WO2018043753A1 - Platooning management system - Google Patents

Abstract

This platooning management system allows vehicles to form a platoon in a vehicle order suitable for a predicted state during platooning even when the platoon is formed of vehicles having different specifications. The platooning management system is for managing the vehicle order for platooning and comprises: a prediction information acquisition part (13) for acquiring a predicted state during platooning; a vehicle information acquisition part (14) for acquiring vehicle information including braking distances of the vehicles in a platoon and body information of the vehicles; and a platoon formation part (15) for determining the vehicle order, in response to the acquired state, in accordance with a first vehicle order in which the vehicles are arranged from the first position to the last position in descending order of the braking distance or in accordance with a second vehicle order in which a vehicle having high air resistance is set as the first vehicle on the basis of the vehicle information, and for notifying the vehicles of the determined vehicle order.

Description

Convoy management system

The present invention relates to a convoy travel management system that manages the order of convoy travel vehicles.

In recent years, for the purpose of facilitating traffic flow, energy saving, etc., a system has been developed that realizes platooning in which a plurality of vehicles run in a platoon. The vehicles that form the platoon travel so as to maintain a predetermined inter-vehicle distance while communicating with each other at short intervals. For example, in the field of physical distribution, a system for electronically connecting a leading truck driven by a driver and an unmanned truck is being studied. When such a system is put into practical use, it is assumed that the platoon is formed not only by the vehicle type but also by vehicles having different specifications such as the size of the vehicle body, the drive source, the configuration of the brake system, and the like.

Also, in platooning, it is known that by reducing the inter-vehicle distance, the air resistance of each vehicle is reduced and fuel efficiency is improved. When a platoon is formed with vehicles of the same vehicle type, the air resistance of each vehicle is the same, so the vehicle order does not affect the fuel efficiency of the entire platoon. However, when a platoon is formed by vehicles having different specifications such as the size of the vehicle body, the vehicle order in the platoon travel affects the fuel efficiency of the entire platoon. For this reason, even when a formation is formed from vehicles having different specifications, the formation that can increase the fuel efficiency improvement has been studied.

For example, Patent Document 1 proposes a system that forms a platoon from a vehicle group composed of vehicles with a large projected area and a vehicle group composed of vehicles with a small projected area. The projected area corresponds to a product of the vehicle width and the total height. By including vehicles with a large projected area in the leading vehicle group and vehicles with a small projected area in the trailing vehicle group, the air resistance of the trailing vehicle group is reduced, and the energy consumption of the entire platoon is reduced.

JP 2014- 211714 A

On the other hand, the inter-vehicle distance assumed for platooning is as short as several meters to about 10 meters, so that even if the leading vehicle brakes suddenly, each subsequent vehicle can safely decelerate or stop. It has been demanded. However, in the system described in the above-mentioned patent document, it is not taken into consideration until the vehicle decelerates safely even when sudden braking is activated. Further, in order to safely decelerate or stop each subsequent vehicle when the sudden braking is applied, for example, it is conceivable that the vehicles are arranged in order of increasing braking distance from the head toward the rear in the formation. However, in this case, the fuel efficiency improvement effect may be reduced. Thus, the current situation is that further studies are needed on the formation method when forming formations with vehicles having different specifications.

An object of the present invention is to provide a convoy travel management system capable of organizing a convoy in a vehicle order that matches a state predicted when the convoy travels even when the convoy is composed of vehicles having different specifications.

In one aspect, the convoy travel management system is a convoy travel management system that manages the order of a plurality of vehicles in the convoy travel, and that obtains prediction information that predicts at least one of time and environment during convoy travel An information acquisition unit, a vehicle information acquisition unit that acquires vehicle information including the braking distance of each vehicle that forms a platoon and vehicle body information of the vehicle, and the order of the vehicles according to the acquired prediction information, A first vehicle order in which vehicles are arranged in descending order of the braking distance from the head toward the tail in the platoon, or a vehicle having the highest air resistance among the plurality of vehicles based on the vehicle body information is placed at the head in the platoon A convoy formation unit set to the second vehicle order.

According to the above configuration, the platoon formation unit improves the fuel efficiency by reducing the vehicle order in the platooning, the first vehicle order in which the vehicles are arranged in the platoon in the descending order of the braking distance, or by reducing the air resistance of the following vehicle. Set to 2 vehicle order. In the case of the first vehicle sequence, for example, when the leading vehicle activates the sudden brake, the vehicles can be prevented from colliding with each other by stopping in order from the rear vehicle. In the case of the second vehicle order, the air resistance of the following vehicle is reduced by the leading vehicle, so that the fuel efficiency of the entire platoon can be improved. Therefore, by deciding the vehicle order according to the predicted state during platooning, even if the platoon is formed with vehicles having different specifications such as the size of the vehicle body and the configuration of the brake system, there are advantages in the state at that time. The platooning can be carried out with a high vehicle order.

In one embodiment, the vehicle learns by relating the total vehicle weight and the braking distance, and the formation unit determines the order of the vehicles based on the braking distance associated with the total vehicle weight of the vehicle. May be.

The braking distance tends to increase as the total vehicle weight increases. According to the above configuration, the braking distance is learned on the vehicle side in association with the total vehicle weight that changes according to the load of the load, and the formation organization unit determines the vehicle order using the braking distance. Therefore, since the braking distance predicted on the vehicle side can be brought close to the actual braking distance, a collision between vehicles can be avoided more reliably.

In one embodiment, when the order of the vehicles is set to the second vehicle order, the platoon forming unit arranges the vehicle having the maximum air resistance based on the vehicle body information at the top and sets the other vehicles at the top. May be set in an order in which the braking distances are arranged from the longest toward the rear.

According to the above configuration, in the case of the second vehicle order, the vehicles other than the leading vehicle are arranged in the platoon in order of increasing braking distance. Therefore, while improving the fuel efficiency of the entire platoon, Collisions can be avoided.

In one embodiment, when the order of the vehicles is set to the second vehicle order, the formation unit may set the vehicles in an order in which the vehicles are arranged in descending order from the head toward the rear. .

According to the above configuration, in the case of the second vehicle order, since all the vehicles are arranged in the platoon in descending order of air resistance, the fuel efficiency improvement effect of the entire platoon can be enhanced.
In one embodiment, the formation unit sets the order of the vehicles to the first vehicle order or the second vehicle order, and then moves from the head vehicle of the formation to the rear vehicle. Each vehicle may be instructed to increase the maximum deceleration.

According to the above configuration, in the case of the first vehicle order, the vehicles are arranged in a line in order of increasing braking distance from the leading vehicle to the trailing vehicle, and the maximum deceleration increases on the vehicle side. Thus, it is possible to avoid collision between vehicles when sudden braking occurs. Further, in the case of the second vehicle order, the fuel efficiency of the entire platoon is improved by arranging the vehicle having the largest air resistance at the head of the platoon, and the maximum deceleration as it moves from the leading vehicle to the trailing vehicle. By adjusting so that the vehicle speed increases, it is possible to avoid collision between vehicles when sudden braking occurs. Therefore, it is possible to perform platooning according to a vehicle order that has a high merit in the state at the time, while improving safety when sudden braking occurs.

According to the present invention, even when a platoon is formed with vehicles having different specifications, the platoon can be formed in a vehicle order that matches a state predicted when the platoon travels.

The conceptual diagram explaining the outline | summary of platooning. The block diagram explaining schematic structure of a convoy travel system. The flowchart explaining the procedure which organizes a formation.

Hereinafter, an embodiment of a convoy travel management system will be described.
With reference to FIG. 1, an outline of platooning will be described. Here, the vehicle 100 that forms the formation is a truck. A destination is set for the vehicle 100, and the vehicle 100 travels in a predetermined section between the departure point and the destination.

The vehicle 100 passes through the hub base 101 for organizing the convoy before arriving at the destination, that is, the hub base 101 that is the starting point of the convoy travel. The hub base 101 is provided, for example, in the vicinity of an entrance / exit of a road capable of platooning such as an expressway or in a service area of an expressway. Each vehicle 100 is driven from the departure place to the hub base 101 by a driver.

The vehicle 100 arriving at the hub base 101 communicates with the platoon management device 11. The convoy management device 11 only needs to be able to communicate with the vehicle 100 or the like of the hub base 101 and may be provided at the hub base 101 or may be provided at a place other than the hub base 101. Further, the convoy management device 11 may be provided for each hub base 101, or one convoy management device 11 may be provided corresponding to a plurality of hub bases 101. For example, the vehicle 100 has an authentication code for performing platooning, and the platoon management device 11 authenticates the vehicle 100.

The convoy management device 11 collects information on the vehicle 100 and information on the route from the vehicle 100 and the like when authenticating the vehicle 100 that has arrived at the hub base 101. The convoy management device 11 selects the vehicle 100 that forms the convoy based on route information such as information on the route from the departure point to the destination. Since the convoy management device 11 selects the vehicle 100 that forms the convoy according to the destination, etc., the vehicle type of the selected vehicle, the loading amount, the vehicle information such as the vehicle width and the total length, the vehicle gross weight, the configuration of the drive source The structure of the brake system is not necessarily the same, and is often different from each other. In addition, the convoy management device 11 determines the order of vehicles in the convoy. When the vehicles 100 that form the platoon and the vehicle order are determined, the platoon management device 11 transmits information including the identifier of the vehicle 100 that forms the platoon and the vehicle order to each vehicle 100. When the vehicle 100 receives these pieces of information, the vehicle 100 forms a row based on the received information and travels on a road that can be driven in a row such as an expressway.

In platooning, the leading vehicle 100 that is the head of the platoon is driven by a driver or monitored by a supervisor, and the vehicles 100 other than the leading vehicle travel in unmanned driving (automatic driving). Note that the leading vehicle may also travel in unmanned operation. The vehicle 100 (front vehicle) that forms the platoon transmits speed and acceleration / deceleration information to subsequent vehicles, for example, every several milliseconds to several tens of milliseconds. The succeeding vehicle is accelerated or decelerated based on the received speed and acceleration / deceleration so that the speed is the same as that of the preceding vehicle, so that the inter-vehicle distance from the preceding vehicle becomes a predetermined distance. For example, the target inter-vehicle distance in the platoon is several meters to several tens of meters (for example, 1 m to 15 m), and the target speed maintained in the platooning is, for example, 60 to 80 km / h.

When the vehicle 100 that forms the platoon arrives at the hub base 101 that is the end point, it is driven by the driver and heads for the destination. It should be noted that the vehicle 100 that forms the row may leave the row before the hub base 101 when there is a destination before the hub base 101 or the like.

Next, the configuration of the row running management system 10 will be described with reference to FIG. The convoy travel management system 10 includes a convoy management device 11 and a convoy travel control system mounted on the vehicle 100. The control system of the vehicle 100 includes a convoy travel control device 20, a vehicle information storage unit 21, and a communication unit 22, which are connected to each other via an in-vehicle network 29. The convoy travel control device 20 includes a calculation unit, a volatile storage unit as a calculation region, and a nonvolatile storage unit. The calculation unit performs various calculations for platooning according to a program stored in the nonvolatile storage unit. The convoy travel control device 20 performs road-to-vehicle communication, vehicle-to-vehicle communication, and the like via the communication unit 22.

Also, a speed signal is input from the vehicle speed sensor 23 to the platooning control device 20. The convoy travel control device 20 calculates the speed and acceleration / deceleration of the vehicle 100 based on the speed signal, and transmits information including the speed and acceleration / deceleration to the other vehicle 100 that forms the convoy via the communication unit 22.

The vehicle 100 further includes a host vehicle position detection unit 24 and a route guide unit 25. The own vehicle position detection unit 24 is, for example, a GPS sensor, and detects the own vehicle position such as latitude and longitude. The route guide unit 25 searches for a route from the departure place to the destination and generates route information. The route guide unit 25 guides the vehicle 100 to travel along the searched route based on the vehicle position and route information.

The vehicle information storage unit 21 stores vehicle information including information on the vehicle body such as the vehicle width and overall height, and the braking distance. The braking distance is information learned by the brake ECU 26 that controls the brake system of the vehicle 100. The braking distance is learned at a predetermined timing such as when the vehicle 100 stops and is recorded in a state associated with the total vehicle weight. The braking distance is a moving distance of the vehicle 100 from when the brake is activated and the vehicle 100 starts decelerating until the vehicle 100 stops. The total vehicle weight is calculated, for example, by adding the loaded weight to the weight of the vehicle without a load. The vehicle weight when there is no load is a fixed value, and the loaded weight can be obtained by, for example, detecting a pressure in a load detection sensor or an air circuit of an air suspension system. The braking distance may be learned in association with at least one of the speed when the vehicle 100 starts decelerating and the brake pressure in addition to the total vehicle weight. By learning the braking distance based on the speed or brake pressure and the total weight of the vehicle, the relationship between the speed or brake pressure and the braking distance can be grasped, so that the braking distance at the maximum deceleration can be calculated accurately. it can. Furthermore, the braking distance is learned in association with at least one of the road surface condition (curvature radius of curvature, slope angle, road surface friction coefficient, road surface temperature, etc.) and vehicle condition (tire pressure, tire temperature, brake shoe temperature, etc.). May be. The road surface state can be acquired from road map data stored in the route guidance unit 25, analysis results of imaging data such as an infrared camera and a visible light camera provided in the vehicle 100, and information received from a roadside communication device. it can. Moreover, the state of the vehicle 100 can be acquired from a pressure sensor or a temperature sensor provided on the wheel.

The convoy travel control device 20 sends vehicle information including the identifier of the vehicle 100, the braking distance, and the total vehicle weight via the communication unit 22 at a predetermined timing, such as when the hub base 101 that is the starting point of the convoy travel is reached. Transmit to the convoy management device 11. In addition, the convoy travel control device 20 manages convoys via the communication unit 22 with respect to the destination and route information acquired from the route guide unit 25 and the scheduled traveling time passing through a predetermined point such as the hub base 101 on the route. Transmit to device 11.

Vehicle information and route information may be provided by a delivery management terminal 31 connected to the convoy management device 11 via the network 30. The delivery management terminal 31 is a terminal that manages the travel route, estimated travel time, driver, and the like of each vehicle 100, and has information related to the delivery plan of the vehicle 100. The delivery management terminal 31 can transmit vehicle information and route information to the platoon management device 11 before the date when the vehicle 100 arrives at the hub base 101, for example. In this case, the convoy management apparatus 11 can plan the formation of the convoy before the day when the convoy travel is performed.

The delivery management terminal 31 includes a delivery management unit 32, a vehicle information storage unit 33, and a route information storage unit 34. The delivery management unit 32 transmits and receives various information via the network 30. In the vehicle information storage unit 33, vehicle information of each vehicle 100 to be managed by the delivery management terminal 31 is recorded. This vehicle information is information that is common with information stored in the vehicle information storage unit 21 of the vehicle 100. The route information storage unit 34 records route information of each vehicle 100 that is a management target. This route information is information common to the information stored in the vehicle information storage unit 21 of the vehicle 100. Note that the vehicle information and the route information may be stored in the same storage unit.

Next, the configuration of the convoy management device 11 will be described. The convoy management device 11 includes a control unit 12, a communication unit 16, and a convoy information storage unit 17. The control unit 12 includes a calculation unit, a volatile storage unit, and a non-volatile storage unit, and performs various operations for formation of the formation and management of the formation in accordance with a program stored in the non-volatile storage unit. Further, the control unit 12 communicates with the communication unit 22 and the delivery management terminal 31 of each vehicle 100 via the communication unit 16. Further, the control unit 12 communicates with an external server that provides various information such as traffic information and weather information via the communication unit 16.

The control unit 12 includes a prediction information acquisition unit 13, a vehicle information acquisition unit 14, and a formation organization unit 15. The prediction information acquisition unit 13 uses the external server or the control unit itself to predict prediction information that predicts the state during the platooning from the hub base 101 that is the starting point of the platooning to the hub base 101 that is the ending point of the platooning. Acquired from a storage unit or the like. The prediction information includes information related to the time of arrival at the hub base 101 at the end point, information related to the traveling environment between the hub bases 101, and the like. Examples of information relating to the driving environment include static information that does not change, such as road shape information, and dynamic information such as weather and traffic information. Specifically, forecast information includes time zones such as daytime and nighttime, weather information such as fine weather and rainy weather, road surface conditions such as the presence or absence of freezing, road information indicating the vertical gradient and curvature of roads, congestion and congestion, roads There is traffic information about the presence or absence of regulations.

Further, the vehicle information acquisition unit 14 collects vehicle information from each vehicle 100 gathered at the hub base 101 and the delivery management terminal 31 and records the collected vehicle information in the platoon information storage unit 17. Further, the vehicle information acquisition unit 14 collects the destination, route information, estimated travel time, and the like for each vehicle from each vehicle 100 and the delivery management terminal 31 and records the information in the platoon information storage unit 17.

The formation organization unit 15 selects the vehicle 100 that forms the formation based on the route information and the like. The formation organization unit 15 selects a vehicle 100 that is scheduled to start a formation run later than the point in time when the vehicle 100 is selected, among vehicles passing through one hub base 101. The formation unit 15 passes through the same hub base 101 excluding the start point of the formation run and the scheduled time of passing through the hub base 101 based on the destination, route information, scheduled travel time, etc. The vehicle 100 is selected on the condition that it is. A certain number of vehicles may be used to form a convoy, or may be within a predetermined range. At this time, if more candidates than the planned number for forming the row are detected, the row forming unit 15 may select the vehicle 100 having the same maximum load capacity or the specifications of the brake system and the like. Alternatively, the vehicle 100 and the manufacturer may select the same vehicle 100. In addition, the convoy formation unit 15 may transmit a notification to the effect that the convoy is not formed to the vehicle 100 or the delivery management terminal 31 when the number of candidates for the vehicle 100 is less than the planned number.

When the vehicle 100 that forms the formation is selected, the formation organization unit 15 determines the vehicle order based on the prediction information acquired by the prediction information acquisition unit 13.
A plurality of vehicle order determination criteria (regulations) are set, and one of them is a criterion in which the vehicles 100 are arranged in descending order of the braking distance from the head of the platoon to the tail. For example, when it is predicted that there is a high possibility that sudden braking will occur, the vehicle order of the platoon is set to the order in which the braking distance is long (first vehicle order). At this time, it is preferable to use the braking distance at the maximum deceleration as the braking distance information. During platooning, the inter-vehicle distance, speed, and acceleration / deceleration are transmitted and received between the vehicles. Therefore, when the leading vehicle starts decelerating, the other vehicles also follow the leading vehicle and start decelerating. The time difference between the timing at which the leading vehicle begins to decelerate and the timing at which the following vehicle begins to decelerate is very short, so there is a fluctuation in the inter-vehicle distance during normal deceleration for speed adjustment, but the vehicles collide. It does n’t happen.

On the other hand, when the leading vehicle activates sudden braking, it is necessary to perform control to avoid collision between vehicles. At this time, if the vehicles 100 that form the platoon stop in the order from the rearmost vehicle 100 to the first vehicle 100 in the platoon, the vehicle 100 is prevented from colliding with the vehicle 100 in front of it. it can. As a method for stopping the vehicle 100 in such an order, there is a method of adjusting the pressure of the brake system of each vehicle so that the braking force increases from the first vehicle toward the last vehicle.

However, although the safety can be improved only by adjusting the braking force, when the formation is formed from the vehicles 100 having different vehicle types and the like, the specification of the braking system of each vehicle 100 is different and the adjustment of the braking force is intended. There is a possibility that it will not be met. Therefore, a mechanism to increase safety is necessary. Therefore, in a state where it is predicted that there is a high possibility that sudden braking will occur, after adjusting the braking force, the vehicle order of the platoon is set in order of increasing braking distance.

Also, it is known that the braking distance tends to increase as the total vehicle weight increases. Since the total vehicle weight greatly varies depending on whether or not there is a load and the type of the load, for example, the braking distance of the vehicle 100 measured in the absence of the load deviates from the braking distance of the vehicle 100 in the presence of the load. . On the other hand, since the brake characteristics of the vehicle 100 are not reflected only by the total vehicle weight, the braking distance cannot be estimated appropriately. Therefore, the braking distance associated with the total vehicle weight is used to determine the vehicle order. Thus, by using the braking distance that reflects the total weight of the vehicle to determine the vehicle order, even when a platoon is formed by the unloaded vehicle 100 and the loaded vehicle 100, it is possible to Collisions between vehicles can be suppressed. For example, when the weather information is rainy, snowfall, fog, etc., when the platooning time is at night, or when the road surface is frozen When the road undulations of the travel section are large, when the travel section includes a sharp curve, when there are road regulations, etc., it may be other than this.

Also, as a standard for determining the vehicle order, there is a standard that the vehicle 100 is arranged in the platoon so that the fuel efficiency of the entire platoon is improved. In this reference, for example, among the vehicles that form the platoon, the vehicle with the highest air resistance is arranged at the head of the platoon (second vehicle order). Air resistance is proportional to the product of the front projected area of the vehicle and the square of speed. The front projection area is an area when viewed from the front of the vehicle 100 and can be roughly estimated by a product of the vehicle width and the total height. Further, among the vehicles that form the platoon, the order of the vehicles other than the leading vehicle is set in order of increasing braking distance. By organizing the formation in such a vehicle order, the air resistance of each rear vehicle is reduced by the leading vehicle, and the fuel efficiency of each rear vehicle is improved. As a result, the fuel efficiency of the entire formation is improved. In addition, by arranging the vehicles other than the leading vehicle in the platoon in order of increasing braking distance, even if the leading vehicle suddenly brakes, each vehicle except the leading vehicle stops in order from the rearmost vehicle in the platoon. Can be.

Further, as another vehicle order in which the fuel efficiency is improved in the entire platoon, for example, all the vehicles 100 that form the platoon may be arranged in the descending order of the front projected area. The formation organization unit 15 calculates the front projection area of each vehicle 100 by multiplying the vehicle width and the total height included in the vehicle information. Then, the vehicle order is set in order of increasing front projection area. The vehicle information may include the front projection area and the magnitude of the air resistance of the vehicle 100. When the magnitude of air resistance is included in the vehicle information, the vehicle order may be set in order of increasing air resistance.

When the convoy management device 11 determines the vehicles 100 that form the convoy and the order in the convoy, the identifiers and the order of the vehicles 100 that form the convoy, together with the scheduled departure time from the hub base 101, the vehicles 100 Alternatively, it is transmitted to an unspecified number of vehicles 100 at the hub base 101.

Also, the convoy management device 11 adjusts the maximum deceleration of each vehicle 100. The platoon management device 11 sets a maximum deceleration for each vehicle 100 that increases from the leading vehicle 100 to the trailing vehicle 100 in the determined vehicle order, and sets the set maximum deceleration to the identifier of the corresponding vehicle 100 and Send it in association.

The brake system of the vehicle 100 is a pneumatic brake system that operates a brake using, for example, compressed air, and an air circuit through which the compressed air flows is provided with a valve mechanism and a pressure sensor that adjust the air pressure. The brake ECU 26 of the vehicle 100 stores the pressure of the air circuit and the deceleration in association with each other. During platooning, the brake ECU 26 targets the deceleration received from the other vehicles 100 that form the platoon, and refers to the information on the pressure associated with the deceleration to associate the air circuit pressure with the target deceleration. The valve mechanism is controlled so as to achieve the set pressure. For example, when an instruction to decelerate at the maximum deceleration is received from another vehicle 100, the vehicle is decelerated at the maximum deceleration received from the platoon management device 11.

Next, with reference to FIG. 3, the procedure of formation of the formation of the formation management device 11 will be described together with its operation. For example, the vehicle 100 that performs the platooning has an authentication code for performing the platooning. The convoy management device authenticates the vehicle 100 when the vehicle 100 arrives at the hub base 101.

The vehicle information acquisition unit 14 of the convoy management device 11 acquires vehicle information (step S1). For example, the convoy management apparatus 11 acquires vehicle information by communicating with the vehicles 100 assembled at the hub base 101. Alternatively, the convoy management device 11 acquires vehicle information from the delivery management terminal 31 via the network 30.

Further, the vehicle information acquisition unit 14 of the platoon management device 11 acquires route information, a destination, and a scheduled travel time (step S2). For example, the platoon management device 11 acquires route information and the like from the vehicle 100 after authenticating the vehicle 100. Alternatively, the procession management apparatus 11 acquires route information and the like from the delivery management terminal 31 via the network 30.

Further, the prediction information acquisition unit 13 of the platoon management device 11 acquires the prediction information from the external server or its own storage unit (step S3). The convoy management device 11 acquires all the prediction information between the hub bases 101 that can be the start point and the end point of the convoy travel. Alternatively, the platoon management device 11 may acquire prediction information between predetermined hub bases.

Next, the formation organization unit 15 of the formation management device 11 selects the vehicle 100 that forms the formation (step S4). Based on the route information transmitted from each vehicle 100, the formation organization unit 15 selects the vehicle 100 in which the hub base 101 at the start point and the hub base 101 at the end point are included in the route information as candidates. For example, when the number of selected candidates exceeds a predetermined number range, the vehicles 100 that form a platoon may be further narrowed down based on vehicle information or the like. For example, a platoon is formed from vehicles of the same manufacturer and the same specifications.

Furthermore, when selecting the vehicle 100 that forms the row, the row formation unit 15 determines the order of the vehicles in the row based on the prediction information or the like (step S5). When it is predicted that the state of the convoy travel section is a state in which sudden braking is likely to occur, the vehicle order is set in descending order of the braking distance based on the vehicle information. When it is predicted that the state of the platooning section is not a state where sudden braking is likely to occur, the vehicle with the largest front projection area is placed at the top in the platoon, and the vehicles other than the leading vehicle are arranged in order of increasing braking distance. They are arranged or arranged in order of increasing front projection area.

When determining the vehicle order, the convoy formation unit 15 transmits the information on the identifier and the vehicle order of each vehicle 100 that forms the convoy together with the scheduled departure time of the hub base 101 that is the starting point (step S6). At this time, the platoon management device 11 may transmit the information on the identifier and the vehicle order of each vehicle 100 that forms the platoon to each vehicle 100 that arrives at the hub base 101 and plans to form the platoon. Alternatively, it may be transmitted to the delivery management terminal 31. When information relating to the identifier and the vehicle order of each vehicle 100 that forms a convoy is transmitted to the delivery management terminal 31, the delivery management terminal 31 uses the received information for each vehicle that is subject to convoy formation. To 100.

When the information regarding the identifier and the vehicle order of each vehicle 100 that forms the formation is received, the vehicle 100 that is the object of formation formation forms the formation in the vehicle order designated by the formation management device 11, and the hub base that is the starting point 101 departs at the scheduled departure time.

As described above, according to the embodiment, the effects listed below can be obtained.
(1) The convoy management device 11 improves the fuel efficiency by reducing the vehicle resistance in the convoy travel, the first vehicle order in which the vehicles 100 are arranged in the convoy in descending order of the braking distance, or by reducing the air resistance of the following vehicle. Set to the vehicle order. In the case of the first vehicle sequence, for example, when the leading vehicle activates a sudden brake, the vehicles 100 can be prevented from colliding with each other by stopping in order from the rear vehicle 100. In the case of the second vehicle order, the air resistance of the following vehicle is reduced by the leading vehicle, so that the fuel efficiency of the entire platoon can be improved. Therefore, by determining the vehicle order according to the predicted state during the platooning, even when the platoon is formed with the vehicles 100 having different specifications such as the size of the vehicle body and the configuration of the brake system, the merits of the current state It is possible to perform platooning according to the vehicle order with high.

(2) The braking distance is learned on the vehicle side in association with the total vehicle weight that changes according to the load of the load, and the platoon management device 11 determines the vehicle order using the braking distance. Therefore, since the braking distance predicted on the vehicle 100 side can be brought close to the actual braking distance, a collision between the vehicles 100 can be avoided more reliably.

(3) In the case of the second vehicle order in which the vehicle 100 having the maximum air resistance is arranged at the head, the vehicles 100 other than the head vehicle are arranged in a row in the order of increasing braking distance or in descending order of air resistance. If the vehicles 100 are arranged in order of increasing braking distance, it is possible to improve the fuel efficiency of the entire platoon and to avoid collisions between the vehicles 100 when sudden braking occurs. If the vehicles 100 are arranged in the descending order of the air resistance, all the vehicles 100 are arranged in the platoon in the descending order of the air resistance, so that the fuel efficiency improvement effect of the entire platoon can be enhanced.

(4) In the case of the first vehicle order in which the vehicles 100 are arranged in a row in order of increasing braking distance, the vehicles 100 are arranged in the row in order of increasing braking distance from the leading vehicle 100 toward the trailing vehicle 100. In addition, the vehicle 100 can be prevented from colliding with each other when sudden braking occurs by adjusting the maximum deceleration on the vehicle 100 side. Further, in the case of the second vehicle order, the fuel efficiency of the entire platoon is improved by arranging the vehicle 100 having the maximum air resistance at the head of the platoon, and as the head vehicle 100 moves toward the rear vehicle 100, By making adjustments so that the maximum deceleration is increased, it is possible to avoid collisions between the vehicles 100 when sudden braking occurs. Therefore, it is possible to perform platooning according to a vehicle order that has a high merit in the state at the time, while improving safety when sudden braking occurs.

(Other embodiments)
In addition, the said embodiment can also be suitably changed and implemented as follows.
In the above embodiment, the vehicle 100 has learned the braking distance in association with the total vehicle weight. Instead of this, the vehicle total weight at that time is calculated by an arithmetic expression for calculating the braking distance at the maximum deceleration based on the braking distance when the vehicle 100 is not loaded (no-loading state) and the total vehicle weight. A braking distance according to the above may be calculated. In this way, the braking distance at the maximum deceleration can be acquired without learning the braking distance.

In the above embodiment, the vehicle order is determined in the first vehicle order or the second vehicle order, and the maximum deceleration is adjusted to increase from the head toward the tail. Instead of this, in the case where the vehicle distance is maintained such that the collision of the vehicle 100 is avoided when the vehicle 100 is stopped at the maximum deceleration only by placing the vehicle 100 in the longest braking distance. It is not necessary to adjust the maximum deceleration.

In the above embodiment, the convoy management device 11 is provided in addition to the vehicle 100. Instead, the convoy management device 11 may be provided in the vehicle 100. In this case, each vehicle 100 performs inter-vehicle communication to form a platoon, and determines whether to set the vehicle order to the first vehicle order or the second vehicle order based on the prediction information. . Furthermore, when the first vehicle order is selected, the vehicle 100 compares the braking distance of the own vehicle with the braking distance of the other vehicle, and if the braking distance of the own vehicle is shorter than the braking distance of the other vehicle. Others line up behind the vehicle. If this is repeated in sequence, the vehicles 100 are arranged in order of increasing braking distance. Further, when the second vehicle order is selected, for example, the front projection area of the own vehicle and the front projection area of the other vehicle are compared, and the front projection area of the own vehicle is larger than the front projection area of the other vehicle. If it is small, it will line up behind the other vehicle. If this is repeated in sequence, the vehicles 100 are arranged in descending order of the front projection area. In addition, the vehicles other than the leading vehicle are compared with the braking distance of the own vehicle and the braking distance of the other vehicle. If the braking distance of the own vehicle is smaller than the braking distance of the other vehicle, the vehicles are arranged behind the other vehicles. May be. In this case, each vehicle 100 may start formation of a convoy while traveling alone.

In the above-described embodiment, the vehicles 100 gather at the hub base 101 that is the start point, and perform platooning from the hub base 101 that is the start point to the hub base 101 that is the end point. Instead of this, the vehicle 100 that travels alone may communicate with other vehicles 100 and the convoy management device 11 while traveling to form a convoy and a vehicle that share a common route. Alternatively, each time the vehicle passes through the hub base 101, the vehicle 100 may be newly added to the platoon, or the vehicle 100 may be removed from the platoon. Good.

In the above embodiment, when the convoy management device 11 determines the vehicle order, the vehicle order is transmitted to the vehicle 100. Instead, the determined vehicle order and the estimated traveling time are output to an output device such as a display or a printer, and the driver drives the vehicle 100 based on the output result, and the vehicle 100 in the designated vehicle order. May be arranged.

In the above embodiment, the vehicle 100 has been described as a truck, but the vehicle 100 may be another cargo vehicle or a passenger car.

DESCRIPTION OF SYMBOLS 10 ... Convoy travel management system, 11 ... Convoy management apparatus, 12 ... Control part, 13 ... Prediction information acquisition part, 14 ... Vehicle information acquisition part, 15 ... Convoy formation part, 16 ... Communication part, 17 ... Convoy information storage part, DESCRIPTION OF SYMBOLS 20 ... Convoy travel control apparatus, 21 ... Vehicle information storage part, 22 ... Communication part, 23 ... Vehicle speed sensor, 24 ... Own vehicle position detection part, 25 ... Route guidance part, 26 ... Brake ECU, 31 ... Delivery management terminal.

Claims (5)

A row running management system for managing the order of a plurality of vehicles in a row running in a row running,
A prediction information acquisition unit for acquiring prediction information for predicting at least one of time and environment during platooning;
A vehicle information acquisition unit that acquires vehicle information including a braking distance of each vehicle that forms a formation and vehicle body information of the vehicle;
In accordance with the acquired prediction information, the order of the vehicles is determined based on a first vehicle order in which vehicles are arranged in order of increasing braking distance from the head toward the tail in the formation, or the plurality of vehicles based on the vehicle body information. A convoy travel management system comprising: a convoy formation unit that sets a second vehicle order in which the vehicle having the maximum air resistance is arranged at the top of the convoy. The vehicle learns by relating the total vehicle weight and the braking distance,
The platooning management system according to claim 1, wherein the platooning unit determines the order of the vehicles based on a braking distance associated with a total vehicle weight of the vehicles. When setting the order of the vehicles to the second vehicle order, the formation organization unit arranges the vehicle having the maximum air resistance based on the vehicle body information at the top, and moves the other vehicles from the top toward the rear. The row running management system according to claim 1, wherein the braking distance is set in an order in which the braking distances are arranged in a descending order. The said formation organization part sets to the order which arrange | positions the said vehicle from the head to the rear in order with a big air resistance, when setting the order of the said vehicle to the said 2nd vehicle order. Convoy travel management system. The formation organization unit sets the vehicle order to the first vehicle order or the second vehicle order, and the maximum deceleration increases from the first vehicle to the rear vehicle in the formation. The convoy travel management system according to any one of claims 1 to 4, wherein each vehicle is instructed to

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