、
tp1、tp2、・・・、tpn :車両C1、C2、・・・、Cn が各々地点Pを通過する時刻、
ta1、ta2、・・・、tan :車両C1、C2、・・・、Cn が各々交差点Aに到着予定時刻、
tp1':車両C1'の地点P通過時刻、
ta1':車両C1'の地点P通過時に予測した交差点A到着予定時刻、
ta1'':車両C1'の修正された交差点A到着予定時刻、
C1, C2,..., Cn: a group of vehicles passing through point P between times t1p to t3p,
C1 ': vehicle passing through point P at low speed,
tp1, tp2,..., tpn: times when vehicles C1, C2,.
ta1, ta2, ..., tan: Vehicles C1, C2, ..., Cn each arrive at intersection A,
tp1 ': time passing point P of vehicle C1'
ta1 ': Estimated arrival time at intersection A when vehicle C1' passes point P
ta1 '': The estimated time of arrival of the corrected intersection A of the vehicle C1 ',

Claims (3)

交差点Aの上流地点Pを時刻 tp に通過して交差点Aに向けて走行する車両を、交差点A青信号期間中の特定時刻 ta に交差点Aに到着させるべく、地点Pから走行速度 vd(Δt) で交差点Aに向けて等加速度(あるいは等減速度)走行させることを特徴とする交差点無停止走行制御システムにおける車両走行速度制御方法。
但し、
vd(Δt) = vs + α・Δt
α =2{D−vs・(ta − tp)}/(ta ―tp) 2
ここで、
vd(Δt) : 地点通過後時間Δt経過後の車両走行速度、
但し、vd(Δt) 値がVmax値 を超えた場合はvd(Δt) =Vmax とする。
Δt : 地点P通過後の経過時間、
0 〜 (ta −tp)
vs :地点P通過時の実車両走行速度
α : 加速度(α<0 なる場合は減速度)
Vmax : 地点P−交差点A間許容最高走行速度
ta :交差点A到着予定時刻
tp :地点P通過時刻
D :地点P−交差点A間車両走行距離
である。
The vehicles traveling toward and passes through the upstream point P of intersection A at time tp at the intersection A, in order to arrive at the intersection A at specific times ta in intersection A green light period, the running speed vd from the point P (Delta] t) vehicle speed control method in the intersection nonstop running control system for causing the constant acceleration (or equal deceleration) traveling toward the intersection a.
However,
vd (Δt) = vs + α · Δt
α = 2 {D−vs · (ta−tp)} / (ta− tp ) 2
here,
vd (Δt): vehicle traveling speed after the passage of time P after passing through the point P ,
However, when the vd (Δt) value exceeds the Vmax value, vd (Δt) = Vmax.
Δt: Elapsed time after passing through point P,
0 to (ta −tp)
vs: Actual vehicle travel speed when passing through point P
α: Acceleration (Deceleration if α <0)
Vmax: Maximum allowable traveling speed between point P and intersection A
ta: Expected arrival time at intersection A
tp: Point P passing time
D: Vehicle travel distance between point P and intersection A
It is.
交差点Aの上流地点Pを時刻 tp に通過して交差点Aに向けて走行する車両を、交差点A青信号期間中に交差点Aに到着させるべく、当該車両において地点P通過時及びその後の一定経過時間 tc ごとに、交差点A到着予定時刻 tan の設定および前記設定た交差点A到着時刻 tan に交差点Aに到着するべく加速度(あるいは減速度)走行するための加速度(あるいは減速度) αnおよび走行速度 vdn の算出を行い、前記算出した走行速度
vdn で交差点Aに向けて走行することを特徴とする交差点無停止走行制御システムにおける車両走行速度制御方法。
但し、
vdn = vsn + αn・tc
αn =2{(D−ΔDn)−vsn・(tan −tp −n・tc)}/(tan −tp−n・tc) 2
ここで、
vdn:地点通過後時間 n・tc 〜(n+1)・tc の車両走行速度、
但し、vdn 値がVmax値 を超えた場合はvdn =Vmax とする。
vsn:地点P通過後時間 n・tc 後の実車両走行速度
αn:地点P通過後時間 n・tc 後の加速度、(αn<0なる場合は減速度)
n:0、1、2、3、・・・
tc : 地点P通過後の単位経過時間
Vmax : 地点P−交差点A間許容最高走行速度
tan :地点P通過後時間 n・tc 後に設定した交差点A到着予定時刻
tp :地点P通過時刻
D :地点P−交差点A間車両走行距離
ΔDn:地点P通過後時間 n・tc の間の車両走行距離
である。
The vehicles traveling toward and passes through the upstream point P of intersection A at time tp at the intersection A, the intersection A in order to arrive at the intersection A in green light period, when the point P passes through in the vehicle and then a certain elapsed time tc each, in order to arrive at the intersection a arrival time tan set and the setting of intersection a arrival time tan at the intersection a acceleration (or deceleration) traveling for acceleration (or deceleration) of αn and running speed vdn Calculate the travel speed calculated above
vehicle speed control method in the intersection nonstop running control system, characterized in that traveling toward the intersection A at vdn.
However,
vdn = vsn + αn · tc
αn = 2 {(D−ΔDn) −vsn · (tan −tp −n · tc)} / (tan −tp−n · tc) 2
here,
vdn: vehicle traveling speed between time n · tc and (n + 1) · tc after passing through point P ,
However, if the vdn value exceeds the Vmax value, vdn = Vmax.
vsn: Actual vehicle travel speed after time n · tc after passing through point P
αn: acceleration after time n · tc after passing through point P (deceleration if αn <0)
n: 0, 1, 2, 3, ...
tc: Unit elapsed time after passing through point P
Vmax: Maximum allowable traveling speed between point P and intersection A
tan: Estimated time of arrival at intersection A after time n · tc after passing through point P
tp: Point P passing time
D: Vehicle travel distance between point P and intersection A
ΔDn: Vehicle travel distance during time n · tc after passing through point P
It is.
設定速度での定速走行を行う速度制御装置において、地点P通過時及びその後の一定時間経過ごとに更新される車両走行速度vd(Δt)あるいはvdn を順次設定速度として更新することによって加速度(あるいは減速度)走行を行うことを特徴とする請求項1あるいは請求項2記載の車両速度制御方法。In a speed control device that performs constant speed travel at a set speed, the acceleration (or the vehicle speed vd (Δt) or vdn, which is updated when the vehicle passes through the point P and after a certain period of time thereafter, is updated as the set speed. 3. The vehicle speed control method according to claim 1, wherein the vehicle travels at a deceleration.
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