[go: up one dir, main page]

WO2019138488A1 - Dispositif de réglage et de transmission de données de comportement de déplacement prédit, procédé de réglage et de transmission de données de comportement de déplacement prédit,programme d'ordinateur et structure de données de trame de communication - Google Patents

Dispositif de réglage et de transmission de données de comportement de déplacement prédit, procédé de réglage et de transmission de données de comportement de déplacement prédit,programme d'ordinateur et structure de données de trame de communication Download PDF

Info

Publication number
WO2019138488A1
WO2019138488A1 PCT/JP2018/000443 JP2018000443W WO2019138488A1 WO 2019138488 A1 WO2019138488 A1 WO 2019138488A1 JP 2018000443 W JP2018000443 W JP 2018000443W WO 2019138488 A1 WO2019138488 A1 WO 2019138488A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
behavior data
predicted
priority
predicted traveling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2018/000443
Other languages
English (en)
Japanese (ja)
Inventor
山下　哲生
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Electric Industries Ltd
Original Assignee
Sumitomo Electric Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Electric Industries Ltd filed Critical Sumitomo Electric Industries Ltd
Priority to PCT/JP2018/000443 priority Critical patent/WO2019138488A1/fr
Publication of WO2019138488A1 publication Critical patent/WO2019138488A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present invention relates to an adjustment device of predicted traveling behavior data, a transmission device of predicted traveling behavior data, a method of adjusting predicted traveling behavior data, a transmission method of predicted traveling behavior data, a computer program, and a data structure of a communication frame.
  • a vehicle recommended operation amount generation device shown in Patent Document 1 has already been proposed.
  • the recommended operation amount generating device for a vehicle acquires information such as the position and the speed of the other vehicle existing around the own vehicle by the sensor mounted on the own vehicle, and the behavior of the other vehicle from the acquired information of the other vehicle Predict. Then, the vehicle recommended operation amount generation device generates a future operation plan in which the host vehicle changes lanes, based on the predicted behavior of the other vehicle.
  • the adjustment device of predicted traveling behavior data is a device that performs adjustment processing of predicted traveling behavior data indicating the predicted traveling behavior of the own vehicle and the other vehicle in the future, A communication unit for receiving traveling behavior data by inter-vehicle communication, and an adjusting unit for performing the adjustment process based on the predicted traveling behavior data of the own vehicle and the other vehicle, the predicted traveling behavior data corresponding to each other Predicted travel behavior including priority information having a priority of the predicted travel behavior of the subject vehicle, and the adjustment unit performing the adjustment processing to prioritize the predicted travel behavior of the vehicle having a relatively high priority It is a data adjustment device.
  • the transmission device of predicted traveling behavior data is a device for transmitting predicted traveling behavior data indicating the future predicted traveling behavior of the own vehicle to another vehicle by inter-vehicle communication, and the own vehicle is a predetermined one.
  • a determination unit that determines whether or not a priority condition is satisfied; a determination unit that determines priority information having a priority of the predicted traveling behavior of the host vehicle if the determination result of the priority condition is affirmative;
  • a communication unit that includes the obtained priority information in the predicted traveling behavior data and transmits the predicted traveling behavior data to another vehicle.
  • An adjustment method of predicted traveling behavior data is a data adjustment method for performing adjustment processing of predicted traveling behavior data indicating the predicted traveling behavior of the own vehicle and the other vehicle in the future.
  • the communication method further includes a communication step of receiving the predicted traveling behavior data by inter-vehicle communication, and an adjusting step of performing the adjustment process based on the predicted traveling behavior data of the own vehicle and the other vehicle. Prediction including the priority information having the priority of the predicted traveling behavior of each corresponding vehicle, and performing, in the adjusting step, the adjustment processing so as to prioritize the predicted traveling behavior of the vehicle having a relatively high priority. It is an adjustment method of traveling behavior data.
  • the method of transmitting predicted traveling behavior data is a data transmission method for transmitting predicted traveling behavior data indicating the predicted traveling behavior of the own vehicle in the future to another vehicle by inter-vehicle communication.
  • a computer program is a computer program for causing a computer to execute adjustment processing of predicted traveling behavior data respectively indicating future predicted traveling behavior of the host vehicle and the other vehicle.
  • the function is made to function as an adjustment unit that performs the adjustment process based on the two predicted traveling behavior data of a vehicle and the predicted traveling behavior data of another vehicle received by the communication unit through inter-vehicle communication, and the predicted traveling behavior data is
  • a computer program comprising priority information having a priority of the predicted travel behavior of a corresponding vehicle, and the adjustment unit performing the adjustment processing to prioritize the predicted travel behavior of a vehicle having a relatively high priority. It is.
  • a computer program is a computer program for causing a computer to execute processing for causing another vehicle to transmit predicted traveling behavior data indicating a future predicted traveling behavior of a host vehicle by inter-vehicle communication.
  • a determination unit that determines whether the host vehicle satisfies a predetermined priority condition, and if the determination result of the priority condition is affirmative, priority information having a priority of the predicted traveling behavior of the host vehicle is It is a computer program for making it function as a determination part which makes a decision, and a control part which makes the communication part transmit to other vehicles by including the determined priority information in the predicted traveling behavior data.
  • a data structure of a communication frame is a data structure of a communication frame transmitted from a vehicle by inter-vehicle communication, and an area in which information indicating a future predicted traveling behavior of the vehicle is stored;
  • FIG. 1 is an overall configuration diagram of a communication system according to an embodiment of the present invention. It is a block diagram showing composition of an in-vehicle system. It is a block diagram which shows the internal structure of a relay apparatus. It is a block diagram which shows the internal structure of a communication apparatus outside a vehicle. It is explanatory drawing which shows the content and production method of prediction driving
  • the recommended operation amount generating device for a vehicle Since the recommended operation amount generating device for a vehicle generates a travel plan only with the sensor of the own vehicle, it is determined whether the lane change of the own vehicle is possible according to the behavior of the other vehicles, and the travel plan of the own vehicle Needs to be generated. That is, when another vehicle takes priority when the host vehicle changes lanes, the host vehicle must use the lane, for example, when an obstacle such as an accident vehicle exists ahead, or when the merging lane during traveling ends ahead. In a situation where it is necessary to change, the lane change can not be made unless the host vehicle decelerates or stops. For this reason, smooth lane change of the host vehicle can not be performed, which may promote traffic congestion.
  • an object of the present invention to provide an adjustment device or the like of predicted traveling behavior data that can smoothly travel the host vehicle and other vehicles and alleviate congestion.
  • traffic congestion can be alleviated by causing the host vehicle and other vehicles to travel smoothly.
  • the adjustment apparatus of predicted traveling behavior data is an apparatus for performing adjustment processing of predicted traveling behavior data indicating the predicted traveling behavior of the own vehicle and the other vehicle in the future, A communication unit that receives the predicted traveling behavior data of the vehicle by inter-vehicle communication; and an adjusting unit that performs the adjustment process based on the predicted traveling behavior data of the own vehicle and the other vehicle; The adjustment unit performs the adjustment processing so as to prioritize the predicted traveling behavior of a vehicle having a relatively high priority, including priority information having a priority of the predicted traveling behavior of each corresponding vehicle.
  • the adjustment device is configured to prioritize the predicted traveling behavior of a vehicle having a relatively high priority based on priority information included in predicted traveling behavior data of another vehicle received by inter-vehicle communication. Adjustment processing of predicted traveling behavior data of the vehicle can be performed. Therefore, for example, when predicted traveling behavior data of another vehicle indicates a predicted traveling behavior having higher priority than the own vehicle, predicted traveling of the own vehicle is performed so as not to interfere with the predicted traveling behavior of the other vehicle in the adjustment process. Behavioral data can be adjusted. As a result, the host vehicle and the other vehicle can be smoothly driven to alleviate the traffic congestion.
  • the transmission device of predicted traveling behavior data is an on-vehicle device that transmits predicted traveling behavior data indicating the future predicted traveling behavior of the own vehicle to another vehicle by inter-vehicle communication.
  • a determination unit that determines whether a vehicle satisfies a predetermined priority condition, and, when the determination result of the priority condition is positive, a determination to determine priority information having a priority of the predicted traveling behavior of the host vehicle
  • a communication unit configured to include the determined priority information in the predicted traveling behavior data and transmit it to the other vehicle.
  • the transmission device determines priority information having a priority of predicted traveling behavior of the vehicle, and includes the priority information in predicted traveling behavior data of the vehicle, when the vehicle satisfies the predetermined priority condition. It transmits to other vehicles by inter-vehicle communication. Accordingly, the other vehicle can grasp the priority of the predicted traveling behavior of the own vehicle from the priority information included in the received predicted traveling behavior data of the own vehicle. Therefore, when it is judged that the other vehicle gives priority to the predicted traveling behavior of the own vehicle, the predicted traveling behavior data of the other vehicle can be adjusted so as not to interfere with the predicted traveling behavior of the own vehicle. As a result, the host vehicle and the other vehicle can be smoothly driven to alleviate the traffic congestion.
  • the priority condition is traveling on a merging lane.
  • priority information indicating that the predicted traveling behavior (merging) of the own vehicle is prioritized is transmitted to the other vehicle by inter-vehicle communication.
  • Ru As a result, the predicted travel behavior data of the other vehicle is adjusted to the predicted travel behavior, such as changing the lane to another travel lane, so as not to prevent the merging of the own vehicle in the other vehicle that travels the merging lane. Ru. As a result, the host vehicle can be smoothly joined.
  • the adjustment unit adjusts the predicted traveling behavior data of the host vehicle so as not to prevent the merging of other vehicles when the following conditions (A) and (B) are satisfied. Is preferred.
  • the predicted traveling behavior data of another vehicle indicates that the merging lane merges into the traveling lane, and indicates the higher priority than the host vehicle.
  • the predicted traveling behavior data of the host vehicle indicates traveling in the traveling lane.
  • the host vehicle traveling in the travel lane receives predicted travel behavior data indicating predicted travel behavior (joining) having higher priority than the host vehicle from other vehicles traveling in the merging lane.
  • the host vehicle can adjust the predicted travel behavior data of the host vehicle to a predicted travel behavior such as changing the lane to another travel lane so as not to prevent the merging of the other vehicles.
  • other vehicles can be smoothly joined.
  • the priority condition may be lane change by an external factor.
  • priority information indicating that the predicted traveling behavior (lane change) of the own vehicle is prioritized is transmitted to the other vehicle by inter-vehicle communication.
  • the predicted travel behavior data of the other vehicle is adjusted to a predicted travel behavior such as decelerating so as not to prevent the lane change of the own vehicle in the other vehicle traveling in the travel lane of the lane change destination. As a result, it is possible to change the lane of the vehicle smoothly.
  • the adjusting unit adjusts the predicted traveling behavior data of the host vehicle so as not to prevent the lane change of another vehicle when the following adjustment conditions (C) and (D) are satisfied in the adjustment processing. Is preferred.
  • C The predicted traveling behavior data of another vehicle indicates that a lane change is to be made, and indicates the higher priority than the host vehicle.
  • D The predicted traveling behavior data of the own vehicle indicates traveling in the traveling lane of the lane change destination of the other vehicle.
  • the host vehicle receives predicted travel behavior data indicating a predicted travel behavior (lane change) having a higher priority than the host vehicle from the other vehicle that changes lanes.
  • the host vehicle can adjust the predicted travel behavior data of the host vehicle to a predicted travel behavior such as decelerating so as not to prevent the lane change of the other vehicle. As a result, it is possible to change lanes of other vehicles smoothly.
  • a method of adjusting predicted traveling behavior data according to an embodiment of the present invention is a method of adjusting predicted traveling behavior data executed in the above-described adjustment device of predicted traveling behavior data. Therefore, the adjustment method of prediction driving behavior data of this embodiment produces the same operation effect as the adjustment device of the above-mentioned prediction driving behavior data.
  • the method of transmitting predicted traveling behavior data according to an embodiment of the present invention is a method of transmitting predicted traveling behavior data executed in the above-described transmission device of predicted traveling behavior data. Therefore, the method of transmitting predicted traveling behavior data according to the present embodiment has the same effect as the above-described transmission device of predicted traveling behavior data.
  • a computer program according to an embodiment of the present invention is a computer program for causing a computer to function as the adjustment device of the above-described predicted traveling behavior data. Therefore, the computer program of the present embodiment has the same effects as those of the above-described adjustment device for predicted traveling behavior data.
  • a computer program according to an embodiment of the present invention is a computer program for causing a computer to function as a transmission device of the above-described predicted traveling behavior data. Therefore, the computer program of the present embodiment exhibits the same effects as those of the above-described transmission device of predicted traveling behavior data.
  • a data structure of a communication frame is a data structure of a communication frame transmitted from a vehicle by inter-vehicle communication, and is an area in which information indicating the predicted traveling behavior of the vehicle is stored And a region in which priority information having a priority of the predicted traveling behavior is stored. According to the data structure of the communication frame, the vehicle having received the communication frame can grasp the priority of the future predicted traveling behavior of the transmission source vehicle from the communication frame.
  • FIG. 1 is an overall configuration diagram of a communication system according to an embodiment of the present invention. As shown in FIG. 1, the communication system of the present embodiment includes an external communication device 19 mounted on each of a plurality of vehicles 1.
  • the external communication device 19 is a wireless communication device that performs wireless communication (inter-vehicle communication) with other vehicles traveling on the road. Therefore, in the present embodiment, the external communication device 19 of the vehicle 1 is also referred to as “inter-vehicle communication device 19", and the communication system is also referred to as “inter-vehicle communication system”. In the present embodiment, the external communication device 19 employs a multi-access system based on a carrier sense multiple access / collision avoidance (CSMA / CA) system.
  • CSMA / CA carrier sense multiple access / collision avoidance
  • the external communication device 19 adopts, for example, a multi-access method in accordance with the "700 MHz band Intelligent Transportation System Standard (ARIB STD-T109)".
  • the outside-vehicle communication device 19 broadcasts a communication frame for inter-vehicle communication at predetermined time intervals (for example, 0.1 seconds). Therefore, the vehicle 1 executing inter-vehicle communication can detect the vehicle information of the other vehicle around the own vehicle in substantially real time by the communication frame received from the other vehicle included in the transmission / reception range of the wireless signal.
  • the communication system for inter-vehicle communication is not limited to the above standard, and may be a communication technology for mobile phones, such as cellular V2V of 3GPP, applied to wireless communication of the vehicle 1.
  • FIG. 2 is a block diagram showing the configuration of the in-vehicle system. As shown in FIG. 2, each vehicle 1 includes an in-vehicle system 10.
  • the in-vehicle system 10 includes a relay device 20, a communication network 12, and various on-vehicle devices electronically controlled by an ECU belonging to the communication network 12.
  • the communication network 12 includes a plurality of in-vehicle communication lines 13 terminating in the relay device 20, and a plurality of in-vehicle control devices (hereinafter referred to as "ECUs") 16 connected to the in-vehicle communication lines 13.
  • the communication network 12 can communicate among the ECUs 16, and is formed of a master / slave communication network (for example, LIN (Local Interconnect Network)) in which the relay device 20 is a terminal node (master device).
  • the relay device 20 controls a plurality of communication networks 12.
  • the communication network 12 includes communication standards such as CAN (Controller Area Network), CANFD (CAN with Flexible Data Rate), Ethernet (registered trademark), or MOST (Media Oriented Systems Transport: MOST is a registered trademark) as well as LIN. It may be a network to be adopted. Further, the network configuration of the communication network 12 may include the relay device 20 and at least one ECU 16.
  • the common code of the communication network is “12”, and the individual codes of the communication network are “12A to 12C”. Further, the common code of the ECU is “16”, and the individual codes of the ECU are “16A1 to 16A4”, “16B1 to 16B3” and “16C1 to 16C2”.
  • the communication networks 12A, 12B, 12C share the different control fields of the vehicle 1, respectively.
  • a power system ECU whose control target is the drive device of the vehicle 1 is connected.
  • a multimedia ECU that controls information equipment of the vehicle 1.
  • Connected to the communication network 12C is an ADAS-based ECU whose control target is an advanced driver assistance system (ADAS: Advanced Driver-Assistance Systems) that supports the driving operation of the vehicle 1.
  • ADAS Advanced Driver-Assistance Systems
  • the communication network 12 is not limited to the above three types, but may be four or more types. Further, the control field corresponding to the communication network 12 varies depending on the design concept of the vehicle manufacturer, and is not limited to the sharing of the control field described above.
  • the power ECUs connected to the communication network 12A include, for example, an engine ECU 16A1, an EPS-ECU 16A2, a brake ECU 16A3, and an ABS-ECU 16A4.
  • the engine ECU 16A1 is connected to a fuel injection device 31 of the engine, and the fuel injection device 31 is controlled by the engine ECU 16A1.
  • An EPS (Electric Power Steering: Electric Power Steering) 32 is connected to the EPS-ECU 16A2, and the EPS 32 is controlled by the EPS-ECU 16A2.
  • a brake actuator 33 is connected to the brake ECU 16A3, and the brake actuator 33 is controlled by the brake ECU 16A3.
  • An ABS (Antilock Brake System) actuator 34 is connected to the ABS-ECU 16A4, and the ABS actuator 34 is controlled by the ABS-ECU 16A4.
  • the multimedia ECU connected to the communication network 12B includes, for example, a navigation ECU 16B1, a meter ECU 16B2, and a HUD-ECU 16B3.
  • An HDD (Hard Disk Drive) 41, a display 42, a GPS (Global Positioning System) receiver 43, a vehicle speed sensor 44, a gyro sensor 45, a speaker 46, and an input device 47 are connected to the navigation ECU 16B1.
  • the display 42 and the speaker 46 are output devices for presenting various information to the passenger of the vehicle. Specifically, the display 42 displays a map image around the host vehicle, route information to the destination, and the like, and the speaker 46 outputs a voice announcement for guiding the host vehicle to the destination.
  • the input device 47 is for the passenger to perform various inputs such as a destination, and is constituted by various input means such as an operation switch, a joystick, or a touch panel provided on the display 42.
  • the navigation ECU 16B1 has a time synchronization function of acquiring the current time from the GPS signal periodically acquired by the GPS receiver 43, and a position detection function of calculating an absolute position (latitude, longitude and altitude) of the vehicle from the GPS signal;
  • the vehicle speed sensor 44 and the gyro sensor 45 correct the position and orientation of the vehicle to obtain an accurate current position and orientation of the vehicle.
  • the navigation ECU 16B1 reads the map information stored in the HDD 41 according to the obtained current position, and generates a map image in which the current position of the vehicle is superimposed on the map information. Then, the navigation ECU 16B1 displays a map image on the display 42, and displays route information and the like from the current position to the destination on the map image.
  • a meter actuator 48 is connected to the meter ECU 16B2, and the meter actuator 48 is controlled by the meter ECU 16B2.
  • a HUD (Head-Up Display) 49 is connected to the HUD-ECU 16B3, and the HUD 49 is controlled by the HUD-ECU 16B3.
  • the ADAS ECU connected to the communication network 12C includes, for example, an ADAS-ECU 16C1 and an environment recognition ECU 16C2.
  • a first sensor 51 and a second sensor 52 are connected to the environment recognition ECU 16C2, and the first and second sensors 51 and 52 are controlled by the environment recognition ECU 16C2.
  • the first sensor 51 is, for example, an ultrasonic sensor, a video camera or the like arranged at four corners in the front, rear, left, and right of the vehicle 1 (see FIG. 1).
  • the first sensor 51 provided on the front side is a sensor mainly for detecting an object present on the front of the vehicle
  • the first sensor 51 provided on the rear side is an object mainly present on the rear of the vehicle Is a sensor for detecting
  • the second sensor 52 is, for example, an ultrasonic sensor, a video camera, or the like disposed in a ceiling portion of the vehicle 1 (see FIG. 1).
  • the second sensor 52 is rotatable at a relatively high speed around the vertical axis, and is a sensor for detecting an object present around the host vehicle.
  • the sensing results of the first and second sensors 51 and 52 are stored in a communication packet by the environment recognition ECU 16C2 and transmitted to the ADAS-ECU 16C1.
  • the ADAS-ECU 16C1 can execute any one of, for example, levels 1 to 4 based on the sensing results of the first and second sensors 51 and 52.
  • the level of automatic driving is defined in SAE (Society of Automotive Engineers) International, J3016 (September 2016).
  • the “public-private ITS concept road map 2017” also adopts this definition. In this roadmap, level 3 or higher automatic driving is called “high-level automatic driving", and level 4 and 5 automatic driving is called “fully automatic driving”.
  • the "automatic operation” in the present embodiment means an automatic operation at level 2 or higher.
  • the ADAS-ECU 16C1 may be capable of performing level 5 automatic driving, but at the time of the present application, the vehicle 1 performing level 5 automatic driving has not been realized yet.
  • assisted driving As an example of automatic driving up to levels 1 to 3 (hereinafter, also referred to as “assisted driving”), the possibility of collision is predicted from the distance between the object detected by the first sensor 51 and the host vehicle, The control command is transmitted to the power system ECU or the multimedia system ECU so as to intervene in the deceleration or alert the passenger when it is determined that the vehicle speed is high.
  • level 4 and 5 automatic operation As an example of level 4 and 5 automatic operation (hereinafter, also referred to as “autonomous operation"), behavior expected to an object detected by the first and second sensors 51 and 52, deep learning of past behavior, etc. There are some which transmit a control command to a power system ECU or a multimedia system ECU so that the host vehicle is pointed to the target position based on the predicted behavior predicted by the above.
  • the ADAS-ECU 16C1 can also switch to a manual operation of the passenger without using the sensing results by the first and second sensors 51 and 52.
  • the vehicle 1 of the present embodiment is capable of executing the level 4 autonomous operation mode, and as the downgraded operation mode, the vehicle 1 of the level 1 to 3 assisted operation mode or the manual operation mode (level 0) You can do either.
  • the switching of the operation mode is performed by a manual operation input by the passenger or the like.
  • the relay device 20 transmits a control packet (hereinafter, also referred to as “control command”) to control the ECU 16.
  • the ECU 16 executes predetermined control on the target device in charge according to the content of the command included in the received control packet.
  • the relay device 20 When controlling the autonomous operation mode, the relay device 20 sends control commands to the ECUs 16A1 to 16A4 of the communication network 12A based on the sensing results of the first and second sensors 51 and 52 received from the environment recognition ECU 16C2. Send control packet including.
  • each of the ECUs 16A1 to 16A4 having received the control packet from the relay device 20 controls the fuel injection device 31, the EPS 32, the brake actuator 33, and the ABS actuator 34 according to the content of the command included in the control packet, thereby autonomous operation. Mode is executed.
  • the in-vehicle system 10 further includes an outside-vehicle communication device 19 that performs wireless communication with other vehicles.
  • the external communication device 19 is connected to the relay device 20 via a communication line of a predetermined standard.
  • the relay device 20 relays the information received by the external communication device 19 from the other vehicle to the ECU 16.
  • the relay device 20 relays the information received from the ECU 16 to the external communication device 19.
  • the external communication device 19 wirelessly transmits the relayed information to other vehicles.
  • the external communication device 19 mounted on the vehicle 1 may be a device owned by a user, such as a mobile phone, a smartphone, a tablet terminal, a notebook PC (Personal Computer), or the like.
  • FIG. 3 is a block diagram showing an internal configuration of the relay device 20.
  • the relay device 20 of the vehicle 1 includes a control unit 21, a storage unit 22, an in-vehicle communication unit 23, and the like.
  • the control unit 21 of the relay device 20 includes a CPU (Central Processing Unit).
  • the CPU of the control unit 21 has a function of reading one or a plurality of programs stored in the storage unit 22 or the like to execute various processes.
  • the CPU of the control unit 21 can execute a plurality of programs in parallel by switching and executing a plurality of programs in time division, for example.
  • the CPU of the control unit 21 includes one or more large scale integrated circuits (LSI).
  • LSI large scale integrated circuits
  • the plurality of LSIs cooperate to realize the function of the CPU.
  • the computer program executed by the CPU of the control unit 21 may be written in advance at the factory, may be provided via a specific tool, or is transferred by downloading from a computer device such as a server computer. It can also be done.
  • the storage unit 22 is formed of a non-volatile memory element such as a flash memory or an EEPROM (Electrically Erasable Programmable Read Only Memory).
  • the storage unit 22 has a storage area for storing a program executed by the CPU of the control unit 21 and data required for the execution.
  • a plurality of in-vehicle communication lines 13 disposed in the vehicle 1 are connected to the in-vehicle communication unit 23.
  • the in-vehicle communication unit 23 includes a communication device that communicates with the ECU 16 in accordance with a predetermined communication standard such as LIN.
  • the in-vehicle communication unit 23 transmits information given from the CPU of the control unit 21 to a predetermined ECU 16, and the ECU 16 gives information on the transmission source to the CPU of the control unit 21.
  • the out-of-vehicle communication device 19 transmits the information given from the control unit 21 to the other vehicle, and gives the information received from the other vehicle to the control unit 21.
  • FIG. 4 is a block diagram showing an internal configuration of the external communication device 19. As shown in FIG. As shown in FIG. 4, the external communication device 19 includes a control unit 191, a storage unit 192, a wireless communication unit 193, and the like.
  • the control unit 191 of the external communication device 19 includes a CPU.
  • the CPU of the control unit 191 has a function of reading out one or more programs stored in the storage unit 192 or the like to execute various processes.
  • the CPU of the control unit 191 can execute a plurality of programs in parallel by switching and executing a plurality of programs in time division, for example.
  • the CPU of the control unit 191 includes one or more large scale integrated circuits (LSI).
  • LSI large scale integrated circuits
  • the plurality of LSIs cooperate to realize the function of the CPU.
  • the computer program executed by the CPU of the control unit 191 can also be transferred by downloading from a computer device such as a server computer.
  • the storage unit 192 is formed of a non-volatile memory element such as a flash memory or an EEPROM.
  • the storage unit 192 has a storage area for storing a program executed by the CPU of the control unit 191 and data required for the execution.
  • An antenna 194 for wireless communication is connected to the wireless communication unit 193.
  • the wireless communication unit 193 transmits the information given from the control unit 191 to the other vehicle from the antenna 194 and gives the information received from the other vehicle by the antenna 194 to the control unit 191.
  • the CPU of the control unit 191 transmits the information provided from the wireless communication unit 193 to the relay device 20, and provides the wireless communication unit 193 with the information received from the relay device 20.
  • FIG. 5 is an explanatory view showing the contents and generation method of “predicted travel behavior data D” which the outside communication device 19 transmits to the other vehicle by inter-vehicle communication.
  • the predicted traveling behavior data D is data indicating the predicted traveling behavior of the vehicle 1 within a future prediction period Tc for a relatively short predetermined time (for example, 10 seconds) from the current time.
  • the predicted traveling behavior data D of the present embodiment is data indicating the predicted traveling behavior of the vehicle 1 at predetermined time intervals (for example, 300 ms intervals) within the prediction period Tc, and the time at each predetermined time interval and its time Information such as the absolute position and orientation of the vehicle 1 at
  • the time within the prediction period Tc and the absolute position and orientation of the vehicle 1 are calculated as follows. For example, in the road plan view shown in the lower part of FIG. 5, when the vehicle 1 travels in the first driving lane R1 by automatic driving, the ADAS-ECU 16C1 of the vehicle 1 is the content of automatic driving being executed at the present time t0. In response, the planned travel route during the prediction period Tc is calculated, and the calculated planned travel route is transmitted to the external communication device 19.
  • the external communication device 19 performs map matching processing between the received planned travel route and the map information, and the like, and detects the plurality of discrete positions (absolute positions) of the vehicle 1 during the prediction period Tc and the direction of the vehicle 1 at each discrete position. Calculate Specifically, when the vehicle 1 continues to go straight through the first traffic lane R1 during the prediction period Tc, the out-of-vehicle communication device 19 follows a straight travel planned route along the first traffic lane R1 (indicated by the broken line in FIG. 5). A plurality of discrete positions (positions indicated by (in FIG. 5) and directions of the vehicle 1 are calculated at constant or indefinite time intervals (or distance intervals) on the arrow shown).
  • the out-of-vehicle communication device 19 travels along a curved line extending from the first driving lane R1 to the second driving lane R2.
  • a plurality of discrete positions (positions indicated by ⁇ marks in FIG. 5) and orientations of the vehicle 1 are calculated at predetermined or irregular time intervals (or distance intervals) on a planned route (arrows indicated by one-dot chain line in FIG. 5) Do.
  • the out-of-vehicle communication device 19 calculates times corresponding to the respective discrete positions based on the time intervals and the time of the current time t0. Further, when the plurality of discrete positions of the vehicle 1 are calculated at a distance interval, the out-of-vehicle communication device 19 calculates the distance from the current position of the vehicle 1 to each discrete position based on the distance interval The time corresponding to each discrete position is calculated based on the planned traveling speed of 1. The planned traveling speed of the vehicle 1 can be acquired from the ADAS-ECU 16C1. Note that the time within the prediction period Tc and the absolute position and orientation of the vehicle 1 may be calculated by the ADAS-ECU 16C1 and the calculated time, discrete position and orientation may be transmitted to the external communication device 19.
  • the predicted travel behavior data D in the present embodiment includes “vehicle ID”, “time”, “absolute position”, “vehicle attribute”, “direction”, “priority”, etc. Contains storage space.
  • the “time” stores the value of the current time and the value of each time within the prediction period Tc calculated by the above method.
  • the value of the current time can be acquired from the navigation ECU 16B1 (see FIG. 2) having the above-described time synchronization function via the relay device 20.
  • the “vehicle ID” stores the value of the vehicle ID of the own vehicle. Since the value of vehicle ID is a fixed value, the same value is stored in “vehicle ID” corresponding to each time.
  • the “absolute position” stores each value of latitude, longitude and altitude indicating the absolute position of the vehicle corresponding to each time within the prediction period Tc calculated by the above method. In “absolute position” of FIG. 5, only the values of latitude and longitude are shown.
  • vehicle attribute for example, values such as the vehicle width and the vehicle length of the own vehicle, and the identification value of the vehicle application type of the own vehicle (such as a private vehicle or an emergency vehicle) are stored. Since each value of the vehicle width, the vehicle length, and the vehicle application type is a fixed value, the same value is stored in the "vehicle attribute" corresponding to each time.
  • vehicle attribute of FIG. 5
  • the description of specific numerical values is omitted.
  • the value of the heading of the vehicle corresponding to each time within the prediction period Tc calculated by the above method is stored in the "heading".
  • the description of specific numerical values is omitted.
  • the value of the priority of the predicted travel behavior of the host vehicle and the identification value of the priority situation are stored.
  • the priority indicates the degree to which the predicted traveling behavior of the host vehicle is prioritized. For example, the larger the value, the higher the priority.
  • the priority status indicates a status in which the predicted traveling behavior of the host vehicle is prioritized, and an identification value predetermined for each status is stored. For example, the situation where the own vehicle is traveling on the merging lane (priority situation 1), the situation where the own vehicle changes lanes due to an external factor (priority situation 2), and the own vehicle is an emergency vehicle. And emergency travel (priority situation 3).
  • the priority situation of this embodiment is described as what the identification value of the above-mentioned priority situations 1 to 3 is stored, if it is the situation where the predicted travel behavior of the own vehicle is prioritized, the identification of other priority situations A value may be stored.
  • Each value of the priority and the priority status is determined by the determination unit 196 described later. Details of the determination method will be described later.
  • the time of a fixed time interval is stored in "time" of prediction traveling behavior data
  • the time of an indefinite time interval may be stored.
  • the fixed time interval is at least one of the speed of the vehicle, the distance between the vehicle and another vehicle, and the time to collision (TTC) before the vehicle collides with the other vehicle. It can be set according to
  • the predicted travel behavior data D may also include other information such as the speed and acceleration of the host vehicle.
  • the velocity of the vehicle can be obtained by differentiating the absolute position of the vehicle, and the acceleration of the vehicle can be determined by differentiating the velocity obtained from the absolute position of the vehicle. Therefore, the predicted traveling behavior data D need not necessarily include the speed and acceleration of the host vehicle.
  • the own vehicle and other vehicles passing around the vehicle transmit and receive predicted traveling behavior data D to each other when the outside communication devices 19 communicate with each other.
  • the host vehicle and other vehicles passing around the vehicle can share the predicted travel behavior data D with each other.
  • FIG. 6 is a diagram showing an example of a configuration of the communication frame 100 when transmitting the predicted traveling behavior data D by inter-vehicle communication.
  • the format of the communication frame 100 includes a common application header portion, a common application data portion, a free application header portion, and a free application data portion.
  • the common application header portion is configured of an area 101 in which common application header information is stored.
  • the common application header information stored in the area 101 is information including the size of the common application data portion.
  • the common application data portion includes an area 102 in which time information is stored, an area 103 in which position information is stored, an area 104 in which vehicle state information is stored, and an area 105 in which vehicle attribute information is stored.
  • the time information stored in the area 102 is information including the value of the current time.
  • the position information stored in the area 103 is information including latitude, longitude, and altitude values indicating the current absolute position of the vehicle.
  • the vehicle state information stored in the area 104 is information including values such as the heading of the host vehicle.
  • the vehicle attribute information 105 stored in the area 105 is information including each value such as a vehicle ID, a vehicle width, and a vehicle length of the own vehicle, and an identification value of a vehicle application type of the own vehicle.
  • the free application header portion is configured of an area 106 in which free application header information is stored.
  • the free application header information stored in the area 106 is information including the size, offset, and the like of the free application data portion.
  • the free application data portion includes an area 107 in which information indicating the future predicted traveling behavior of the vehicle is stored, and an area 108 in which priority information of the future predicted traveling behavior of the vehicle is stored.
  • the information indicating the predicted traveling behavior stored in the area 107 includes the value of each time (except for the current time) within the prediction period Tc, and each value of the absolute position and orientation of the vehicle corresponding to each time Is included information.
  • the priority information stored in the area 108 is an area in which the value of the priority of the predicted travel behavior of the host vehicle described above and the identification value of the priority situation are stored.
  • the control unit 191 of the external communication device 19 includes a determination unit 195, a determination unit 196, and an adjustment unit 197.
  • the determination unit 195 determines whether or not the host vehicle satisfies a predetermined priority condition.
  • the priority condition is a condition for giving priority to the predicted traveling behavior indicated by the predicted traveling behavior data D of the host vehicle.
  • the determination unit 195 of the present embodiment determines each of a plurality of predetermined priority conditions.
  • the determination unit 195 of the present embodiment is described as determining only the three priority conditions 1 to 3 in accordance with the priority situations 1 to 3 of the priority information, but it is possible to determine other priority conditions. It is also good. For example, in order to avoid a right-handed collision at an intersection, it may be a priority condition to turn right at the intersection.
  • predicted traveling behavior data D of the host vehicle indicates a predicted traveling behavior in which the merging lane merges with the traveling lane (main line). If the host vehicle can not travel according to the predicted travel behavior, the merging lane ends and the vehicle can not travel. Therefore, it is desirable that the predicted travel behavior of the host vehicle traveling in the merging lane is prioritized over the predicted travel behavior of the other vehicle traveling in the travel lane.
  • the determination unit 195 performs, as a priority condition 1, determination processing as to whether or not the host vehicle is traveling in the merging lane. Specifically, the determination unit 195 first performs map matching processing from the “absolute position” and the “azimuth” corresponding to the current time included in the predicted travel behavior data D of the own vehicle and the map information, Calculate the current travel position of the vehicle on the road map.
  • the determination unit 195 determines whether the calculated travel position of the host vehicle is present in the merging lane on the road map. If the determination result is affirmative, the determination unit 195 determines that the host vehicle satisfies the priority condition 1. When the determination result is negative, the determination unit 195 determines that the host vehicle does not satisfy the priority condition 1.
  • Priority condition 2 change lane by external factor
  • the vehicle is traveling on one traveling lane in a plurality of traveling lanes and there is an obstacle (such as an accident vehicle or a construction vehicle) ahead of the traveling direction of the vehicle
  • the vehicle is I will change lanes.
  • the lane change due to an external factor is a lane change due to a factor other than the host vehicle, and is meant to include a lane change due to a factor other than the obstacle.
  • the outside of the merging of other vehicles is also possible. It becomes lane change by a factor.
  • predicted travel behavior data D of the host vehicle indicates predicted travel behavior in which the one travel lane is changed to another travel lane. For this reason, it is desirable that the predicted traveling behavior of the host vehicle traveling in the one traveling lane is prioritized over the predicted traveling behavior of the other vehicle traveling in the other traveling lane.
  • the determination unit 195 performs, as a priority condition 2, determination processing as to whether or not there is an external factor that causes the host vehicle to change lanes. Specifically, the determination unit 195 first performs map matching processing from the “absolute position” and the “azimuth” corresponding to the current time included in the predicted travel behavior data D of the own vehicle and the map information, Calculate the current travel position of the vehicle on the road map.
  • the determination unit 195 acquires, from the navigation ECU 16B1 (see FIG. 2), traffic information around the calculated travel position of the host vehicle.
  • the determination unit 195 acquires sensing information of the first and second sensors 51 and 52 (see FIG. 1) from the environment recognition ECU 16C2 (see FIG. 2).
  • the sensing information of the first and second sensors 51 and 52 includes a sensing result or the like when an object present around the host vehicle is detected.
  • Determination unit 195 determines whether or not an external factor such as an obstacle exists ahead of the traveling direction of the host vehicle based on the acquired traffic information and sensing results and predicted traveling behavior data D of the other vehicle. Do. If the determination result is affirmative, the determination unit 195 determines that the host vehicle satisfies the priority condition 2. When the determination result is negative, the determination unit 195 determines that the host vehicle does not satisfy the priority condition 2.
  • the predicted traveling behavior of the own vehicle is prioritized over the predicted traveling behaviors of other vehicles traveling around the own vehicle.
  • Ru For example, when there is a vehicle traveling at a low speed or being stopped ahead of the traveling direction of the own vehicle when the own vehicle travels urgently in one traveling lane in a plurality of traveling lanes, the predicted traveling behavior of the own vehicle Data D indicates a predicted driving behavior in which the one lane is changed to another lane. Therefore, the predicted travel behavior of the host vehicle traveling in the one travel lane is prioritized over the predicted travel behavior of the other vehicle traveling in the other travel lane.
  • the determination unit 195 performs, as a priority condition 3, a determination process as to whether or not the own vehicle is an emergency vehicle and is traveling urgently. Specifically, the determination unit 195 first determines whether or not the own vehicle is an emergency vehicle from the identification value of the vehicle application type of “vehicle attribute” included in the predicted traveling behavior data D of the own vehicle. If the determination result is negative, the determination unit 195 determines that the host vehicle does not satisfy the priority condition 3 at this time. On the other hand, if the determination result is affirmative, the determination unit 195 performs the following determination process.
  • Determination unit 195 determines whether or not the host vehicle is traveling in an emergency. This determination is made based on, for example, whether or not the power supply (not shown) of the siren that notifies the surroundings of the host vehicle during the emergency travel is on. If the determination result is affirmative, the determination unit 195 determines that the host vehicle satisfies the priority condition 3. When the determination result is negative, the determination unit 195 determines that the host vehicle does not satisfy the priority condition 3.
  • FIG. 7 is a flowchart showing an example of a processing procedure when the determination unit 195 executes the above-described determination process of the priority conditions 1 to 3.
  • the determination unit 195 first calculates the current traveling position of the vehicle on the road map (step ST11). Then, the determination unit 195 determines whether the calculated current travel position of the host vehicle is the merging lane (step ST12).
  • step ST12 determines that the host vehicle satisfies the priority condition 1 (step ST13), and ends the determination process. If the determination result of step ST12 is negative, the determination unit 195 determines that the host vehicle does not satisfy the priority condition 1 (step ST14).
  • the determination unit 195 acquires traffic information around the traveling position of the host vehicle and sensing information of the first and second sensors 51 and 52 (see FIG. 1) (step ST15). Then, based on the acquired traffic information and sensing results, and the predicted travel behavior data D of the other vehicle, the determination unit 195 determines whether an external factor such as an obstacle exists ahead of the traveling direction of the own vehicle. Is determined (step ST16).
  • step ST16 determines that the host vehicle satisfies the priority condition 2 (step ST17), and ends the determination process. If the determination result of step ST16 is negative, the determination unit 195 determines that the host vehicle does not satisfy the priority condition 2 (step ST18).
  • the determination unit 195 acquires the identification value of the vehicle application type from the “vehicle attribute” included in the predicted traveling behavior data D of the own vehicle (step ST19). Then, the determination unit 195 determines whether or not the own vehicle is an emergency vehicle from the acquired identification value of the vehicle application type (step ST20). Then, if the determination result of step ST20 is affirmative, the determination unit 195 further determines whether or not the power supply of the siren of the host vehicle is on (step ST21).
  • step ST21 determines that the host vehicle satisfies the priority condition 3 (step ST22), and ends the determination process. If the determination result of step ST20 or step ST21 is negative, the determination unit 195 determines that the host vehicle does not satisfy the priority condition 3 (step ST23), and ends the determination process.
  • the determination unit 195 performs the determination in the order of the priority conditions 1 to 3, but the determination may be performed by changing the order.
  • the determination unit 195 passes the determination results of the priority conditions 1 to 3 to the determination unit 196 and the control unit 191.
  • the determination unit 195 also passes the determination results of the priority conditions 1 to 3 to the wireless communication unit 193 of the external communication device 19.
  • the determination unit 196 determines each value of the priority status and the priority, which is the priority information of the predicted traveling behavior data D. Specifically, when all the determination results of the priority conditions 1 to 3 are negative, the determination unit 196 sets the identification value of the priority status to a value (for example, “0”) indicating that the status is not prioritized. Determine and set the priority value to a relatively low value.
  • the determination unit 196 determines the identification value of the priority state as the identification value of the priority state corresponding to the priority condition of which the determination result is positive. And set the priority to a relatively high value. For example, when the determination result of priority condition 1 is positive, the determination unit 196 determines the identification value of the priority condition as the priority condition 1 corresponding to the priority condition 1 (a condition in which the host vehicle is traveling in the merging lane). Determine the identification value and determine the priority to the highest value.
  • the determination unit 196 passes the determined priority information to the wireless communication unit 193 of the external communication device 19. Further, the determination unit 196 includes the determined priority information in the predicted travel behavior data D of the host vehicle, and passes the data to the adjustment unit 197.
  • the control unit 191 of the outside-vehicle communication device 19 gives the wireless communication unit 193 the priority acquired from the determination unit 196.
  • Information is included in the predicted travel behavior data D of the host vehicle and a command to be transmitted to the other vehicle is output.
  • the wireless communication unit 193 includes the priority information acquired from the determination unit 196 in the predicted traveling behavior data D of the own vehicle and transmits the information to the other vehicle. Therefore, when the determination result of the determination unit 195 is affirmative, the wireless communication unit 193 of the present embodiment functions as a communication unit that transmits the predicted travel behavior data D of the host vehicle including the priority information to the other vehicle. Further, the external communication device 19 of the present embodiment functions as a transmission device that transmits predicted traveling behavior data D of the host vehicle to another vehicle by inter-vehicle communication.
  • the wireless communication unit 193 of the present embodiment also functions as a communication unit that receives predicted traveling behavior data D of another vehicle by inter-vehicle communication.
  • the wireless communication unit 193 passes the received predicted traveling behavior data D of the other vehicle to the adjustment unit 197 of the control unit 191.
  • the adjustment unit 197 performs adjustment processing of both predicted traveling behavior data D based on the predicted traveling behavior data D of the own vehicle and the other vehicle. Therefore, the external communication device 19 of the present embodiment functions as an adjustment device that performs adjustment processing of predicted traveling behavior data D of the own vehicle and the other vehicle. The adjustment processing of the adjustment unit 197 will be described below.
  • the adjustment unit 197 grasps the situation where the predicted traveling behavior of the other vehicle is prioritized from the priority situation of the priority information included in the predicted traveling behavior data D of the other vehicle acquired from the wireless communication unit 193. Further, the adjustment unit 197 sets the priority of the priority information included in the predicted traveling behavior data D of the own vehicle, and the priority of the priority information included in the predicted traveling behavior data D of the other vehicle acquired from the wireless communication unit 193. Compare with. Then, the adjustment unit 197 performs adjustment processing of the both predicted traveling behavior data D so as to prioritize the predicted traveling behavior of a vehicle having a relatively higher priority among the own vehicle and the other vehicles.
  • the adjustment unit 197 changes the predicted traveling behavior data D of the own vehicle in order to prioritize the predicted traveling behavior of the other vehicle. Specifically, the adjustment unit 197 adjusts the predicted traveling behavior data D of the host vehicle to a predicted traveling behavior such as changing lanes to another traveling lane so as not to prevent the merging of other vehicles.
  • the predicted traveling behavior data D of another vehicle indicates that the merging lane merges into the traveling lane, and indicates higher priority than the host vehicle.
  • Predicted traveling behavior data D of the host vehicle indicates traveling on the traveling lane.
  • the adjustment unit 197 gives the predicted traveling behavior data D of another vehicle in order to prioritize the predicted traveling behavior of the own vehicle. change. Specifically, the adjustment unit 197 adjusts the predicted travel behavior data D of the other vehicle to predicted travel behavior such as decelerating so as not to prevent the lane change of the host vehicle.
  • the predicted traveling behavior data D of the host vehicle indicates that the lane is to be changed, and indicates higher priority than other vehicles.
  • the predicted traveling behavior data D of another vehicle indicates traveling in the traveling lane of the lane change destination of the own vehicle.
  • the adjustment unit 197 passes, to the wireless communication unit 193, both predicted traveling behavior data D of the own vehicle and the other vehicle for which the adjustment process has been performed. Then, the wireless communication unit 193 transmits the predicted traveling behavior data D of the subject vehicle and the other vehicle for which the adjustment processing has been performed, to the other vehicle traveling around the subject vehicle (the other vehicle subjected to the adjustment processing, and the other To other vehicles).
  • the other vehicle receives the predicted travel behavior data D of the own vehicle and the other vehicle for which the adjustment processing has been performed. It is possible to grasp that the predicted traveling behavior data D of the host vehicle is changed without changing the predicted traveling behavior data D.
  • the other vehicle receives the predicted travel behavior data D of the own vehicle and the other vehicle on which the adjustment processing has been performed, thereby the predicted travel behavior of the own vehicle It can be understood that the predicted travel behavior data D of another vehicle has been changed without changing the data D.
  • the other vehicle can execute automatic driving based on the changed predicted traveling behavior data D.
  • FIG. 8 is a plan view of an expressway for illustrating an example of a processing procedure of inter-vehicle communication performed by the external communication device 19.
  • the expressway includes a first traveling lane R11, a second traveling lane R12, and a merging lane R10 connected to the first traveling lane R11. Further, in each of the lanes R10 to R12, it is assumed that four vehicles 1A, 1B, 1C, and 1D are traveling at the illustrated positions, and each of the vehicles 1A to 1D is performing automatic driving.
  • FIG. 9 is a flow chart showing an example of a processing procedure of transmission processing of priority information performed by the external communication device 19A of the vehicle 1A.
  • the external communication device 19A of the vehicle 1A first performs a determination process as to whether or not the own vehicle satisfies a predetermined priority condition (step ST31, determination step). This determination processing is performed along the processing procedure shown in FIG. 7 described above.
  • the outside-vehicle communication device 19A determines that the host vehicle satisfies the priority condition 1 (that the traveling lane is merging).
  • the out-of-vehicle communication device 19A determines the values of the priority status and the priority that are the priority information of the host vehicle (step ST32).
  • the method of determining the priority information is as described above.
  • the identification value of the priority situation is determined as the identification value of priority situation 1 (the situation in which the host vehicle is traveling in the merging lane), and the priority is determined to be the highest value, for example.
  • the out-of-vehicle communication device 19A determines whether the host vehicle satisfies any of the priority conditions 1 to 3 based on the determination result of step ST31 (step ST33). If the determination result in step ST33 is affirmative, the outside-vehicle communication device 19A includes the priority information determined in step ST32 in the predicted traveling behavior data D of the own vehicle and transmits it to the other vehicle by inter-vehicle communication ( Step ST34), the process ends. On the other hand, when the determination result of step ST33 is negative, the external communication device 19A ends the process.
  • the outside-vehicle communication device 19A since the determination result of step ST33 is affirmative, the outside-vehicle communication device 19A includes the priority information in the predicted traveling behavior data D of the own vehicle and transmits it to the other vehicle. As a result, predicted traveling behavior data D of the vehicle 1A is received by each of the vehicles 1B to 1D present in the communication area A (see FIG. 8) of the vehicle 1A. Therefore, each of the vehicles 1B to 1D can grasp that the vehicle 1A merges from the merging lane R10 to the first traveling lane R11 based on the predicted traveling behavior data D of the vehicle 1A.
  • the priority information having the priority of the predicted travel behavior of the own vehicle is included in the predicted travel behavior data D and is included in the other vehicle. It becomes a communication step to transmit.
  • FIG.10 and FIG.11 is a flowchart which shows an example of a process procedure of the adjustment process performed when each communication outside machine 19 of vehicles 1B and 1C receives prediction travel behavior data D of vehicles 1A.
  • the circled letter I in FIG. 10 is connected to the letter I in FIG.
  • the circled letters II in FIG. 11 are connected to the letters II in FIG.
  • step ST51 when the external communication devices 19B and 19C of the vehicles 1B and 1C receive the predicted traveling behavior data D of the vehicle 1A by inter-vehicle communication (in the case of “Yes” in step ST51), the prediction of the vehicle 1A is performed. From the priority situation of the priority information included in the traveling behavior data D, the situation where the predicted traveling behavior of the vehicle 1A is prioritized is grasped (step ST52). In the example of FIG. 8, the outside-vehicle communication devices 19B and 19C grasp that the vehicle 1A is traveling in the merging lane R10.
  • the external communication devices 19B and 19C compare the priorities of the priority information included in the predicted traveling behavior data D of the own vehicle and the vehicle 1A, and the priority of the vehicle 1A is higher than the priority of the own vehicle It is determined whether or not (step ST53). If the determination result in step ST53 is negative, the out-of-vehicle communication devices 19B and 19C do not need to give priority to the predicted traveling behavior of the vehicle 1A, and thus the processing ends without performing the adjustment processing. Here, it is assumed that the priority of the vehicle 1A is higher than the priorities of the vehicles 1B and 1C.
  • step ST53 the out-of-vehicle communication devices 19B and 19C adjust the predicted traveling behavior data D of the own vehicle in order to prioritize the predicted traveling behavior of the vehicle 1A.
  • the external communication devices 19B and 19C compare the position of the host vehicle at the present time with the position of the vehicle 1A, and determine whether the host vehicle is located ahead of the vehicle 1A by a predetermined distance or more (step ST54) ).
  • the respective positions of the host vehicle and the vehicle 1A can be grasped from, for example, the absolute positions corresponding to the current time in the predicted traveling behavior data D of the respective vehicles.
  • step ST54 If the determination result of step ST54 is negative, the outside-vehicle communication devices 19B and 19C shift to step ST71 shown in FIG. The process from step ST71 will be described later. If the determination result in step ST54 is affirmative, the outside-vehicle communication devices 19B and 19C are configured to use the predicted traveling behavior data D of the own vehicle so that the predicted traveling behavior of the own vehicle maintains the traveling of the first traveling lane R11. It adjusts (step ST55).
  • the external communication devices 19B and 19C compare the speed of the host vehicle at the present time with the speed of the vehicle 1A, and determine whether the speed of the host vehicle is faster than the speed of the vehicle 1A (step ST56).
  • the speed of each predicted traveling behavior of the own vehicle and the vehicle 1A can be calculated, for example, based on the absolute position corresponding to the time before and after in the predicted traveling behavior data D of each of these vehicles.
  • step ST56 If the determination result of step ST56 is affirmative, the external communication devices 19B and 19C adjust the predicted traveling behavior data D of the own vehicle so that the predicted traveling behavior of the own vehicle maintains the current speed (step ST57). ). If the determination result of step ST56 is negative, the external communication devices 19B and 19C determine whether there is a vehicle traveling in front of the host vehicle (step ST58). This determination can be made based on, for example, sensing information of the first and second sensors 51 and 52.
  • step ST58 If the determination result of step ST58 is affirmative, the out-of-vehicle communication devices 19B and 19C shift to step ST57 described above, and the predicted traveling behavior of the own vehicle is maintained so that the predicted traveling behavior of the own vehicle maintains the current speed. Adjust data D. When the determination result of step ST58 is negative, the outside communication devices 19B and 19C adjust the predicted traveling behavior data D of the own vehicle so as to accelerate the predicted traveling behavior of the own vehicle (step ST59).
  • step ST54 when the determination result of the above-mentioned step ST54 (refer to FIG. 10) is negative, the external communication devices 19B and 19C compare the position of the own vehicle and the position of the vehicle 1A at the present time, It is determined whether or not the own vehicle is located rearward of the vehicle 1A by a predetermined distance or more (step ST71).
  • step ST71 the outside-vehicle communication devices 19B and 19C are configured to output predicted traveling behavior data D of the own vehicle such that the predicted traveling behavior of the own vehicle maintains traveling of the first traveling lane R11. It adjusts (step ST72).
  • step ST72 the external communication devices 19B and 19C compare the speed of the host vehicle at the current time with the speed of the vehicle 1A, and determine whether the speed of the host vehicle is faster than the speed of the vehicle 1A (step ST73).
  • step ST73 When the determination result of step ST73 is affirmative, the outside communication devices 19B and 19C adjust the predicted traveling behavior data D of the own vehicle so as to decelerate the predicted traveling behavior of the own vehicle (step ST74). If the determination result of step ST73 is negative, the outside communication devices 19B and 19C adjust the predicted traveling behavior data D of the own vehicle so that the predicted traveling behavior of the own vehicle maintains the current speed (step ST75). ).
  • step ST71 when the determination result of step ST71 is negative, the out-of-vehicle communication devices 19B and 19C determine that the host vehicle is traveling at a near position less than a predetermined distance from the vehicle 1A. Then, the out-of-vehicle communication devices 19B and 19C consider that the host vehicle changes lanes from the first travel lane R11 to the second travel lane R12 so as not to prevent the merging of the vehicles 1A.
  • the outside-vehicle communication devices 19B and 19C determine whether there is another vehicle traveling in the second travel lane R12 around the host vehicle (step ST76). This determination can be made based on, for example, predicted traveling behavior data D received from another vehicle traveling around the host vehicle, and sensing information of the first and second sensors 51 and 52.
  • step ST76 If the determination result in step ST76 is negative, the outside vehicle communication devices 19B and 19C change the predicted traveling behavior data D of the own vehicle so that the own vehicle changes lanes from the first traveling lane R12 to the second traveling lane R12. It adjusts (step ST77). If the determination result in step ST76 is affirmative, the out-of-vehicle communication devices 19B and 19C adjust the predicted traveling behavior data D of both vehicles between the own vehicle and the other vehicle in the second traveling lane R12. (Step ST78).
  • the external communication device 19B of the vehicle 1B adjusts the predicted travel behavior data D of both vehicles 1B and 1D with the vehicle 1D traveling in the second travel lane R12 in the vicinity thereof. Do. For example, when the vehicle 1D travels at a higher speed than the host vehicle (vehicle 1B), the external communication device 19B predicts the host vehicle such that the host vehicle is decelerated and then changed to the second travel lane R12. The traveling behavior data D is adjusted.
  • the external communication devices 19B and 19C transmit the predicted traveling behavior data D of the own vehicle after adjustment to the other vehicle (step ST60), and the processing is ended.
  • the outside-vehicle communication device 19B transmits the predicted traveling behavior data D of the vehicle 1B after adjustment to the vehicles 1A, 1C, and 1D.
  • the external communication device 19C transmits the predicted traveling behavior data D of the vehicle 1C after adjustment to the vehicles 1A, 1B, and 1D.
  • Vehicle 1A receives each predicted traveling behavior data D of vehicles 1B and 1C. Therefore, the vehicle 1A can grasp the predicted travel behavior of the vehicles 1B and 1C when the vehicle 1A joins the first travel lane R11 based on the predicted travel behavior data D of the vehicles 1B and 1C.
  • Each of the vehicles 1B and 1C executes automatic driving based on the predicted traveling behavior data D of the own vehicle after adjustment. However, when each of the vehicles 1B and 1C is executing the automatic driving based on the predicted traveling behavior data D, the first and second sensors 51 and 52 mounted on the own vehicle are objects around the own vehicle. When priority is detected, priority is given to automatic operation based on the sensing result.
  • step ST51 is a communication step in which predicted traveling behavior data D of another vehicle is received by inter-vehicle communication. Further, steps ST52 to 59 and steps ST71 to ST78 are adjustment steps for performing adjustment processing based on predicted traveling behavior data D of both the own vehicle and the other vehicle.
  • the external communication device 19 predicts travel of a vehicle having a relatively high priority based on the priority information included in the predicted travel behavior data D of another vehicle received by inter-vehicle communication. Adjustment processing of predicted traveling behavior data D of the own vehicle and the other vehicle can be performed so as to prioritize the behavior. Therefore, for example, when the predicted travel behavior data D of another vehicle indicates a predicted travel behavior having a higher priority than the host vehicle, the prediction of the host vehicle is performed so as not to interfere with the predicted travel behavior of the other vehicle in the adjustment process. The traveling behavior data D can be adjusted. As a result, the host vehicle and the other vehicle can be smoothly driven to alleviate the traffic congestion.
  • the outside communication device 19 when the own vehicle satisfies the predetermined priority condition, the outside communication device 19 generates priority information having the priority of the predicted traveling behavior of the own vehicle, and the priority information is used as the predicted traveling behavior data D of the own vehicle. And transmit to other vehicles by inter-vehicle communication.
  • the other vehicle can grasp the priority of the predicted traveling behavior of the own vehicle from the priority information included in the received predicted traveling behavior data D of the own vehicle. Therefore, when it is judged that the other vehicle gives priority to the predicted traveling behavior of the host vehicle, the predicted traveling behavior data D of the other vehicle can be adjusted so as not to interfere with the predicted traveling behavior of the host vehicle. As a result, the host vehicle and the other vehicle can be smoothly driven to alleviate the traffic congestion.
  • priority information indicating that the predicted traveling behavior (joining) of the host vehicle is prioritized is transmitted to the other vehicle by inter-vehicle communication.
  • the predicted traveling behavior data D of the other vehicle is adjusted to the predicted traveling behavior such as changing the lane to another traveling lane so as not to prevent the merging of the own vehicle. Be done.
  • the host vehicle can be smoothly joined.
  • the host vehicle can adjust the predicted travel behavior data D of the host vehicle to a predicted travel behavior such as changing the lane to another travel lane so as not to prevent the merging of the other vehicles. As a result, other vehicles can be smoothly joined.
  • priority information indicating that the predicted traveling behavior of the host vehicle (lane change) is prioritized is transmitted to the other vehicle by inter-vehicle communication.
  • predicted travel behavior data D of the other vehicle is adjusted to a predicted travel behavior such as decelerating so as not to prevent the lane change of the own vehicle in the other vehicle traveling in the travel lane of the lane change destination. .
  • the own vehicle traveling in the traveling lane of the lane change destination has a higher predicted priority than other vehicles.
  • Receiving predicted traveling behavior data D indicating a change the host vehicle can adjust the predicted travel behavior data D of the host vehicle to a predicted travel behavior such as decelerating so as not to prevent lane changes of other vehicles. As a result, it is possible to change lanes of other vehicles smoothly.
  • the outside communication apparatus 19 is used as an adjustment device of predicted traveling behavior data for performing adjustment processing of predicted traveling behavior data respectively indicating the predicted traveling behavior of the own vehicle and the other vehicle in the future.
  • the adjustment device may be used.
  • the external communication device 19 is a transmission device of predicted traveling behavior data that transmits predicted traveling behavior data indicating the future predicted traveling behavior of the own vehicle to other vehicles by inter-vehicle communication, 20 may be the transmitting device.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Abstract

Ce dispositif de réglage de données de comportement de déplacement prédit est un dispositif permettant d'effectuer un processus de réglage entre deux ensembles de données de comportement de déplacement prédits qui indiquent, respectivement, un comportement de déplacement prédit du véhicule hôte et un comportement de déplacement prédit d'un autre véhicule, ledit dispositif de réglage de données de comportement de déplacement prédit étant pourvu d'une unité de communication qui reçoit l'ensemble de données de comportement de déplacement prédits de l'autre véhicule par l'intermédiaire d'une communication de véhicule à véhicule, et une unité de réglage qui effectue le processus de réglage sur la base des ensembles de données de comportement de déplacement prédits du véhicule hôte et de l'autre véhicule, chaque ensemble de données de comportement de voyage prédits comprenant des informations de priorité qui comprennent une priorité attribuée au comportement de déplacement prédit du véhicule respectif ; et l'unité de réglage effectue le processus de réglage de manière à hiérarchiser la priorité supérieure à l'un des comportements de déplacement prédits du véhicule hôte et de l'autre véhicule.
PCT/JP2018/000443 2018-01-11 2018-01-11 Dispositif de réglage et de transmission de données de comportement de déplacement prédit, procédé de réglage et de transmission de données de comportement de déplacement prédit,programme d'ordinateur et structure de données de trame de communication Ceased WO2019138488A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2018/000443 WO2019138488A1 (fr) 2018-01-11 2018-01-11 Dispositif de réglage et de transmission de données de comportement de déplacement prédit, procédé de réglage et de transmission de données de comportement de déplacement prédit,programme d'ordinateur et structure de données de trame de communication

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2018/000443 WO2019138488A1 (fr) 2018-01-11 2018-01-11 Dispositif de réglage et de transmission de données de comportement de déplacement prédit, procédé de réglage et de transmission de données de comportement de déplacement prédit,programme d'ordinateur et structure de données de trame de communication

Publications (1)

Publication Number Publication Date
WO2019138488A1 true WO2019138488A1 (fr) 2019-07-18

Family

ID=67218928

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2018/000443 Ceased WO2019138488A1 (fr) 2018-01-11 2018-01-11 Dispositif de réglage et de transmission de données de comportement de déplacement prédit, procédé de réglage et de transmission de données de comportement de déplacement prédit,programme d'ordinateur et structure de données de trame de communication

Country Status (1)

Country Link
WO (1) WO2019138488A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021038741A1 (fr) * 2019-08-28 2021-03-04 三菱電機株式会社 Dispositif et système d'instruction d'itinéraire de changement de voie de circulation
WO2021191995A1 (fr) * 2020-03-24 2021-09-30 三菱電機株式会社 Dispositif d'arbitrage d'itinéraire, dispositif de commande d'entraînement automatisé et système d'arbitrage d'itinéraire et d'entraînement automatisé
JP7019768B1 (ja) 2020-09-16 2022-02-15 三菱電機株式会社 走行経路指示装置及び走行経路指示システム
US20230230471A1 (en) * 2022-01-14 2023-07-20 Toyota Motor Engineering & Manufacturing North America, Inc. Cooperative traffic congestion detection for connected vehicular platform

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011178257A (ja) * 2010-03-01 2011-09-15 Koito Mfg Co Ltd 車両ランプシステム
JP2014180058A (ja) * 2014-07-02 2014-09-25 Sumitomo Electric Ind Ltd 移動通信機
JP2015102893A (ja) * 2013-11-21 2015-06-04 日産自動車株式会社 合流支援システム
JP2017045385A (ja) * 2015-08-28 2017-03-02 株式会社デンソー 運転支援装置及びプログラム
JP2017117080A (ja) * 2015-12-22 2017-06-29 アイシン・エィ・ダブリュ株式会社 自動運転支援システム、自動運転支援方法及びコンピュータプログラム
US9802614B1 (en) * 2016-05-27 2017-10-31 Hyundai Motor Company Apparatus and method for controlling lane change considering priority

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011178257A (ja) * 2010-03-01 2011-09-15 Koito Mfg Co Ltd 車両ランプシステム
JP2015102893A (ja) * 2013-11-21 2015-06-04 日産自動車株式会社 合流支援システム
JP2014180058A (ja) * 2014-07-02 2014-09-25 Sumitomo Electric Ind Ltd 移動通信機
JP2017045385A (ja) * 2015-08-28 2017-03-02 株式会社デンソー 運転支援装置及びプログラム
JP2017117080A (ja) * 2015-12-22 2017-06-29 アイシン・エィ・ダブリュ株式会社 自動運転支援システム、自動運転支援方法及びコンピュータプログラム
US9802614B1 (en) * 2016-05-27 2017-10-31 Hyundai Motor Company Apparatus and method for controlling lane change considering priority

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114270422A (zh) * 2019-08-28 2022-04-01 三菱电机株式会社 车道变更路径指示装置及车道变更路径指示系统
JPWO2021038741A1 (ja) * 2019-08-28 2021-11-25 三菱電機株式会社 車線変更経路指示装置及び車線変更経路指示システム
WO2021038741A1 (fr) * 2019-08-28 2021-03-04 三菱電機株式会社 Dispositif et système d'instruction d'itinéraire de changement de voie de circulation
JP7170888B2 (ja) 2019-08-28 2022-11-14 三菱電機株式会社 車線変更経路指示装置及び車線変更経路指示システム
US12211380B2 (en) 2019-08-28 2025-01-28 Mitsubishi Electric Corporation Lane change route instructing device and lane change route instructing system
WO2021191995A1 (fr) * 2020-03-24 2021-09-30 三菱電機株式会社 Dispositif d'arbitrage d'itinéraire, dispositif de commande d'entraînement automatisé et système d'arbitrage d'itinéraire et d'entraînement automatisé
JPWO2021191995A1 (fr) * 2020-03-24 2021-09-30
CN115280392A (zh) * 2020-03-24 2022-11-01 三菱电机株式会社 路径仲裁装置、自动驾驶控制装置及自动驾驶和路径仲裁系统
JP7292495B2 (ja) 2020-03-24 2023-06-16 三菱電機株式会社 経路調停装置
US12241750B2 (en) 2020-03-24 2025-03-04 Mitsubishi Electric Corporation Route arbitration apparatus, automatic driving controller, and automatic driving and route arbitration system
JP7019768B1 (ja) 2020-09-16 2022-02-15 三菱電機株式会社 走行経路指示装置及び走行経路指示システム
JP2022049060A (ja) * 2020-09-16 2022-03-29 三菱電機株式会社 走行経路指示装置及び走行経路指示システム
US20230230471A1 (en) * 2022-01-14 2023-07-20 Toyota Motor Engineering & Manufacturing North America, Inc. Cooperative traffic congestion detection for connected vehicular platform

Similar Documents

Publication Publication Date Title
CN108780610B (zh) 用于针对意外行人规划轨迹的系统和方法
CN108349496B (zh) 用于确定在两个车辆之间的用于车辆的更换车道的交通空隙的方法和控制系统
CN108834434B (zh) 用于开始或者执行协同驾驶机动动作的方法和装置
CN109562760B (zh) 对于自主车辆测试预测
JP2019510674A5 (fr)
US20200184827A1 (en) Electronic control device and vehicle comprising the same
EP3757711B1 (fr) Mise en oeuvre d`un peloton de véhicules dans un système de conduite autonome conçu pour un seul véhicule
JP6906175B2 (ja) 運転支援方法およびそれを利用した運転支援装置、自動運転制御装置、車両、プログラム、運転支援システム
US12225440B2 (en) V2X communication system with autonomous driving information
WO2019138488A1 (fr) Dispositif de réglage et de transmission de données de comportement de déplacement prédit, procédé de réglage et de transmission de données de comportement de déplacement prédit,programme d'ordinateur et structure de données de trame de communication
WO2019138485A1 (fr) Dispositif de détermination de possibilité de collision, procédé de détermination de possibilité de collision et programme informatique
CN113353005B (zh) 用于处理自动驾驶系统与车辆之间的通信延迟的系统
JP6784338B2 (ja) 車載装置、通信経路情報の生成方法、及びコンピュータプログラム
WO2019150458A1 (fr) Dispositif embarqué, procédé de génération et programme informatique
WO2019138486A1 (fr) Dispositif à bord d'un véhicule, procédé de détermination et programme informatique
WO2019150460A1 (fr) Dispositif monté sur véhicule, procédé de communication de véhicule à véhicule et programme informatique
WO2019138498A1 (fr) Dispositif monté sur un véhicule, procédé de réglage, et programme informatique
WO2019150455A1 (fr) Dispositif automobile, procédé de communication et programme informatique
JPWO2020136893A1 (ja) 通信システム、通信端末、制御方法、プログラム、およびプログラムを記憶する記憶媒体
JP2006185067A (ja) 走行支援装置
WO2019138487A1 (fr) Dispositif embarqué, procédé de commande de déplacement, et programme informatique
JPWO2011125393A1 (ja) 車両走行支援装置
WO2019123555A1 (fr) Dispositif et procédé de correction de données de comportement de déplacement prédit, et programme informatique

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18899485

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18899485

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP