JP4518569B2 - Vehicle traveling speed control method - Google Patents

Description

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.

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).

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

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.

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.

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.

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).

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.

  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.

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

(Equation 2)
ta = t2a where tp <(t3p-Tg) or
t3a-ta = t3p-tp where (t3p-Tg) ≤ tp <t3p

(Equation 3)
topt = ta − tp

(Equation 4)
vopt = D / topt

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: 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: 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.

  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.

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”.

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.

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).

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.

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.

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 ′.

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

(Equation 6)
vd (Δt)
= Vs + α ・ Δt

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

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.

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.

  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.

  The intersection A scheduled arrival time tan, acceleration αn, and uniform acceleration travel speed vdn are calculated at regular time intervals tc.

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

(Equation 9)
vdn = vsn + αn · tc

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: 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.

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). .

  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.

  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.

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.

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.

  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.

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 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, 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, 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 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 .

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 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 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 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 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 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 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;

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 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.

  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.

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.

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.

  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.

Basic concept of “Intersection non-stop traveling control system” (Part 1) Basic concept of “Intersection Non-stop Driving Control System” (Part 2) Vehicle traveling state explanatory diagram according to the present invention, Vehicle side device configuration example of "intersection non-stop traveling control system" according to the present invention, 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.

Explanation of symbols

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: 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: 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)

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. 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. 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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