Electronic traction control system

Abstract

To provide an electronic traction control system capable of improving travel safety.SOLUTION: An electronic traction control system is an electronic traction control system in which a leading vehicle uses vehicle-to-vehicle communication to electronically towing a following vehicle. The leading vehicle includes: an autonomous driving control system; sensors for the autonomous driving control system; a following vehicle control system that controls the following vehicle based on control values from the autonomous driving control system; and a sensor for the following vehicle control system. The following vehicle includes an automatic parking control system capable of receiving traveling control signals from the leading vehicle of the following vehicle control system. The sensors for the autonomous driving control system monitor the relative distance and angle of the following vehicle in relation to the leading vehicle, and when the autonomous driving control system determines that the relative distance and angle are outside the specified range, the autonomous driving control system blocks the traveling control signals from the following vehicle control system to the automatic parking control system.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to an electronic traction system. [Background technology]

[0002] Patent Document 1 discloses an electronic towing system in which a leading vehicle electronically tows a following vehicle using vehicle-to-vehicle communication. In the electronic towing system disclosed in Patent Document 1, the leading vehicle and the following vehicle travel based on a route planned via vehicle-to-vehicle communication. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-144609 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the electronic traction system disclosed in Patent Document 1 does not have sufficient functionality for monitoring whether the following vehicle is following normally, and therefore there is room for improvement in terms of driving safety.

[0005] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide an electronic traction system that can improve driving safety. [Means for solving the problem]

[0006] In order to solve the above-mentioned problems and achieve the objectives, the electronic towing system of the present invention is an electronic towing system in which a lead vehicle electronically tows a following vehicle using vehicle-to-vehicle communication, wherein the lead vehicle is equipped with an automatic driving control system, a sensor for the automatic driving control system, a following vehicle control system that controls the following vehicle based on a control value from the automatic driving control system, and a sensor for the following vehicle control system, and the following vehicle is equipped with an automatic parking control system that can receive driving control signals from the following vehicle control system of the lead vehicle, and the sensor for the automatic driving control system monitors the relative distance and angle of the following vehicle with respect to the lead vehicle, and when the automatic driving control system determines that the relative distance and angle are outside a predetermined range, the automatic driving control system blocks the driving control signal from the following vehicle control system to the automatic parking control system.

[0007] As a result, in the electronic traction driving system of the present invention, the following status of the following vehicle is monitored, and if an abnormality is found, the transmission of command values ​​from the leading vehicle to the following vehicle is blocked, thereby suppressing the following vehicle's abnormality, thereby improving driving safety.

[0008] In addition, the electronic towing system of the present invention is an electronic towing system in which a lead vehicle electronically tows a following vehicle using vehicle-to-vehicle communication, wherein the lead vehicle is equipped with an automatic driving control system, a sensor for the automatic driving control system, a following vehicle control system that controls the following vehicle based on a control value from the automatic driving control system, and a sensor for the following vehicle control system, and the following vehicle is equipped with an automatic parking control system that can receive driving control signals from the following vehicle control system of the lead vehicle, and a command value monitoring device, and the automatic parking control system drives while monitoring the relative distance between the lead vehicle and the following vehicle based on a comparison of the command value from the automatic driving control system and the command value from the following vehicle control system.

[0009] As a result, in the electronic traction driving system of the present invention, malfunctions can be prevented by comparing the command values ​​from the automatic driving control system with the command values ​​from the following vehicle control system, thereby improving driving safety. [Effects of the Invention]

[0010] The electronic traction system according to the present invention has the effect of improving driving safety. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a block diagram showing a schematic configuration of an electronic traction traveling system according to the first embodiment. [Figure 2] FIG. 2 is a flowchart showing an example of monitoring control of electronic traction performed by the electronic traction traveling system according to the first embodiment. [Figure 3] FIG. 3 is a flowchart showing another example of the monitoring control of electronic traction performed by the electronic traction traveling system according to the first embodiment. [Figure 4] FIG. 4 is a block diagram showing a schematic configuration of an electronic traction traveling system according to the second embodiment. [Figure 5] FIG. 5 is a flowchart showing an example of monitoring control of electronic traction performed in the electronic traction traveling system according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] (Embodiment 1) A first embodiment of the electronic traction system according to the present invention will be described below, although the present invention is not limited to this embodiment.

[0013] FIG. 1 is a block diagram showing a schematic configuration of an electronic traction and traveling system 100 according to the first embodiment.

[0014] In the electronic towing traveling system 100 according to the embodiment, the leading vehicle 1, which is a small mobility vehicle, and the following vehicle 2, which is a passenger car, are not physically connected, and the leading vehicle 1 electronically tows the following vehicle 2 using vehicle-to-vehicle communication.

[0015] The leading vehicle 1 includes an automatic driving control system 11, a cruise control system 12, and a following vehicle control system 13. The automatic driving control system 11 includes an automatic driving control microcomputer 110 and an automatic driving control system sensor 111. The automatic driving control microcomputer 110 includes an abnormality monitoring unit 1101. The automatic driving control system sensor 111 may be, for example, a LiDAR (Light Detection And Ranging) or a rear camera. In the automatic driving control system 11, the automatic driving control microcomputer 110 outputs cruise control signals (cruise control command values) such as a translational speed command signal (speed command value) and a turning speed command signal (turning command value) for automatically driving the host vehicle (leading vehicle 1) to the cruise control system 12 based on the detection signal of the automatic driving control system sensor 111.

[0016] The driving control system 12 includes a VCU (Vehicle Control Unit) 120 and the like. The VCU 120 controls driving systems related to the driving of the host vehicle (lead vehicle 1), such as a power train having a drive source (motor, etc.) of the host vehicle (lead vehicle 1) and a steering device, based on a driving control signal from the automatic driving control system 11, so that the host vehicle (lead vehicle 1) drives along a target trajectory and avoids collisions with obstacles. The VCU 120 also includes a command value validity monitoring unit 1201.

[0017] Following vehicle control system 13 includes following vehicle control microcomputer 130 and following vehicle control system sensor 131. Following vehicle control microcomputer 130 includes abnormality monitoring unit 1301. As following vehicle control system sensor 131, for example, LiDAR or a rear camera can be used. Following vehicle control system 13 controls the traveling of following vehicle 2 so as to follow lead vehicle 1 based on a detection signal from following vehicle control system sensor 131 and traveling control signals (travel control command values) such as an acceleration command signal (acceleration command value) and a steering angle command signal (steering angle command value) from automatic driving control system 11.

[0018] The following vehicle 2 is equipped with an automatic parking control system 21, an HV-ECU 22, an electric power steering ECU 23, and the like, which are capable of receiving, via vehicle-to-vehicle communication, driving control signals (driving control command values) such as an acceleration command signal (acceleration command value) and a steering angle command signal (steering angle command value) from the following vehicle control system 13 equipped in the leading vehicle 1. The automatic parking control system 21 is also equipped with an automatic parking ECU 210, and the like.

[0019] Here, the leading vehicle 1 has, as sensors 111 for the automatic driving control system, a right rear LiDAR that monitors the right rear of the leading vehicle 1 and a left rear LiDAR that monitors the left rear of the leading vehicle 1, and these are basically used for automatic driving of the leading vehicle 1. On the other hand, the right rear LiDAR and left rear LiDAR of the leading vehicle 1 are designed to be mounted so that they can also detect the following vehicle 2.

[0020] This makes it possible to utilize the sensor 111 for the automatic driving control system and monitor abnormalities in the following vehicle control system 13 using the abnormality monitoring unit 1101 of the automatic driving control microcomputer 110, thereby detecting unintended movement of the following vehicle 2 due to an abnormality in the following vehicle control system 13.

[0021] Note that the autonomous driving control system sensor 111 may include a right rear camera that monitors the right rear of the leading vehicle 1 and a left rear camera that monitors the left rear of the leading vehicle 1 instead of the right rear LiDAR and left rear LiDAR. The right rear LiDAR and left rear LiDAR are basically used for the autonomous driving of the leading vehicle 1, and are designed to be mounted so as to be able to detect the following vehicle 2. Furthermore, the autonomous driving control system sensor 111 may include a right rear LiDAR and a left rear camera, and a right rear LiDAR and a left rear LiDAR, respectively.

[0022] In the electronic towing and traveling system 100 of embodiment 1, the sensor 111 for the automatic driving control system monitors the relative distance and angle of the following vehicle 2 to the leading vehicle 1, and when the automatic driving control microcomputer 110 (abnormality monitoring unit 1101) of the automatic driving control system 11 determines that the relative distance and angle are outside a predetermined range, the automatic driving control microcomputer 110 cuts off the traveling control signal (traveling control command value) from the following vehicle control system 13 to the automatic parking control system 21.

[0023] Fig. 2 is a flowchart showing an example of the monitoring control of electronic traction performed by the electronic traction traveling system 100 according to embodiment 1. The monitoring control of electronic traction shown in Fig. 2 is performed, for example, by using the automatic driving control microcomputer 110 in which the abnormality monitoring unit 1101 of the leading vehicle 1 is implemented as the monitoring microcomputer.

[0024] First, the electronic towing system 100 determines whether the following vehicle control system 13 is running (step S1). If it is determined that the following vehicle control system 13 is not running (No in step S1), the electronic towing system 100 ends the series of controls. On the other hand, if it is determined that the following vehicle control system 13 is running (Yes in step S1), the electronic towing system 100 determines whether the automatic driving control system 11 is running (step S2). If it is determined that the automatic driving control system 11 is not running (No in step S2), the electronic towing system 100 ends the series of controls. On the other hand, if it is determined that the automatic driving control system 11 is running (Yes in step S2), the electronic towing system 100 determines whether the lead vehicle 1 is connecting (starting) or disconnecting (ending) electronic towing of the following vehicle 2 (step S3). If it is determined that the connection (start) or disconnection (end) of electronic towing is in progress (Yes in step S3), the electronic towing travel system 100 ends the series of control operations. On the other hand, if it is determined that the connection (start) or disconnection (end) of electronic towing is not in progress (No in step S3), the electronic towing travel system 100 detects the relative distance and angle of the following vehicle 2 with respect to the lead vehicle 1 using the automatic driving control system sensor 111 (such as a LiDAR or a rear camera) (step S4). Next, the abnormality monitoring unit 1101 of the automatic driving control microcomputer 110 determines whether the relative distance and angle of the following vehicle 2 with respect to the lead vehicle 1 are within a predetermined range (step S5). If it is determined that the relative distance and angle of the following vehicle 2 with respect to the lead vehicle 1 are within the predetermined range (Yes in step S5), the automatic driving control microcomputer 110 ends the series of control operations. On the other hand, if it is determined that the relative distance and angle of the following vehicle 2 with respect to the leading vehicle 1 are outside the predetermined range (No in step S5), the automatic driving control microcomputer 110 cuts off / stops the transmission of speed and steering angle command values ​​(acceleration command value and steering angle command value) from the following vehicle control system 13 to the automatic parking control system 21 (step S6).Then, the electronic traction and traveling system 100 ends the series of controls.

[0025] In the electronic towing and traveling system 100 of embodiment 1, if an abnormality is detected when monitoring the following status of the following vehicle 2, the transmission of command values ​​from the following vehicle control system 13 of the leading vehicle 1 to the automatic parking control system 21 of the following vehicle 2 can be blocked, thereby suppressing the following abnormality of the following vehicle 2 and improving traveling safety.

[0026] Furthermore, in the electronic towing system 100 according to the first embodiment, the following vehicle control system 13 can also detect abnormalities in the automatic driving control system 11. As a result, by utilizing the following vehicle control system sensor 131 and monitoring abnormalities in the automatic driving control system 11 with the abnormality monitoring unit 1301 of the following vehicle control microcomputer 130, unintended movement of the leading vehicle 1 due to an abnormality in the automatic driving control system 11 can be detected.

[0027] Fig. 3 is a flowchart showing another example of the monitoring control of electronic traction performed by the electronic traction traveling system 100 according to the embodiment 1. The monitoring control of electronic traction shown in Fig. 3 is performed, for example, by using the following vehicle control microcomputer 130 equipped with the abnormality monitoring unit 1301 of the leading vehicle 1 as the monitoring microcomputer.

[0028] First, the electronic towing system 100 determines whether the following vehicle control system 13 is running (step S11). If it is determined that the following vehicle control system 13 is not running (No in step S11), the electronic towing system 100 ends the series of controls. On the other hand, if it is determined that the following vehicle control system 13 is running (Yes in step S11), the electronic towing system 100 determines whether the automatic driving control system 11 is running (step S12). If it is determined that the automatic driving control system 11 is not running (No in step S12), the electronic towing system 100 ends the series of controls. On the other hand, if it is determined that the automatic driving control system 11 is running (Yes in step S12), the electronic towing system 100 determines whether the lead vehicle 1 is connecting (starting) or disconnecting (ending) electronic towing of the following vehicle 2 (step S13). If it is determined that the connection (start) or disconnection (end) of electronic towing is in progress (Yes in step S13), the electronic towing travel system 100 ends the series of control operations. On the other hand, if it is determined that the connection (start) or disconnection (end) of electronic towing is not in progress (No in step S13), the electronic towing travel system 100 detects the relative angle between the lead vehicle 1 and the white lines on the road using the following vehicle control system sensor 131 (LiDAR, rear camera) (step S14). Next, the following vehicle control microcomputer 130 determines, using the abnormality monitoring unit 1301, whether the relative angle between the lead vehicle 1 and the white lines on the road is within a predetermined range (step S15). If it is determined that the relative angle between the lead vehicle 1 and the white lines on the road is within the predetermined range (Yes in step S15), the following vehicle control microcomputer 130 ends the series of control operations. On the other hand, if it is determined that the relative angle between the leading vehicle 1 and the white line on the road is not within a predetermined range (No in step S15), the following vehicle control microcomputer 130 cuts off / stops transmission of speed and turning command values ​​(speed command value and turning command value) from the automatic driving control system 11 to the driving control system 12 (step S16). Thereafter, the electronic traction driving system 100 ends the series of controls.

[0029] In the electronic towing system 100 according to the first embodiment, when the abnormality monitoring unit 1301 of the following vehicle control microcomputer 130 detects unintended movement of the leading vehicle 1 using the following vehicle control system sensor 131, the following vehicle control microcomputer 130 blocks the transmission of command values ​​from the automatic driving control system 11 of the leading vehicle 1 to the driving control system 12. This makes it possible in the electronic towing system 100 according to the first embodiment to prevent the leading vehicle 1 from traveling off a target trajectory such as a road lane, thereby improving driving safety.

[0030] Here, making a microcomputer ASIL (Automotive Safety Integrity Level) compliant requires a dual lockstep CPU (Central Processing Unit) and ECC (Error Checking and Correcting) for memory, bus, and communication, allocating computing power to safety measures. This significantly reduces the computing power available for signal processing for LiDAR, rear camera, and other functions. In contrast, in the electronic towing and traveling system 100 according to the first embodiment, the computing power of the autonomous driving control microcomputer 110 and the following vehicle control microcomputer 130 is maximized for their intended purposes, and each microcomputer remains non-ASIL compliant. This allows the autonomous driving control microcomputer 110 and the following vehicle control microcomputer 130 to process more signals from LiDAR, rear camera, and other devices, thereby improving their original functionality. Furthermore, in the electronic towing and traveling system 100 according to the first embodiment, the two independent control systems (sensors and microcomputers) of the autonomous driving control system 11 and the following vehicle control system 13 monitor each other, so that if an abnormality occurs in one function, the other can detect and address the abnormality. As a result, if there is an abnormality anywhere in the system that combines the automatic driving control system 11 and the following vehicle control system 13, the abnormality will be immediately detected and dealt with, thereby ensuring driving safety.

[0031] (Embodiment 2) Hereinafter, a second embodiment of the electronic traction traveling system according to the present invention will be described. Note that in the second embodiment, the same content as in the first embodiment will be omitted as appropriate.

[0032] FIG. 4 is a block diagram showing a schematic configuration of an electronic traction traveling system 100 according to the second embodiment.

[0033] The electronic towing system 100 according to the second embodiment does not include the abnormality monitoring unit 1101 of the automatic driving control microcomputer 110, the command value validity monitoring unit 1201 of the VCU 120, and the abnormality monitoring unit 1301 of the following vehicle control microcomputer 130, which are provided in the leading vehicle 1 of the electronic towing system 100 according to the first embodiment. On the other hand, in the electronic towing system 100 according to the second embodiment, the automatic parking ECU 210 of the following vehicle 2 is equipped with a command value monitoring unit 2101, which is a command value monitoring device.

[0034] In the electronic towing and traveling system 100 of embodiment 2, the automatic parking control system 21 of the following vehicle 2 is connected to not only the following vehicle control system 13 of the leading vehicle 1 but also the automatic driving control system 11 so that they can communicate with each other via vehicle-to-vehicle communication.

[0035] Here, in the electronic towing system 100 according to the second embodiment, the leading vehicle 1 also has a right rear LiDAR and a left rear LiDAR as sensors 111 for the automatic driving control system, which are basically used for automatic driving of the leading vehicle 1. Meanwhile, in the electronic towing system 100 according to the second embodiment, the right rear LiDAR and left rear LiDAR of the leading vehicle 1 are also designed to be mounted so that they can also detect the following vehicle 2. As a result, in the electronic towing system 100 according to the second embodiment, the automatic driving control microcomputer 110 can also realize a control function for the following vehicle 2.

[0036] In the electronic towing and traveling system 100 of embodiment 2, the automatic parking control system 21 drives while monitoring the relative distance between the leading vehicle 1 and the following vehicle 2 based on a comparison between the command value from the automatic driving control system 11 and the command value from the following vehicle control system 13.

[0037] Specifically, in the electronic towing and traveling system 100 according to the second embodiment, both the automatic driving control microcomputer 110 and the following vehicle control microcomputer 130 calculate and transmit speed and steering angle command values ​​(acceleration command value and steering angle command value) to the automatic parking control system 21 of the following vehicle 2. A command value monitoring unit 2101 implemented in the automatic parking ECU 210 of the following vehicle 2 compares and monitors the speed and steering angle command values ​​(acceleration command value and steering angle command value) from both the automatic driving control microcomputer 110 and the following vehicle control microcomputer 130. If there is an abnormality in the speed and steering angle command values ​​(acceleration command value and steering angle command value) from both the automatic driving control microcomputer 110 and the following vehicle control microcomputer 130, the automatic parking ECU 210 stops the traveling (automatic driving) of the leading vehicle 1 and takes measures to interrupt / stop the speed and steering angle command values ​​(acceleration command value and steering angle command value) from the following vehicle control system 13 to the automatic parking control system 21.

[0038] As a result, in the electronic traction driving system 100 of embodiment 2, malfunctions can be prevented by comparing the command values ​​from the automatic driving control system 11 with the command values ​​from the following vehicle control system 13, thereby improving driving safety.

[0039] Note that the autonomous driving control system sensor 111 may include a right rear camera that monitors the right rear of the leading vehicle 1 and a left rear camera that monitors the left rear of the leading vehicle 1 instead of the right rear LiDAR and left rear LiDAR. The right rear LiDAR and left rear LiDAR are basically used for the autonomous driving of the leading vehicle 1, and are designed to be mounted so as to be able to detect the following vehicle 2. Furthermore, the autonomous driving control system sensor 111 may include a right rear LiDAR and a left rear camera, and a right rear LiDAR and a left rear LiDAR, respectively.

[0040] Fig. 5 is a flowchart showing an example of the monitoring control of electronic towing performed by the electronic towing traveling system 100 according to embodiment 2. The monitoring control of electronic towing shown in Fig. 5 is performed, for example, by using the automatic parking ECU 210, in which the command value monitoring unit 2101 of the following vehicle 2 is implemented, as a monitoring microcomputer.

[0041] First, the electronic towing system 100 determines whether the following vehicle control system 13 is running (step S21). If it is determined that the following vehicle control system 13 is not running (No in step S21), the electronic towing system 100 ends the series of controls. On the other hand, if it is determined that the following vehicle control system 13 is running (Yes in step S21), the electronic towing system 100 determines whether the automatic driving control system 11 is running (step S22). If it is determined that the automatic driving control system 11 is not running (No in step S22), the electronic towing system 100 ends the series of controls. On the other hand, if it is determined that the automatic driving control system 11 is running (Yes in step S22), the electronic towing system 100 determines whether the lead vehicle 1 is connecting (starting) or disconnecting (ending) electronic towing of the following vehicle 2 (step S23). If it is determined that the connection (start) or disconnection (end) of electronic towing is in progress (Yes in step S23), the electronic towing travel system 100 ends the series of controls. On the other hand, if it is determined that the connection (start) or disconnection (end) of electronic towing is not in progress (No in step S23), the electronic towing travel system 100 causes the automatic driving control microcomputer 110 of the leading vehicle 1 to calculate speed and steering angle command values ​​(acceleration command value and steering angle command value) and transmits them to the automatic parking control system 21 of the following vehicle 2 (step S24). Next, in the electronic towing travel system 100, the following vehicle control microcomputer 130 of the leading vehicle 1 calculates speed and steering angle command values ​​(acceleration command value and steering angle command value) and transmits them to the automatic parking control system 21 of the following vehicle 2 (step S25). Next, the automatic parking ECU 210 determines, via the command value monitoring unit 2101, whether the two speed and steering angle command values ​​(acceleration command value and steering angle command value) calculated by the automatic driving control microcomputer 110 and the following vehicle control microcomputer 130, respectively, are within a predetermined range (the error when comparing the command value calculated by the automatic driving control microcomputer 110 with the command value calculated by the following vehicle control microcomputer 130 is within the allowable error) (step S26).If it is determined that the two (both) speed and steering angle command values ​​(acceleration command value and steering angle command value) are within a predetermined range (the error is within the allowable error) (Yes in step S26), the automatic parking ECU 210 ends the series of controls. On the other hand, if it is determined that the two (both) speed and steering angle command values ​​(acceleration command value and steering angle command value) are not within the predetermined range (the error is outside the allowable error) (No in step S26), the automatic parking ECU 210 blocks / stops the transmission of the speed and steering angle command values ​​(acceleration command value and steering angle command value) from the following vehicle control system 13 to the automatic parking control system 21 (step S27). Thereafter, the electronic towing and traveling system 100 ends the series of controls.

[0042] In the electronic towing and traveling system 100 according to the second embodiment, for example, the command value monitoring unit 2101 of the automatic parking ECU 210 determines whether the command value from the automatic driving control microcomputer 110 and the command value from the following vehicle control microcomputer 130 match, and whether the error in comparing the two command values ​​is within an allowable error, thereby preventing malfunction. As a result, in the electronic towing and traveling system 100 according to the second embodiment, if there is an abnormality between the command value from the automatic driving control microcomputer 110 and the command value from the following vehicle control microcomputer 130, the traveling (automatic driving) of the leading vehicle 1 is stopped and the command value from the following vehicle control system 13 to the automatic parking control system 21 is blocked, thereby improving traveling safety.

[0043] To make a microcomputer ASIL-compliant, the CPU must be dual-lockstep compatible and the memory, bus, and communications must be ECC-compatible, which allocates the computing power to safety measures. This significantly reduces the computing power available for signal processing, such as for LiDAR and rearview cameras. In contrast, in the electronic towing and traveling system 100 according to the second embodiment, the computing power of the autonomous driving control microcomputer 110 and the following vehicle control microcomputer 130 is maximized for their intended use, and both microcomputers remain non-ASIL-compliant. The command values ​​from the autonomous driving control microcomputer 110 and the following vehicle control microcomputer 130 are compared and monitored by the command value monitoring unit 2101 of the ASIL-compliant automatic parking ECU 210 of the following vehicle 2. If the comparison result is within the allowable error, it is determined to be normal. If it is outside the allowable error, it is determined to be abnormal (the microcomputer calculations of either the autonomous driving control microcomputer 110 or the following vehicle control microcomputer 130 are abnormal). This allows the autonomous driving control microcomputer 110 and the following vehicle control microcomputer 130 to process signals from more LiDARs, rear cameras, etc., thereby improving their original functions. [Explanation of symbols]

[0044] 1 Lead vehicle 2. Following vehicle 11 Autonomous Driving Control System 12 Driving control system 13. Following vehicle control system 21 Automatic Parking Control System 22 HV-ECU 23 Electric power steering ECU 100 Electronic Traction and Driving System 111 Sensors for Autonomous Driving Control Systems 120 VCU 131 Sensor for following vehicle control system 210 Automatic Parking ECU 1101 Abnormality monitoring section 1201 Command value validity monitoring unit 1301 Abnormality Monitoring Department 2101 Command value monitoring unit

Claims

1. An electronic towing system in which a leading vehicle electronically tows a following vehicle using vehicle-to-vehicle communication, the leading vehicle is equipped with an automatic driving control system, a sensor for the automatic driving control system, a following vehicle control system that controls the following vehicle based on a control value from the automatic driving control system, and a sensor for the following vehicle control system; the following vehicle is equipped with an automatic parking control system capable of receiving a driving control signal from the following vehicle control system of the leading vehicle, The sensor for the automatic driving control system monitors the relative distance and angle of the following vehicle with respect to the lead vehicle, and when the automatic driving control system determines that the relative distance and the angle are outside a predetermined range, the automatic driving control system cuts off the driving control signal from the following vehicle control system to the automatic parking control system. An electronic traction system characterized by:

2. An electronic towing system in which a leading vehicle electronically tows a following vehicle using vehicle-to-vehicle communication, the leading vehicle is equipped with an automatic driving control system, a sensor for the automatic driving control system, a following vehicle control system that controls the following vehicle based on a control value from the automatic driving control system, and a sensor for the following vehicle control system; the following vehicle is equipped with an automatic parking control system capable of receiving a driving control signal from the following vehicle control system of the leading vehicle, and a command value monitoring device; The automatic parking control system drives while monitoring the relative distance between the leading vehicle and the following vehicle based on a comparison between a command value from the automatic driving control system and a command value from the following vehicle control system. An electronic traction system characterized by:

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