JP7444736B2 - traffic control system - Google Patents

Description

The present invention relates to a traffic control system that generates information regarding a traffic environment based on information received from a plurality of vehicles.

In recent years, the development of road transportation systems such as ITS (Intelligent Transport Systems) has been promoted as a traffic information provision system that provides information regarding traffic conditions to vehicles such as cars traveling on roads. ing.

Furthermore, on the vehicle side, technology is being adopted that recognizes the driving environment ahead using cameras, laser radars, etc. and controls driving based on the recognized driving environment. By using the information received from the vehicle together with the driving environment information autonomously recognized, safer driving becomes possible.

For example, Patent Document 1 discloses that the surrounding state of the own vehicle is detected and environmental information that changes driving support control is extracted and transmitted to an external device, while the external device that receives environmental information from multiple vehicles automatically A technique has been disclosed that requests environmental information related to a road on which a vehicle travels and changes a driving support control plan based on the environmental information returned from an external device.

International Publication WO2017/179209 Publication

However, among the plurality of vehicles that transmit information to the external device, if a vehicle appears that has lost communication with the external device due to a communication failure or the like, the information transmitted from the external device to each vehicle will be missing. As a result, the reliability of the information transmitted from the external device to each vehicle decreases, and there is a possibility that control on the vehicle side may be impaired, which may impede stable traffic flow.

The present invention has been made in view of the above circumstances, and when collecting information from multiple vehicles and transmitting information related to the traffic environment to each vehicle, even if communication is interrupted in some vehicles, The purpose is to provide a traffic control system that can ensure stable traffic flow.

A traffic control system according to one aspect of the present invention includes a vehicle control device that transmits driving environment information of its own vehicle, and receives the driving environment information from the vehicle control devices of a plurality of vehicles, and is based on the received driving environment information. A traffic control system including a traffic control device that transmits traffic environment information to each of the plurality of vehicles, wherein the vehicle control device transmits traffic environment information to each of the plurality of vehicles, and the vehicle control device transmits traffic environment information to each of the plurality of vehicles. a driving environment information transmitter that transmits detected information of an external environment around the vehicle to the control device as the driving environment information; and at least the traffic environment information received from the control device and the driving environment information of the host vehicle. and a travel control unit that controls the travel of the own vehicle based on one of the plurality of vehicles, and when communication with any of the plurality of vehicles is lost, the control device travels around the communication-disconnected vehicle that has lost communication. an information complementation possibility determining unit that determines whether or not the information of the communication-disconnected vehicle can be supplemented based on the driving environment information received from surrounding vehicles; and an information complementing unit that generates the traffic environment information supplemented with information about the communication-disconnected vehicle based on the driving environment information from surrounding vehicles, and transmits the generated traffic environment information to the surrounding vehicle.

According to the present invention, when collecting information from multiple vehicles and transmitting information related to the traffic environment to each vehicle, stable traffic flow is ensured even if communication is interrupted in some vehicles. It becomes possible to do so.

Overall configuration diagram of the traffic control system in the first embodiment Same as above, explanatory diagram showing vehicle registration in virtual space Same as above, explanatory diagram showing example 1 of loss of communication-disconnected vehicles in virtual space Same as above, explanatory diagram showing example 1 of supplementing a communication-disconnected vehicle in virtual space Same as above, explanatory diagram showing example 2 of loss of communication-disconnected vehicles in virtual space Same as above, explanatory diagram showing example 2 of supplementing a communication-disconnected vehicle in virtual space Same as above, explanatory diagram showing the traffic situation around the lane merging area Same as above, explanatory diagram showing a traffic situation where multiple vehicles are running in parallel. Same as above, flowchart showing processing on the control device side Same as above, flowchart showing processing on the vehicle control device side FIG. 7 is a diagram showing locator processing with MEC server data according to the second embodiment. Same as above, diagram showing locator processing with PC5 data Overall configuration diagram of the traffic control system in the third embodiment Same as above, flowchart of processing to control automatic driving or driving assistance of a car Same as above, detailed process flowchart for step ST67 in FIG.

Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an overall configuration diagram of the traffic control system. As shown in FIG. 1, a traffic control system 1 according to the present embodiment includes vehicle control devices 10 of a plurality of vehicles, and a control device provided in a network environment NW to which each vehicle control device 10 is connected via wireless communication. 100. The control device 100 is provided, for example, as a server device in a network environment using cloud computing or edge computing, or a network environment using a road ancillary equipment network.

In this embodiment, the vehicle control device 10 is mainly configured with an automatic driving control unit 20 that controls automatic driving that does not require any driving operation by a vehicle occupant. An external environment recognition unit 30, a locator unit 40, a brake/drive control unit 50, a steering control unit 60, an information notification unit 70, etc. are connected to the automatic driving control unit 20 so as to be able to communicate with each other via an in-vehicle network.

The external environment recognition unit 30 includes various devices (autonomous sensors) for environment recognition, such as a camera unit 31 such as a stereo camera or a monocular camera, and a radar device 32 such as a millimeter wave radar or a laser radar. The external environment recognition unit 30 uses detection information of objects around the vehicle detected by a camera unit 31, a radar device 32, etc., traffic information obtained through infrastructure communication such as road-to-vehicle communication or vehicle-to-vehicle communication, and positioning by the locator unit 40. Recognizes the external environment around the vehicle based on the vehicle's location information.

The locator unit 40 mainly detects the vehicle position of the own vehicle through positioning based on signals from a plurality of navigation satellites such as GNSS (Global Navigation Satellite System) satellites. In addition, if the positioning accuracy deteriorates due to the acquisition status of signals (radio waves) from satellites or the influence of multipath due to reflection of radio waves, the locator unit 40 uses on-vehicle sensors such as the gyro sensor 42 and the vehicle speed sensor 43. The position of the own vehicle is detected using positioning using autonomous navigation.

Positioning using multiple navigation satellites involves receiving signals transmitted from the navigation satellites via the receiver 41, including information regarding the orbit, time, etc., and determining the vehicle's own position based on the received signals, such as longitude, latitude, Positioning is performed as an absolute position including altitude and time information. In addition, positioning by autonomous navigation is based on the traveling direction of the own vehicle detected by the gyro sensor 42 and the moving distance of the own vehicle calculated from the vehicle speed pulse etc. output from the vehicle speed sensor 43. The position of the vehicle is determined.

The locator unit 40 also includes a map database DB, and specifies the position on the map data of the map database DB from the measured position data of the own vehicle. The map database DB is a database that holds high-precision maps created for driving control including autonomous driving, and is stored in large-capacity storage media such as HDD (hard disk drive) and SSD (solid state drive). .

In detail, a high-precision map is a multidimensional map that maintains static information such as road shapes and connections between roads, and dynamic information such as traffic information collected through infrastructure communications in multiple layers. (dynamic map). The road data includes the type of road white line, the number of driving lanes, the width of the driving lane, point sequence data indicating the widthwise center position of the driving lane, the curvature of the driving lane, the azimuth of the driving lane, the speed limit, etc. It is included and held together with attribute data such as data reliability and data update date.

Furthermore, the locator unit 40 maintains and manages the map database DB, verifies the nodes, links, and data points of the map database DB to keep it always up-to-date, and also updates areas where no data exists on the database. Create and add data to build a more detailed database. Data updating and addition of new data to the map database DB are performed by comparing measured position data with data stored in the map database DB.

The braking/driving control unit 50 controls the driving force generated by the electric motor or the internal combustion engine, and also controls the traveling speed of the own vehicle, switching between forward and reverse, braking, etc. For example, the braking/driving control unit 50 controls the operating state of the engine based on signals from various sensors that detect the engine operating state and various control information acquired via the in-vehicle network, and also controls the operating state of the engine by controlling the brake switch, Based on the wheel speeds, steering angles, yaw rates, and other vehicle information of the four wheels, the brake devices (not shown) of the four wheels are controlled independently of the brake operation by the occupant (driver). Furthermore, the brake/drive control unit 50 calculates the brake fluid pressure of each wheel based on the braking force of each wheel, and performs anti-lock brake control, sideslip prevention control, etc.

The steering control unit 60 controls the steering torque of an electric power steering (EPS) unit 61 provided in the steering system based on, for example, vehicle speed, driver's steering torque, steering angle, yaw rate, and other vehicle information. This steering torque control is executed as current control for the electric motor of the EPS unit 61 that achieves a target steering torque for making the actual steering angle match the target steering angle. The EPS unit 61 uses the target steering torque from the steering control unit 60 as an instruction torque, and controls the drive current of the electric motor corresponding to the instruction torque, for example, by PID control.

The information notification unit 70 controls the output of various information to be presented to the driver, as well as warnings to alert the driver when abnormalities occur in various devices of the vehicle. For example, warnings and control information are notified using at least one of visual output such as a monitor, display, and alarm lamp, and auditory output such as a speaker and buzzer. The information notification unit 70 presents the control state to the driver while the driving control including automatic driving is being executed, and when the driving control including automatic driving is stopped by the driver's operation, the information notification unit 70 displays the control status at that time. Notify the driver of the driving status.

Next, the automatic driving control unit 20, which is the core of the vehicle control device 10, will be explained. The automatic driving control unit 20 operates in a manual driving mode in which the driver performs all driving operations such as steering, acceleration/deceleration, and braking to drive the own vehicle, and in a manual driving mode in which the driver performs all driving operations such as steering, acceleration/deceleration, and braking, and in a manual driving mode in which the driver operates switches, panels, etc. (not shown). , when a driving support mode that supports the driver's driving or an automatic driving mode that does not require the driver's driving operation is selected, the braking/driving control unit 50 and the Travel control is implemented via the steering control unit 60.

In the present embodiment, the driving support mode refers to a driving mode in which at least one of acceleration/deceleration control and steering control is automatically performed, requiring the driver to maintain or steer the vehicle. This shall include driving.

On the other hand, automatic driving mode refers to a driving mode that assumes hands-off driving without the driver touching the steering wheel, and all acceleration/deceleration control and steering control are performed in the designed driving range in which the automatic driving function operates normally. This is a conditional automatic operation mode that automatically performs the following operations. This automatic driving mode is canceled, for example, when the driver performs an override operation such as holding the steering wheel or steering with a steering torque greater than a set value, depressing the brake pedal, or depressing the accelerator pedal. Furthermore, in the automatic driving mode, if it is difficult for the system to continue operating, automatic driving is canceled and the driver is left to operate the vehicle manually.

During driving control for automatic driving, the automatic driving control unit 20 periodically transmits information related to the driving environment of the own vehicle (driving environment information) to the control device 100, and also transmits information about the traffic environment surrounding the own vehicle from the control device 100. (traffic environment information). For this reason, the automatic driving control unit 20 mainly includes a driving control section 21 that controls the autonomous driving of the own vehicle, a traffic environment information receiving section 22 that receives traffic environment information from the control device 100, and a traffic environment information receiving section 22 that receives traffic environment information from the control device 100. The vehicle includes a driving environment transmitter 23 that transmits driving environment information.

The travel control unit 21 allows the passenger (driver) to turn on the automatic driving mode and enter information on destinations and transit points (facility name, address, telephone number, etc.), or on a map displayed on a panel, etc. Direct designation sets the position coordinates (latitude, longitude) of the travel route via the locator unit 40. Note that on expressways and the like, the travel control unit 21 specifies the road and lane on which the vehicle is traveling without specifying the destination or travel route by turning on the automatic driving mode while traveling on the main road.

The driving control unit 21 calculates the center position in the width direction of the driving lane of the specified road using map data and in-vehicle sensors such as the camera unit 31, and calculates the trajectory of the center position of the driving lane in the traveling direction of the automatic driving. Set as a target route. The same applies when the destination and driving route are not specified, and the trajectory in the direction of travel at the center position of the driving lane is set as the target route for automatic driving.

In addition, the driving control unit 21 sets the vehicle speed set by the driver or the road speed limit as the target vehicle speed for automatic driving, and uses this target vehicle speed based on the curvature of the driving route, the type and slope of the road, and the distance between the vehicle and other vehicles. The vehicle automatically travels along the target route to the destination while making appropriate adjustments depending on the distance, etc. If the destination and travel route are not specified, the vehicle is caused to travel so as to follow the center position of the travel lane.

Furthermore, the driving control unit 21 determines the position of the own vehicle in the lateral direction (lateral position) with respect to the target route (center position of the driving lane) based on information from the external environment recognition unit 30, the locator unit 40, and the on-vehicle sensor. ), detects driving information such as the yaw angle and vehicle speed relative to the target route in the direction of travel of the host vehicle. The travel control unit 21 executes steering control to follow the target route via the steering control unit 60 and EPS unit 61, and executes acceleration/deceleration control to the target speed via the braking/driving control unit 50. do.

At this time, the driving control section 21 receives traffic environment information from the control device 100 via the traffic environment information receiving section 22, and uses the received traffic environment information to determine whether the vehicle's external environment recognition unit 30, locator unit 40, etc. Obtain information on the driving conditions of other vehicles that are difficult to detect autonomously. The driving control unit 21 then controls the driving of the own vehicle based on at least one of the driving environment information of the own vehicle and the traffic environment information received from the control device 100.

The driving environment information of the own vehicle is information including the driving information and appearance information of the own vehicle, and the detection information of the external environment around the own vehicle including the appearance information of other vehicles. It is transmitted to the control device 100. As described later, the control device 100 collects driving environment information from a plurality of vehicles, generates traffic environment information related to the traffic environment of the plurality of vehicles based on the collected driving environment information, and generates traffic environment information for each vehicle. Submit information.

The driving environment information transmitter 23 transmits the coordinate position of the own vehicle on the map, the lateral position in the driving lane, the running speed, acceleration/deceleration, etc. as the traveling information of the own vehicle, and also transmits the external appearance information of the own vehicle. Information such as the vehicle body color (paint color) and vehicle type (regular car, truck, special vehicle, motorcycle, etc.) is transmitted. The appearance information of the own vehicle is stored in advance in the memory within the automatic driving control unit 20.

The driving environment information transmitting unit 23 also transmits driving information about other vehicles such as a preceding vehicle in front of the own vehicle and a vehicle in an adjacent lane detected by the external environment recognition unit 30 and other vehicles as detected information about the external environment around the own vehicle. Send appearance information. The driving information of the other vehicle includes the position of the other vehicle with respect to the position of the own vehicle, the relative speed of the preceding vehicle with respect to the own vehicle, the driving lane of the preceding vehicle, the acceleration/deceleration of the preceding vehicle, and the like. Further, the external appearance information of the other vehicle is the body color and vehicle type of the other vehicle recognized based on data from the camera unit 31 of the external environment recognition unit 30, the radar device 32, and the like.

The control device 100 receives driving environment information for each vehicle transmitted from the vehicle control device 10 of each vehicle, generates traffic environment information, and transmits the traffic environment information to each vehicle. At this time, if communication between the vehicle control device 10 and the traffic control device 100 of some vehicles is interrupted, information regarding the vehicle with which communication has been interrupted (communication interrupted vehicle) is missing from the traffic environment information sent to each vehicle. There is a risk that the smooth flow of traffic will be obstructed.

Even if such a communication interruption occurs, the control device 100 supplements information about the communication-disconnected vehicle based on information from vehicles surrounding the communication-disconnected vehicle, making it possible to maintain smooth traffic flow. For this reason, the control device 100 includes a traffic environment information generation section 101, an information complementability determination section 102, and an information complementation section 103.

The traffic environment information generation unit 101 generates traffic environment information surrounding a plurality of vehicles on a road based on driving environment information collected from a plurality of vehicles, and transmits it to each vehicle. Traffic environment information consists of registering moving objects and stationary objects existing on roads within a predetermined range in virtual space, and mainly includes information related to the registered moving objects and stationary objects, as well as information related to traffic caused by accidents, congestion, construction, etc. It includes information such as regulations and warnings due to weather conditions such as rainfall and snowfall. For example, information related to moving objects on the road included in traffic environment information includes the position of each vehicle (coordinate position on the map), the speed and distance between each vehicle in each driving lane, and the sideways of each vehicle in the driving lane. There is information such as position and lateral movement speed, body color and vehicle type of each vehicle.

When a communication-disconnected vehicle appears among a plurality of vehicles, the information supplementability determination unit 102 determines whether communication is interrupted or not based on information from vehicles (communication vehicles) around the communication-disconnected vehicle. Determine whether it is possible to supplement information on vehicles with communication disruption.

Specifically, the information complementability determining unit 102 compares the driving environment information last received from the communication-disconnected vehicle (received before the communication breakdown) with the driving environment information received from surrounding communication vehicles after the communication was interrupted. However, when both conditions match within the following conditions (1) to (5), it is determined that the information of the vehicle with communication interruption can be supplemented. Here, we will explain a vehicle running behind the vehicle with communication loss as an example of a communication vehicle in the vicinity of the vehicle with communication loss, but it is not necessarily limited to a vehicle running behind the vehicle with communication loss. Any vehicle can be used as long as it can detect the disrupted vehicle with an on-vehicle sensor such as the camera unit 31 or the radar device 32.
(1) Vehicle position The information complementability determination unit 102 uses the vehicle position of the communication-disconnected vehicle itself that was last received from the communication-disconnected vehicle, and the information that a communication vehicle running behind the communication-disconnected vehicle detects the communication-disconnected vehicle as a preceding vehicle. The communication vehicle is compared with the position of the preceding vehicle calculated using the communication vehicle as a reference, and it is determined whether the difference between the two positions satisfies the condition that the difference between the two positions is equal to or less than a set value (for example, several meters or less). If the difference between the two positions is less than or equal to the set value, the information complementability determining unit 102 determines that the preceding vehicle detected by the communication vehicle is likely to match the communication-disconnected vehicle.
(2) Vehicle speed The information complementation availability determination unit 102 calculates the applicable vehicle speed based on the relative speed of the preceding vehicle received from the communication vehicle running behind the communication-disconnected vehicle and the vehicle speed of the communication-disconnected vehicle itself that was last received from the communication-disconnected vehicle. The speed relative to the communication vehicle is compared, and it is determined whether the difference in both relative speeds satisfies the condition that the difference is less than or equal to a set speed (for example, less than several km/h). If the difference between the relative speeds of the two is less than or equal to the set speed, the information complementability determination unit 102 determines that the preceding vehicle detected to be a communication vehicle is highly likely to match the communication-disconnected vehicle.
(3) Vehicle body color The information complementability determining unit 102 determines the body color of the preceding vehicle received from the communication vehicle running behind the communication-disconnected vehicle and the vehicle body color of the communication-disconnected vehicle itself that was last received from the communication-disconnected vehicle. A comparison is made to determine whether the condition that both body colors are the same is satisfied. If the body colors of both vehicles are the same, the information complementability determination unit 102 determines that the preceding vehicle, which is detected to be a communication vehicle, is highly likely to match the communication-disconnected vehicle.
(4) Vehicle type The information complementation availability determining unit 102 determines the vehicle type of the preceding vehicle received from the communication vehicle running behind the communication-disconnected vehicle and the vehicle type of the communication-disconnected vehicle itself that was last received from the communication-disconnected vehicle. A comparison is made to determine whether the condition that both vehicle body types are the same is satisfied. If both vehicle types are the same, the information complementability determining unit 102 determines that the preceding vehicle detected by the communication vehicle is likely to match the communication-disconnected vehicle.
(5) Driving Lane The information complementation availability determining unit 102 determines the driving lane of the preceding vehicle, which is received from the communication vehicle running behind the communication-disconnected vehicle, and the driving lane in which the communication-disconnected vehicle itself is traveling, which is received last from the communication-disconnected vehicle. to see if the condition that both travel lanes are the same is satisfied. If both driving lanes are the same, the information complementability determination unit 102 determines that the preceding vehicle detected by the communication vehicle is likely to match the communication-disconnected vehicle.

If all of the above conditions (1) to (5) are satisfied, the information complementation possibility determining unit 102 determines that the information on the communication-disconnected vehicle can be supplemented with the driving environment information received from the communication vehicle. The information complementation unit 103 generates complementary information in response to the determination result from the information complementability determination unit 102 that the information can be complemented.

In this case, even if the information of the vehicle with communication loss is being supplemented, the vehicle with communication loss changes lanes and moves out of the target driving lane based on the lateral position and lateral movement speed of the vehicle with communication loss within the target driving lane. If it is determined that this is the case, or if it is determined that the communication-disconnected vehicle is out of the detection range of surrounding vehicles, it is excluded from the complement target.

When the information complementation possibility determination unit 102 determines that the information of the communication-disconnected vehicle can be supplemented, the information complementation unit 103 determines the position, speed, and driving lane of the communication-disconnected vehicle based on the driving environment information transmitted from the communication vehicle. , body color, vehicle type, etc., and register them in the virtual space. This supplementary information is maintained and updated at intervals from when driving environment information is received from the communication vehicle until the next information is received, and at the same time indicates that the corresponding vehicle in the virtual space has lost communication and is supplementing information. Status information is generated.

FIG. 2 is an explanatory diagram showing registration of a vehicle in virtual space. For example, in real space, if there is a vehicle A and a vehicle B running behind vehicle A, and the vehicles A and B are communicating normally with the control device 100, the control device 100 will: Vehicles A and B in real space are registered as vehicles A1 and B1 in virtual space.

Here, a case will be described in which a communication failure occurs in either vehicle A or B and communication between vehicle A or vehicle B and the control device 100 is interrupted. FIG. 3 is an explanatory diagram showing an example 1 of missing communication-disconnected vehicles in a virtual space, and FIG. 4 is an explanatory diagram illustrating a supplementary example 1 of a communication-disconnected vehicle in a virtual space. An example is shown. Further, FIG. 5 is an explanatory diagram showing a missing example 2 of a communication-disconnected vehicle in a virtual space, and FIG. 6 is an explanatory diagram showing a supplementary example 2 of a communication-disconnected vehicle in a virtual space, in which a communication failure has occurred in vehicle B. An example is shown below.

If a communication failure occurs in vehicle A and vehicle A's information cannot be supplemented, as shown in Figure 3, compared to vehicles A and B in real space, only vehicle B1 remains in virtual space, and vehicle A1 is missing. Resulting in. On the other hand, when the information on vehicle A is supplemented, as shown in FIG. 4, the vehicles become A2 and B1 in the virtual space, and vehicle A1 is rewritten as vehicle A2. Vehicle A2 has vehicle A1 re-registered as vehicle A2 using supplementary information based on vehicle A information detected by vehicle B in real space, and the status information has been rewritten from normal communication to communication loss and information supplementation. It will be done.

On the other hand, if a communication failure occurs in vehicle B and vehicle A cannot detect vehicle B behind it, the information of vehicle B will not be supplemented, and as shown in FIG. , there is only vehicle A1 in the virtual space, and vehicle B1 is missing. On the other hand, if vehicle A detects vehicle B behind it with an on-vehicle sensor and the information of vehicle A can be supplemented, as shown in FIG. is rewritten to vehicle B2. Vehicle B2 has been re-registered from vehicle B1 as vehicle B2 using supplementary information based on vehicle B information detected by vehicle A in real space, and the status information has been rewritten from normal communication to communication disruption and information supplementation. It will be done.

As described above, when the information of the communication-disconnected vehicle is supplemented, vehicles other than the communication-disconnected vehicle can perform the same operations as if no communication interruption had occurred, using the supplementary information of the communication-disconnected vehicle registered in the virtual space. Traffic environment information can be acquired from the control device 100. In that case, each vehicle can determine which vehicle's information is supplementary information based on the status information, and can appropriately match the autonomously acquired driving environment information and the traffic environment information from the control device 100. It becomes possible to perform safe and smooth driving control by making judgments based on the following information.

FIG. 7 is an explanatory diagram showing the traffic situation around the lane merging section. FIG. 7 shows a situation in which a vehicle C and a following vehicle D are traveling on the main line Pm, and a vehicle E is traveling on a merging lane Pj that merges with the main line Pm. When communication between the control device 100 and vehicles C, D, and E is normal, vehicle C on the main road Pm and vehicle E on the merging lane Pj mutually control travel based on traffic environment information from the control device 100. This allows for smooth merging.

In this case, if a communication failure occurs in vehicle C and communication with the control device 100 is interrupted, and the control device 100 is unable to supplement the information of vehicle C from the information of vehicle D, vehicle E attempting to enter main line Pm , it may be impossible to recognize the vehicle C proceeding near the merging point. Therefore, there is a risk that vehicle E will enter the junction without decelerating, assuming that there is still some time before vehicle D reaches the vicinity of the junction. As soon as the other is detected, the vehicle must suddenly decelerate.

On the other hand, if vehicle D transmits the information of vehicle C to the control device 100, and the control device 100 supplements the information of vehicle D and transmits it to vehicle E, vehicle E It is possible to appropriately control the vehicle speed by recognizing that vehicle D is proceeding nearby and following vehicle C, and it is possible to enter the main line L safely and smoothly.

In addition, as another traffic situation, FIG. 8 is an explanatory diagram showing a traffic situation in which a plurality of vehicles are running in tandem. Vehicles F2, F3, and F4 are running in tandem on the same driving lane L, with vehicle F1 at the head. running in condition. If the leading vehicle F1 decelerates in such a situation, if the communication between the control device 100 and vehicles F1, F2, F3, and F4 is normal, the last vehicle F4 will receive information from the control device 100. Therefore, the deceleration of the leading vehicle F1 can be immediately recognized, and it becomes possible to decelerate with a margin.

Here, if a communication failure occurs in the leading vehicle F1 and communication with the control device 100 is interrupted, and the control device 100 is unable to supplement the information of the vehicle F1 from the information of the following vehicle F2, the last vehicle F4 , when the vehicle F2 decelerates relative to the deceleration of the vehicle F1, the deceleration of the vehicle F2 is recognized by information from the control device 100 and the vehicle F2 decelerates. For this reason, vehicle F4 suddenly decelerates to a greater degree than when communication between the control device 100 and vehicles F1, F2, F3, and F4 is normal compared to the deceleration of vehicle F1. .

On the other hand, if vehicle F2 transmits the information of vehicle F1 to the control device 100, and the control device 100 complements the information of vehicle F1 and transmits it to vehicle F4, the last vehicle F4 With this information, it is possible to quickly recognize the deceleration of the leading vehicle F1. As a result, when the leading vehicle F1 decelerates, the rearmost vehicle F4 decelerates with a margin, almost the same as when communication between the control device 100 and vehicles F1, F2, F3, and F4 is normal. This makes it possible to maintain smooth traffic flow.

Next, the operation of the above traffic control system 1 will be explained using the flowcharts shown in FIGS. 9 and 10. FIG. 9 is a flowchart showing processing on the control device side, and FIG. 10 is a flowchart showing processing on the vehicle control device side.

First, the processing on the control device side shown in FIG. 9 will be explained. The control device 100 collects driving environment information transmitted from a plurality of vehicles in step S100, and checks whether there is any vehicle with communication interruption in step S101.

If there is no communication-disconnected vehicle, the control device 100 proceeds from step S101 to step S104, and generates traffic environment information based on the collected driving environment information. The generated traffic environment information is transmitted to each vehicle in step S105.

On the other hand, in step S101, if there is a vehicle with communication disruption, the control device 100 proceeds from step S101 to step S102, and determines whether or not it is possible to complement the information of the vehicle with communication disruption. As mentioned above, whether or not it is possible to supplement the information of a vehicle that has lost communication is determined by comparing the last information received from the vehicle with communication loss with the information received from nearby vehicles, and then satisfying conditions (1) to (5). Judge based on whether you are satisfied or not.

When the control device 100 determines that the information on the communication-disconnected vehicle cannot be supplemented, the process proceeds from step S102 to step S104, where it generates traffic environment information excluding the communication-discontinued vehicle, and transmits it to each vehicle at step S105. In this case, the control device 100 notifies each vehicle that there is a communication-disconnected vehicle and that the transmitted traffic environment information lacks information about the communication-disconnected vehicle.

Further, if the control device 100 determines that the information of the vehicle with communication loss can be supplemented, the process proceeds from step S102 to step S103, and generates supplementary information such as the position, speed, driving lane, body color, vehicle type, etc. of the vehicle with communication loss. At the same time, the status information of the relevant vehicle is rewritten to clearly indicate that the information of the vehicle whose communication has been interrupted is being supplemented. Then, in step S104, the control device 100 generates traffic environment information by including information on vehicles with normal communication and complementary information on vehicles with communication disruption, and transmits it to each vehicle in step S105.

Next, the processing on the vehicle control device side shown in FIG. 10 will be explained. In the automatic driving control unit 20, the vehicle control device 10 determines whether automatic driving is possible in the first step S10. For example, if it becomes difficult to continue automatic driving due to an abnormality occurring in a part of the system or the system is out of the operational range of automatic driving, the automatic driving control unit 20 will determine that it is impossible to continue automatic driving. Then, the process advances from step S10 to step S11 to request the passenger to take over the driving. This causes a transition from automatic operation mode to manual operation mode.

On the other hand, if automatic driving is possible in step S10, the process proceeds from step S10 to step S12, where the automatic driving control unit 20 transmits the driving environment information of the own vehicle to the control device 100 at fixed intervals or fixed distances. do. Thereafter, when the automatic driving control unit 20 receives traffic environment information from the control device 100 in step S13, it checks whether there is a vehicle with communication interruption in step S14.

As a result, if there is no vehicle with communication interruption, the automatic driving control unit 20 proceeds from step S14 to step S16 and executes automatic driving control mainly based on traffic environment information. In automatic driving control based mainly on traffic environment information, it is possible to perform control that takes into account the movement of the vehicle outside the detection range of the vehicle's on-board sensors, enabling safer and smoother driving.

If there is a vehicle with communication disruption in step S14, the automatic driving control unit 20 checks whether or not there is complementary information in the traffic environment information from the control device 100 in step S15. If there is no supplementary information from the control device 100, the automatic driving control unit 20 proceeds from step S15 to step S17, and executes automatic driving control using the on-vehicle sensor as the main. In self-driving travel control mainly using in-vehicle sensors, safety is ensured through travel control based on autonomously recognized external environment, and traffic environment information from the control device 100 is used supplementarily to enable smooth travel. do.

On the other hand, if there is complementary information from the control device 100, the automatic driving control unit 20 proceeds from step S15 to step S16, and executes automatic driving travel control mainly based on traffic environment information. In this case, the autonomous driving driving control can be controlled by taking into account the movement of the vehicle outside the detection range of the own vehicle's on-board sensor, as in the case where there is no communication interrupted vehicle, based on the supplementary information of the communication interrupted vehicle. Safe and smooth running is possible.

In this manner, in this embodiment, when generating traffic environment information surrounding multiple vehicles based on driving environment information collected through communication with multiple vehicles, even if there is a vehicle that has lost communication. , it is determined whether the information of the vehicle with communication loss can be supplemented from the information of surrounding vehicles, and if the information can be supplemented, traffic environment information supplemented with the information of the vehicle with communication loss is generated and transmitted to each vehicle. This makes it possible to avoid loss of information due to communication interruption of some vehicles, and it becomes possible to ensure a stable and smooth flow of exchange.

Next, a second embodiment of the present invention will be described. Note that this embodiment mainly describes a configuration that generates pseudo sensor data based on traffic environment information generated in the control device 100. In this embodiment, in order to simplify the explanation, vehicle A among the plurality of vehicles will be particularly referred to as "self-vehicle A", and its relationship with the control device 100 will be described.

In this embodiment, the control device 100 includes an input information compiling section 101a and an output compiling section 101b. Further, the input information compiling unit 101a includes an information storage unit 101c and a current situation map generation unit 101d. Further, the output compiling section 101b includes a progress area calculation means 101e and a calculation transmission means 101f.

The information storage unit 101c stores information from mobile phone terminals that are connected to the network NW, roadside traffic systems such as traffic lights, the intelligent transportation system 120, information from the traffic system server, GNSS signals, and the temperature and weather around the vehicle that each vehicle has. , surrounding information such as the shade of the road, the location of people and structures, other vehicles, lanes, and road information, as well as the weather forecast for the area where the vehicle is currently or where it is scheduled to travel, specific wind directions, and festivals. Regional information consisting of various information such as event information, high-occupancy vehicle settings, etc. is collected via the network NW and stored as traffic environment information.

These information groups have two pieces of time information: the system transmission absolute time, which is the time at which the information was collected, and the server time, at which the current map information generation means added the time information.

The current situation map generation means 101d generates current situation map information for the route to the destination from map information including road information and the collected surrounding information and area information.

The VICS (registered trademark) information that constitutes the regional information may be collected by the control device 100, or may be collected by the own vehicle A and transmitted to the control device 100. The time at which the area information is collected may be the estimated passage time, vehicle time, or server time. If the own vehicle A is stopped or parked and surrounding information and local information can be collected, the information may be collected. The collected information may be communicated with the control device 100 regardless of whether the own vehicle A is running, stopped, or parked, as long as it can communicate with the control device 100.

The progress area calculating means 101e uses the current situation map information to simulate the relative positional relationship of the own vehicle A with a plurality of cars at the actual driving absolute time on the route to the destination. Based on the unique information of vehicle A, the results of this predicted area of travel are determined by the area in which vehicle A cannot enter, and the area in which vehicle A should pass before reaching destination A, based on the current situation map information. Calculated taking into account the areas in which it is not possible.

The calculation transmitting means 101f transmits the traveling area prediction calculation result to the own vehicle A via the network. The own vehicle A receives the progress area prediction calculation result, and determines a travel route that is a travel area for a predetermined time to the destination based on the progress area prediction calculation result. When the own vehicle A is a vehicle having an automatic driving function, it runs automatically according to the travel area.

Here, the control device 100 is provided, for example, at a mobile phone base station, and the network is a mobile phone network. When the vehicle A is set to travel in a relatively large area, such as traveling on an expressway, the occupant of the vehicle A operates the navigation system to set a travel route to the destination.

Based on the travel request, the control device 100 uses the current situation map generating means 101d to generate current situation map information up to the destination, and outputs it to the progress area calculating means 101e.

The progress area calculating means 101e performs a simulation of traveling of the own vehicle A to the destination A using the current situation map information of the own vehicle A to the destination A, and performs road assignment processing (PAth).

The own vehicle A outputs various information to the display device of the information notification unit 70 based on the received progress area prediction calculation result and the surrounding information of the own vehicle A at the time of receiving the progress area prediction calculation result, or performs automatic driving. Start running.

A server time and a server ID are attached to the received progress area prediction calculation result, and the own vehicle A stores the received progress area prediction calculation result, server time, and server ID. The own vehicle A stores the server ID as vehicle unique information 5, and transmits the vehicle unique information including the server ID to the control device 100 at the time of a behavior request.

When the control or support range of the control device 100 spans multiple areas until the destination of the own vehicle A, if the area is outside the range of the control device 100 that responds to vehicle behavior requests, no response can be obtained and the own vehicle A side However, the progress area prediction calculation result could not be sent, and the data remained unprocessed.

When the own vehicle A communicates, if the server time owned by the own vehicle A is different from the time owned by a vehicle other than the own vehicle A, such as another vehicle B, or a traffic system, the input information compilation unit 101a and the server device (control device 100) having the output information compilation unit 101b, the server time of the vehicle is updated by updating the server time of the vehicle to the surrounding time of a vehicle other than the vehicle and/or the traffic system. By updating the server ID and the server ID, it is possible to avoid interference due to time differences with surrounding areas. Furthermore, even if the information necessary to reach the destination is not covered, the vehicle A can behave in accordance with the surrounding vehicles.

12 and 13 are diagrams showing locator processing according to the present embodiment. In the locator processing, the control device 100 uses the coordinate system (X1, Y1) of traffic environment information to be used by the sensor of own vehicle A. Change to a polar coordinate system (vector component) with azimuth data and position information.

In other words, the spatial data included in the traffic environment information from each vehicle has numerical information that allows spatial data to be placed at a certain location on the earth, and the numerical value is a coordinate system (spatial coordinate) that provides a reference frame for the data. is part of. The traffic environment information generation unit 101 can identify spatial data on the earth's surface, align the data positions with respect to other data, perform analysis with high spatial precision, and create traffic environment information. . Data is defined in both horizontal and vertical coordinate systems, where the horizontal coordinate system locates the data across the Earth's surface, and the vertical coordinate system allows the relative height or depth of the data to be determined. For predictive calculations in planar coordinates, a horizontal coordinate system is sufficient; for calculations in three-dimensional coordinates, a vertical coordinate system is required. When converted into a coordinate system, the origin may be set on the control system 100 at the own vehicle A, which is the own vehicle, or another vehicle B, which is a peripheral vehicle of the own vehicle A. Each vehicle (self-vehicle A, other vehicle B, etc.) that is a terminal notifies the control device 100 of vehicle running information (driving environment information) regarding each vehicle at predetermined time and/or distance intervals via the network. In the traffic environment information generation unit 101, the current situation map information creation means 101d generates current situation map information. Further, the advancing area calculation means 101e performs simulation (calculation) on the traffic environment information included in the current situation map information, and converts the traffic environment information included in the current situation map information into a relative position with respect to the position of the host vehicle A. Convert. The calculation transmitting means 101f outputs the converted relative position information to the host vehicle A as a traveling area prediction calculation result. This progress area prediction calculation result includes a pseudo output sensor value that can be compared with the sensor system of own vehicle A, and by comparing the detection data of own vehicle A with the pseudo output sensor value, The presence of vehicles etc. can be recognized. In addition, even if there is a delay in transmitting information within the network, the function of the sensor system of own vehicle A is degraded or unusable, or even if there is a blind spot that cannot be seen in the first place, the progress area that is the result of the predictive calculation You can drive with the predicted calculation results. Further, when pseudo sensor data is used, it is possible to drive based on pseudo information, so safety can be ensured.

Note that the function of the advancing area calculation means 101e can be provided in the host vehicle A instead of the control device 100.

Next, a disclosed example will be described. FIG. 14 is a flowchart of a process for controlling automatic driving or driving support of the own vehicle A by the travel control unit 21 of the vehicle control device 10.

The travel control unit 21 that controls the travel of the host vehicle A repeatedly executes the travel control shown in FIG. 14 . The repetition period in this case may be, for example, about several tens of milliseconds to several hundred milliseconds.

In step ST61, the travel control section 21 determines whether it is time to update the control. Based on the current time of the receiver 41, the travel control unit 21 may determine whether the elapsed time from the previous control timing has exceeded a predetermined update cycle. Further, the travel control unit 21 may estimate the end time of the control on the currently executed route, and determine whether the remaining time until the estimated end time is smaller than a threshold value. If the update period has not elapsed, the travel control unit 21 repeats the determination process in step ST61. If it is determined that the control timing has passed the update period, the travel control unit 21 advances the process to step ST62.

In step ST62, the travel control section 21 acquires the latest traffic environment information (primary processing information) through the traffic environment information receiving section 22. The travel control unit 21 acquires the latest traffic environment information in the control device 100 through the traffic environment information receiving unit 22. The travel control unit 21 may acquire the latest traffic environment information as well as other previously received traffic environment information. It is possible to understand changes in the movement of each vehicle etc. using multiple pieces of traffic environment information.

In step ST63, the driving control section 21 acquires own vehicle information from each part of the own vehicle. The travel control unit 21 acquires the current location and information on other nearby moving objects from the external environment recognition unit 30 and the locator unit 40, for example. In the case of driving assistance, the travel control unit 21 acquires operation information by the driver.

In step ST64, the travel control unit 21 determines whether the traffic environment information and the actual current position match. The travel control unit 21 compares the current location detected by the host vehicle A with the current location included in the latest traffic environment information. If these positions match with a minute error that does not impede travel control, the travel control section 21 determines that the current positions match, and advances the process to step ST65. If these positions are larger than the minute error, the travel control unit 21 determines that the current positions do not match, and advances the process to step ST67.

In step ST65, the travel control unit 21 determines whether the route from the current position indicated by the latest traffic environment information is in a clear state in which the vehicle can travel. For example, the travel control unit 21 determines whether there are foreign objects, abnormalities, or dangers in the designated course or travelable range, and whether there are other moving objects passing through, based on the acquired surrounding information detected by the own vehicle. do. If there is no possibility of these obstacles, the travel control unit 21 determines that the instructed route is clear, and advances the process to step ST66. If there is an obstacle or if there is a possibility of such an obstacle, the travel control unit 21 determines that the instructed course or travelable range is not clear, and advances the process to step ST67.

Note that the driving control unit 21 not only determines whether to clear the indicated course based on the surrounding information detected by the own vehicle acquired by the autonomous sensor, but also based on the detection value of the autonomous sensor and information included in the latest traffic environment information. Clearing of the designated course may be determined based on the error between the two. If the type of physical quantity or coordinate system differs between the detected value of the autonomous sensor and the information acquired from the outside, the travel control unit 21 uses the detected value of the autonomous sensor as the physical quantity or coordinate system of the information acquired from the outside. The value of the pseudo sensor after the conversion and the detected value of the autonomous sensor may be compared. If the error is greater than or equal to the threshold value, the travel control unit 21 determines that the instructed course or travelable range is not clear, and advances the process to step ST67. If the error is smaller than the threshold, the travel control unit 21 determines that the instructed route is clear, and advances the process to step ST66.

In step ST66, the travel control section 21 controls travel according to the instructed route.

The travel control unit 21 generates the designated route or the designated route within the travelable range as travel control data. When the travel control unit 21 has acquired a course as a vector including the direction, distance, or time from the control device 100, the travel control unit 21 may generate travel control data along the course. When the safe driving range in which the vehicle can travel is acquired from the control device 100, the travel control unit 21 calculates a vector based on the direction and distance or time in which the vehicle can travel in the maximum possible direction within the safe driving range, and The route may be generated as travel control data.

The driving control unit 21 controls the driving of the own vehicle based on the generated driving control data. In the case of driving assistance, the driving control unit 21 adjusts the driver's operation so as not to deviate significantly from the course based on the generated driving control data. At this time, the travel control unit 21 may adjust the driver's operation so that the vehicle does not deviate from the instructed travelable range.

In this way, the traveling control unit 21 determines the course of the own vehicle A based on the traffic environment information obtained based on the field information (driving environment information) related to the movement of a plurality of moving objects received by the own vehicle A. to control or support the driving of own vehicle A.

In step ST67, the travel control unit 21 generates travel control data based on information independently detected by the autonomous sensor of the own vehicle, rather than the instructed route. At this time, in order to obtain travel control data based on the autonomous sensor, the travel control unit 21 uses information on the instructed course or travelable range as subordinate information, and makes sure not to exceed those instructions. Travel control data may be generated.

The travel control unit 21 controls the travel of the host vehicle A based on the generated travel control data. In the case of driving assistance, the driving control unit 21 adjusts the driver's operation so as not to deviate significantly from the course based on the generated driving control data. At this time, the travel control unit 21 may adjust the driver's operation so that the vehicle does not deviate from the instructed travelable range.

In this way, the driving control unit 21 acquires the traffic environment information received by the traffic environment information receiving unit 22 in the host vehicle A as a moving body, generates driving control data from the traffic environment information, and generates the generated driving control data. The driving of own vehicle A is controlled or supported. The travel control unit 21 can control or support the travel of the own vehicle A by determining or controlling the movement of the own vehicle A based on the route indicated by the acquired traffic environment information. Here, the travel control data is secondary processing information used for determining or controlling the movement of the host vehicle A.

Note that, unlike this embodiment, the host vehicle A may receive information other than information on the course or movable range, such as field information, from a wireless base station (not shown). In this case, the travel control unit 21 may generate a course or a movable range by the same process as the control device 100 based on the received information, and execute the process of FIG. 14 based on it. In this case, the travel control unit 21 generates information on the course or travelable range of a minute section in which the own vehicle can travel from the field information, and executes the process shown in FIG. 14 based on the generated information. .

As described above, in this embodiment, the control device 100 collects field information related to the movement of each vehicle as a plurality of moving objects, and based on the collected field information, prevents the plurality of moving objects from colliding with each other, for example. A course or safe driving range is generated for each moving object in a minute section in which it can proceed safely, and the generated minute section course or safe driving range is used as traffic environment information for the traffic of multiple vehicles. It is transmitted to each of the environmental information receiving sections 22. Therefore, the traffic environment information receiving unit 22 of the vehicle, which receives traffic environment information about the movable bodies that can be used by each vehicle from the control device 100, determines the route of its own movement in consideration of the route of other movable bodies based on it. You can get information. Each moving object obtains its own route information that takes into consideration the routes followed by other moving objects, and moves based on this information, thereby making it less susceptible to the unexpected movement of other moving objects. Mutual safety during travel is increased by moving multiple vehicles and other moving objects according to common information.

When the control device 100 of the vehicle A in the traffic control system 1 of the present embodiment controls the travel of the vehicle A, the control device 100 of the vehicle A uses the information detected by the autonomous sensor provided in the vehicle A from the information received from the control device 100. , to be used with priority.

However, each autonomous sensor may not be able to detect with sufficient accuracy depending on the driving environment. For this reason, it is conceivable that the control device 100 of the automobile A increases the number of types of autonomous sensors and controls driving based on their comprehensive detection. However, it is not desirable to increase the number of autonomous sensors capable of detection with such high accuracy without limit when manufacturing automobiles. Moreover, even if the number of types of autonomous sensors is increased, detection may not be possible with sufficient accuracy in all driving environments.

An example of dealing with such a situation will be described below.

FIG. 15 is a flowchart of detailed processing regarding step ST67 in FIG.

The travel control unit 21ECU of the host vehicle A executes the process of FIG. 15 in step ST67 of FIG.

In step ST81, the travel control unit 21 determines whether the detection accuracy of the autonomous sensor is sufficient. The autonomous sensor includes, for example, a stereo camera that images the front of the own vehicle A. Stereo cameras may not be able to adequately capture images of nearby moving objects or road lanes in environments such as backlight. If the captured image is not such a captured image, the travel control unit 21 determines that the detection accuracy of the autonomous sensor is sufficient, and advances the process to step ST82. In the case of such a captured image, the travel control unit 21 determines that the detection accuracy of the autonomous sensor is insufficient, and advances the process to step ST83.

In step ST82, the travel control unit 21 uses the detection value of the autonomous sensor preferentially over the information received from the control device 100 via a wireless base station etc. to determine a course for controlling the travel of the host vehicle A. Determine.

In step ST83, the travel control unit 21 uses the information received from the control device 100 preferentially over the detection value of the autonomous sensor to determine a course for controlling the travel of the own vehicle A. From the information received from the control device 100, the travel control unit 21 generates pseudo sensor information of the same physical quantity in the same format as the detection information of the autonomous sensor, and uses this information to determine a course for controlling the travel of the own vehicle A. May be used for.

In this manner, in this embodiment, the priority between the detection value of the autonomous sensor and the information received from the control device 100 is switched depending on the detection accuracy of the autonomous sensor. In this embodiment, for example, it is possible to deal with temporary loss of visibility.

For example, if image recognition by the stereo camera is lost due to backlighting or falls below a threshold, traffic control based on traffic environment information is temporarily used with priority over information from the stereo camera. Since the traffic environment information is bird's-eye view information in a minute period of time, it is possible to extract the route traveled by the preceding vehicle. Furthermore, information from the autonomous sensors of other cars B and C is also reflected.

In addition, when controlling the automatic brake, for example, if the recognition rate of the autonomous sensor is 80% or less and it is not suitable for use, the driving control unit 21 compares the recognition result of the autonomous sensor with the traffic environment information. However, if there is a difference greater than a threshold value between them, the traffic environment information may be prioritized over the recognition result of the autonomous sensor.

In addition, when the detection accuracy of some autonomous sensors is low, the travel control unit 21 generates pseudo-sensor information based on traffic environment information instead, and combines this with information from other autonomous sensors. , may be used to determine a course for controlling the travel of the own vehicle A.

1 Traffic control system NW network environment 10 Vehicle control device 20 Automatic driving control unit 21 Travel control unit 22 Traffic environment information receiving unit 23 Travel environment transmitting unit 30 External environment recognition unit 40 Locator unit 50 Braking and driving control unit 60 Steering control unit 70 Information Notification unit 100 Control device 101 Traffic environment information generation unit 102 Information complementability determination unit 103 Information complementation unit

Claims (10)

a vehicle control device that transmits driving environment information of the own vehicle;
A traffic control system comprising: a control device that receives the driving environment information from the vehicle control devices of a plurality of vehicles, and transmits traffic environment information based on the received driving environment information to each of the plurality of vehicles. ,
The vehicle control device includes:
a driving environment information transmitting unit that transmits driving information and appearance information of the own vehicle, and detection information of the external environment around the own vehicle including appearance information of other vehicles to the control device as the driving environment information;
a travel control unit that controls the travel of the host vehicle based on at least one of the traffic environment information received from the control device and the travel environment information of the host vehicle;
The control device includes:
When communication with any of the plurality of vehicles is interrupted, whether or not it is possible to complement the information of the communication-disconnected vehicle based on the driving environment information received from surrounding vehicles traveling around the communication-disconnected vehicle. an information supplementability determination unit that determines whether
When it is determined that the information of the communication-disconnected vehicle can be supplemented, the traffic environment information supplemented with the information of the communication-disconnected vehicle is generated based on the driving environment information from the surrounding vehicles, and the generated traffic environment information is transmitted to the surrounding vehicle. A traffic control system comprising: an information complementing section. The information complementation possibility determining unit is configured to determine whether the driving environment information received from the communication-disconnected vehicle before the communication interruption and the driving environment information received from the surrounding vehicle after the communication interruption match within a predetermined condition. 2. The traffic control system according to claim 1, wherein the traffic control system determines that information about a vehicle with communication disruption can be supplemented. The information complementability determination unit determines that the communication-disconnected vehicle has changed lanes based on the driving environment information received from the surrounding vehicles, or that the communication-disconnected vehicle has moved out of the detection range of the surrounding vehicles. The traffic control system according to claim 1 or 2, wherein when the determination is made, the traffic control system is excluded from the complement target. The traffic system according to any one of claims 1 to 3, wherein the driving environment information transmitting unit transmits information on vehicle body color and vehicle type as the appearance information of the own vehicle and other vehicles. control system. According to any one of claims 1 to 4, the control device transmits information indicating that communication has been lost and information is being supplemented to the surrounding vehicles as status information of the communication-disconnected vehicle. traffic control system. 6. The traffic control system according to claim 1, wherein the control device is a server device in a network environment to which the vehicle control devices of a plurality of vehicles are connected. The driving environment information includes map information and/or regional information where the own vehicle is located,
The control device includes:
an information storage means that stores the driving environment information;
current situation map information creation means for creating current situation map information for the route of the host vehicle to the destination based on the driving environment information accumulated in the information storage means;
an input information compilation department having;
Traveling area calculating means for predicting and calculating a traveling area of the host vehicle using the current situation map information;
calculation transmitting means for transmitting the result of the prediction calculation to the own vehicle;
an output information compilation unit having a
The travel area of the host vehicle is determined at least based on the current situation map information, and the determined travel area is divided into a plurality of areas by at least a predetermined distance and/or time,
The progress area calculation means updates the current situation map information before the own vehicle passes through the divided area, and outputs pseudo sensor data based on the predictive calculation to the own vehicle. The traffic control system according to any one of claims 1 to 6. 8. The predictive calculation is provided with at least spatial coordinates, the spatial coordinates have at least horizontal coordinates, and the pseudo sensor data includes at least the spatial coordinates and azimuth information. Traffic control system as described. 9. The traffic control system according to claim 7, wherein the traveling area calculation means is provided in the host vehicle instead of the control device. The vehicle control device has an autonomous sensor that detects information regarding the movement of the own vehicle, driver information and vehicle-specific information of the vehicle, and surrounding information or regional information of the vehicle,
The driving environment information transmitting unit transmits current or past detection information by the autonomous sensor constituting the driving environment information to the control device that can communicate in a predetermined area and/or a predetermined section where the host vehicle is located. The traffic control system according to claim 1, characterized in that:

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