VEHICLE IDENTIFICATION SYSTEM AND VEHICLE IDENTIFICATION DEVICE

专利摘要:
vehicle identification system and vehicle identification device. The present invention relates to a vehicle identification system (1) that includes a communication device (24, 24a) that receives other vehicle information related to another vehicle around a host vehicle, a detection device (21 , 21a) which detects another vehicle around the host vehicle, and a vehicle identification device (10) which identifies a transmitting vehicle transmitting the other vehicle information on the basis of the other vehicle information received by the communication device (24, 24a) and a detection result by the detection device (21, 21a), wherein the vehicle identification device (10) is capable of switching between a capture mode to capture the transmission vehicle on the basis of the other vehicle information. received by the communication device (24, 24a) and the detection result by the detection device (21, 21a), and a tracking mode for identifying the transmitting vehicle on the basis of a po relationship. between the host vehicle and the transmission vehicle at the time of capture in the capture mode, and motion information related to the transmission vehicle based on the other vehicle information received by the communication device (24, 24a) after capturing in the mode of capture. therefore, it is possible to improve the accuracy in identifying a communication vehicle.
公开号:BR112014001702B1
申请号:R112014001702-6
申请日:2011-07-26
公开日:2021-06-29
发明作者:Yusuke Nemoto
申请人:Toyota Jidosha Kabushiki Kaisha；
IPC主号:

专利说明:

TECHNICAL FIELD
[0001] The present invention relates to a vehicle identification (ID) system and a vehicle ID device. PRIOR TECHNIQUE
[0002] Until now, for example, a vehicle ID system that identifies another vehicle that performs communication to control a host vehicle is available. As such, a conventional vehicle ID system, for example, Patent Document 1 discloses a vehicle ID device including on-board detection means for detecting another vehicle, mounted on a host vehicle, communication acquisition means for acquiring the information related to another vehicle by communication, and ID means for identifying the other vehicle detected by the on-board detection means with the other vehicle acquired by the communication acquisition means.
[0003] Patent Document 1: Publication of JP Patent Application No. 2010-086269. SUMMARY OF THE INVENTION
[0004] The vehicle ID device described in Patent Document 1 mentioned above identifies another vehicle on the basis of a degree of correspondence between the speed that is detected and the speed that is indicated by the seed information, a degree of correspondence between the size of the other detected vehicle and the size corresponding to a vehicle model indicated by the acquired vehicle model information, a degree of correspondence between the position where the other vehicle is detected and a position indicated by the acquired position information, and the like. However, there is room for further improvement, for example in improving the IM time accuracy of a media vehicle.
[0005] The invention is made in view of the circumstances mentioned above and an object of the invention is to provide a vehicle ID system capable of improving the accuracy in the ID of a communication vehicle.
[0006] In order to achieve the above-mentioned objective, a vehicle ID system according to the invention includes a communication device that receives other vehicle information related to another vehicle around a host vehicle; a detection device that detects another vehicle around a host vehicle; and a vehicle ID device that identifies a transmitting vehicle by transmitting to another vehicle information on the basis of the other vehicle information received by the communication device and a detection result by the detection device, wherein the vehicle ID device is capable of switching between a capture mode to capture the transmission vehicle on the basis of the other vehicle information received by the communication device and the detection result by the sensing device, and a tracking mode to identify the transmission vehicle on the basis of a positional relationship between the host vehicle and the transmitting vehicle at the time of capture in the capture mode, and motion information related to the transmission vehicle based on the other vehicle information received by the communication device after the capture in the capture mode.
[0007] In the vehicle ID system mentioned above, the vehicle ID device can capture the transmitting vehicle on the basis of absolute position information which is the position information related to the transmitting vehicle based on the other vehicle information in the mode of capture, and identify, in tracking mode, the transmitting vehicle on the basis of relative position information which is the position information related to the transmitting vehicle based on a position reference which is a position of the transmitting vehicle at the time of capture in capture mode, and the motion information related to the transmitting vehicle.
[0008] In the vehicle ID system mentioned above, the vehicle ID device can identify, in the tracking mode, the transmitting vehicle on the basis of the relative position information based on the relative position information related to the past in the tracking mode , and the motion information related to the transmitting vehicle.
[0009] In the vehicle ID system mentioned above, the vehicle ID device can return, in tracking mode, to capture mode according to a result of comparing the motion information related to the transmission vehicle based on the other vehicle information received by the communication device, and the result of detection by the detection device.
[00010] The vehicle ID system mentioned above may further include a course control which controls the host vehicle's deceleration on the basis of the deceleration of the other vehicle detected by the detection device, at the time of returning from tracking mode to the capture mode according to the result of the comparison.
[00011] In order to achieve the above-mentioned objective, a vehicle ID device according to the invention is capable of switching between a capture mode to capture a vehicle transmitting another vehicle information to another vehicle around a host vehicle received by a communication device on the basis of another vehicle information and a detection result by a detection device that detects another vehicle around the host vehicle, and a tracking mode for identifying the transmitting vehicle on the basis of a positional relationship between the host vehicle and the transmitting vehicle at the time of capturing in the capture mode and motion information related to the transmission vehicle based on the other vehicle information received by the communication device after capturing in the capture mode.
[00012] A vehicle ID system and a vehicle ID device according to the invention produce effects that the accuracy in ID of a communication vehicle can be improved. BRIEF DESCRIPTION OF THE DRAWINGS
[00013] FIG. 1 is a schematic configuration diagram representing a vehicle control system according to mode 1.
[00014] FIG. 2 is a schematic diagram illustrating the relationship between a host vehicle and another vehicle in the vehicle control system according to embodiment 1.
[00015] FIG. 3 is a schematic diagram illustrating an internal state of a vehicle control electronic control unit (ECU) according to mode 1.
[00016] FIG. 4 is a schematic configuration diagram representing a tracking mode unit of the vehicle control ECU according to mode 1.
[00017] FIG. 5 is a schematic diagram illustrating the determination of tracking in a tracking mode on the vehicle control ECU according to single mode.
[00018] FIG. 6 is a flowchart illustrating an example of a tracking determination process in tracking mode in the vehicle control ECU according to mode 1.
[00019] FIG. 7 is a diagrammatic graph illustrating the action of the vehicle control system according to mode 1.
[00020] FIG. 8 is a schematic diagram illustrating the action of the vehicle control system according to mode 1.
[00021] FIG. 9 is a schematic configuration diagram representing a vehicle control system according to mode 2.
[00022] FIG. 10 is a schematic diagram illustrating the misrecognition of a communication vehicle.
[00023] FIG. 11 is a schematic diagram illustrating an internal state of a vehicle control ECU according to mode 2.
[00024] FIG. 12 is a schematic configuration diagram representing an incorrect recognition determination unit of the vehicle control ECU according to mode 2.
[00025] FIG. 13 is a flowchart illustrating an example of vehicle control ECU misrecognition determination control according to mode 2. WAYS TO CARRY OUT THE INVENTION
[00026] In the following, the modalities according to the invention will be described in detail with reference to the figures. Note that this invention is not limited to these embodiments. In addition, components in the following embodiments include components easily replaceable by one skilled in the art, or substantially identical components. MODE 1
[00027] FIG. 1 is a schematic configuration diagram representing a vehicle control system according to embodiment 1, FIG. 2 is a schematic diagram illustrating the relationship between a host vehicle and another vehicle in the vehicle control system according to embodiment 1. FIG. 3 is a schematic diagram illustrating an internal state of a vehicle control ECU according to embodiment 1, FIG. 4 is a schematic configuration diagram representing a tracking mode unit of the vehicle control ECU according to mode 1, FIG. 5 is a schematic diagram illustrating the determination of tracking in a tracking mode in the vehicle control ECU according to mode 1, FIG. 6 is a flowchart illustrating an example of a tracking determination process in tracking mode in the vehicle control ECU according to mode 1, FIG. 7 is a diagram illustrating the action of the vehicle control system according to embodiment 1, and FIG. 8 is a schematic diagram illustrating the action of the vehicle control system according to mode 1.
[00028] A vehicle control system 1 serving as the vehicle ID system according to this embodiment, shown in FIG. 1, is applied to an adaptive travel control (ACC) system that controls an intervehicle distance such that the intervehicle distance becomes a fixed intervehicle target distance (or target intervehicle time) using radio communication such as so-called communication intervehicles. The components shown in FIG. 1 are mounted on a vehicle, thereby implementing the vehicle control system 1.
[00029] As shown in FIG. 2, the vehicle control system 1 transmits/receives various information between a host vehicle C1 and another vehicle C2 (e.g. a preceding vehicle or a following vehicle) which travels around the host vehicle C1 using a radio communication technology for a vehicle. Then, the vehicle control system 1 makes it possible to control the route between the host vehicle C1 and the other vehicle C2 using the information related to these vehicles that is transmitted/received. The vehicle control system 1 sets control target values such as a target intervehicle distance and the like on the basis of the necessary tracking control information on the various information received from the other vehicle C2 on the host vehicle C1, to perform vehicle control according to the target control values. That is, the vehicle control system 1 performs the information communication follow-up control on the basis of the information (communication data) of the other vehicle C2, which is received by radio communication. Vehicle control system 1 shortens an intervehicle distance D between the host vehicle C1 and the other vehicle C2 so that the intervehicle distance D becomes a target intervehicle distance, thus, for example, enabling the reduction in air resistance of the next vehicle. Therefore, it is possible to improve the fuel consumption of the next vehicle. Furthermore, the vehicle control system 1 shortens the intervehicle distance, thus, for example, enabling the increase in the number of passenger vehicles (so-called traffic capacity) within a unit of time at a certain point on a road . Therefore, this is useful for reducing traffic congestion.
[00030] The tracking control (intervehicle control) of the vehicle control system 1, exemplified in this document, is not limited to the tracking control between two vehicles performed when a vehicle travels after another preceding vehicle in front of the vehicle, or when one vehicle is followed by another vehicle that follows. The tracking control of vehicle control system 1 includes intervehicle tracking control when a plurality of vehicles form a vehicle line group (vehicle group) to traverse in line while following a preceding vehicle or being followed by a following vehicle.
[00031] Specifically, as illustrated in FIG. 1, the vehicle control system 1 includes a vehicle control ECU 10 which is used as a vehicle ID device and a route control device, a front intervehicle distance sensor 21a and a front sensor ECU 21 which serve as a sensing device, a speed sensor 22a and a speed sensor ECU 22, an acceleration sensor 23a and an acceleration sensor ECU 23, a radio antenna 24a and a radio antenna control ECU 24 which serve as a communication device, an engine control ECU 31, a brake control ECU 32 and a steering control ECU 33. The components of the vehicle control system 1 are exemplified to be mounted in common over the host vehicle, and the other vehicle surrounding this host vehicle.
[00032] The vehicle control ECU 10 is a control unit that fully controls the entire vehicle control system 1, and, for example, it is mainly configured as a computer including a central processing unit (CPU), a memory read-only (ROM) and random access memory (RAM). The vehicle control ECU 10 is a route control device that controls the route of the host vehicle, and performs the information communication follow-up control mentioned above. The detailed operation of vehicle control ECU 10 will be described later.
[00033] Front intervehicle distance sensor 21a, speed sensor 22a, acceleration sensor 23a, and the like are autonomous sensors (equipment in the vehicle) for detecting a travel state of the host vehicle that is a vehicle mounted with the system vehicle control sensor 1. Front intervehicle distance sensor 21a is electrically connected to the front sensor ECU 21. Speed sensor 22a is electrically connected to speed control ECU 22. Acceleration sensor 23a is electrically connected to the speed control ECU. acceleration sensor 23. The front sensor ECU 21, the speed sensor ECU 22, and the acceleration sensor ECU 23 each process a signal acquired by the corresponding sensor. Front sensor ECU 21, speed sensor ECU 22 and acceleration sensor ECU 23 are connected to vehicle control ECU 10 via a CAN sensor/communication system 20 built as a network in the vehicle.
[00034] The front intervehicle distance sensor 21a and the front sensor ECU 21 are a sensing device to detect another vehicle around the host vehicle, and detect a relative physical quantity that indicates the relative relationship between the other detected vehicle and the host vehicle. Typically, the front intervehicle distance sensor 21a and the front sensor ECU 21 detect the other vehicle traveling ahead in front of the host vehicle (hereinafter, sometimes referred to as the "preceding vehicle"). The front intervehicle distance sensor 21a and the front sensor ECU 21 detect a preceding vehicle at a predetermined sensing range R (for example, see FIG. 2) in front of the host vehicle, typically the preceding vehicle that travels immediately in front of the host vehicle. In the present document, the front intervehicle distance sensor 21a and the front sensor ECU 21 have a function of detecting an intervehicle distance between the host vehicle and the other vehicle that travels immediately in front of the host vehicle, such as the relative physical quantity mentioned above. . This intervehicle distance between the front vehicle and the other vehicle that travels immediately in front of the host vehicle corresponds to a physical quantity that indicates the relative position of the other vehicle to the host vehicle (hereafter sometimes referred to as a "relative position") . Furthermore, the information indicating the intervehicle distance between the intervehicle distance between the host vehicle and the other vehicle corresponds to the position information which indicates the position of the other vehicle to the host vehicle.
[00035] For the front intervehicle distance sensor 21a, for example, a millimeter wave radar or similar provided on the front of the host vehicle can be used. For example, the front intervehicle distance sensor 21a transmits as well as scanning in the right and left direction (vehicle width direction) with electromagnetic waves such as millimeter waves and receives reflected waves, reflected off an object. The front sensor ECU 21 comprises an intervehicle distance as the relative physical quantity mentioned above on the basis of a time during which the front intervehicle distance sensor 21a transmits electromagnetic waves and receives the electromagnetic waves. In addition, the front sensor ECU 21 can compute the relative speed, relative acceleration or similar of the host vehicle to another vehicle that travels immediately in front of the host vehicle's path, such as the relative physical quantity mentioned above, on a one-time basis. during which the front intervehicle distance sensor 21a transmits electromagnetic waves and receives electromagnetic waves, or an intervehicle distance or the like computed from time. The front sensor ECU 21 outputs the relative physical quantities such as the intervehicle distance, the relative speed and the computed relative acceleration to the vehicle control ECU 10 as other vehicle detection information. Intervehicle distance, relative speed, relative acceleration and the like detected by the front intervehicle distance sensor 21a and the front sensor ECU 21 include errors of noise, operating accuracy, measurement accuracy, and the like.
[00036] In the present document, for the front intervehicle distance sensor 21a, a millimeter wave radar, or similar, may be used. However, the front intervehicle distance sensor 21a is not limited to this. The front intervehicle distance sensor 21a may be, for example, a radar using lasers, infrared rays or the like, a short-range radar such as an ultra-wideband (UWB) radar, a sonar using sound waves in an audible range or waves ultrasound, or an image recognition device that computes an intervehicle distance or the like by analyzing image data obtained by imaging in front of the host vehicle in the direction of travel by an imaging device such as a charge-coupled device (CCD) camera ), or similar. The vehicle control system 1 may further include a rear intervehicle distance sensor and a rear sensor ECU that detect a relative physical quantity indicating the relative relationship between a vehicle following a host vehicle and the host vehicle, as a sensing device which detects another vehicle around the host vehicle.
[00037] The speed sensor 22a and the speed sensor ECU 22 have a function of detecting the speed of the host vehicle (hereafter sometimes referred to as "vehicle speed"). For the speed sensor 22a, for example, an electromagnetic van wheel speed sensor that detects the rotation of a host vehicle's wheels as a pulse signal, or the like, can be used. For example, the speed sensor 22a produces a pulse signal that tracks the rotation of the wheels to the speed sensor ECU 22. The speed sensor ECU 22 computes the host vehicle's speed (or wheel speed) at the base of the vehicle. pulse signal detected by speed sensor 22a. Speed sensor ECU 22 outputs host vehicle speed to vehicle control ECU 10 as speed information. The speed of the host vehicle detected by the speed sensor 22a and the speed sensor ECU 22 include errors of noise, operating accuracy, measurement accuracy, and the like.
[00038] The acceleration sensor 23a and the acceleration sensor ECU 23 have a function to detect the acceleration of the host vehicle. For the acceleration sensor 23a, for example, a gas rate sensor, or similar, can be used. For example, acceleration sensor 23a produces a signal indicating the resulting displacement of acceleration to acceleration sensor ECU 23. Acceleration sensor ECU 23 computes host vehicle acceleration on the basis of the signal. Acceleration sensor ECU 23 produces acceleration from vehicle control ECU 10 as acceleration information. Acceleration detected by acceleration sensor 23a and acceleration sensor ECU 23 include errors of noise, accuracy of operation, accuracy of measurement, and the like.
[00039] As described above, the vehicle control system 1 is able to acquire the other vehicle detection information, speed information and acceleration information about the host vehicle, as the detection results by the various above-mentioned autonomous sensors mounted above on the host vehicle.
[00040] Engine control ECU 31, brake control ECU 32 and steering control ECU 33 each perform an operation relating to processes such as acceleration/deceleration, steering, and the like of the host vehicle. Engine control ECU 31, brake control ECU 32 and steering control ECU 33 are connected to vehicle control ECU 10 through a CAN control system 30 as in the network in the vehicle.
[00041] Engine control ECU 31 has a function of outputting throttle request value information from vehicle control ECU 10, and operating a throttle actuator and the like with a manipulated variable corresponding to a value. Acceleration Request setting indicating the Acceleration Request value information. The brake control ECU 32 has a function of inputting the acceleration request value information mentioned above, and operating a brake actuator and the like with the manipulated variable corresponding to the acceleration request value indicating the acceleration request value information. acceleration. The steering control ECU 33 has a function of inputting steering command value information output from the vehicle control ECU 10, and operating a steering actuator and the like with a manipulated variable corresponding to a command value. indicating the direction command value information. The throttle request value information and the steering command value information output from the vehicle control ECU 10 will be described later.
[00042] The radio antenna 24a and the radio antenna control ECU 24 are each a communication device that receives other vehicle communication information as other vehicle information related to another vehicle around the host vehicle, and transfers various information between the host vehicle and the other vehicle surrounding the host vehicle. Radio antenna control ECU 24 is connected to vehicle control ECU 10 via CAN 20 communication/sensor system.
[00043] For the radio antenna 24a and the radio antenna control ECU 24, for example, an inter-vehicle communication device that performs beam communication for the vehicles can be used. The vehicle control system 1 of the host vehicle mutually performs intervehicle communication with the other vehicle around the host vehicle, by the radio antenna 24a and the radio antenna control ECU 24. Accordingly, the vehicle control system 1 is able to mutually transfer various information such as vehicle specification information with respect to the respective vehicles, the other vehicle detection information, speed information, the acceleration information, vehicle ID information (body ID information), the acceleration request value information, the steering command value information, and travel environment information, as the other vehicle communication information.
[00044] In addition, the antenna and radio 24a and the radio antenna control ECU 24 also have a function as a global positioning system (GPS) that detects a current position of a host vehicle. The radio antenna 24a and the radio antenna control ECU 24 receive a GPS signal output by a GPS satellite, to position and operate G information (latitude, longitude, and direction of travel) which is the information of position related to the host vehicle on the basis of the received GPS signal. The vehicle control system 1 of the host vehicle mutually performs intervehicle communication with the other vehicle around the host vehicle, by the radio antenna 24a and the radio antenna control ECU 24, and the GPS information can also be transferred mutually as other vehicle communication information. Such as GPS position error factors, an ionosphere effect, a vapor effect, an air pressure effect, a satellite tracking effect, an effect of a high-voltage transmission line, a thunder effect, a multivia and the like are conceivable. GPS positioning error tends to become relatively greater, for example, under the environment such as an urban area where multiple lanes or tunnels that block GPS radio waves often appear.
[00045] In this document, the intervehicle communication device or similar is used for the 24a radio antenna and the 24 radio antenna control ECU. However, the 24a radio antenna and the radio antenna control ECU 24 are not limited to this. The radio antenna 24a and the radio antenna control EPU 24 can be a road vehicle communication device that allows vehicles to exchange information through a communication facility (roadside machine such as an optical beacon) built out of vehicles. Furthermore, the radio antenna 24a and the radio antenna control EPU 24 can be a device that allows vehicles to exchange information using communication infrastructure such as an internet communication facility (base station such as a center information) built outside the vehicles. A GPS device can be configured independently from the radio antenna 24a and the radio antenna control EPU 24, for example, as a so-called navigation device.
[00046] The vehicle control ECU 10 has a function of autonomously controlling an intervehicle distance between the host vehicle and the other vehicle on the basis of the speed information related to the host vehicle, the acceleration information related to the host vehicle, and the other vehicle detection information (the intervehicle distance between the host vehicle and the other vehicle, the relative speed, the relative acceleration, and the like) which is obtained by the various host vehicle autonomous sensors mentioned above, and the other communication information data (communication data) obtained by communication through the radio antenna 24a and the radio antenna control EPU 24. For example, the vehicle control ECU 10 has a function of generating the acceleration request value information , the steering command value information, and similar on the basis of the various information mentioned above relating to the host vehicle and the other vehicle of so that the intervehicle distance (intervehicle time) becomes a target intervehicle distance (intervehicle target time).
[00047] This intervehicle distance is fixed by the vehicle control ECU 10 on the basis of an estimated value of the intervehicle distance while considering the performance of each vehicle and a route environment. The vehicle control ECU 10 sets a target intervehicle distance on the basis of a current relative speed, a current relative intervehicle distance, and a current relative vehicle acceleration between vehicles so that the intervehicle distance does not become zero, for example, even when a preceding vehicle that travels immediately in front of a host vehicle performs sudden braking or the like. Then, the vehicle control ECU 10, for example, sets a target vehicle speed, a target vehicle acceleration (target vehicle deceleration), a target yaw, and similar as current control target values for the host vehicle that enable the implementation of the target intervehicle distance, on the basis of the target intervehicle distance, and generates acceleration request value information, and direction command value information and the like according to the target vehicle speed, the target vehicle acceleration (deceleration of target vehicle), the target yaw, and the like.
[00048] Then, the vehicle control ECU 10 fully controls the respective host vehicle units on the basis of the vehicle information, the steering command value information (i.e., the target vehicle speed, the target vehicle acceleration (target vehicle deceleration), the target yaw, and the like) so that the intervehicle distance converges to the target intervehicle distance. Consequently, the vehicle control ECU 10 performs information communication progress control using a communication function.
[00049] As a result, the vehicle control system 1 can cause the host vehicle to follow the preceding vehicle that travels immediately in front of the host vehicle, maintaining the intervehicle distance between the host vehicle and the preceding vehicle at an intervehicle distance , thus resulting, for example, in improved fuel consumption or reduced traffic congestion.
[00050] In the present document, the vehicle control system 1 of this modality is also a system for continuously identifying a communication vehicle (vehicle transmitting the other vehicle communication information) being another vehicle that communicates with the host vehicle in the on the basis of the other vehicle detection information and the other vehicle communication information, during the information communication progress control. The vehicle control system 1 basically reliably recognizes that a preceding vehicle that travels in front of the host vehicle is a target pace control vehicle, i.e., it reliably recognizes that the preceding vehicle that travels immediately in front of the host vehicle is a vehicle. that communicates with the host vehicle, and then performs tempo control so that the host vehicle follows the communication vehicle. When vehicle control system 1 performs progress control, many vehicles that do not communicate with the host vehicle coexist, and therefore vehicle control system 1 confirms whether or not the preceding vehicle detected by the intervehicle distance sensor 21a and the like is currently the communication vehicle that performs radio communication with the host vehicle to identify the preceding vehicle.
[00051] The vehicle control ECU 10 also functions as a vehicle ID device that identifies the communication vehicle that is the transmission vehicle of the other vehicle communication information, on the basis of other vehicle communication information received by the radio antenna 24a and by the radio antenna control EPU 24, and the other vehicle detection information which is the result of detection by the front intervehicle distance sensor 21a and the front sensor ECU 21.
[00052] As shown in FIG. 3, the vehicle control ECU 10 of this mode has a capture mode and a tracking mode as modes to identify a communication vehicle, and is able to automatically switch these modes according to the situation, thus improving the accuracy in Communication vehicle ID. That is, the vehicle control ECU 10 has two internal states of capture mode and tracking mode when identifying the communication vehicle. Typically, the vehicle control ECU 10 identifies the communication vehicle using motion information related to another vehicle, which is obtained by communication, at the time of tracking mode, thereby improving environmental resistance to ensure so-called robustness. For example, the vehicle control ECU 10 is in capture mode in a state where a preceding communication vehicle being the preceding vehicle communicating with the host vehicle does not exist, and when capturing the preceding communication vehicle in the capture mode at the time of initial reach or similar, the vehicle control ECU 10 enters tracking mode. Furthermore, in tracking mode, when the preceding vehicle that travels immediately in front of the host vehicle is switched by interrupting or bypassing a vehicle line, the vehicle control ECU 10 enters capture mode again. That is, the vehicle control ECU 10 switches a process of identifying the communication vehicle between when the vehicle control ECU 10 initially encounters the preceding communication vehicle and when the vehicle control ECU 10 then continues to follow the vehicle. communication precedent captured.
[00053] Specifically, as illustrated in FIG. 1, in a conceptual mode of functionality, the vehicle control ECU 10 is provided with a vehicle ID unit 11 and a route control unit 12. The vehicle ID unit 11 identifies the communication vehicle (vehicle of transmission) on the basis of the other vehicle communication information and the other vehicle detection information, and includes a capture mode unit 13 and a tracking mode unit 14. The path control unit 12 performs progress control. communication of information in order to cause the host vehicle to follow the communication vehicle identified by the vehicle ID unit 11.
[00054] Capture mode unit 13 implements capture mode. The capture mode unit 13 captures the transmission vehicle on the basis of the other communication information received by the radio antenna 24a and a radio antenna control ECU 24 and the other vehicle detection information which is the result of detection by the front intervehicle distance sensor 21a and the front sensor ECU 21 as the capture mode. The capture mode unit 13 acquires the other vehicle detection information, the other vehicle communication information, and the like from the front sensor ECU 21, the radio antenna control ECU 24 and the like through the system of CAN communication/sensor 20. The capture mode unit 13 simply captures a (previous) communication vehicle that travels in front of the host vehicle, on the basis of the other vehicle communication information and the other vehicle detection information, using various methods.
[00055] The capture mode unit 13 of this embodiment captures the communication vehicle on the basis of absolute position information based on the other vehicle communication information. In the present document, the absolute position information is the position information for the other vehicle based on the other vehicle communication information. Typically, absolute position information is position information indicating an absolute position of the other vehicle, which is not based on past position information relating to the other vehicle, position information serving as the pattern, or similar, eg, information based on GPS information related to the other vehicle. For example, the capture mode unit 13 is capable of capturing a preceding communication vehicle on the basis of the intervehicle distance between the host vehicle and the other vehicle, which is based on the other vehicle detection information, and the related GPS information. to the other vehicle, which is based on the other vehicle communication information.
[00056] For example, when the intervehicle distance sensor 21a captures a preceding vehicle, the capture mode unit 12 acquires the GPS information of the host vehicle which is the absolute position information related to the host vehicle, and other GPS information of vehicle, which is the absolute position information related to the preceding vehicle by communication. The capture mode unit 12 obtains a difference between the position coordinates indicated by the host vehicle GPS information and coordinates the position by the other GPS information, to perform coordinate transformation for the coordinate system (see FIG. 2) having the direction, in which the host vehicle travels, as a reference, thereby computing a relative distance between an X coordinate direction (travel direction) and a Y coordinate direction (vehicle width direction horizontally orthogonal to the direction in which the host vehicle runs) of the preceding vehicle with respect to the host vehicle. Then, the capture mode unit 13 compares a relative distance between the host vehicle and the preceding vehicle, which is based on the host vehicle's GPS information (host vehicle information) and the other GPS information (other communication information of vehicle), with an intervehicle distance between the host vehicle and the preceding vehicle that is based on other vehicle detection information to confirm a degree of correspondence of the relative distance and the intervehicle distance. The intervehicle distance between the host vehicle and the preceding vehicle, which is based on the other intervehicle distance information, corresponds to a current preceding vehicle observation value detected by the front intervehicle distance sensor 21a which is a standalone sensor. In a case where a deviation between the relative distance based on the other vehicle communication information and the intervehicle distance based on the other vehicle detection information is a predetermined value that is preset or smaller, the capture mode unit 13 is capable of recognizing that the preceding vehicle captured by the front intervehicle distance sensor 21a is a (previous) communication vehicle currently communicating with the host vehicle. Consequently, the capture mode unit 13 is capable of capturing the communication vehicle. That is, the capture mode unit 13 confirms a degree of correspondence between the position of the preceding vehicle, which is based on the other vehicle communication information, and the position of the preceding vehicle, which is based on the other vehicle detection information. . Then, when the degree of correspondence is high, the capture mode unit 13 recognizes that the preceding vehicle captured by the intervehicle distance sensor 21a is the communication vehicle. When the degree of correspondence is low, the capture mode unit 13 determines that the preceding vehicle is not the communication vehicle.
[00057] In the present document, the capture mode unit 13 captures the communication vehicle on the basis of the absolute position information in the other vehicle GPS information or the like. However, the invention is not limited to this. For example, the capture mode unit 13 computes time series statistics of the speed of a preceding vehicle (or relative speed of the preceding vehicle to the host vehicle), which is based on other vehicle communication information, and the speed of a preceding vehicle (or relative speed of the preceding vehicle to the host vehicle), which is based on other vehicle detection information using a mean square error or correction coefficient, differential integration value, or the like. Then, the capture mode unit 13 determines on the basis of the time series statistics whether or not the preceding vehicle captured by the front intervehicle distance sensor 21a is the communication vehicle currently communicating with the host vehicle. As for a method of computing time series statistics, a method of computing time series statistics in another modality described later can be applied, and therefore the detailed description of the same will be omitted.
[00058] Tracking mode unit 14 implements tracking mode. The tracking mode unit 14 identifies the communication vehicle on the basis of the positional relationship between the host vehicle and the communication vehicle at the time of capturing the communication vehicle in the capture mode, and the movement information related to the communication vehicle, which is based on other vehicle communication information received by the radio antenna 24a and a radio antenna control ECU 24 after capturing in the capture mode, such as the tracking mode. That is, the tracking mode unit 14 identifies the communication vehicle on the basis of the positional relationship between the host vehicle and the communication vehicle once captured in the capture mode by the capture mode unit 13, in light of the movement information. related to the vehicle of Mn, which is based on other vehicle communication information. The tracking mode unit 14 acquires the other vehicle detection information, other vehicle communication information, the host vehicle information, and the like from the front sensor ECU 21, the speed sensor ECU 22, the ECU of acceleration sensor 23, the radio antenna control ECU 24, and the like through the CAN 20 communication/sensor system.
[00059] The tracking mode unit 14 of this mode identifies the transmitting vehicle on the basis of the relative position information in the tracking mode. In the present document, the vehicle position information is the position information related to the communication vehicle, which is based on the other vehicle communication information, and is the position information based on a reference position which is a vehicle position. of communication at the time of capturing in capture mode, and the motion information related to the communication vehicle. More specifically, the relative position information is the relative position information formed considering the distance where the communication vehicle currently moves according to the motion information related to the communication vehicle, with respect to the reference position which is the position of the communication vehicle at the time of capture in capture mode.
[00060] The aforementioned motion information related to the communication vehicle is information with respect to the speed and acceleration of the communication vehicle, which is based on the other vehicle communication information, which is based on the other vehicle communication information. Motion information related to the communication vehicle is, for example, information with greater reliability than GPS information having a large positioning error as described above. The tracking mode unit 14 identifies the communication vehicle using motion information related to the communication vehicle, thus enabling improved accuracy in the communication vehicle's ID. That is, the tracking mode unit 14 is capable of accurately estimating the positional relationship between the host vehicle and the communication vehicle, typically the inter-vehicle distance on the basis of motion information related to the communication vehicle, which has relatively high reliability, as described below.
[00061] The tracking mode unit 14 uses an intervehicle reference distance from the communication vehicle as a physical quantity indicating the reference position which is the position of the communication vehicle with respect to the host vehicle at the time of capture in the capture mode . The intervehicle reference distance of the communication vehicle corresponds to a physical quantity indicating a relative positional relationship between the host vehicle and the communication vehicle of the reference position of the communication vehicle at the time of capture in the capture mode. More specifically, the intervehicle reference distance of the communication vehicle corresponds to the relative distance between the communication vehicle and the host vehicle at the time of capture in the capture mode. That is, in the present document, the relative position information is the position information that is formed by adding and subtracting the distance where the communication vehicle currently moves according to the motion information related to the communication vehicle, with respect to the reference vehicle according to the reference position of the communication vehicle, and indicates the relative distance between the communication vehicle and the host vehicle.
[00062] In tracking mode, the tracking mode unit 14 of this mode identifies the communication vehicle on the basis of the relative position information at an ID determination point (current point) based on the past relative position information and the information of motion related to the communication vehicle in the same continuous tracking mode.
[00063] In the present document, for example, the vehicle control ECU 10 repeatedly performs several control routines in a control period of several hundred μs or several tens of ms. The relative position information at the ID determination point (current point) corresponds to the position information indicating an estimated position where the communication vehicle is located, on the basis of the reference inter-vehicle distance and the motion information related to the communication vehicle, at the current point, namely, in a current control period. In the case where the ID determination point is the current control period, for the past relative position information, the relative position information in a control period before at least one period, in this document, in a control period above can typically be used. The relative position information in the previous control period is information indicating a previous value of the relative distance between the communication vehicle and the host vehicle, which is based on the reference inter-vehicle distance and motion information related to the communication vehicle. Each relative position information is obtained by accumulating the distance where the communication vehicle currently moves according to the speed and acceleration indicated by the movement information related to the communication vehicle, which is obtained in each control period, for the distance reference vehicles according to the reference position of the communication vehicle. Consequently, the relative position information passed in the same continuous tracking mode becomes a distance based on the same reference intervehicle distance.
[00064] Tracking mode unit 14 adds and subtracts the distance where the communication vehicle currently moves according to the speed and acceleration indicated by the motion information related to the communication vehicle in the current control period, with respect to an earlier value of the relative distance between the communication vehicle and the host vehicle, which is based on the intervehicle reference distance indicated by the relative position information in the previous control period and the motion information related to the communication vehicle, thereby computing the relative position information at the ID determination point (current point), Consequently, the tracking mode unit 14 is able to suppress an operation amount, and suppress an error to improve the operation accuracy, compared to a case where the distance the communication vehicle currently moves so far in each control period is added and subtracted with res. chest at a distance of reference vehicles, each time the communication vehicle moves.
[00065] In the present document, the tracking mode unit 14 computes the relative position information at the ID determination point on the basis of the past relative position information, and the motion information related to the communication vehicle. However, the invention is not limited to this. The tracking mode unit 14 can understand the relative position information at the ID determination point (current point) by adding and subtracting the distance where the communication vehicle currently moves so far in each control period, with respect to the distance reference vehicles, each time the communication vehicle moves.
[00066] More specifically, as illustrated in FIG. 4, the tracking mode unit 14 inputs the other vehicle communication information including the motion information related to the other vehicle that indicates the speed and acceleration of the other vehicle, the other vehicle detection information indicating the intervehicle distance, and the relative speed between the host vehicle and the preceding vehicle, the host vehicle information indicating the speed and acceleration of the host vehicle, and a previous determination result. Tracking mode unit 14 performs tracking determination (drift/interrupt determination) on the basis of this other vehicle communication information, other vehicle detection information, host vehicle information, and previous determination result, to produce a trace determination result. In a case of determining that another vehicle captured by the front intervehicle distance sensor 21a and a communication vehicle currently communicating with the host vehicle coincide as a result of the tracking determination, and determining that tracking continues, the mode unit Tracking 14 keeps tracking mode with no exchange. In a case where the tracking mode unit 14 determines that the other vehicle captured by the front intervehicle distance sensor 21a and the communication vehicle currently communicating with the host vehicle are different as a result of the tracking determination, and determines that tracking is complete, capture mode unit 13 enters capture mode to return to capture mode. That is, in a case where it is determined that bypass/interrupt or the like occurs, the capture mode unit 13 enters capture mode and returns to capture mode.
[00067] The tracking mode unit 14 first computes an intervehicle reference distance of the communication vehicle, which is a physical quantity indicating a reference position being the position of the communication vehicle with respect to the host vehicle at the time of capture in the mode. of capture, such as tracking determination (offset/interrupt determination). The tracking mode unit 14 computes an estimated intervehicle distance between the host vehicle and the communication vehicle at the time of capture in the capture mode, as a reference intervehicle distance. The tracking mode unit 14 can use a current observation value of the preceding vehicle detected by the front intervehicle distance sensor 21a when the preceding communication vehicle is captured in the capture mode, viz. the intervehicle distance between the host vehicle and the preceding vehicle, which is based on other vehicle detection information such as the reference intervehicle distance with no shift. However, in order to improve the accuracy in computing the reference inter-vehicle distance, the tracking mode unit 14 computes the estimated inter-vehicle distance as described below to employ the same as the reference inter-vehicle distance.
[00068] That is, the tracking mode unit 14 computes the estimated intervehicle distance on the basis of the (relative) speed and acceleration of the host vehicle and another vehicle, and the like, in addition to the intervehicle distance between the host vehicle and the preceding vehicle, which is based on other vehicle detection information. In the present document, the tracking mode unit 14 estimates the estimated intervehicle distance using a so-called Kalman filter, thus enabling accurate estimation of the estimated intervehicle distance between the host vehicle and the communication vehicle at the time of capture in the mode of catch. The Kalman filter has a function of combining and merging measurement values (observation values) of intervehicle distance and the like, captured by the front intervehicle distance sensor 21a being a standalone sensor, and vehicle movement (system) such as speed, the acceleration is similar for the host vehicle and the other vehicle, obtained by communicating, and computing a motion state estimate value. This Kalman filter is an algorithm balancing a plurality of measurement values whose degrees of accuracy are different, and a value estimated by an equation of state describing vehicle motion, and estimating an optimal system state. More specifically, in a case where both the measurement values and the estimated value include errors, the Kalman filter is an algorithm appropriately weighing according to the degree of these errors and estimating the reliable system state. The tracking mode unit 14 computes the estimated intervehicle distance as the motion state estimate value using the Kalman filter, on the basis of the speed and acceleration of the other vehicle, which is based on the other vehicle communication information, and the speed, acceleration and the like of the host vehicle, which is based on the host vehicle information, and the intervehicle distance between the host vehicle and the preceding vehicle based on the other vehicle detection information. Then, the tracking mode unit 14 employs the estimated intervehicle distance as the motion state estimate value computed as the reference intervehicle distance.
[00069] Consequently, the tracking mode unit 14 is able to accurately compute the reference inter-vehicle distance of the communication vehicle while considering not only the measurement values obtained by the autonomous sensors provided in the host vehicle, but also other vehicle information. , for example, the state of movement of the same, acquired through communication. As a result, the tracking mode unit 14 is able to carry out a subsequent tracking determination process in the tracking mode, using the precisely computed reference intervehicle distance.
[00070] Then, the tracking mode unit 14 computes the relative distance between the host vehicle and the other vehicle, on the basis of the above computed inter-vehicle reference distance, and the motion information related to the communication vehicle based on other information of vehicle communication. That is, the tracking mode unit 14 computes the relative distance obtained by adding and subtracting the distance where the communication vehicle currently moves according to the movement information related to the communication vehicle obtained by communication, with respect to the intervehicle distance as described above, to employ the position information indicated by the computed relative distance as the relative position information.
[00071] For example, the tracking mode unit 14 computes an estimated intervehicle distance L_com based on other vehicle communication information using the following mathematical formula (1). This estimated intervehicle distance L_com based on the other vehicle communication information corresponds to the relative distance between the host vehicle and the other vehicle which is obtained by adding and subtracting the distance where the communication vehicle currently moves according to the related motion information to the communication vehicle, with respect to the distance between reference vehicles. The position information indicated by the estimated intervehicle distance L_com corresponds to the relative position information used in the tracking mode. MATHEMATICS 1

[00072] In the mathematical formula (1) mentioned above, [L_com] indicates an estimated intervehicle distance based on other vehicle communication information (hereinafter, sometimes referred to as "estimated intervehicle distance per communication"). [L_est] indicates an earlier value of the estimated intervehicle distance, and [vr_com] indicates another vehicle speed based on other vehicle communication information - host vehicle speed (hereinafter, sometimes referred to as "relative speed per communication"). [ar_com] indicates other vehicle acceleration based on other vehicle communication information - host vehicle acceleration (hereafter sometimes referred to as "relative acceleration by communication"). "Δt" indicates a time unit according to a control period. In this document, the previous value of estimated intervehicle distance [L_est] corresponds to the estimated intervehicle distance by communication [L_com] in a previous control period. In a case where the previous value of the estimated intervehicle distance [L_est] is a value in an initial control period in a tracking mode, a reference intervehicle distance between a host vehicle and a preceding vehicle at the time of capture in the capture mode it is simply used with no exchange.
[00073] The tracking mode unit 14 compares the estimated intervehicle distance by communication L_com with the measured intervehicle distance L_fr based on other vehicle detection information (hereinafter "measured intervehicle distance by detection") as a tracking determination. In this document, the intervehicle distance measured by the L_fr detection corresponds to a measurement value of an intervehicle distance between the host vehicle and the preceding vehicle, which is detected by the front intervehicle distance sensor 21a being a standalone sensor, in the same control period .
[00074] As illustrated in FIG. 5, for example, in a case where a degree of correspondence between an intervehicle distance estimated by communication L_com from another vehicle C2 that precedes the host vehicle C1, and an intervehicle distance measured by detection L_fr is relatively high, the mode unit tracking device 14 is capable of identifying that vehicle C2 captured by intervehicle distance sensor 21a is the communication vehicle currently communicating with host vehicle C1. In this case, the tracking mode unit 14 determines that the tracking be continued. On the other hand, in a case where a degree of correspondence between an intervehicle distance estimated by communication L_com from another vehicle C3 that precedes the host vehicle C1, and the intervehicle distance measured by detection L_fr is relatively low, the tracking mode unit 14 is able to determine that the other vehicle C2 captured by the front intervehicle distance sensor 21a is different from the other vehicle C3 currently performing the communication. In this case, the tracking mode unit 14 determines that the tracking is complete.
[00075] In other words, the tracking mode unit 14 determines to use the movement information related to the other vehicle (other vehicle speed, other vehicle acceleration), which is based on the other vehicle communication information with relatively high reliability , if "the same preceding vehicle identified as a communication vehicle in a previous control period exists in an estimated position according to the movement information, also in a current control period". Consequently, the tracking mode unit 14 is able to carry out the tracking continuation determination as to whether or not the same media vehicle identified in the previous tracking period continues to be identified.
[00076] So, in a case where the tracking mode unit 14 determines that the tracking to continue, the tracking mode is kept with no changes. On the other hand, in a case where the tracking mode unit 14 determines that the tracking is complete, the capture mode unit 13 enters the capture mode to return to the capture mode.
[00077] With reference to a flowchart of FIG. 6, an example of the tracking determination process in the tracking mode performed by the vehicle control ECU 10 will not be described. These control routines are performed repeatedly over a control period of several hundred µs or several tens of ms (the same applies below).
[00078] First, after the capture mode unit 13 captures a communication vehicle in a capture mode, the tracking mode unit 14 operates an intervehicle distance estimated by L_com communication, for example, using the mathematical formula (1) (ST1). The tracking mode unit 14 adds a distance where the communication vehicle currently moves in the communication database, viz. motion information related to other vehicle communication information from the communication vehicle, to a value Previous L_est of the estimated intervehicle distance to operate the estimated intervehicle distance by L_com communication. In the present document, the estimated intervehicle distance by communication L_com is an estimated intervehicle distance when the communication data (other vehicle communication information) is assumed to be the data of the preceding vehicle captured by the intervehicle distance sensor 21a. In this case, in a case where the previous [L_est] value of estimated intervehicle distance is a value in an initial control period in a tracking mode, a reference intervehicle distance between a host vehicle and a preceding vehicle at the time of capture in the capture mode is simply used with no switching.
[00079] Thereafter, the tracking mode unit 14 determines, on the basis of the other vehicle detection information, whether or not a preceding vehicle with radar, namely, a preceding vehicle captured by the front intervehicle distance sensor 21a exists ( ST2).
[00080] In a case where the tracking mode unit 14 determines that the preceding vehicle with radar exists (ST2: Yes), the tracking mode unit 14 computes an offset between the intervehicle distance estimated by L_com communication computed in ST1, and the intervehicle distance measured by L_fr detection based on the other vehicle detection information, in this document, an absolute value of the difference. Then, the tracking mode unit 14 determines whether or not a state where the absolute value of the difference is greater than a preset intervehicle distance threshold value L_th continues for a predetermined time T_th1 seconds which is a preset or more (ST3). The intervehicle distance threshold L_th value is simply appropriately set according to current vehicle rating or similar. The predetermined time T_th1 is a preceding vehicle shift determination time threshold value to determine the shift of the preceding vehicle, and simply appropriately set according to current vehicle rating or similar.
[00081] In a case where the tracking mode unit 14 determines the state where the absolute value of the difference is greater than the intervehicle distance threshold value L_th does not continue for the predetermined time T_th1 seconds or more (ST3: No) , the tracking mode unit 14 identifies that another vehicle captured by the front intervehicle distance sensor 21a is a communication vehicle currently communicating with the host vehicle. Then, the tracking mode unit 14 determines that the tracking continues, to keep the tracking mode with no change (ST4), and ends the current tracking period, to transfer to a next tracking period.
[00082] In a case where the tracking mode unit 14 determines that the state where the absolute value of the difference is greater than the intervehicle distance threshold value L_th continues for the predetermined time T_th1 seconds or more (ST3: Yes) , the tracking mode unit 14 determines that the other vehicle captured by the front intervehicle distance sensor 21a is different from the communication vehicle currently communicating with the host vehicle. Then, the tracking mode unit 14 determines that the tracking is complete, and the capture mode unit 13 enters the capture mode, to return to the capture mode (ST5), and ends the current control period, to transfer a follow-up period.
[00083] In a case where the tracking mode unit 14 determines that the preceding vehicle with radar does not exist (ST2: No) in ST2 (ST2: No), the tracking mode unit 14 determines whether or not a time of continuation, during which the preceding radar vehicle does not exist, continues for a predetermined time T_th2 seconds which is preset, or more ST6). The predetermined time T_th2 is a precedent lost vehicle determination time threshold value to determine that the preceding vehicle is lost, and is simply appropriately set according to current vehicle rating or similar.
[00084] In a case where the tracking mode unit 14 determines that the continuation time during which the preceding radar vehicle does not exist does not continue the predetermined time T_th2 seconds or more (ST6: No), the tracking mode unit tracking 14 transfers to ST4. On the other hand, in a case where the determination of whether or not the continuation time during which the preceding radar vehicle does not exist continues the predetermined time T_th2 seconds or more (ST6: Yes), the tracking mode unit 14 transfers for ST5.
[00085] That is, in a case where the preceding vehicle momentarily deviates from the detection range R of the front intervehicle distance sensor 21a, the tracking mode unit 14 does not allow to immediately return to the capture mode, but continues the mode of tracking with no shift in a case where the preceding vehicle returns in detection range R again within a predetermined time, and the front intervehicle distance sensor 21a detects the preceding vehicle again. During this time, the tracking mode unit 14 continues to operate an intervehicle distance estimated by L_com communication in each control period. On the other hand, in a case where the preceding vehicle does not return in detection range R again when the predetermined time or more elapses, the tracking mode unit 14 completes the tracking mode to allow the mode to return to the capture mode. Consequently, the vehicle control ECU 10 is able to suppress infrequent switching between tracking mode and capture mode, and suppressing the occurrence of fluctuation in control.
[00086] Vehicle control system 1 configured as described above is capable of switching between capture mode and tracking mode as a mode to identify a communication vehicle, and identifies a communication vehicle using the positional relationship between the vehicle captured in the capture mode and a host vehicle, and other vehicle movement information obtained by communication, at the time of the tracking mode. Therefore, the vehicle control system 1 is able to successively acquire communication vehicle movement information with relatively high reliability, on the basis of other vehicle communication information by tracking mode, then again capture a communication vehicle in the capture mode, and identify a media vehicle on the basis of this media vehicle movement information. Therefore, it is possible to improve the ID accuracy of a communication vehicle.
[00087] FIG. 7 is a diagrammatic graph representing an example of the action of the vehicle control system 1. In FIG. 7, the horizontal axis indicates a distance of travel, and the vertical axes indicate a relative lateral position of another vehicle with respect to a host vehicle, an intervehicle distance, and a preceding communication vehicle ID. In the present document, for example, a case where two other vehicles C2 and C3 run on adjacent tracks in parallel in front of a host vehicle C1, as illustrated in FIG. 8, will be described.
[00088] For example, a vehicle control system 1 captures the other vehicle C2 as a communication vehicle in capture mode at a point P1 before a point P2, where a tunnel section begins in the direction where the host vehicle C1 cycles through, and then transfers to tracking mode to continue vehicle ID by tracking mode. Then, even when host vehicle C1 to point P2 to enter the tunnel section, vehicle control system 1 continues tracking mode and continues the ID of a communication vehicle using the positional relationship between the other vehicle captured in the capture mode and the host vehicle, and other vehicle movement information obtained by communication.
[00089] In the present document, it is assumed that a vehicle control system according to a comparative example continues to identify a communication vehicle by GPS information in the tunnel section. In this case, for example, the other vehicles C2 and C3 come from a curve in the tunnel section, the solid lines L11 and L12 representing a current relative lateral position, and the dotted lines L11a and L12a representing a relative lateral position indicated by the information of GPS are separate from each other. As a result, the vehicle control system according to the comparative example may incorrectly recognize the other vehicle C2 and the other vehicle C3 close to the closing line A, and incorrectly detect a communication vehicle.
[00090] On the contrary, the vehicle control system 1 of this mode is able to identify a communication vehicle on the basis of the communication vehicle movement information with relatively high reliability by tracking mode, then once capturing the communication vehicle in capture mode. Therefore, even when host vehicle C1 enters the tunnel section, in vehicle control system 1, the solid line L21 representing an estimated intervehicle distance between a host vehicle and another vehicle per communication, and a dotted line L22 representing an intervehicle distance measured between a host vehicle and another vehicle by detection almost coincides with each other. Then, the solid line L31 indicating a preceding communication vehicle ID, and a dotted line L32 indicating a preceding communication vehicle ID identified by the tracking mode match each other, and the vehicle control system 1 is capable. to accurately identify a communication vehicle even in a tunnel section.
[00091] Consequently, the vehicle control system 1 is able to implement the ID of a communication vehicle with high accuracy on a wide scale, even under an environment where an error of a position by a GPS tries to become relatively large , for example, an urban area where tunnels or multiple lanes often appear, or similar.
[00092] Furthermore, for example, vehicle control system 1 is capable of implementing a communication vehicle ID with relatively high accuracy, compared to a case where a communication vehicle ID remains on the basis of a statistic of time series of the preceding vehicle speed on the other vehicle communication information and the speed of the preceding vehicle based on the other vehicle detection information.
[00093] For example, it is assumed that a vehicle control system according to a comparative example continues to identify a communication vehicle on the basis of the time series statistic mentioned above. In this case, for example, in a case where a relatively large number of vehicles traveling at the same speed in a current traffic environment such as a highway, when the vehicle control system according to the comparative example continues to identify a vehicle of communication on the basis of the time series statistic mentioned above, and another vehicle traveling at the same speed appears, a vehicle, for which the ID of a communication vehicle is carried out, can be transferred to the other vehicle mentioned above. On the contrary, the vehicle control system according to the comparative example needs to strictly adjust several determination threshold values so as not to cause the aforementioned transfer of an ID result, or it needs to increase a target period of the series statistic of time. Consequently, a determination period of a communication vehicle may increase relatively, and an undetected state of a communication vehicle may increase.
[00094] However, the vehicle control system 1 of this modality is able to identify a communication vehicle on the basis of the communication vehicle movement information with relatively high reliability by the tracking mode after again capturing the communication vehicle in a capture mode and is therefore able to precisely identify the communication vehicle in a comparatively short determination period.
[00095] The vehicle control system 1 according to the embodiment described above includes a radio antenna 24a and a radio antenna control ECU 24 which receives the other vehicle communication information (other vehicle information) from the other. vehicle around a host vehicle, the front intervehicle distance sensor 21a and the front sensor ECU 21 which detects that they detect another vehicle around the host vehicle, and the vehicle control ECU 10 which identifies a communication vehicle (vehicle transmission) of the other vehicle communication information on the basis of the other vehicle communication information received by the radio antenna 24a and a radio antenna control ECU 24, and a result of the detection by the front intervehicle distance sensor 21a and the Front sensor ECU 21. Vehicle control ECU 10 is capable of switching between a capture mode to capture vehicle communication on the basis of other vehicle communication information. that received by the radio antenna 24a and a radio antenna control ECU 24, and the result of detection by the front intervehicle distance sensor 21a and the front sensor ECU 21, and a tracking mode to identify the communication vehicle in the basis of the positional relationship between the host vehicle and the communication vehicle at the time of capture in the capture mode, and motion information related to the communication vehicle, which is based on the other vehicle communication information received by the radio antenna 24a and a 24 radio antenna control ECU, after capturing in capture mode.
[00096] Therefore, the vehicle control system 1 and the vehicle control ECU 10 are each able to identify the communication vehicle on the basis of the communication vehicle movement information with relatively high reliability by the tracking mode , then once again capture the communication vehicle in capture mode. Therefore, it is possible to improve the resistance to the environment to ensure the so-called robustness, and it is possible to improve the ID accuracy of a communication vehicle. MODE 2
[00097] FIG. 9 is a schematic configuration diagram representing a vehicle control system according to embodiment 1, FIG. 10 is a schematic diagram illustrating incorrect recognition of a communication vehicle, FIG. 11 is a schematic diagram illustrating an internal state of a vehicle control ECU according to embodiment 2, FIG. 12 is a schematic configuration diagram representing an incorrect recognition determination unit of the vehicle control ECU according to modality 2, and FIG. 13 is a flowchart illustrating an example of incorrect recognition determination control in the vehicle control ECU according to modality 2. A vehicle ID system, and a vehicle ID device according to modality 2 are different from of modality 1 in which the misrecognition determination is performed. Also, redundant description for settings, actions and effects that are the same as those of the above mentioned modality will be omitted as much as possible.
[00098] A vehicle control system 201 serving as a vehicle ID system of this embodiment, shown in FIG. 9, includes a vehicle control ECU 210 that is used as a vehicle ID device and a route control device. In a functionally conceptual mode, the vehicle control ECU 210 is provided with a vehicle ID unit 211 and a route control unit 212. The vehicle ID unit 211 of this embodiment includes a capture mode unit 13, a tracking mode unit 14 and an incorrect recognition determination unit 215.
[00099] The misrecognition determining unit 215 determines the misrecognition of a media vehicle according to a result of comparing motion information related to a media vehicle, which is based on other received vehicle communication information by a radio antenna 24a and a radio antenna control ECU 24, and other vehicle detection information which is a result of detection by a front intervehicle distance sensor 21a and a front sensor ECU 21, in a mode of tracking.
[000100] In the vehicle control ECU 210, after the capture mode unit 13 once again captures a communication vehicle in a capture mode, the tracking mode unit 14 continues to identify the communication vehicle at the base of the communication vehicle movement information with relatively high reliability, by a tracking mode.
[000101] In the present document, in the vehicle control ECU 210, as illustrated in FIG. 10, a case where the capture mode unit 13 incorrectly recognizes another vehicle C3 that is different from another vehicle C2 captured by the front intervehicle distance sensor 21a, as a communication vehicle in a capture mode, to capture the other vehicle C3 is presumed. In this case, in the vehicle control ECU 210, subsequent tracking determination, an ID of a communication vehicle in tracking mode by the tracking mode unit 14 can be continued to be performed for an incorrect vehicle, thereby affecting the subsequent tempo control.
[000102] In contrast, in tracking mode, the misrecognition determination unit 215 simultaneously monitors a state by comparing to other vehicle direction information detected by the front intervehicle distance sensor 21a which is a standalone sensor with the related motion information to other vehicle communication information acquired via radio antenna 24a, thereby suppressing the continuation of incorrect ID of a communication vehicle.
[000103] As shown in FIG. 11, for example, the vehicle control ECU 210 adds the incorrect recognition determination for a communication vehicle according to the result of comparing the communication vehicle movement information based on the other vehicle communication information and the other. vehicle detection information by the misrecognition determination unit 215 as a return condition from tracking mode in capture mode. In a case where the misrecognition determination unit 215 determines the misrecognition for a media vehicle in tracking mode, the tracking mode unit 14 determines that the journey is complete, and the capture mode unit 13 enters the capture mode to return to capture mode.
[000104] More specifically, as illustrated in FIG. 12, other vehicle communication information including other vehicle movement information indicating the speed of another vehicle and other vehicle detection information indicating a relative speed between the host vehicle and the preceding vehicle, and host vehicle information indicating the speed of the host vehicle are input to the incorrect recognition determining unit 215. The incorrect recognition determining unit 215 determines the incorrect recognition, in the present document, the comparison of speed time series, on the basis of this other vehicle communication information, other vehicle detection information, and host vehicle information, to produce the determination result.
[000105] The misrecognition determination unit 215 computes the time series statistic of a preceding vehicle speed (or relative speed of the preceding vehicle to the host vehicle) based on the other vehicle communication information, and a vehicle speed precedent (or relative speed of the preceding vehicle to the host vehicle) based on other vehicle detection information, for example, using a mean square error or correction coefficient, a differential integration value, or the like. The speed time series statistic corresponds to the result of comparing between the communication vehicle movement information based on the other vehicle communication information, and the other vehicle detection information. As an example, the misrecognition determination unit 215 computes an average quadrangular error between the preceding vehicle speed based on the other vehicle communication information and the preceding vehicle speed based on the other vehicle detection information, such as serial statistics of time, for example, using the following mathematical formula (2). In this case, the misrecognition determination unit 215 is capable of computing the preceding vehicle speed based on the vehicle detection information, for example, adding the speed of the host vehicle to the relative speed of the preceding vehicle, which is based on the other information. of vehicle detection. Math 2

[000106] In the mathematical formula (2) mentioned above, [Xrms] indicates a mean square error between the preceding vehicle speed based on the other vehicle communication information and the preceding vehicle speed based on the other vehicle detection information and [ xi] indicates a difference between the preceding vehicle speed based on the other vehicle detection information and the preceding vehicle speed based on the other vehicle communication information.
[000107] The misrecognition determination unit 215 determines on the basis of the mean square error. Xrms as the time series statistic whether or not a preceding vehicle captured by the front intervehicle distance sensor 21a is a communication vehicle that currently communicates with the host vehicle in tracking mode, namely, it determines incorrect recognition for a communication vehicle, to produce a result of determination. In a case where the mean square error Xrms is a preset square error threshold value or more, the incorrect recognition determination unit 215 determines that the communication vehicle is incorrectly recognized. The quadrangular error threshold value is set appropriately according to the current vehicle rating.
[000108] Then, in a case where the result of misrecognition determination by the tracking mode unit 215 reveals that no misrecognition occurs, the tracking mode unit 14 maintains the tracking mode with no switch. In a case where the result of the incorrect recognition determination by the tracking mode unit 215 reveals that the incorrect recognition occurs, the tracking mode unit 14 completes the tracking, and the capture mode unit 13 enters the capture mode to return to capture mode.
[000109] Therefore, even in a case where the capture mode unit 13 recognizes and captures an incorrect media vehicle in capture mode, when the speed of a media vehicle that is recognized incorrectly, and the speed of a preceding vehicle that travels immediately in front of a host vehicle becomes different, the vehicle control system 201 is able to quickly detect the movement discrepancy of both vehicles. Consequently, the vehicle control system 201 is capable of quickly determining incorrect recognition for a communication vehicle. As a result, in a case where incorrect recognition for a communication vehicle is detected, the vehicle control system 201 is able to quickly return to capture mode. Consequently, the vehicle control system 201 is able to suppress the continuation of subsequent communication vehicle ID for an incorrect vehicle in tracking mode by the tracking mode unit 14. Consequently, the vehicle control system 201 is able to inhibit incorrect recognition to a media vehicle from affecting subsequent tempo control.
[000110] Then, the route control unit 212 of this modality controls the host vehicle on the basis of the result of the incorrect recognition determination by the incorrect recognition determination unit 215. Specifically, when returning from the tracking mode to the capture mode according to the result of comparing the communication vehicle motion information based on the other vehicle communication information and the other vehicle detection information, in other words, the Xrms mean square error as the serial statistic Of time, the route control unit 212 controls the deceleration of the host vehicle on the basis of the deceleration of the other vehicle indicated by the vehicle detection information. That is, when the tracking mode unit 215 detects incorrect recognition for a communication vehicle, the path control unit 212 controls the host vehicle's deceleration on the basis of the deceleration of the other vehicle indicated by the other vehicle detection information. In this case, the route control unit 212 generates acceleration request value information so that the deceleration of the host vehicle is equal to the deceleration of another vehicle, which is based on the other vehicle detection information, to produce the information of throttle request value for an engine control ECU 31 and the like. In this case, for example, the route control unit 212 differentiates the other vehicle speed based on the other vehicle detection information, which is computed by the incorrect recognition determination unit 215, thus enabling the computation of the other acceleration/deceleration. based on other vehicle detection information.
[000111] In this case, for example, as illustrated in FIG. 10, in a case where the capture mode unit 13 incorrectly recognizes the other vehicle C3 that is different from the other vehicle C2 captured by the front intervehicle distance sensor 21a, as a communication vehicle in capture mode, and captures the other vehicle C3, the vehicle control system 201 is able to control so that the deceleration of host vehicle C1 is equal to the current deceleration of the other vehicle C2. Therefore, even in a case where the communication vehicle is incorrectly recognized, when the speed of the other C3 vehicle that is incorrectly recognized and the speed of the other C2 vehicle that travels immediately in front of the host vehicle becomes different, the control system of vehicle 201 implements a control so that the host vehicle C1 decelerates in conjunction with the deceleration of the other vehicle C2 without being attempted to follow the acceleration of the other vehicle C3. Therefore, the vehicle control system 201 is capable of properly ensuring an intervehicle distance between host vehicle 1 and the other vehicle C2 which travels immediately in front of host vehicle C1. Then, the vehicle control system 201 is able to appropriately transfer, for example, the detection progress control information that does not use the other vehicle information received by radio communication, after the intervehicle distance between the host vehicle C1 and the other vehicle C2 will be sufficiently secured.
[000112] With reference to a flowchart of FIG. 13, an example of incorrect recognition determination control performed by vehicle control ECU 210 will be described.
[000113] When a mode for identifying a communication vehicle is transferred from a capture mode to a tracking mode, the misrecognition determination unit 215 computes the radar speed, namely the speed of a previous vehicle captured by the front intervehicle distance sensor 21a (ST21). For example, the misrecognition determination unit 215 computes the radar speed of the preceding vehicle, which is based on other vehicle detection information by adding the host vehicle speed, viz., the host vehicle speed based on the vehicle information host to the radar relative speed, namely, the relative speed of the preceding vehicle, which is based on other vehicle detection information.
[000114] The misrecognition determining unit 215 acquires the speed of communication vehicle, viz. the speed received from a preceding vehicle currently identified as a communication vehicle, on the basis of other vehicle communication information (ST22).
[000115] The misrecognition determination unit 215 computes an absolute value of a difference between the radar speed computed in ST21 and the communication vehicle speed computed in ST22, thereby computing the speed difference (ST23).
[000116] Incorrect recognition determination unit 215 determines whether or not the computed speed difference in ST23 is a preset speed difference upper limit value or more (ST24). The speed difference upper limit value is simply appropriately set according to current vehicle rating or similar.
[000117] In a case where the misrecognition determination unit 215 determines the speed difference upper limit value or less (ST24: Yes), the misrecognition determination unit 215 operates on the time series statistic of the radar speed computed in ST21 and the communication vehicle speed computed in ST22 (ST25). In the present document, the unit 215 computes, for example, an average square error between the radar speed and the communication vehicle speed using the mathematical formula (2) mentioned above, as the time series statistic.
[000118] Then, the incorrect recognition determination unit 215 determines whether or not the time series statistic computed in ST25 is less than a preset threshold value, in this document, whether or not the mean square error is less than a pre-set square error threshold value (ST26).
[000119] In a case where the incorrect recognition determination unit 215 determines that the mean square error is less than the square error threshold value (ST26: Yes), the incorrect recognition determination unit 215 determines that a state Communication vehicle recognition is normal, and the tracking mode unit 14 continues the tracking mode (ST27), completes a current control period, and transfers to a next control period.
[000120] In a case where the incorrect recognition determination unit 215 determines that the speed difference is greater than the speed difference upper limit value in ST24 (ST24: No), in a case where the determination unit misrecognition determination 215 determines that the average square error is the square error threshold value or more in ST26 (ST26: No), the misrecognition determination unit 215 determines that the communication vehicle recognition state is abnormal, the know, the communication vehicle is recognized incorrectly. Then, the tracking mode unit 14 completes the tracking mode, and the capture mode unit 13 enters the capture mode, to return to the capture mode (ST28).
[000121] The route control unit 212 determines whether or not a radar estimation precedent vehicle acceleration/deceleration is less than an ACC request acceleration/deceleration, whether or not this estimation precedent vehicle acceleration/deceleration of radar is less than 0, and whether or not a time elapsed from detection of incorrect recognition for a communication vehicle is within preset N seconds (ST29). The route control unit 212 differentiates the radar speed computed in ST21, thereby enabling the computation of the preceding vehicle acceleration/deceleration of radar estimation. ACC request acceleration/deceleration is the acceleration/deceleration required according to a target vehicle acceleration (target vehicle deceleration) in the information detection progress control that does not use other vehicle information by radio communication. The present N seconds are simply appropriately fixed as the time during which sufficient intervehicle distance can be ensured when the host vehicle is decelerated by equaling the preceding vehicle in accordance with the current vehicle rating or similar.
[000122] In a case where the route control unit 212 determines that the radar estimation precedent vehicle acceleration/deceleration is less than the ACC request acceleration/deceleration, this estimation precedent vehicle acceleration/deceleration radar is less than 0, and the time elapsed from the detection of incorrect recognition for a communication vehicle is within the preset N seconds (ST29: Yes), the route control unit 212 fixes an acceleration/deceleration of request requested from the host vehicle as the radar estimate's preceding vehicle acceleration/deceleration. Then, the route control unit 212 controls the acceleration/deceleration of the host vehicle on the basis of the fixed demand acceleration/deceleration (ST30), and then returns to ST29 to repeatedly perform the subsequent processes.
[000123] In a case where the course control unit 212 determines that the radar estimation preceding vehicle acceleration/deceleration is the ACC request acceleration/deceleration or more, in a case where the course control unit 212 determines that the radar estimate preceding vehicle acceleration/deceleration is 0 or more, or in a case where the route control unit 212 determines that the time elapsed from detection of incorrect recognition for a communication vehicle exceeds N seconds (ST29: No), the travel control unit 212 introduces control information detection progress (ST31), completes a current control period, and transfers to a next control period. The path control unit 212 is in a state where an intervehicle distance can be properly ensured, even when performing the information detection progress control, and therefore there is no problem even when the path control unit 212 transfers the from information communication progress control to information detection progress control.
[000124] The processes in ST29 and ST31 described above correspond to the control in the incorrect acknowledgment determination performed by the route control unit 212 when the incorrect acknowledgment determination unit 215 detects the incorrect acknowledgment for a communication vehicle. In a case where a correction coefficient between radar speed and communication vehicle speed is operated as the time series statistic in ST25, the incorrect recognition determination unit 215 determines whether or not the correction coefficient is greater than a preset correction coefficient threshold value in ST26. In this case, in a case where the incorrect recognition determination unit 215 determines that the correction coefficient is greater than the correction coefficient threshold value (ST26: Yes), the process advances to ST27. When the correction coefficient is determined to be the correction coefficient threshold value or less (ST26: No), the process advances to ST28.
[000125] The vehicle control system 201 and the vehicle control ECU 210, according to the modality described above, are each capable of identifying a communication vehicle on the basis of the communication vehicle movement information with relatively high reliability by a tracking mode, then once again capture the communication vehicle in the capture mode. Therefore, it is possible to improve the resistance to the environment to ensure the so-called robustness, and it is possible to improve the accuracy in communication vehicle ID.
[000126] In addition, according to the vehicle control system 201 according to the modality described above, the vehicle control ECU 210 returns to a capture mode according to the result of the comparison between the movement information of vehicle communication based on the other vehicle communication information received by the radio antenna 24a and a radio antenna control ECU 24 and the result of detection by the front intervehicle distance sensor 21a and the front sensor ECU 21, in the mode of tracking.
[000127] Therefore, even in a case where the vehicle control system 201 and the vehicle control ECU 210 recognize and capture an incorrect communication vehicle in capture mode, the vehicle control system 201 and the control ECU of vehicle 210 are capable of quickly detecting the motion discrepancy of the incorrectly recognized communication vehicle and another vehicle that travels immediately in front of a host vehicle, and quickly return to capture mode. Consequently, the vehicle control system 201 and the vehicle control ECU 210 are able to suppress subsequent communication vehicle ID continuation for an incorrect vehicle in tracking mode, and inhibit incorrect recognition for a communication vehicle from affect subsequent tempo tracking.
[000128] In addition, the vehicle control system 201 according to the modality described above includes the vehicle control ECU 210 that serves as a route control device to control the deceleration of a host vehicle on the basis of the deceleration of another vehicle detected by the front intervehicle distance sensor 21a and a front sensor ECU 21 when returning from tracking mode to capture mode according to the result of comparing the communication vehicle movement information based on the other information of vehicle communication received by radio antenna 24a and a radio antenna control ECU 24 and the result of detection by the front intervehicle distance sensor 21a and a front sensor ECU 21.
[000129] Therefore, even in a case where another vehicle that is different from another vehicle captured by the front intervehicle distance sensor 21a in capture mode is incorrectly captured as a communication vehicle, the vehicle control system 201 and a ECU of vehicle control 210 are able to properly ensure the intervehicle distance between the host vehicle and the other vehicle that travels immediately in front of the host vehicle.
[000130] The vehicle ID system and the vehicle ID device according to each of the above mentioned embodiments of the invention are not limited to the above mentioned embodiments, and can be exchanged in various ways within the scope described in the scope of the claims . The vehicle ID system and the vehicle ID device in accordance with this embodiment can be configured by appropriately combining the components of each of the embodiments described above.
[000131] The vehicle ID system described above is applied to a vehicle control system which is a progress control system, but the invention is not limited thereto. In the above description, the vehicle ID device and the route control device are used by the vehicle control ECU 10 or 210. However, the invention is not limited to this. For example, the vehicle ID device and the route control device can be configured independently from the vehicle control ECU 10 or 210, and can mutually transfer a detection signal or a trigger signal, or information such as a control command. 1,201 vehicle control system 10,210 vehicle control ECU (vehicle ID device) 11,211 vehicle ID unit 12,212 path control unit 13 capture mode unit 14 tracking mode unit 20 communication system/CAN sensor 21 front sensor ECU (sensing device) 21st front intervehicle distance sensor (sensing device) 24 radio antenna control ECU (communication device) 24th radio antenna (communication device) 30 CAN control system 31 ECU engine control unit 32 brake control ECU 33 steering control ECU 215 incorrect recognition determination unit c1 host vehicle c2, c3 other vehicle

权利要求:
Claims (6)
[0001]
1. Vehicle identification system, characterized in that it comprises: a communication device (24, 24a) that receives information from another vehicle related to another vehicle around a host vehicle; a detection device (21, 21a) that detects another vehicle around the host vehicle; and a vehicle identification device (10) that identifies a transmission vehicle by transmitting the information of the other vehicle based on information from the other vehicle received by the communication device (24, 24a) and a detection result by the detection device (21 , 21a), wherein the vehicle identification device (10) is configured to switch between a capture mode to capture the transmitting vehicle based on information from the other vehicle received by the communication device (24, 24a) and the result detection by the detection device (21, 21a) and a tracking mode for identifying the transmission vehicle based on relative position information, which is position information related to the transmission vehicle and is based on a positional relationship between the vehicle. host and the transmitting vehicle at the time of capture in the capture mode, and motion information related to the transmitting vehicle based on the information of the other vehicle received by the communication device (24, 24a), after capturing in capture mode.
[0002]
2. Vehicle identification system according to claim 1, characterized in that the vehicle identification device (10) captures the transmission vehicle based on absolute position information which is position information related to the vehicle of transmission based on information from the other vehicle in the capture mode and identifies, in the tracking mode, the transmitting vehicle based on the relative position information based on a reference position, which is a position of the transmitting vehicle at the time of capture in the capture mode, and the motion information related to the transmitting vehicle.
[0003]
3. Vehicle identification system according to claim 2, characterized in that the vehicle identification device (10) identifies, in tracking mode, the transmission vehicle based on relative position information based on the information of relative position in the past in the tracking mode and in the movement information related to the transmitting vehicle.
[0004]
4. Vehicle identification system according to any one of claims 1 to 3, characterized in that the vehicle identification device (10) returns, in tracking mode, to capture mode according to a result of comparing the motion information related to the transmission vehicle based on the information of the other vehicle received by the communication device (24, 24a) and the detection result by the detection device (21, 21a).
[0005]
A vehicle identification system according to claim 4, characterized in that it further comprises a path control device (10) which controls the host vehicle deceleration based on the deceleration of the other vehicle detected by the detection device (21, 21a), when returning from tracking mode to capture mode according to the result of the comparison.
[0006]
6. Vehicle identification device, characterized in that the vehicle identification device (10) is configured to switch between a capture mode to capture a transmission vehicle by transmitting information from another vehicle related to another vehicle around a host vehicle received by a communication device (24, 24a) based on information from the other vehicle and a detection result by a detection device (21, 21a) that detects another vehicle around the host vehicle and a tracking mode for identify the transmission vehicle based on relative position information, which is position information related to the transmission vehicle and is based on a positional relationship between the host vehicle and the transmission vehicle at the time of capture in capture mode, and information of movement related to the transmission vehicle based on information from the other vehicle received by the communication device (24, 24a) , after capturing in capture mode.

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同族专利:

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公开号 | 公开日

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IN2014DN00165A|2015-05-22|

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EP2738751A4|2015-04-15|

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JPWO2013014755A1|2015-02-23|

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US9836964B2|2017-12-05|

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KR20140024930A|2014-03-03|

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AU2011373800B2|2015-03-05|

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EP2738751A1|2014-06-04|

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RU2556774C1|2015-07-20|

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US20140292545A1|2014-10-02|

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JP5713106B2|2015-05-07|

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WO2013014755A1|2013-01-31|

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CN103703497B|2016-08-31|

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AU2011373800A1|2014-01-16|

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BR112014001702A2|2017-02-21|

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CN103703497A|2014-04-02|

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DE102018108919A1|2018-04-16|2019-10-17|Knorr-Bremse Systeme für Nutzfahrzeuge GmbH|Method for controlling the driving, braking and / or steering behavior of at least one motor vehicle following a preceding motor vehicle|

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KR102012271B1|2018-05-17|2019-08-20|주식회사 만도|Inter-vehicle distance control device and method for controling thereof|

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US10369966B1|2018-05-23|2019-08-06|Nio Usa, Inc.|Controlling access to a vehicle using wireless access devices|

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CN108875641B|2018-06-21|2021-10-19|南京信息工程大学|Long-term parallel driving identification method and system for expressway|

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CN112585660A|2018-06-29|2021-03-30|日产自动车株式会社|Driving assistance method and vehicle control device|

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KR102028346B1|2019-02-07|2019-10-04|주식회사 트위니|Following cart|

法律状态:
2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

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2019-11-12| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

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2021-05-04| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

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2021-06-29| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 26/07/2011, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

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申请号 | 申请日 | 专利标题

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PCT/JP2011/067003|WO2013014755A1|2011-07-26|2011-07-26|Vehicle-specifying system and vehicle-specifying device|

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