JP7170419B2 - Method and apparatus for controlling vehicle motion - Google Patents

Description

The present invention relates to a method and apparatus for determining control demands for controlling the operation of a vehicle.

2. Description of the Related Art In recent years, a system has been proposed in which, when a vehicle causes an accident due to a collision, the vehicle automatically transmits that the accident has occurred and rescues a user riding in the vehicle.

As the system described above, an advanced automatic collision notification system (AACN) is in operation. In Japan, for example, a service called HELPNET is provided as an advanced automatic accident reporting system.

In this system, when a vehicle detects the occurrence of a collision due to the activation of an airbag, the vehicle transmits the position of the vehicle and vehicle information at the time of the accident to the center. Based on the received vehicle information, the center starts an activity to rescue the user boarding the vehicle.

When a vehicle collides with a pedestrian, it is required to rescue the injured pedestrian. For example, a passenger of a vehicle in which an accident has occurred or a person in the vicinity will perform relief activities for an injured pedestrian.

Therefore, it is required that vehicles traveling around the location where the accident occurred pay attention to people near the vehicle that caused the accident.

For example, Patent Literature 1 proposes a device in which a vehicle that has caused a collision outputs an alarm to warn surrounding pedestrians.

JP 2014-141186 A

In the vicinity of the vehicle that caused the accident, there are injured pedestrians, rescuers, passengers of the vehicle, etc., and people may move on the road to rescue or evacuate.

Therefore, it is desirable to prevent secondary damage from being caused by vehicles traveling in the vicinity of the location where the accident occurred, contacting people in the vicinity of the vehicle in which the accident occurred.

However, as proposed in Patent Literature 1, the output of an alarm by a vehicle may not sufficiently attract the attention of a driver of a vehicle traveling in the surrounding area.

SUMMARY OF THE INVENTION An object of the present specification is to provide a method and apparatus for controlling the operation of a vehicle traveling around a vehicle that has caused an accident, thereby suppressing the occurrence of secondary damage.

According to the method disclosed herein, obtaining the location of a second vehicle located within a predetermined distance from a first vehicle that has caused an accident; obtaining information specific to the road on which the second vehicle is located; Alternatively, it includes determining the content of the control request for controlling the operation of the second vehicle based on the changing information of the road on which the second vehicle is located, and notifying the second vehicle of the control request.

Further, according to the apparatus disclosed in this specification, the position acquisition unit acquires the position of the second vehicle located within a predetermined distance from the first vehicle that caused the accident, and the road specific to the road on which the second vehicle is located. or a control request determination unit that determines the contents of a control request for controlling the operation of the second vehicle based on the information of the road on which the second vehicle is located; and the control request to the second vehicle.

According to the above-described method disclosed in this specification, it is possible to suppress the occurrence of secondary damage by controlling the operation of vehicles traveling around the vehicle that has caused the accident.

Further, according to the apparatus disclosed in the present specification described above, it is possible to suppress the occurrence of secondary damage by controlling the operation of vehicles traveling around the vehicle that has caused the accident.

1 is a diagram showing the configuration of one embodiment of a vehicle control system disclosed in this specification; FIG. It is a figure which shows the structure of a vehicle system. It is a figure explaining the processing part of an accident handling device. It is a figure which shows the structure of a server. FIG. 3 is a sequence diagram (part 1) for explaining the operation of the system; It is a figure explaining the position of the accident vehicle and other surrounding vehicles. 10 is a flowchart (part 1) for explaining the operation of the server; 10 is a flowchart (part 2) for explaining the operation of the server; 3 is a flowchart (part 3) for explaining the operation of the server; FIG. 2 is a sequence diagram (part 2) for explaining the operation of the system; It is a figure explaining the processing part of the accident notification processing apparatus of another form.

A preferred embodiment of the vehicle control system disclosed in this specification will now be described with reference to the drawings. However, the technical scope of the present invention is not limited to those embodiments, but extends to the invention described in the claims and equivalents thereof.

FIG. 1 is a diagram showing the configuration of one embodiment of the vehicle control system disclosed in this specification. FIG. 2 is a diagram showing the configuration of the vehicle system. FIG. 3 is a diagram for explaining the processing unit of the accident processing device. FIG. 4 is a diagram showing the configuration of the server.

The vehicle control system 1 of the present embodiment includes vehicle systems 10 mounted on vehicles 100a to 100d, and a server 80 that is communicably connected to each vehicle system 10 via a network N and located at a center C. . Although four vehicles are shown in FIG. 1, the vehicle control system 1 may include vehicle systems 10 mounted on at least two vehicles. Further, the vehicle control system 1 may include vehicle systems 10 mounted on five or more vehicles.

When the vehicle system 10 mounted on the vehicles 100a to 100d detects that the vehicle on which the vehicle system 10 is mounted has collided with a pedestrian, the vehicle system 10 informs the server 80 of the center C of other vehicles running in the vicinity. Send a control process request for intervention control of the operation. The server 80 provides the vehicle systems 10 of other vehicles located within a predetermined distance of the vehicle involved in the accident with information specific to the road on which the other vehicle is located or the road on which the other vehicle is located. based on the varying information, determine and transmit the content of the control request for intervention control of the operation of the other vehicle. The control request includes, for example, braking control or vehicle speed control, and is intended to prevent secondary damage caused by traveling by the vehicle that has caused the accident. Other vehicles that have received the control request are intervention-controlled based on the content of the control request.

The vehicle system 10 installed in the vehicles 100a to 100d includes an accident processing device 20, an in-vehicle device 30, a GPS information receiver 40, an operation control device 50, a steering device 61, a driving device 62, and a braking device 63. , a vehicle state measuring unit 64 , a headlight 65 , an airbag electronic control unit (ECU) 70 , a collision detection sensor 71 , and an airbag 72 .

The accident processing device 20 has a processing section 21 , a storage section 22 and a communication section 23 .

The processing unit 21 has one or more processors and peripheral circuits. The processing unit 21 performs control of each hardware component of the accident processing device 20 and various types of processing according to a predetermined computer program stored in advance in the storage unit 22, and temporarily stores data generated during processing. The storage unit 22 is used for

The storage unit 22 may have semiconductor memory such as random access memory (RAM) or read only memory (ROM), magnetic disk, or flash memory. The storage unit 22 may have a drive capable of reading a storage medium that non-temporarily stores a predetermined computer program.

The communication unit 23 can transmit and receive information to and from the server 80 or the vehicle system 10 mounted on another vehicle via the network N using wireless communication. The communication unit 23 is connected to the network N via a base station in compliance with a predetermined wireless communication standard such as 3GPP (Third Generation Partnership Project) or LTE (Long Term Evolution). The communication unit 23 can have a communication circuit and an antenna for wireless transmission and reception. The processing unit 21 performs various processes based on information received using the communication unit 23 . In addition, the processing unit 21 uses the communication unit 23 to transmit the results of performing various kinds of processing.

The communication unit 23 also transmits and receives information to and from the in-vehicle device 30, the operation control device 50, and the airbag ECU 70 via an in-vehicle network C (Controller Area Network: compliant with CAN). The communication unit 23 can have a communication circuit and a communication line for wired transmission and reception.

As shown in FIG. 3, the processing unit 21 of the accident processing device 20 has an accident notification unit 21a, a position notification unit 21b, and a control request processing unit 21c.

Each of these units included in the processing unit 21 is, for example, a functional module implemented by a computer program that runs on the processor included in the processing unit 21 . It should be noted that each of these units included in the processing unit 21 may be mounted in the accident handling device 20 as separate circuits.

The accident notification unit 21a is a functional module that is executed when an accident occurs in which the vehicle collides with a pedestrian. The accident notification unit 21a transmits an accident notification notifying that an accident has occurred and the above-described control processing request to the server 80 when the vehicle equipped with the vehicle system 10 collides with a pedestrian.

The position notification unit 21b is a functional module that inputs the position and destination of the vehicle from the in-vehicle device 30 and transmits them to the server 80 at predetermined intervals or at irregular timings.

The control request processing unit 21c is a functional module that is executed when a control request is received from the server 80. FIG. Upon receiving the above-described control request from the server 80, the control request processing unit 21c controls the operation of the vehicle based on the control request.

Each part of the processing unit 21 will be further described later.

The in-vehicle device 30 has a processing unit 31 , a storage unit 32 , a display unit 33 , an operation unit 34 , a sound output unit 35 and a communication unit 36 .

The processing unit 31 has one or more processors and peripheral circuits. The processing unit 31 performs control of each hardware component of the in-vehicle device 30 and various types of processing according to a predetermined computer program stored in advance in the storage unit 32, and temporarily stores data generated during the processing. The storage unit 32 is used.

The storage unit 32 may have semiconductor memory such as random access memory (RAM) or read only memory (ROM), magnetic disk, or flash memory. The storage unit 32 may have a drive capable of reading a storage medium that non-temporarily stores a predetermined computer program.

The display unit 33 is controlled by the processing unit 31 and can display various information associated with the operation of the in-vehicle device 30 . As the display unit 33, for example, a liquid crystal display can be used. The display unit 33 can also be used to display information during the operation of the accident processing device 20 .

The operation unit 34 can be operated by a user to input an operation. The in-vehicle device 30 can use, for example, a touch panel integrated with the display unit 33 as the operation unit 34 . The operation unit 34 can also be used to input operations in the operation of the accident handling device 20 as well.

The sound output unit 35 is connected to a speaker (not shown) and outputs sound under the control of the processing unit 31 . The sound output unit 35 has, for example, an audio interface.

The communication unit 36 transmits and receives information to and from the accident processing device 20 and the operation control device 50 via the network C in the vehicle. The communication unit 36 can have a communication circuit and a communication line for wired transmission and reception.

The GPS information receiving unit 40 is a position information obtaining unit that obtains the positions of the vehicles 100a to 100d, obtains the position of the vehicle by receiving GPS radio waves transmitted by GPS satellites, and transmits the position information of the vehicle to the in-vehicle device 30. Output. The in-vehicle device 30 can transmit the position information of the vehicle to the accident processing device 20 via the in-vehicle network C at predetermined intervals or in response to a request from the accident processing device 20 . Note that the GPS information receiving unit 40 may directly output the vehicle position information to the accident processing device 20 .

The processing unit 31 has a navigation function. The navigation function is a functional module realized by executing a predetermined route search program using, for example, the Dijkstra method, using the map data stored in the storage unit 32 . Based on the position acquired by the GPS information receiving section 40, the processing section 31 updates and calculates the current position of the vehicle as needed. When the destination is set by the user, the processing unit 31 derives a route from the current position of the vehicle to the destination, and superimposes the route on the map image. Based on the map data stored in the storage unit 32 and the position of the vehicle, the processing unit 31 outputs a map image showing a map around the vehicle and voice guidance information to the display unit 33 or the sound output unit 35 .

The operation control device 50 outputs control signals to the steering device 61, the driving device 62, the braking device 63, and the headlights 65 based on the operation of a steering wheel, an accelerator pedal, a brake pedal, or the like (not shown) by a user seated in the driver's seat. to control the operation of the vehicle. Further, the operation control device 50 generates control signals for the steering device 61, the driving device 62 and the braking device 63 based on the request from the accident processing device 20 that has received the control request.

The vehicle state measuring unit 64 has sensors for detecting the state of the vehicle, such as a vehicle speed sensor, a steering angle sensor, an acceleration sensor, a yaw rate sensor, a wheel speed sensor, and an engine speed sensor. In addition, the vehicle state measuring unit 64 has a sensor such as a camera, a radar, and a sound wave sensor that detects the situation around the vehicle. The operation control device 50 can monitor obstacles around the vehicle using information from the detected sensors. When the operation control device 50 determines that the distance between the own vehicle and an obstacle such as another vehicle positioned behind is within a predetermined monitoring distance, the operation control device 50 determines the distance between the own vehicle and the obstacle and the obstacle behind the own vehicle. The location is notified to the control request processing unit 21c via the network C. Furthermore, the vehicle state measuring unit 64 has a seating sensor that detects that the passenger has sat on the seat. Information detected by the vehicle state measuring unit 64 is output to the operation control device 50 . The operation control device 50 calculates the number of passengers seated in the vehicle based on the information detected by the seating sensors. The operation control device 50 transmits the vehicle speed determined based on the number of passengers and the information detected by the wheel speed sensors to the accident processing device 20 via the in-vehicle network C at predetermined intervals.

The steering device 61 determines the traveling direction of the vehicle based on the control signal from the operation control device 50 .

The driving device 62 generates driving force for the vehicle based on the control signal from the operation control device 50 to accelerate the vehicle. The drive 62 has an engine, for example an internal combustion engine, or an electric motor.

The braking device 63 generates braking force for the vehicle based on the control signal from the operation control device 50 . The braking device 63 has, for example, a brake disc, a brake caliper and a hydraulic mechanism.

When the collision detection sensor 71 detects a collision with a pedestrian or the like, the airbag ECU 70 protects the user by inflating an airbag 72 mounted on the vehicle. The collision detection sensor 71 is arranged, for example, on the hoods of the vehicles 100a to 100d. For example, a pressure sensor can be used as the collision detection sensor 71 . Furthermore, as the collision detection sensor 71, image recognition by an in-vehicle camera mounted as a peripheral monitoring device of the vehicle may be used, or a combination of these detection methods may be used. In addition, the vehicles 100a to 100d are equipped with other collision detection sensors (pressure sensors, acceleration sensors, etc.) in the front, rear, and sides to detect collisions between the airbag ECU 70 and other vehicles. The bag 72 may be inflated.

The server 80 has a processing unit 81 , a storage unit 82 , a display unit 83 , an operation unit 84 and a communication unit 85 .

The processing unit 81 has one or more processors and peripheral circuits. The processing unit 81 performs control of each hardware component of the server 80 and various types of processing according to a predetermined computer program stored in advance in the storage unit 82, and stores data generated during the processing for temporary storage. A part 82 is used.

The storage unit 82 may have semiconductor memory such as random access memory (RAM) or read only memory (ROM), magnetic disk, or flash memory. The storage unit 82 may have a drive capable of reading a storage medium that non-temporarily stores a predetermined computer program.

The storage unit 82 stores map data used to search for a route based on the position of the vehicle and the destination. In this map data, the presence or absence of a median strip and the presence or absence of a centerline are registered in association with roads. In addition, the number of lanes each road has is registered in this map data in association with the road. The number of lanes on a road changes due to road construction or events that use the road. The map data in the storage unit 82 reflects such information on changes in the number of lanes, and the number of currently available lanes is registered in association with the road. Also, in the map data, no-parking places or no-parking/stopping places are registered in association with roads. No-parking places or no-parking/stopping places include, for example, tunnels, bridges, intersections, roads in front of fire stations, and the like. In addition, gradient information of roads is registered in the map data in association with the roads. The processing unit 81 can determine whether the vehicle is traveling uphill or downhill based on road gradient information. Furthermore, legal speeds of roads are registered in the map data in association with the roads.

The display unit 83 can display various information under the control of the processing unit 81 . As the display unit 83, for example, a liquid crystal display can be used.

The operation unit 84 can be operated by a user to input an operation. A keyboard and a mouse, for example, can be used as the operation unit 84 .

The communication unit 85 transmits and receives information via the network N to and from the vehicle systems 10 mounted on the vehicles 100a to 100d. The processing unit 81 performs various processes based on information received using the communication unit 85 . In addition, the processing unit 81 uses the communication unit 85 to transmit the results of various types of processing. The communication unit 85 can have communication circuits and communication lines for transmitting and receiving. Also, the communication unit 85 can be connected via the network N to a site that provides weather information for each region.

The processing unit 81 described above has a position acquisition unit 81a and a control request determination unit 81b.

Each of these units included in the processing unit 81 is, for example, a functional module implemented by a computer program that runs on the processor included in the processing unit 81 . Note that these units included in the processing unit 81 may be mounted in the server 80 as separate circuits.

The position acquisition unit 81a acquires the current position and destination of each vehicle transmitted from the vehicles 100a to 100d. The position acquisition unit 81a also calculates the distance between the vehicle that caused the accident and other vehicles. The position acquisition unit 81a acquires map data stored in the storage unit 82 by executing a predetermined route search program, such as a route search program using the Dijkstra method, based on the positions of the vehicle that caused the accident and other vehicles. is used to calculate the travel route and distance between the two vehicles. Then, the position acquisition unit 81a selects another vehicle located within a predetermined distance from the vehicle that caused the accident as a target for determining the control request.

The control request determining unit 81b selects the other vehicle based on the information specific to the road on which the other vehicle selected as the target for determining the control request is located or the information on the road on which the other vehicle is located that fluctuates. determines a control request for intervention control of the operation of the vehicle and transmits it to another vehicle. The control request determination unit 81b also has a route search function, like the position acquisition unit 81a.

Each part of the processing unit 81 will be further described later.

Next, the operation of the vehicle control system 1 described above will be described below with reference to the sequence diagram shown in FIG.

First, in step S501, the vehicles 100a-100d in motion transmit their current positions and destinations to the server 80 via the network N. FIG. Vehicles 100a to 100d transmit their current positions and destinations to server 80 via network N at predetermined intervals. The predetermined interval at which the vehicles 100a to 100d transmit their current positions and destinations to the server 80 is preferably an interval of approximately 1 ms to 50 ms. Although the vehicle 100a will have an accident later, the accident has not yet occurred at this point.

Next, in step S503, the server 80 receives the current positions and destinations of the vehicles 100a to 100d and stores them in the storage unit .

First, in step S505, assume that the vehicle 100a collides with a pedestrian. Hereinafter, the vehicle 100a is also referred to as an accident vehicle 100a that has caused an accident.

FIG. 6 is a diagram for explaining the positions of the accident vehicle and other surrounding vehicles.

Accident vehicle 100a caused an accident in which it collided with pedestrian 601 after passing through the intersection. Other vehicles 100b to 100d are traveling around the accident vehicle 100a.

In the accident vehicle 100a, when the airbag ECU 70 detects a collision with a pedestrian using the collision detection sensor 71, the airbag 72 mounted on the vehicle is inflated to protect the user on board. In addition, the airbag ECU 70 transmits a collision notification notifying that the airbag 72 has been inflated to the accident processing device 20 via the network C in the vehicle.

Next, in step S507, the accident notification unit 21a of the accident vehicle 100a obtains the difference in vehicle speed before and after receiving the collision notification from the airbag ECU 70 as a speed difference. The speed difference is a measure of the impact of a collision with a pedestrian. Further, the accident notification unit 21 a of the accident vehicle 100 a receives the current position of the accident vehicle 100 a from the in-vehicle device 30 . Then, the accident notification unit 21a of the accident vehicle 100a sends the control processing request for intervention control of the operation of the other vehicle, the current position of the accident vehicle 100a, the speed difference, and the number of passengers to the network N to the server 80 via the Hereinafter, the speed difference and the number of passengers are also referred to as vehicle information.

Next, in step S509, the processing unit 81 of the server 80 receives the control processing request, the current position of the accident vehicle 100a, and the vehicle information, and stores them in the storage unit . Based on the current position of the accident vehicle 100a and the vehicle information received by the server 80, the center C starts an activity to rescue the user boarding the vehicle.

Next, in step S511, the position acquisition unit 81a of the processing unit 81 of the server 80 determines the distance between the accident vehicle 100a and one other vehicle based on the respective positions of the accident vehicle 100a and the other vehicles 100b to 100d. Calculate the travel route and distance connecting The position acquisition unit 81a determines the other vehicles 100b to 100d whose distance from the accident vehicle 100a is equal to or less than the accident vehicle proximity distance as vehicles to be subjected to control processing. Other vehicles running within the accident vehicle proximity distance may cause secondary damage. The accident vehicle proximity distance may be appropriately set as a distance at which secondary damage is likely to occur, and may be set to 1000 m, for example. Note that the position acquiring unit 81a may select other vehicles whose radius is equal to or less than the accident vehicle close distance centered on the accident vehicle 100a as surrounding vehicles.

In the example shown in FIG. 6, each of the other vehicles 100b to 100d is traveling at a position where the distance between the accident vehicle 100a and the own vehicle is equal to or less than the accident vehicle proximity distance. Hereinafter, the other vehicles 100b to 100d that are the targets of the control process are also referred to as peripheral vehicles 100b to 100d. Note that when the other vehicles 100b to 100d collide with a pedestrian, other vehicles including the vehicle 100a that has not caused the accident can be surrounding vehicles.

Next, in step S513, the control request determination unit 81b of the processing unit 81 of the server 80 determines the content of the control request for intervention control of the operation of the peripheral vehicles 100b to 100d. If no surrounding vehicle has been determined, the control request determination unit 81b determines that there is no vehicle traveling within the accident vehicle proximity distance from the accident vehicle 100a, and stops the process of determining the content of the control request. , continue to receive current locations and destinations from other vehicles. When there is another vehicle running within the accident vehicle proximity distance from the accident vehicle 100a, a process of determining the content of the control request is performed.

Hereinafter, the process of determining the content of the control request for each peripheral vehicle by the control request determination unit 81b of the processing unit 81 of the server 80 will be described with reference to the flowcharts shown in FIGS.

First, in step S701, the control request determination unit 81b of the processing unit 81 of the server 80 determines whether or not the surrounding vehicle is moving closer to the accident vehicle 100a. The position acquisition unit 81a calculates the travel route and the distance connecting the two vehicles based on the positions of the surrounding vehicles received at predetermined intervals and the position of the accident vehicle 100a. Then, the control request determining unit 81b determines that the surrounding vehicle, which changes with time such that the distance between the surrounding vehicle and the accident vehicle 100a is shortened, moves closer to the accident vehicle 100a (step S701—Yes).

In the example shown in FIG. 6, the surrounding vehicles 100b and 100c are moving closer to the accident vehicle 100a. For the peripheral vehicles 100b and 100c, the process proceeds to step S703.

On the other hand, in the example shown in FIG. 6, the surrounding vehicle 100d is moving away from the accident vehicle 100a. The control request determining unit 81b determines that the surrounding vehicle 100d is not moving closer to the accident vehicle 100a (step S701—No).

Next, in step S707, the control request determination unit 81b refers to the information stored in the storage unit 82 to determine whether or not a control request has been sent to the peripheral vehicle 100d in the past. Since no control request has been transmitted to the peripheral vehicle 100d in the past (step S707—No), the control request determination unit 81b terminates the process of determining the content of the control request. Since there is a low possibility that a peripheral vehicle moving away from the accident vehicle 100a will cause secondary damage, the operation intervention control is not executed for such a peripheral vehicle.

On the other hand, if it is determined that the surrounding vehicle is moving closer to the accident vehicle 100a (step S701—Yes), the control request determination unit 81b refers to the map data stored in the storage unit 82, It is determined whether or not the road on which the surrounding vehicle is located has a median strip (step S703).

If the road on which the peripheral vehicle is located has a median strip (step S703—Yes), the control request determination unit 81b determines whether the peripheral vehicle is located on the same side of the median strip as the accident vehicle. (step S705). The median strip is road-specific information.

If the surrounding vehicle is not located on the same side of the median strip as the accident vehicle (step S705—No), the process proceeds to step S707 described above. Since there is a low possibility that secondary damage will occur to peripheral vehicles that are not located on the same side of the median as the accident vehicle (located on the opposite side), intervention control is not executed for such peripheral vehicles.

On the other hand, if the vehicle is located on the same side of the median strip as the accident vehicle (step S705—Yes), the process proceeds to step S801.

If the road on which the surrounding vehicle is located does not have a median strip (step S703—No), the control request determination unit 81b refers to the map data stored in the storage unit 82 to determine the road on which the surrounding vehicle is located. It is determined whether or not there is a center line (step S711). The center line is road-specific information.

If the road on which the surrounding vehicle is located does not have a center line (step S711—No), the control request determining unit 81b refers to the map data stored in the storage unit 82 to determine whether the road on which the surrounding vehicle is located is on one side. It is determined whether or not it is a lane (step S713). Note that the control request determining unit 81b also determines that a road that is not a one-way street, has no center line, and is wide enough for two opposing vehicles not to pass each other is also a one-lane road.

In addition, the server 80 receives an image captured by an in-vehicle camera mounted on a surrounding vehicle, and analyzes the received image to determine whether the road on which the surrounding vehicle is located has one lane on each side or not. or the presence or absence of the center line. In addition, the server 80 receives an image of the road on which the peripheral vehicle is located via the Internet, and analyzes the received image to determine whether the road on which the peripheral vehicle is located is one lane on each side. The presence or absence of a band or the presence or absence of a center line may be determined.

If the road on which the surrounding vehicle is located is a one-lane road (step S713—Yes), the control request determining unit 81b refers to the map data stored in the storage unit 82 to determine whether the surrounding vehicle is on the road of the accident vehicle 100a. It is determined whether or not it is possible to derive a detour route from the current position of the surrounding vehicle to the destination without passing through the position (step S715). The number of lanes is a variable piece of road information, as it can change due to disasters, events, or the like.

If it is possible to derive a detour route from the current position of the surrounding vehicle to the destination (step S715—Yes), the control request determination unit 81b derives the detour route and drives based on this detour route. is determined as a control request (step S717). If the road on which the surrounding vehicles are located is narrow, for example, the surrounding vehicles may prevent the emergency vehicle from traveling to the location of the accident. Therefore, the movements of the surrounding vehicles from their current positions are obtained. The control request determination unit 81b generates a control request including information indicating a detour route.

On the other hand, if the road on which the surrounding vehicle is located has a center line (step S711--Yes), and if the road on which the surrounding vehicle is located is not a one-lane road (step S713--No), and from the current position of the surrounding vehicle If it is not possible to generate a detour route leading to the destination (step S715—No), the control request determining unit 81b sets the first reference distance to 50 m, the second reference distance to 100 m, and the A third reference distance is set to 200 m (step S801). Note that these numerical values of the reference distance are examples, and the present invention is not limited to these numerical values.

Next, in step S803, the control request determination unit 81b refers to the map data stored in the storage unit 82 to determine whether the accident vehicle 100a is located in a parking prohibited area or a parking prohibited area. It judges (step S803). A no-parking place or a no-parking/stopping place is road-specific information.

If the accident vehicle 100a is not located in a no-parking place or a no-parking/stopping place (step S803—No), the process proceeds to step S809.

On the other hand, if the accident vehicle 100a is located in a no-parking place or a no-parking/stopping place (step S803—Yes), the control request determination unit 81b refers to the map data stored in the storage unit 82, It is determined whether or not it is possible to derive a detour route from the current position of the surrounding vehicle to the destination without passing through the position of the accident vehicle 100a (step S805).

If the detour route from the current position of the surrounding vehicle to the destination can be derived (step S805—Yes), the process proceeds to step S717. Since there is a possibility that the accident vehicle 100a has caused a fire in the tunnel, surrounding vehicles are made to detour around the accident site.

On the other hand, if it is not possible to generate a detour route from the current position of the surrounding vehicle to the destination (step S805—No), the control request determination unit 81b refers to the map data stored in the storage unit 82. , a distance obtained by adding the distance from the position of the accident vehicle 100a to the no-parking place or the end of the no-parking/stopping place on the peripheral vehicle side to each of the first to third reference distances, as a new first standard. Distance ~ Set as the third reference distance. For example, when the accident vehicle 100a is stopped at a position 50 m from the end of the surrounding vehicle side in a 100 m long tunnel, the control request determination unit 81b sets the new first reference distance to 100 m (50 m+50 m), A new second reference distance is set to 150 m (100 m+50 m), and a new third reference distance is set to 250 m (200 m+50 m) (step S807). This is to perform intervention control so that surrounding vehicles do not stop at parking prohibited areas or parking prohibited areas.

Next, in step S809, the control request determination unit 81b refers to the map data stored in the storage unit 82 and determines whether the road on which the surrounding vehicle is located is downhill. Specifically, the control request determination unit 81b determines whether the road on which the surrounding vehicle is located is downhill in the traveling direction of the surrounding vehicle, based on the gradient information of the road on which the surrounding vehicle is located, which is registered in the map data. and if the degree of inclination representing the gradient is greater than or equal to a predetermined value, it is determined that the road on which the surrounding vehicle is located is downhill. The slope of the road is information specific to the road. As a predetermined value for the degree of inclination representing the gradient, the degree of inclination can be set to 2%, for example.

If the road on which the surrounding vehicle is located is downhill (step S809—Yes), the control request determination unit 81b adds the first addition distance to the first reference distance, and adds the second addition distance to the second reference distance. The added distance is added, and the distance obtained by adding the third added distance to the third reference distance is set as the new first to third reference distances (step S811). This is because when the surrounding vehicle is running downhill, it is considered that the time required for braking or deceleration is longer than that on a flat road or uphill. The first to third additional distances can be appropriately set so that surrounding vehicles can safely execute the control request. For example, the first additional distance may be 50 m, the second additional distance may be 100 m, and the third additional distance may be 300 m.

On the other hand, if the road on which the surrounding vehicle is located is not downhill (step S809—No), the control request determination unit 81b uses the communication unit 85 to connect to the site that provides weather information via the network N. , the weather information of the area where the surrounding vehicle is located is obtained, and it is determined whether the weather is rain or snow (step S813).

If the weather on the road on which the surrounding vehicle is located is rainy or snowy (step S813—Yes), the process proceeds to step S811 described above. This is because when the surrounding vehicle is running under rain or snow, it is considered that the time required for braking or decelerating is longer than when the vehicle is running on a dry road surface. Then, the process proceeds to step S815. Road weather is the fluctuating information of the road.

On the other hand, if the weather on the road on which the surrounding vehicle is located is neither rain nor snow (step S813—No), the control request determination unit 81b obtains the distance between the accident vehicle 100a and the surrounding vehicle (step S815). In step S511 described above, the distance between the accident vehicle 100a and the surrounding vehicles is obtained, but since the surrounding vehicles are running and moving, the latest distance is obtained. Note that the process of step S815 may be omitted and the process may proceed to the next step S901.

Next, in step S901, the control request determination unit 81b determines whether or not the distance between the accident vehicle 100a and the surrounding vehicles is within the first reference distance.

In the example shown in FIG. 6, the surrounding vehicle 100c is traveling within the first reference distance from the accident vehicle 100a (step S901—Yes). For the surrounding vehicle 100c, the process proceeds to step S903. Note that if the surrounding vehicle 100c is located in a parking-prohibited area or a parking-prohibited area, the server 80 determines whether the surrounding vehicle 100c is traveling within the first reference distance from the accident vehicle 100a in step S905. You may choose to proceed to .

Next, in step S903, the control request determination unit 81b instructs the peripheral vehicle 100c to turn on the emergency flashing indicator light, to stop the vehicle by braking, and to drive carefully. A control request is determined, including displaying an indication of driving caution to evoke. As a result, the peripheral vehicle 100c traveling near the accident vehicle 100a can be stopped to prevent the peripheral vehicle from colliding with a person in the vicinity of the accident vehicle 100a. Further, the control request determining unit 81b determines to include turning on the headlights in the control request when the current time is nighttime. The night time may be changed depending on the season, but can be, for example, a time between 18:00 and 6:00. The reason for turning on the emergency flashing indicator light is to call attention to the stopped surrounding vehicle 100c to passengers driving the other vehicle when there is another vehicle following the surrounding vehicle 100c. be. If the other vehicle is equipped with the vehicle system of the present embodiment, intervention control is performed in the same manner as the peripheral vehicle 100c, but there is a case where the vehicle system is not installed. Therefore, an emergency flashing indicator light is turned on to call attention.

Surrounding vehicles traveling within the first reference distance from the accident vehicle 100a are fairly close to the position where the accident occurred, so the surrounding vehicles are stopped to prevent a secondary disaster. The first reference distance may be appropriately set from the viewpoint of preventing secondary disasters, and may be set to 50 m, for example, as described above.

On the other hand, the surrounding vehicle 100b is not traveling within the first reference distance from the accident vehicle 100a (step S901—No). For the surrounding vehicle 100b, the process proceeds to step S905.

Next, in step S905, the control request determination unit 81b determines whether or not the distance between the accident vehicle 100a and the surrounding vehicle 100b is within the second reference distance.

In the example shown in FIG. 6, the surrounding vehicle 100b is traveling within the second reference distance from the accident vehicle 100a (step S905—Yes).

Next, in step S907, the control request determination unit 81b refers to the map data stored in the storage unit 82 and acquires the legal speed of the road on which the surrounding vehicle is located.

Next, in step S909, the control request determination unit 81b instructs the peripheral vehicle 100b to flash the emergency flashing indicator lamp, set an upper limit on the vehicle speed to limit the vehicle speed, and It determines a control request including displaying a display of caution for driving to urge the user who operates 100b to drive carefully. Legal speed is usually road specific information. It is preferable that the upper limit of the vehicle speed is lower than the legal speed of the road on which the surrounding vehicle is located, from the viewpoint of urging the surrounding vehicle 100b to travel safely and prevent secondary disasters. For example, if the legal speed limit is 40 km/h, the upper limit of vehicle speed can be 10 km/h. As a result, the upper limit of the vehicle speed of the surrounding vehicle traveling at a position slightly away from the accident vehicle 100a is restricted so that the user who operates the surrounding vehicle can travel safely.

Further, the control request determining unit 81b determines to include turning on the headlights in the control request when the current time is nighttime. The reason for lighting the emergency flashing indicator light is the same as described above.

With respect to surrounding vehicles traveling at a position farther than the first reference distance and within the second reference distance from the accident vehicle 100a, if the vehicles are stopped, there is a risk that the flow of vehicles will stop and the surrounding roads will become congested. There is Therefore, the secondary disaster is prevented while allowing the vehicle to travel at a speed lower than the legal speed on the road. The second reference distance may be appropriately set from the viewpoint of preventing secondary disasters, and may be set to 100 m, for example, as described above.

On the other hand, if the surrounding vehicle is not traveling within the second reference distance from the accident vehicle 100a (step S905—No), the process proceeds to step S911.

Next, in step S911, the control request determination unit 81b determines whether or not the distance between the accident vehicle 100a and the surrounding vehicles is within the third reference distance.

If the surrounding vehicle is traveling within the third reference distance from the accident vehicle 100a (step S911—Yes), the control request determining unit 81b instructs the surrounding vehicle to the user who operates the surrounding vehicle. A control request is determined, including display of a warning message to urge the driver to drive with caution (step S913). Further, the control request determining unit 81b determines to include turning on the headlights in the control request when the current time is nighttime. The third reference distance can be appropriately determined as a range in which surrounding vehicles are considered to cause secondary damage based on road conditions such as legal speed. As the third reference distance, for example, 200 m can be used as described above.

On the other hand, if the distance between the accident vehicle 100a and the surrounding vehicle is not within the third reference distance (step S911—No), the control request determination unit 81b ends the process of determining the control request.

By determining the content of the control request to the surrounding vehicle based on the distance between the accident vehicle 100a and the surrounding vehicle in this way, the occurrence of secondary damage can be suppressed without excessively restricting the traveling of the surrounding vehicle.

Next, in step S1001, the control request determination unit 81b transmits a control request via the network N to each of the peripheral vehicles 100b and 100c for which the content of the control request has been determined. The control request determination unit 81b stores in the storage unit 82 that the control requests have been transmitted to the surrounding vehicles 100b and 100c. Each of the surrounding vehicles 100b, 100c receives the control request.

Next, in step S1003, the operation of each of the peripheral vehicles 100b and 100c is intervention-controlled based on the received control request.

Specifically, the control request processing unit 21c of the processing unit 21 of the accident processing device 20 of the surrounding vehicle 100c sends a request to turn on the emergency flashing indicator light and a request to brake and stop the vehicle via the network C in the vehicle. to the operation control device 50 via. The operation control device 50 turns on the emergency flashing indicator lamp, controls the braking device 63 and the driving device 62, and stops the own vehicle.

In the peripheral vehicle 100c, control of motion based on a control request has priority over control based on a manual motion signal generated based on a user's operation. For example, even if the user operates the accelerator pedal to attempt to accelerate the surrounding vehicle 100c, the operation control device 50 gives priority to braking based on the control request, so acceleration of the surrounding vehicle 100c is not permitted. .

In addition, the control request processing unit 21c of the surrounding vehicle 100c transmits to the in-vehicle device 30 via the in-vehicle network C a request to display a warning message to urge the vehicle to drive with caution. The processing unit 31 of the in-vehicle device 30 displays a warning message on the display unit 33 . Further, when the control request includes turning on the headlights, the control request processing unit 21c of the surrounding vehicle 100c sends the request to turn on the headlights to the operation control device 50 via the network C in the vehicle. Send to The operation control device 50 turns on the headlights when the headlights are not turned on. When the user operating the surrounding vehicle does not turn on the headlights, the intervention control turns on the headlights, thereby further suppressing the occurrence of secondary damage.

Here, when there is another vehicle following the subject vehicle, the control request processing unit 21c of the surrounding vehicle 100c gives priority to execution of avoidance control for avoiding collision with the other vehicle over execution of the control request. . The operation control device 50 detects obstacles behind the surrounding vehicle 100c based on sensor information detected by a sensor that detects the situation around the vehicle, such as a camera, radar, and sound wave sensor of the vehicle state measurement unit 64. I am watching. When the operation control device 50 determines that the distance between the surrounding vehicle 100c and an obstacle such as another vehicle located behind is within a predetermined monitoring distance, the operation control device 50 determines that the distance between the surrounding vehicle 100c and the obstacle and the obstacle behind the surrounding vehicle 100c is within the predetermined monitoring distance. The control request processor 21c is notified via the network C that the object is located. The control request processing unit 21c stops transmitting a request to brake and stop the vehicle to the operation control device 50 until the distance between the surrounding vehicle 100c and the obstacle becomes equal to or greater than a predetermined warning distance. This avoids a collision between the surrounding vehicle 100c and the following vehicle. For example, the predetermined caution distance can be set to 10 m.

In addition, the control request processing unit 21c of the processing unit 21 of the accident processing device 20 of the surrounding vehicle 100b sends a request to turn on the emergency flashing indicator light and a request to limit the vehicle speed by setting an upper limit on the vehicle speed. It is transmitted to the operation control device 50 via the network C. The operation control device 50 lights an emergency flashing indicator light and controls the braking device 63 or the driving device 62 so that the vehicle speed of the own vehicle does not exceed the requested upper limit. For example, even if the user operating the peripheral vehicle 100b operates the accelerator pedal to increase the vehicle speed, the peripheral vehicle 100b is intervention-controlled so that the vehicle speed does not exceed the requested upper limit. In addition, the control request processing unit 21c of the surrounding vehicle 100b transmits to the in-vehicle device 30 via the network C in the vehicle a request to display a warning message to urge the vehicle to drive with caution. The processing unit 31 of the in-vehicle device 30 displays a warning message on the display unit 33 . When the control request includes turning on the headlights, the control request processing unit 21c of the surrounding vehicle 100b sends the request to turn on the headlights to the operation control device 50 via the network C in the vehicle. Send to The operation control device 50 turns on the headlights when the headlights are not lit.

Here, when there is another vehicle following the own vehicle, the control request processing unit 21c of the surrounding vehicle 100b sets the upper limit of the vehicle speed until the distance between the surrounding vehicle 100c and the obstacle becomes equal to or greater than a predetermined warning distance. stop sending requests to the operation control device 50 to limit the vehicle speed. This avoids a collision between the surrounding vehicle 100c and the following vehicle.

The processing of steps S513 to S1003 described above is repeatedly executed until the server 80 of the center C inputs a cancellation notice of cancellation of the control request. Here, for example, when the other vehicle approaches the accident vehicle 100a within the third reference distance and then moves away from the accident vehicle 100a without approaching the accident vehicle 100a within the first reference distance, the other vehicle: Although it is under intervention control, it can run without being stopped. If the other vehicle is moving away from the accident vehicle 100a (step S701—No), in step S707, the control request determination unit 81b of the processing unit 81 of the server 80 instructs the other vehicle to determines whether or not a control request is being sent to the If the control request has been transmitted in the past (step S707-Yes), the control request determination unit 81b transmits a release notification for notifying the release of the control request to other vehicles via the network N (step S709). . Other vehicles that have received the cancellation notification stop executing the control request.

Next, in step S1005, the server 80 of the center C receives, from the operation unit 84 or the communication unit 85, a control processing end notification indicating that the accident processing for the accident vehicle 100a has ended. The control request determination unit 81b of the processing unit 81 of the server 80 transmits, via the network N, a release notification for releasing the control request to the peripheral vehicles 100b and 100c to which the control request was transmitted.

Next, in step S1007, the control request processing unit 21c of the processing unit 21 of the accident processing device 20 of the peripheral vehicle 100b, 100c stops executing the control request after receiving the release notification.

According to the system of the above-described embodiment, the vehicle that has caused the accident controls the operation of surrounding vehicles that are likely to cause secondary damage, thereby suppressing the occurrence of secondary damage. can. Specifically, the control request for controlling the operation of the surrounding vehicle is determined based on the information specific to the road on which the surrounding vehicle is located or the information on the road fluctuation. It is possible to reliably prevent the next disaster. In addition, by determining the control request for controlling the operation of the surrounding vehicle based on the distance between the accident vehicle and the surrounding vehicle, the degree of intervention control can be appropriately determined to reliably prevent a secondary disaster. can.

In the present invention, the method and apparatus of the above-described embodiments can be modified as appropriate without departing from the gist of the present invention.

For example, in the above-described embodiment, the processing unit 81 of the server 80 of the center C has the functions of the position acquisition unit and the control request determination unit. The processing unit 21 of the device 20 may have the position acquisition unit 21d and the control request determination unit 21e. In this case, the accident processing device 20 for the accident vehicle may perform processing for determining and transmitting a control request for the surrounding vehicle instead of the server 80 to the surrounding vehicle. Further, in the present invention, the vehicle may be a vehicle operated by automatic control.

1 vehicle control system 10 vehicle system 20 accident processing device 21 processing unit 21a accident notification unit 21b position notification unit 21c control request processing unit 21d position acquisition unit 21e control request determination unit 22 storage unit 23 communication unit 30 in-vehicle device 31 processing unit 32 storage Part 33 Display Part 34 Operation Part 35 Sound Output Part 36 Communication Part 40 GPS Information Receiving Part 50 Operation Control Device 61 Steering Device 62 Driving Device 63 Braking Device 64 Vehicle Condition Measurement Part 70 Airbag ECU
71 collision detection sensor 72 airbag 80 server 81 processing unit 81a position acquisition unit 81b control request determination unit 82 storage unit 83 display unit 84 operation unit 85 communication unit 100a to 100d vehicle C center

Claims (5)

A vehicle control method in which a control unit controls a vehicle,
The control unit controls first information indicating whether or not a peripheral vehicle located in the vicinity of the accident vehicle is located within a prescribed distance from the accident vehicle, and a driving road on which the peripheral vehicle is located. Acquiring second information indicating whether the road is a one-lane road,
Based on the first and second information, a notification to bypass the travel road is transmitted to the surrounding vehicles;
A vehicle control method comprising : The control unit determines that the surrounding vehicle is located within the specified distance from the accident vehicle based on the first information, and determines that the road is a one-lane road based on the second information. if it is determined to be a road, determining whether or not a detour route that does not pass through the location of the accident vehicle can be set for the surrounding vehicle;
When determining that the detour route can be set, the control unit notifies the surrounding vehicle of a detour request requesting a detour from the travel road.
The vehicle control method according to claim 1, comprising : The control unit determines whether the road on which the surrounding vehicle is located has a median strip, whether it has a center line, or whether the accident vehicle is located in a parking prohibited area or a parking prohibited area. Acquire the third information representing whether or not,
The control unit determines that a predetermined condition is satisfied based on the third information, and determines that the peripheral vehicle is located within a prescribed distance from the accident vehicle based on the first information. and determining whether or not a detour route that does not pass through the position of the accident vehicle can be set for the surrounding vehicles when it is determined that the road on which the road is traveled is a one-lane road based on the second information. 3. The vehicle control method according to claim 2, wherein: When there is a third vehicle following the peripheral vehicle,
The surrounding vehicle prioritizes execution of avoidance control for avoiding collision with the third vehicle over execution of detouring the travel road;
The vehicle control method according to any one of claims 1 to 3, comprising: A vehicle control device comprising a control unit for controlling a vehicle,
The control unit controls first information indicating whether or not a peripheral vehicle located in the vicinity of the accident vehicle is located within a prescribed distance from the accident vehicle, and a driving road on which the peripheral vehicle is located. Acquiring second information indicating whether the road is a one-lane road,
Based on the first and second information, a notification to bypass the travel road is transmitted to the surrounding vehicles;
A vehicle control device comprising a control unit for executing

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