JP2018076004A - Vehicle control method and vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology reducing influence on a vehicle travelling on a main lane while making the vehicle smoothly merge therein.SOLUTION: A first acquisition part 50 acquires positional information and speed information of a main vehicle 12. A second acquisition part 52 acquires positional information and speed information of another vehicle. A determination part 54 determines whether or not adjustment of speed of the main vehicle is necessary when the other vehicle merges into the main vehicle 12, based on the positional information and the speed information acquired in the second acquisition part 52 and the positional information and the speed information acquired in the first acquisition part 50. An instruction part 56 makes the speed adjusted when the determination part 54 determines that the adjustment of the speed is necessary. The determination part 54 determines that the adjustment of the speed is necessary when the main vehicle 12 is merged in a range from the front of the other vehicle by a first distance to the back of the other vehicle by a second distance, and in this case, the first distance is shorter than the second distance.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control technique, and more particularly to a vehicle control method and a vehicle control device for controlling the speed of a vehicle.

  When an autonomous vehicle performs a merge from a branch line to a main line, a vehicle that is to be merged with the main line and a destination vehicle are mutually communicated by performing inter-vehicle communication with other autonomous vehicles that are traveling on the main line. The traveling speed of the vehicle continues to be controlled in a coordinated manner until merging is possible. As a result, the vehicle traveling on the branch line is easily joined to the main line. At this time, if the acceleration / deceleration generated in the vehicle is large, the passenger feels uncomfortable. In order to reduce discomfort, the vehicle traveling on the branch line transmits a lane change message to the preceding vehicle and the following vehicle after joining, and adjusts the inter-vehicle distance to the following vehicle when detecting that it has been received from the following vehicle. Send a distance adjustment command. Further, the vehicle traveling on the branch line controls the traveling state of the host vehicle to adjust the distance of the host vehicle with respect to the preceding vehicle after merging, and starts merging when a merging space is secured (see, for example, Patent Document 1).

JP 2002-307773 A

  The following vehicle after merging estimates the positional relationship after merging, and if the positional relationship between the merging vehicle and the following vehicle is within a certain range, the inter-vehicle distance from the merging vehicle is calculated. Slow down to ensure. In order to make the merging of vehicles smooth, it is preferable that the certain range is wide to some extent. However, if the certain range is wide, the distance that the main line vehicle decelerates becomes longer, and the flow of the main line vehicle deteriorates.

  This invention is made | formed in view of such a condition, The objective is to provide the technique which reduces the influence on the vehicle which drive | works a main line, smoothing the confluence | merging of a vehicle.

  In order to solve the above problems, a vehicle control device according to an aspect of the present invention is a vehicle control device that can be mounted on a vehicle, and includes a first acquisition unit that acquires position information and speed information of the vehicle, and the like. Based on the second acquisition unit that acquires the vehicle position information and speed information, the position information and speed information acquired in the second acquisition unit, and the position information and speed information acquired in the first acquisition unit, A determination unit that determines whether or not the speed of the vehicle needs to be adjusted when another vehicle joins the vehicle, and a speed that is adjusted when the determination unit determines that the speed needs to be adjusted. And an instruction unit. The determination unit determines that the speed needs to be adjusted when the vehicle is merged in the range of the first distance ahead of the other vehicle and the second distance rearward of the other vehicle. The first distance is shorter than the second distance.

  Another aspect of the present invention is a vehicle control method. This method is a vehicle control method in a vehicle control device that can be mounted on a vehicle, the step of acquiring position information and speed information of the vehicle, and the step of acquiring position information and speed information of another vehicle; Based on the acquired position information and speed information of the vehicle and the acquired position information and speed information of the other vehicle, it is necessary to adjust the speed of the vehicle when another vehicle joins the vehicle. A step of determining whether or not there is a step, and a step of adjusting the speed when it is determined that the speed needs to be adjusted. The step of determining determines that the speed adjustment is necessary and determines when the vehicle is merged in the range of the first distance ahead of the other vehicle and the second distance behind the other vehicle. In the step, the first distance is shorter than the second distance.

  It should be noted that any combination of the above-described constituent elements and a conversion of the expression of the present invention between a method, an apparatus, a system, a recording medium, a computer program, etc. are also effective as an aspect of the present invention.

  ADVANTAGE OF THE INVENTION According to this invention, the influence on the vehicle which drive | works a main line can be reduced, making a vehicle merge smoothly.

It is a figure which shows the structure of the communication system which concerns on Example 1 of this invention. 2A to 2D are diagrams showing a frame format defined in the communication system of FIG. FIGS. 3A to 3B are diagrams illustrating the merging between vehicles, which is a premise of the first embodiment of the present invention. It is a figure which shows the structure of the vehicle of Example 1 of this invention. FIGS. 5A to 5C are diagrams showing an outline of processing by the vehicle of FIG. It is a sequence diagram which shows the joining procedure between the vehicles of Example 1 of this invention. It is a figure which shows the format of the data contained in the packet signal transmitted / received in the terminal device of FIG. It is a figure which shows the state transition in the confluence | merging process part of FIG. It is a figure which shows another state transition in the confluence | merging process part of FIG. It is a figure which shows the outline | summary of the process in the determination part of FIG. FIGS. 11A to 11D are flowcharts showing a merging procedure by the vehicle control device of FIG. FIGS. 12A to 12D are flowcharts showing another merging procedure by the vehicle control device of FIG. FIGS. 13A to 13C are diagrams illustrating an outline of processing by the vehicle according to the second embodiment of the present invention. It is a sequence diagram which shows the merge procedure in the vehicle of Example 2 of this invention. It is a figure which shows the format of the data contained in the packet signal received in the terminal device of Example 2 of this invention. It is a figure which shows the state transition in the vehicle control apparatus of Example 2 of this invention. FIGS. 17A to 17C are diagrams illustrating an outline of another process by the vehicle according to the second embodiment of the present invention. It is a sequence diagram which shows another joining procedure in the vehicle of Example 2 of this invention. It is a figure which shows another state transition in the vehicle control apparatus of Example 2 of this invention. It is a flowchart which shows the joining procedure by the vehicle control apparatus of Example 2 of this invention.

Example 1
Before describing the present invention in detail, an outline will be described. Example 1 of this invention is related with the vehicle control apparatus mounted in the vehicle which performs an automatic driving | operation. Here, there is a vehicle traveling on the main line (hereinafter referred to as “first vehicle”) and a vehicle (hereinafter referred to as “second vehicle”) attempting to join the main line, and the second vehicle is the first vehicle. Assume a situation where the vehicle joins in front of the vehicle. In order to execute the merge, the vehicle control device according to the present embodiment uses information acquired in a communication system such as ITS (Intelligent Transport Systems). ITS is a communication system that performs vehicle-to-vehicle communication between terminal devices mounted on each vehicle, and also executes road-to-vehicle communication from a base station device installed at an intersection or the like to a terminal device. The communication system uses an access control function called CSMA / CA (Carrier Sense Multiple Access Collision Aviation), as well as a wireless LAN (Local Area Network) compliant with a standard such as IEEE 802.11. Therefore, the same radio channel is shared by a plurality of terminal devices. On the other hand, in ITS, a packet signal is broadcast. Through such inter-vehicle communication, each terminal device exchanges information such as the speed or position of the vehicle with each other.

  Here, in order to reduce interference between road-vehicle communication and vehicle-to-vehicle communication, the base station apparatus repeatedly defines a frame including a plurality of subframes. The base station apparatus selects any of a plurality of subframes for road-to-vehicle communication, and broadcasts a packet signal in which control information and the like are stored during the period of the head portion of the selected subframe. The control information includes information related to a period for the base station apparatus to broadcast the packet signal (hereinafter referred to as “road vehicle transmission period”). The terminal device specifies a road and vehicle transmission period based on the control information, and broadcasts a packet signal by the CSMA method in a period other than the road and vehicle transmission period (hereinafter referred to as “vehicle transmission period”). As a result, road-to-vehicle communication and vehicle-to-vehicle communication are time-division multiplexed. Note that a terminal device that cannot receive control information from the base station device, that is, a terminal device that exists outside the area formed by the base station device transmits a packet signal by the CSMA method regardless of the frame configuration.

  Based on information acquired using such inter-vehicle communication, the vehicle control device mounted on the first vehicle determines the arrangement of the first vehicle and the second vehicle when the merging of the second vehicle is completed. By estimating, it is determined whether the 1st vehicle and the 2nd vehicle approach. When approaching, the vehicle control device reduces the speed of the first vehicle and secures an inter-vehicle distance from the second vehicle. Here, the approach is also referred to as interference, which is when the first vehicle travels at a constant speed on the main line up to the position and timing at which the merging of the second vehicle is estimated to be completed. In the range from the front vicinity to the rear vicinity (hereinafter referred to as “interference range”). As described above, in order to make the merging smooth, it is preferable that the interference range is wide to some extent. However, as the interference range becomes wider, the distance that the first vehicle should decelerate becomes longer, and the flow of vehicles on the main line gets worse.

  In order to cope with this, the vehicle control device mounted on the first vehicle sets the distance of the interference range from the second vehicle to the vicinity of the front (hereinafter referred to as “first distance”) from the second vehicle to the vicinity of the rear. Shorter than the distance of the interference range (hereinafter referred to as “second distance”). That is, the front part of the second vehicle is narrower than the rear part of the second vehicle in the interference range. Since the second distance is not shortened, the inter-vehicle distance between the second vehicle and the first vehicle is ensured, and the second vehicle can smoothly join. On the other hand, since the speed of the second vehicle is generally lower than that of the first vehicle, the second vehicle is less likely to catch up with the first vehicle. Therefore, if the first distance is long, the distance that the first vehicle should decelerate becomes long. Therefore, by shortening the first distance, the distance that the first vehicle should decelerate is shortened, and deterioration of the flow of the main line vehicle is suppressed.

Below, (1) The outline | summary of the communication system used in the vehicle control apparatus which concerns on a present Example, (2) The vehicle control apparatus is demonstrated in order.
(1) Overview of Communication System FIG. 1 shows a configuration of a communication system 100 according to Embodiment 1 of the present invention. This corresponds to a case where one intersection is viewed from above. The communication system 100 includes a base station device 10, a first vehicle 12a, a second vehicle 12b, a third vehicle 12c, a fourth vehicle 12d, a fifth vehicle 12e, a sixth vehicle 12f, and a seventh vehicle 12g, collectively referred to as a vehicle 12. , The eighth vehicle 12h, and the network 20. Here, only the first vehicle 12 a is shown, but each vehicle 12 is equipped with a terminal device 14. An area 22 is formed around the base station apparatus 10, and an outside area 24 is arranged outside the area 22.

  As shown in the drawing, the road that goes in the horizontal direction of the drawing, that is, the left and right direction, intersects the vertical direction of the drawing, that is, the road that goes in the up and down direction, at the central portion. Here, the upper side of the drawing corresponds to the direction “north”, the left side corresponds to the direction “west”, the lower side corresponds to the direction “south”, and the right side corresponds to the direction “east”. An intersection of two roads is an “intersection”. The first vehicle 12a and the second vehicle 12b are traveling from left to right, and the third vehicle 12c and the fourth vehicle 12d are traveling from right to left. Further, the fifth vehicle 12e and the sixth vehicle 12f are traveling from the top to the bottom, and the seventh vehicle 12g and the eighth vehicle 12h are traveling from the bottom to the top.

  In the communication system 100, the base station apparatus 10 is fixedly installed at an intersection. The base station device 10 controls communication between terminal devices. The base station apparatus 10 repeatedly generates a frame based on a signal received from a GNSS (Global Navigation Satellite System) satellite (not shown) or a frame formed by another base station apparatus 10 (not shown). For example, 10 frames of “100 msec” are generated by dividing the period of “1 sec” into 10 with reference to the timing indicated by the time information included in the signal received from the GNSS satellite.

  The base station apparatus 10 generates a plurality of subframes by dividing each frame into a plurality of frames. Here, the road vehicle transmission period can be set at the head of each subframe. The base station apparatus 10 selects a subframe in which the road and vehicle transmission period is not set by another base station apparatus 10 from among a plurality of subframes in the frame. The base station apparatus 10 sets a road and vehicle transmission period at the beginning of the selected subframe. The base station apparatus 10 broadcasts and transmits a packet signal in the set road and vehicle transmission period. In the road and vehicle transmission period, a plurality of packet signals may be broadcast. The packet signal includes, for example, accident information, traffic jam information, signal information, and the like. Note that the packet signal also includes information related to the timing when the road and vehicle transmission period is set and control information related to the frame.

  2A to 2D show frame formats defined in the communication system 100. FIG. FIG. 2A shows the structure of the frame. The frame is formed of N subframes indicated as the first subframe to the Nth subframe. This can be said that the terminal device 14 forms a frame by multiplexing a plurality of subframes that can be used for broadcast transmission for a plurality of hours. For example, when the frame length is 100 msec and N is 8, a subframe having a length of 12.5 msec is defined. N may be other than 8.

  FIG. 2B shows a configuration of a frame generated by one of the base station apparatuses 10, for example, a first base station apparatus 10a (not shown). The first base station apparatus 10a sets a road and vehicle transmission period at the beginning of the first subframe. In addition, the first base station apparatus 10a sets the vehicle transmission period from the second subframe to the Nth subframe, except for the road and vehicle transmission period of the first subframe. The vehicle transmission period is a period during which the terminal device 14 can broadcast the packet signal. That is, the first base station apparatus 10a can broadcast and transmit a packet signal in the road and vehicle transmission period that is the head period of the first subframe. Moreover, the terminal device 14 can broadcast-transmit a packet signal in a vehicle transmission period other than the road and vehicle transmission period in the frame.

  FIG. 2C shows a configuration of a frame generated by the second base station apparatus 10b (not shown). The second base station apparatus 10b sets a road and vehicle transmission period at the beginning of the second subframe. Also, the second base station apparatus 10b sets the vehicle transmission period from the first subframe and the third subframe to the Nth subframe, excluding the road and vehicle transmission period of the second subframe. FIG. 2D shows a configuration of a frame generated by a third base station apparatus 10c (not shown). The third base station apparatus 10c sets a road and vehicle transmission period at the beginning of the third subframe. In addition, the third base station apparatus 10c sets the vehicle transmission period from the first subframe, the second subframe, and the fourth subframe to the Nth subframe except for the road and vehicle transmission period of the third subframe. To do. As described above, the plurality of base station apparatuses 10 select different subframes, and set the road and vehicle transmission period at the head portion of the selected subframe. Returning to FIG.

  As described above, the terminal device 14 is mounted on the vehicle 12 and is movable. When receiving the packet signal from the base station apparatus 10, the terminal apparatus 14 estimates that the terminal apparatus 14 exists in the area 22. When the terminal device 14 exists in the area 22, the terminal device 14 generates a frame based on the control information included in the packet signal, in particular, the information on the timing when the road and vehicle transmission period is set and the information on the frame. As a result, the frame generated in each of the plurality of terminal devices 14 is synchronized with the frame generated in the base station device 10. The terminal device 14 broadcasts and transmits a packet signal in a vehicle and vehicle transmission period that is different from the road and vehicle transmission period. Here, CSMA / CA is executed in the vehicle transmission period. On the other hand, when it is estimated that the terminal apparatus 14 exists outside the area 24, the terminal apparatus 14 broadcasts a packet signal by executing CSMA / CA regardless of the frame configuration. The terminal device 14 receives a packet signal from another terminal device 14. For example, the terminal device 14 recognizes the approach of the vehicle 12 on which another terminal device 14 is mounted based on the received packet signal. Here, the process of joining the vehicles 12 is executed based on the information included in the received packet signal.

(2) Vehicle Control Device FIGS. 3A to 3B show merging between vehicles 12 that is a premise of the first embodiment of the present invention. FIG. 3A shows the arrangement of the vehicle 12 before merging. In FIG. 3A, a main line 200 having a traveling direction from the left side to the right side and a joining channel 202 having a traveling direction from the left side to the right side and joining the main line 200 are arranged. The first vehicle 12a travels to the right side of the main line 200, particularly the main line 200 before joining, and the second vehicle 12b travels to the right side of the junction path 202. The position where the merging by the second vehicle 12b is started is indicated as a merging section start point 204, and the position where the merging by the second vehicle 12b is completed is indicated as a target merging position 206. A section between the merging section start point 204 and the target merging position 206 is indicated as a merging traveling section 208, and the second vehicle 12 b merges with the main line 200 in the merging traveling section 208.

  FIG. 3B shows the arrangement of the vehicles 12 at the completion of the estimated merge. This is an arrangement estimated by the vehicle control device mounted on the first vehicle 12a in the situation of FIG. For this estimation, position information and speed information of the second vehicle 12b acquired by the above-described inter-vehicle communication are used, and the following travel model is used. In the travel model, the second vehicle 12b travels at a constant speed through the merge path 202 to the merge section start point 204, and accelerates from the merge section start point 204 to the target speed with an assumed merge acceleration. On the other hand, in the travel model, the first vehicle 12a travels at a constant speed. When the second vehicle 12b reaches the target joining position 206 by such a travel model, the first vehicle 12a travels behind the second vehicle 12b as shown in FIG. The inter-vehicle distance between the second vehicle 12b and the first vehicle 12a at that time is indicated as “d”. Here, the distance between the front of the second vehicle 12b and the front of the first vehicle 12a is defined as the inter-vehicle distance. When the inter-vehicle distance “d” is included in the interference range, the vehicle control device secures a target inter-vehicle distance, for example, a distance corresponding to 2 seconds of the regulation speed of the main line 200, by decelerating the first vehicle 12a. .

  FIG. 4 shows a configuration of the vehicle 12 according to the first embodiment of the present invention, and particularly shows a configuration related to automatic driving. The vehicle 12 includes a terminal device 14, a position information acquisition device 16, a vehicle control device 30, and an automatic driving control device 32. The vehicle control device 30 includes an I / O unit 40 and a merging processing unit 42. The merge processing unit 42 includes an interference processing unit 44, and the interference processing unit 44 includes a first acquisition unit 50, a second acquisition unit 52, a determination unit 54, and an instruction unit 56. The automatic operation control device 32 includes an I / O unit 60 and a processing unit 62. The vehicle 12 corresponds to the first vehicle 12a and the second vehicle 12b in FIGS.

  The position information acquisition device 16 acquires position information of the vehicle 12 and also acquires speed information of the vehicle 12. A well-known technique should just be used for acquisition of position information and speed information. For example, the position information is acquired by executing any one of satellite positioning, positioning by autonomous navigation, and a combination thereof. Further, the position information may be acquired by map matching. The position information acquisition device 16 periodically outputs the acquired position information and speed information to the I / O unit 40.

  The terminal device 14 can execute communication processing corresponding to ITS, and performs road-to-vehicle communication and vehicle-to-vehicle communication. In the present embodiment, vehicle-to-vehicle communication will be described. The terminal device 14 receives position information and speed information from the position information acquisition device 16 via the I / O unit 40. The terminal device 14 broadcasts a packet signal including the received position information and speed information. Further, the terminal device 14 receives a packet signal from another terminal device 14 that is another terminal device 14 (not shown) and is mounted on another vehicle 12. The position information and speed information included in the received packet signal correspond to the position information and speed information of the other vehicle 12. The terminal device 14 outputs position information and speed information included in the received packet signal to the I / O unit 40. The packet signal transmitted / received in the terminal device 14 may include not only the position information and the speed information but also other information, particularly information necessary for joining the vehicle 12. Other information will be described together with the merging process.

  The automatic operation control device 32 is an automatic operation controller that implements an automatic operation control function. The processing unit 62 executes an automatic operation control function. Since a well-known technique should just be used for an automatic driving | operation control function, description is abbreviate | omitted here. The I / O unit 60 receives information necessary for executing the processing in the processing unit 62 from the I / O unit 40. Such information may be data acquired by the position information acquisition device 16 or a sensor (not shown), or may be a command from the vehicle control device 30. Further, the I / O unit 60 outputs information generated by the processing in the processing unit 62, for example, a command to the I / O unit 40.

  The vehicle control device 30 is a controller for executing a merging process of the vehicle 12 in the automatic driving control. The merge processing unit 42 executes a merge process for the vehicle 12, which will be described in detail later. When the main vehicle 12 is the first vehicle 12a traveling on the road of the main line 200 shown in FIGS. 3A to 3B, the interference processing unit 44 estimates the occurrence of interference and instructs to adjust the speed. The details will be described later. On the other hand, when this vehicle 12 is the 2nd vehicle 12b which is drive | working the confluence | merging path 202 to the main line 200 of Fig.3 (a)-(b), the interference process part 44 does not perform a process. The I / O unit 40 is connected to the terminal device 14, the position information acquisition device 16, the merge processing unit 42, the interference processing unit 44, and the I / O unit 60, and inputs / outputs various types of information. Various types of information include commands. The vehicle control device 30 and the automatic driving control device 32 are directly connected by a signal line. Note that these may be connected via a CAN (Controller Area Network). Further, the vehicle control device 30 and the automatic driving control device 32 may be integrated into one controller.

  FIGS. 5A to 5C and FIGS. 6 to 9 are used to describe the confluence processing unit 42. In particular, FIGS. 5A to 5C, FIG. 6 and FIG. 7 illustrate the overall processing including the first vehicle 12a and the second vehicle 12b, and FIG. 8 illustrates the processing in the second vehicle 12b. FIG. 9 illustrates the processing in the first vehicle 12a. FIGS. 5A to 5C show an outline of processing by the vehicle 12. The merge process is executed in the vehicle control device 30 and the inter-vehicle communication is executed in the terminal device 14. However, in the following description, these processes may be shown to be executed by the vehicle 12 for the sake of clarity. The merging process includes four states, which are state 1: service out, state 2: waiting for consensus building, state 3: consensus building establishment, and state 4: merging complete.

  FIG. 5A shows state 1: service out, state 2: waiting for consensus formation. The main line 200, the merging channel 202, the merging section starting point 204, the target merging position 206, and the merging traveling section 208 are shown in the same manner as in FIGS. The state 1 shows a state before starting the merging process. The service starting point 210 is arranged at a position away from the merging section start point 204 by a predetermined distance in the main line 200 and the merging channel 202 in the direction opposite to the target merging position 206 from the merging section starting point 204. The predetermined distance may be a predetermined value, or may be a value set according to the shape of the main line 200 and the combined flow path 202. Moreover, the predetermined distance in the main line 200 and the predetermined distance in the combined channel 202 may be different. The first vehicle 12a and the second vehicle 12b are in the state 1 until the service starting point 210 is passed, and the merging process is not started. Even if the merge process has not started, the first vehicle 12a and the second vehicle 12b perform inter-vehicle communication.

  The state 2 indicates a state in which the first vehicle 12a recognizes the presence of the second vehicle 12b and confirms whether or not it is necessary to receive. The second vehicle 12b recognizes that the first vehicle 12a is traveling on the main line 200 by inter-vehicle communication. When the second vehicle 12b passes the service starting point 210, the second vehicle 12b issues a join acceptance request to the first vehicle 12a. The merge acceptance request includes, for example, information on the target merge position 206 and the remaining number of remaining seconds. The target merging position 206 is a position at which merging is completed (when acceleration is completed), and indicates a distance (m) from the merging section starting point 204. The remaining number of seconds for joining indicates the time (seconds) required to reach the target joining position 206. Here, the join acceptance request is broadcast by being included in the packet signal.

  When the first vehicle 12a passes the service starting point 210 and receives a packet signal that is a packet signal from the second vehicle 12b and includes a join acceptance request, the first vehicle 12a at the target join position 206 It is determined whether or not it interferes with 12b. The interference determination process will be described later. If it is determined that the first vehicle 12a interferes with the second vehicle 12b, the first vehicle 12a issues a merge acceptance acceptance to the second vehicle 12b. The joining acceptance acceptance is a notification for notifying acceptance of acceptance of the second vehicle 12b, and is broadcasted and included in the packet signal. The merge acceptance acceptance includes, for example, information on the consensus formation target vehicle, the target merge position 206, and the remaining number of merge seconds. The consensus formation target vehicle indicates the ID of a joining vehicle, for example, the second vehicle 12b, which is predicted to be located immediately before the first vehicle 12a when joining. The target merging position 206 and the remaining number of merging seconds are the same as the target merging position 206 and the remaining number of merging seconds included in the merging acceptance request. On the other hand, if it is determined that the first vehicle 12a does not interfere with the second vehicle 12b, the first vehicle 12a does not issue a join acceptance acceptance to the second vehicle 12b.

  FIG. 5B shows state 3: establishment of consensus building. The state 3 indicates a state in which the first vehicle 12a secures an inter-vehicle distance by deceleration with the second vehicle 12b as a consensus formation target. The second vehicle 12b travels according to the travel model described above. That is, the second vehicle 12b travels at a constant speed up to the merging section start point 204 and travels while accelerating to the target speed at the assumed merging acceleration after passing through the merging section starting point 204. The constant speed traveling is performed at a regulated speed, for example. The second vehicle 12b periodically issues a consensus notification that includes information indicating such a traveling situation, for example, information indicating a time until the target joining position 206 is reached. The notice of consensus formation for the first vehicle 12a is included in the packet signal and broadcast.

  On the other hand, when it is determined that the first vehicle 12a interferes with the second vehicle 12b in the state 2, the first vehicle 12a travels while decelerating the main line 200. This is to increase the inter-vehicle distance from the second vehicle 12b at the target merge position 206. The first vehicle 12a may correct the degree of deceleration of the first vehicle 12a based on the information included in the packet signal from the second vehicle 12b. The first vehicle 12a periodically issues a consensus notice for the second vehicle 12b. The agreement formation completion notification indicates that the second vehicle 12b is an agreement formation target vehicle. Further, the consensus completion notification may include information indicating a traveling state of the first vehicle 12a. The notice of consensus formation is broadcast by being included in the packet signal.

  FIG. 5C shows state 4: completion of merging. State 4 shows a state in which the second vehicle 12b, which is a consensus formation target vehicle, has joined the front of the first vehicle 12a. When the second vehicle 12b reaches the target speed, the second vehicle 12b issues a service-out (main line) notification that the merging with the main line 200 has been completed. The service out (main line) notification is transmitted by broadcast included in the packet signal. When the first vehicle 12a receives a packet signal that is a packet signal from the second vehicle 12b and includes a service-out (main line) notification, the merge of the second vehicle 12b, which is a consensus formation target vehicle, is completed. As a result, a service out notification is issued. The service-out notification is transmitted by broadcast included in the packet signal.

  FIG. 6 is a sequence diagram illustrating a merging procedure between the vehicles 12 according to the first embodiment of the present invention. The second vehicle 12b transmits a join acceptance request to the first vehicle 12a (S10), and the first vehicle 12a transmits a join acceptance acceptance to the second vehicle 12b (S12). These correspond to the state 2 described above. The merge formation notification is exchanged between the second vehicle 12b and the first vehicle 12a (S14, S16). These correspond to the state 3 described above. The second vehicle 12b transmits service out to the first vehicle 12a (S18), and the first vehicle 12a transmits service out notification to the second vehicle 12b (S20). These correspond to the state 4 described above.

  FIG. 7 shows a format of data included in a packet signal transmitted / received in the terminal device 14. The data includes a plurality of types of data frames, and each data frame includes a plurality of types of data elements. The meaning of the data element is shown in the overview. The data frame “position information” corresponds to the position information described above, and the data frame “vehicle state” corresponds to the speed information described above. The data frame “road alignment information” indicates position information of the merging section start point 204, and the data frame “travel information” indicates whether the vehicle travels on the main line 200 or travels on the merge path 202. The data frame “consensus building information” includes information used in the above-described synthesis process, and in particular, by the data element “consensus building notification type”, a merge acceptance request, a service-in notification, a merge acceptance acceptance, an agreement completion notification, Either service-out notification (main line) or service-out notification (join) is specified.

  Next, the process in the confluence | merging process part 42 of the 2nd vehicle 12b is demonstrated, using FIG. FIG. 8 shows a state transition in the merging processing unit 42. The state shown in FIG. 8 corresponds to the state so far. The merging processing unit 42 issues a service out notification (merging) in the state 1: service out (merging) (T100). If the merge processing unit 42 determines service-in in the state 1 (T102), the merge processing unit 42 shifts to a state 2: waiting for a merge acceptance acceptance and issues a merge acceptance request (T104). Here, the service-in determination is made when the host vehicle exists at the target joining position 206 from the service starting point 210.

  If the merge processing unit 42 determines service out in the state 2 (T106), the merge processing unit 42 makes a transition to the state 1 (T100). Here, the service-out determination is made when a) the end point of the merging travel section 208 is passed without reaching the target speed, or b) the vehicle is out of the course. If the merge processing unit 42 determines completion of merge in state 2 (T108), the merge processing unit 42 makes a transition to state 4: service out (main line) and issues a service out notification (main line) (T116). Here, the determination of completion of merging is made when the merging section starting point 204 is passed and the target speed is reached. If the merge processing unit 42 receives the merge acceptance acceptance in the state 2 (T110), the merge processing unit 42 makes a transition to the state 3: agreement formation establishment and issues an agreement formation completion notification (T112).

  If the merge processing unit 42 determines service out in the state 3 (T106), the merge processing unit 42 makes a transition to the state 1 (T100). If the merge processing unit 42 determines that the merge is completed in the state 3 (T114), the merge processing unit 42 makes a transition to the state 4 (T116). If the merge processing unit 42 receives the merge acceptance acceptance or the agreement formation completion notification in the state 3 (T118), the merge processing unit 42 maintains the state 3 (T112). If the consensus formed notification is interrupted (less than N consecutive times) in state 3 (T120), the merge processing unit 42 maintains state 3 (T112). The merge processing unit 42 transitions to the state 2 when the consensus formed notification is interrupted (N consecutive times) in the state 3 (T122), or when information other than the merge acceptance acceptance or the consensus formed notification is received (T122). (T104).

  Next, the process in the confluence | merging process part 42 of the 1st vehicle 12a is demonstrated, using FIG. FIG. 9 shows another state transition in the merging processing unit 42. The state shown in FIG. 9 corresponds to the state so far, but state 2 so far is divided into state 2-1 and state 2-2. The merge processing unit 42 issues a service out notification (main line) in state 1: service out (main line) (T200). If the merge processing unit 42 determines service in in the state 1 (T202), the merge processing unit 42 makes a transition to the state 2-1: waiting for a merge acceptance request and issues a service in notification (T204).

  If the merge processing unit 42 determines service out in the state 2-1 (T 206), the merge processing unit 42 makes a transition to the state 1 (T 200). Here, the service-out determination is made when a) the end point of the merging travel section 208 is passed, or b) when the vehicle is off the course. If the merge processing unit 42 receives the merge acceptance request in the state 2-1 and detects the interfering vehicle 12 (T 208), the merge processing unit 42 transitions to the state 2-2: waiting for consensus formation and issues a merge acceptance acceptance ( T210).

  If the merge processing unit 42 determines service out in the state 2-2 (T206), the merge processing unit 42 makes a transition to the state 1 (T200). If the consensus formation notification is received in state 2-2 and the condition of the interfering vehicle 12 is satisfied (T212), the confluence processing unit 42 transitions to state 3: consensus formation establishment, and the confluence formation notification is sent. The speed is issued and the speed is indicated (T220). The merge processing unit 42 receives the merge acceptance request in the state 2-2 and detects the interfering vehicle 12 (evaluation target other than the target vehicle) (T214), and maintains the state 2-2 (T210). If the consensus formed notification is interrupted (less than N consecutive times) in the state 2-2 (T216), the merge processing unit 42 maintains the state 2-2 (T210). When the state corresponds to any one of a) to c) in state 2-2 (T218), the merge processing unit 42 makes a transition to state 2-1 (T204). a) is the case where the consensus notification has been interrupted (N consecutive times), b) is the case where the interference condition is not satisfied, and c) receives the service-out notification (join or main line) from the target vehicle. This is the case.

  If the merge processing unit 42 determines service out in the state 3 (T206), the joining processing unit 42 makes a transition to the state 1 (T200). When the consensus formation notification is received in state 3 and the condition of the interfering vehicle 12 is satisfied (T212), the merge processing unit 42 maintains state 3 (T220). If the consensus formation notification is interrupted (less than N consecutive times) in state 3 (T222), the merge processing unit 42 maintains state 3 (T220). When the state corresponds to any of the above-mentioned a) to c) in the state 3 (T218), the confluence processing unit 42 makes a transition to the state 2-1 (T204).

  Returning to FIG. When the main vehicle 12 is the first vehicle 12a, the merging processing unit 42 detects the interfering vehicle 12 in the state 2-1 in FIG. 9 (T208) and instructs the speed in the state 3 in FIG. (T220). The merge processing unit 42 causes the interference processing unit 44 to execute these processes. The first acquisition unit 50 acquires the position information and speed information of the first vehicle 12 a from the position information acquisition device 16 via the I / O unit 40. Further, the second acquisition unit 52 acquires the position information and speed information of the second vehicle 12b from the terminal device 14 via the I / O unit 40.

  Based on the position information and speed information acquired by the second acquisition unit 52 and the position information and speed information acquired by the first acquisition unit 50, the determination unit 54 determines that the second vehicle 12b is in front of the first vehicle 12a. It is determined whether or not interference occurs when merging. The case where the second vehicle 12b merges in front of the first vehicle 12a corresponds to the case where the second vehicle 12b merges with the main line 200 in FIG. Further, such interference determination in the determination unit 54 corresponds to the processing of T208 in FIG. Here, interference determination will be specifically described.

  The determination unit 54 holds the main line regulation speed (Vhu) and the assumed main line deceleration (Ah) as information on the first vehicle 12a, and also obtains the current speed (Vhn) and the current position (Phn) from the first acquisition unit 50. Accept. The determination unit 54 derives the relative position (Lhn), the travel distance (Rh), the adjustment travel distance (R′h), the target joining position (Lhp), and the deceleration start time (Tha) by calculation. The relative position (Lhn) is a distance from the current position (Phn) of the first vehicle 12a to the merging section start point 204. The determination unit 54 holds the assumed converging acceleration (Ag) as information on the second vehicle 12 b and receives the current speed (Vgn) and the current position (Pgn) from the second acquisition unit 52. Here, the assumed confluence acceleration (Ag) is a predetermined acceleration, and an acceleration at a general high speed confluence is assumed. The determination unit 54 derives the relative position (Lgn) and the target joining position (Lgp) by calculation. The relative position (Lgn) is a distance from the current position (Pgn) of the second vehicle 12b to the merging section start point 204. The determination unit 54 holds a safe inter-vehicle distance time (Td), a safe inter-vehicle distance forward coefficient (f), a safe inter-vehicle distance backward coefficient (b), and a driver reaction time (Tε) as determination threshold values. The determination unit 54 holds the merging section start point (Ps) and derives the merging completion predicted time (T) by calculation.

The determination unit 54 derives the merge completion prediction time (T) as follows.
Lgn / Vgn + (Vhu−Vgn) / Ag when Lgn> 0
When Lgn ≦ 0, (Vhu−Vgn) / Ag
The determination unit 54 derives the target joining position (Lgp) as follows.
When Lgn> 0, − (Vhu−Vgn) (Vhu + Vgn) / 2Ag
When Lgn ≦ 0, Lgn− (Vhu−Vgn) (Vhu + Vgn) / 2Ag
The determination unit 54 derives the travel distance (Rh) of the first vehicle 12a as follows.
Rh = Vhn * T
Note that Lgn> 0 corresponds to the case where the current position (Lgn) of the second vehicle 12b is upstream of the merging section starting point 204 (before reaching the merging section starting point 204), and Lgn ≦ 0 is the second vehicle 12b. Corresponds to the case where the current position (Lgn) is downstream of the merging section starting point 204 (on the merging section starting point 204 or after passing through the merging section starting point 204).

  The determination unit 54 determines the occurrence of interference when Lgp−Lhn + Rh> −Td * b * Vhu and Lgp−Lhn + Rh <Td * f * Vhu are satisfied. On the other hand, the determination part 54 determines that interference does not occur when this condition is not satisfied. The determination unit 54 outputs the determination result to the merge processing unit 42. When a plurality of join acceptance requests are received, the determination unit 54 determines whether interference occurs from the head vehicle 12 at the current position among them. That is, the merging processing unit 42 sets the vehicle 12 that is initially interfered by the determination unit 54 as a target vehicle.

  FIG. 10 shows an outline of processing in the determination unit 54, particularly processing for determining whether or not interference occurs. Here, the case where the 2nd vehicle 12b exists in the target merge position 206 is assumed. In such a situation, the first distance Df is defined in front of the second vehicle 12b, and the second distance Db is defined in rear of the second vehicle 12b. The first distance Df corresponds to the aforementioned Td * f * Vhu, and the second distance Db corresponds to the aforementioned Td * b * Vhu. A range specified by the first distance Df and the second distance Db corresponds to the above-described interference range. The determination unit 54 determines whether the first vehicle 12a is merged within the first distance Df and the second distance Db when the second vehicle 12b is present at the target merge position 206, that is, the first vehicle 12a is within the interference range. In the case of joining, it is determined that interference occurs.

  Since both the first distance Df and the second distance Db depend on the main line restriction speed (Vhu), the determination unit 54 adjusts the first distance Df and the second distance Db according to the restriction speed of the main line 200. To do. In the determination unit 54, the first distance Df is shorter than the second distance Db. This corresponds to the safety inter-vehicle distance front coefficient (f) being smaller than the safe inter-vehicle distance rear coefficient (b). For example, the safe inter-vehicle distance front coefficient (f) is set to “0.25”, and the safe inter-vehicle distance rear coefficient (b) is set to “0.75”. Further, the first distance Df is set to a value close to “0”. This is because it is assumed that the second vehicle 12b adjusts the timing with an autonomous sensor. On the other hand, the second distance Db is a distance corresponding to 2 seconds of the main line regulation speed, and is matched to the target inter-vehicle distance. Since the first distance Df is shortened, it is difficult to determine that interference occurs in front of the second vehicle 12b. On the other hand, since the second distance Db is not shortened, it is not difficult to determine that interference occurs behind the second vehicle 12b.

When interference occurs, the determination unit 54 determines that adjustment of the speed of the first vehicle 12a, particularly deceleration, is necessary. If the determination unit 54 determines that deceleration is necessary, the determination unit 54 derives a deceleration start time (Tha). First, the determination unit 54 derives the adjustment travel distance (R′h) as follows.
R′h = Vhn * t1 + Vhn * t2 + 0.5 * Ah * t2 ²
The determination unit 54 derives the target arrival position (Lhp) as follows.
Lhp = Lgp + Td * b * Vhu
Since Lhn−R′h = Lhp, the determination unit 54 derives the deceleration start time (Tha) as follows.
t1 + t2 = T
t2 = √ (2 (−Td * b * Vhu−Lgp + Lhn−Rh) / Ah)
Tha = t1 = T-t2
The determination unit 54 outputs the deceleration start time (Tha) to the instruction unit 56.

  The instruction unit 56 receives the deceleration start time (Tha) from the determination unit 54. The instruction unit 56 determines to maintain the speed when t1> 0 + Tε, and instructs the automatic operation control device 32 to maintain the speed via the I / O unit 40. At that time, a speed maintenance command is output from the I / O unit 40 to the automatic operation control device 32. On the other hand, when t1 ≦ 0 + Tε, the instruction unit 56 determines deceleration and instructs the automatic operation control device 32 via the I / O unit 40 to decelerate. At this time, a deceleration command is output from the I / O unit 40 to the automatic operation control device 32. That is, the instruction unit 56 causes the automatic operation control device 32 to adjust the speed when the determination unit 54 determines that the speed adjustment is necessary. Such an instruction in the instruction unit 56 corresponds to the instruction of T220 in FIG.

  This configuration can be realized in terms of hardware by a CPU, memory, or other LSI of any computer, and in terms of software, it can be realized by a program loaded in the memory, but here it is realized by their cooperation. Draw functional blocks. Accordingly, those skilled in the art will understand that these functional blocks can be realized in various forms only by hardware, or by a combination of hardware and software.

  The operation of the vehicle control device 30 configured as described above will be described. FIGS. 11A to 11D are flowcharts showing a joining procedure by the vehicle control device 30. FIG. This corresponds to the processing in the merging processing unit 42 of the second vehicle 12b. FIG. 11A corresponds to state 1. When the service is in (Y in S100), the merging processing unit 42 makes a transition to the state 2 (S102). When it is not service-in (N of S100), the merging processing unit 42 maintains the state 1 (S104).

  FIG. 11B corresponds to state 2. If it is service-in (Y in S120), does not correspond to T108 by the merge completion determination (N in S122), and does not correspond to T110 by the message determination (N in S124), the merge processing unit 42 maintains state 2 ( S126). When it corresponds to T110 by the message determination (Y of S124), the merging processing unit 42 makes a transition to the state 3 (S128). When the merge completion determination corresponds to T108 (Y in S122), the merge processing unit 42 makes a transition to the state 4 (S130). When it is not service-in (N of S120), the merging processing unit 42 makes a transition to the state 1 (S132).

  FIG. 11C corresponds to state 3. If it is service-in (Y in S150), does not correspond to T114 by the merge completion determination (N in S152), and corresponds to T122 by message determination (T122 in S124), the merge processing unit 42 transitions to state 2 ( S156). If the message determination corresponds to T118 or T120 (T118 or T120 in S154), the merging processing unit 42 maintains state 3 (S158). When it corresponds to T114 by the merge completion determination (Y in S152), the merge processing unit 42 makes a transition to the state 4 (S160). When it is not service-in (N of S150), the merging processing unit 42 makes a transition to the state 1 (S132).

  FIG. 11D corresponds to state 4. The merge processing unit 42 maintains the state 4 (S180).

  FIGS. 12A to 12D are flowcharts showing another merging procedure by the vehicle control device 30. FIG. This corresponds to the processing in the merging processing unit 42 of the first vehicle 12a. FIG. 12A corresponds to state 1. When it is service-in (Y of S200), the confluence | merging process part 42 makes a transition to the state 2-1. When it is not service-in (N of S200), the merging processing unit 42 maintains the state 1 (S204).

  FIG. 12B corresponds to state 2-1. If the service is in (Y in S220) and the message determination does not correspond to T208 (N in S222), the merging processing unit 42 maintains the state 2-1 (S224). When it corresponds to T208 by the message determination (Y in S222), the merge processing unit 42 makes a transition to the state 2-2 (S226). When it is not service-in (N of S220), the merging processing unit 42 makes a transition to the state 1 (S228).

  FIG. 12C corresponds to state 2-2. If the service is in (Y in S240), does not correspond to T212 by the message determination (N in S242), and corresponds to T218 by the message determination (T218 in S244), the merge processing unit 42 transitions to the state 2-1. (S246). If the message determination corresponds to T214 or T216 (T214 or T216 of S244), the merge processing unit 42 maintains the state 2-2 (S248). When the message determination corresponds to T212 (Y in S242), the merging processing unit 42 makes a transition to the state 3 (S250). When it is not service-in (N of S240), the merging processing unit 42 makes a transition to the state 1 (S252).

  FIG. 12D corresponds to the state 3. If it is service-in (Y in S270) and T218 is satisfied by the message determination (T218 in S272), the merge processing unit 42 makes a transition to the state 2-1 (S274). When it corresponds to T222 by the message determination (T222 of S272), the merging processing unit 42 maintains the state 3 (S276). When it is not service-in (N of S270), the merging processing unit 42 makes a transition to the state 1 (S278).

  According to the embodiment of the present invention, the first distance set in front of the second vehicle 12b is made shorter than the second distance set in the rear of the second vehicle 12b, so that the second distance is not shortened. Thus, the merging of the second vehicle 12b can be performed smoothly. Further, since the first distance is shortened, it is difficult to determine that interference occurs in front of the second vehicle 12b. Moreover, since it becomes difficult to determine that interference occurs, it is difficult to decelerate. Moreover, since it becomes difficult to decelerate, the influence on the vehicle 12 traveling on the main line 200 can be reduced. Further, since the first distance and the second distance are adjusted according to the road regulation speed, it is possible to set the first distance and the second distance suitable for each road. In addition, when the second vehicle 12b traveling on the merge path 202 to the main line 200 merges with the main line 200, the second vehicle 12b is smoothly merged and the influence on the vehicle 12 traveling on the main line 200 is affected. Can be reduced.

(Example 2)
Next, a second embodiment of the present invention will be described. As in the first embodiment, the second embodiment also relates to a vehicle control device mounted on a vehicle that performs automatic driving. Again, a situation is assumed in which the second vehicle from the merge path joins the main line on which the first vehicle is traveling. In the first embodiment, by exchanging information between the first vehicle and the second vehicle by inter-vehicle communication, a merging process for merging the second vehicle while changing the four states is executed. On the other hand, in the second embodiment, vehicle-to-vehicle communication is not executed, and road-to-vehicle communication with a base station device installed near the junction is executed. Such merge processing using road-to-vehicle communication is classified into the following two patterns.

  In the first pattern (hereinafter referred to as “first pattern”), road-to-vehicle communication from the base station apparatus to the first vehicle is executed, and road-to-vehicle communication from the base station apparatus to the second vehicle is not executed. That is, a vehicle traveling on the main line executes road-to-vehicle communication, but a vehicle traveling on the joint path does not perform road-to-vehicle communication. In this case, the base station device includes a sensor capable of detecting the second vehicle traveling along the joint path, and broadcasts the detection result of the sensor by road-to-vehicle communication. The first vehicle receives the detection result from the base station apparatus, and joins the second vehicle while adjusting the speed based on the detection result. In the first pattern, the second vehicle may not be automatically operated.

  In the second pattern (hereinafter referred to as “second pattern”), road-to-vehicle communication from the base station apparatus to the second vehicle is executed, and road-to-vehicle communication from the base station apparatus to the first vehicle is not executed. That is, a vehicle traveling on the joint path performs road-to-vehicle communication, but a vehicle traveling on the main line does not perform road-to-vehicle communication. In this case, the base station apparatus includes a sensor capable of detecting the first vehicle traveling on the main line, and broadcasts the detection result of the sensor by road-to-vehicle communication. The second vehicle receives the detection result from the base station device and merges while adjusting the speed based on the detection result. In the second pattern, the first vehicle may not be automatically operated. The vehicle 12 in the second embodiment is the same type as that shown in FIG. Here, it demonstrates centering on the difference from before.

(1) First Pattern FIGS. 13A to 13C show an outline of processing by the vehicle 12 according to the second embodiment of the present invention. FIG. 13A shows state 1: service out. The first vehicle 12a, the second vehicle 12b, the main line 200, the merging channel 202, the merging section starting point 204, the target merging position 206, and the merging traveling section 208 are shown in the same manner as in FIGS. Moreover, the 2nd vehicle 12b tends to merge with the main line 200 in the position ahead of the 1st vehicle 12a. However, unlike FIGS. 5A to 5C, the first vehicle 12a and the second vehicle 12b do not perform inter-vehicle communication. Instead, in FIG. 13A, the base station apparatus 10 is installed on the main line 200, and the base station apparatus 10 executes road-to-vehicle communication with the first vehicle 12a traveling on the main line 200. On the other hand, the base station apparatus 10 does not execute road-to-vehicle communication with the second vehicle 12b traveling along the joint path 202.

  Here, the base station apparatus 10 is provided with a sensor (not shown), and the sensor detects the second vehicle 12 b traveling in the joint path 202 by forming a detection range 300. The base station apparatus 10 transmits a detection result as vehicle detection information by road-to-vehicle communication. The vehicle detection information includes the speed of the second vehicle 12b and the distance to the merging section start point 204. Further, when a plurality of vehicles 12 are traveling in the combined flow path 202, the vehicle detection information includes information regarding the plurality of vehicles 12.

  FIG. 13B shows the state 2: inter-vehicle distance adjustment. State 2 indicates a state in which the first vehicle 12a secures an inter-vehicle distance by deceleration with the second vehicle 12b included in the vehicle detection information from the base station device 10 as a target. Here, the first vehicle 12a is assumed to accelerate at an assumed acceleration after the second vehicle 12b passes the merging section start point 204, and determines whether or not the second vehicle 12b interferes with the second vehicle 12b. In addition, when it is determined that the first vehicle 12a interferes with the second vehicle 12b, the first vehicle 12a is decelerated so as to facilitate the merging of the second vehicle 12b, thereby securing a clearance. The determination of whether or not to interfere and the derivation of the deceleration start time for deceleration may be performed in the same manner as in the first embodiment, and thus description thereof is omitted here. The deceleration start time may be referred to as an inter-vehicle adjustment start time. FIG. 13C shows a state in which the second vehicle 12b has joined the front of the first vehicle 12a. This is shown in the same manner as in FIG.

  FIG. 14 is a sequence diagram illustrating a merging procedure in the vehicle 12 according to the second embodiment of the present invention. The base station apparatus 10 sequentially transmits vehicle detection information to the first vehicle 12a (S300, S302, S304). The first vehicle 12a receives these vehicle detection information. This corresponds to state 1 and state 2 described above.

  FIG. 15 is a diagram illustrating a format of data included in a packet signal received by the terminal device 14 according to the second embodiment of the present invention. The data includes a plurality of types of data frames, and each data frame includes a plurality of types of data elements. The meaning of the data element is shown in the overview. The data frame “vehicle detection information” corresponds to the vehicle detection information described above. The data element “detected vehicle position” indicates the distance to the merging section start point 204, and the data element “detected vehicle speed” indicates the speed of the second vehicle 12b. The data element “roadside machine ID” corresponds to information for identifying the base station apparatus 10.

  FIG. 16 shows a state transition in the vehicle control device 30 according to the second embodiment of the present invention. This corresponds to processing in the merging processing unit 42 of the first vehicle 12a. The state shown in FIG. 16 corresponds to the state so far. The merge processing unit 42 issues a service out notification (main line) in state 1: service out (main line) (T300). When determining that the service-in is in state 1 (T302), the merging processing unit 42 makes a transition to state 2: inter-vehicle distance adjustment, issues an inter-vehicle distance adjustment notification, and instructs a speed (T304). If the merge processing unit 42 determines service out in the state 2 (T306), the merge processing unit 42 makes a transition to the state 1 (T300). Here, the service-out determination is made when a) the end point of the merging travel section 208 is passed, or b) when the vehicle is off the course.

(2) Second Pattern FIGS. 17A to 17C show an outline of another process performed by the vehicle 12 according to the second embodiment of the present invention. FIG. 17A shows state 1: service out. The first vehicle 12a, the second vehicle 12b, the main line 200, the merging channel 202, the merging section starting point 204, the target merging position 206, and the merging traveling section 208 are shown in the same manner as in FIGS. Also here, the first vehicle 12a and the second vehicle 12b do not perform inter-vehicle communication, and the base station apparatus 10 is installed on the main line 200. However, the base station apparatus 10 performs road-to-vehicle communication with the second vehicle 12b that travels along the joint path 202, and does not perform road-to-vehicle communication with the first vehicle 12a that travels along the main line 200.

  The base station apparatus 10 is provided with a sensor (not shown), and the sensor detects the vehicle 12 traveling on the main line 200 by forming a detection range 302. The base station apparatus 10 transmits a detection result as vehicle detection information by road-to-vehicle communication. The vehicle detection information includes the speed of the first vehicle 12a and the distance to the merging section start point 204. In addition, when a plurality of vehicles 12 are traveling on the main line 200, the vehicle detection information includes information on the plurality of vehicles 12.

  FIG. 17B shows state 2: merge timing adjustment. State 2 indicates a state in which the second vehicle 12b adjusts the timing of merging with the main line 200 with the first vehicle 12a included in the vehicle detection information from the base station device 10 as a target. The second vehicle 12b recognizes the presence of the main line car based on the vehicle detection information from the base station device 10 and confirms whether or not the vehicle can join. At that time, the second vehicle 12b assumes that the first vehicle 12a travels at a constant speed, and assumes that the second vehicle 12b accelerates at an assumed acceleration after passing through the merging section start point 204. The second vehicle 12b calculates a position at which merging is easy and adjusts the acceleration timing. In particular, the second vehicle 12b joins aiming at the earliest possible vehicle gap that occurs within the time when it can join. A position at the completion of merging (when acceleration is completed) is indicated as a target merging position 206.

  Here, the confirmation of whether or not merging is possible in the interference processing unit 44 of the second vehicle 12b will be specifically described. As the case where the second vehicle 12b merges, three types of cases 1 to 3 are assumed. In case 1, the second vehicle 12b tries to join in front of the first vehicle 12a. When the second vehicle 12b joins ahead of the second distance Db from the first vehicle 12a, the interference processing unit 44 determines that the joining can be made ahead of the first vehicle 12a. In case 2, the second vehicle 12b tries to join the rear of the first vehicle 12a. If the second vehicle 12b joins behind the first distance Df from the first vehicle 12a, the interference processing unit 44 determines that the joint can be made behind the first vehicle 12a. In Case 3, the second vehicle 12b tries to join between the first distance Df set behind the first vehicle 12a and the second distance Db set ahead of the first vehicle 12a. The combination of the first distance Df and the second distance Db corresponds to the interference range of the first embodiment. In this case, the interference processing unit 44 adjusts the speed of the second vehicle 12b so that the second vehicle 12b merges behind the first vehicle 12a.

  Further, the determination of whether interference occurs in the interference processing unit 44 and the adjustment of the speed of the second vehicle 12b will be described in detail. The determination unit 54 of the interference processing unit 44 holds the main line regulation speed (Vhu) as the information of the first vehicle 12a, and obtains the current speed (Vhn), the current position (Phn), and the relative position (Lhn) second. Accept from part 52. The relative position (Lhn) is a distance from the current position (Phn) of the first vehicle 12a to the merging section start point 204. The determination unit 54 derives the travel distance (Rh) and the target joining position (Lhp) by calculation. The determination unit 54 holds the assumed merging acceleration (Ag) as information on the second vehicle 12 b and receives the current speed (Vgn) and the relative position (Lgn) from the first acquisition unit 50. The relative position (Lgn) is a distance from the current position (Pgn) of the second vehicle 12b to the merging section start point 204. Further, the determination unit 54 derives a target joining position (Lgp) by calculation. The determination unit 54 holds a safe inter-vehicle distance time (Td), a safe inter-vehicle distance forward coefficient (f), a safe inter-vehicle distance backward coefficient (b), and a driver reaction time (Tε) as determination threshold values. The determination unit 54 holds the merging section start point (Ps), acquires the merging section end point (Le) from the second acquisition unit 52, and derives the merging completion predicted time (T) by calculation.

The determination unit 54 calculates the initial value as follows. The determination unit 54 derives the required acceleration time (Ta) by (Vhu−Vgn) / Ag. Further, the determination unit 54 sets the merging completion predicted time (T1) to Lgn / Vgn + Ta when Lgn> 0, and Ta when Lgn ≦ 0. Further, the determination unit 54 sets the merging vehicle target merging position (Lgp1) to − (Vhu−Vgn) (Vhu + Vgn) / 2Ag when Lgn> 0, and Lgn− (Vhu−Vgn) (Vhu + Vgn) when Lgn ≦ 0. / 2Ag. The determination unit 54 sets the constant speed travel distance upper limit (Rgmax) as the merge section distance + Lgp1 (the merge section distance = the merge section end point). When Rgmax <0, it is determined that the merge has failed. This corresponds to a case where the distance required for acceleration to the target speed is insufficient.
Note that Lgn> 0 corresponds to the case where the current position (Lgn) of the second vehicle 12b is upstream of the merging section starting point 204 (before reaching the merging section starting point 204), and Lgn ≦ 0 is the second vehicle 12b. Corresponds to the case where the current position (Lgn) is downstream of the merging section starting point 204 (on the merging section starting point 204 or after passing through the merging section starting point 204).

Next, the determination unit 54 performs the determination process as follows. The determination unit 54 is input with the predicted completion time (T), the target vehicle arrival position (Lgp), the required acceleration time (Ta), and the constant speed travel distance upper limit (Rgmax). The determination unit 54 derives the travel distance (Rh) of the first vehicle 12a as follows.
Rh = Vhn * T
If Lgp−Lhn + Rh ≦ −Td * b * Vhu, the determination unit 54 corresponds to Case 1 and determines that the vehicle can merge in front of the first vehicle 12a. When Lgn ≦ 0 & T ≦ Ta + Tε, the instruction unit 56 instructs acceleration. In other cases, the instruction unit 56 does not output an instruction. In addition, a predicted merging completion time (T) and a target merging position (Lgp) are output. If Lgp−Lhn + Rh ≦ Td * f * Vhu, the determination unit 54 corresponds to Case 2 and determines that the vehicle can join the rear of the first vehicle 12a. At that time, the expected merging completion time (T) and the target merging position (Lgp) are output. When Lgp−Lhn + Rh> −Td * b * Vhu and Lgp−Lhn + Rh <Td * f * Vhu, the determination unit 54 determines that the case 3 is satisfied and interference occurs. At that time, by adjusting the timing of the second vehicle 12b, it becomes possible to join the rear of the first vehicle 12a.

The determination unit 54 performs timing adjustment as follows.
−Td * b * Vhu− (Lgp−Lhn + Rh) = − (Vhn−Vgn) * t
t = (Td * b * Vhu + Lgp−Lhn + Rh) / (Vhn−Vgn)
Updated with T = T + t, Lgp = Lgp−t * Vgn. Furthermore, the determination unit 54 performs the merging section travel time determination, and determines that merging is possible when T ≦ Rgmax / Vgn + Ta. On the other hand, the determination part 54 determines with a merge failure, when the above-mentioned conditions are not satisfied.

  FIG. 17C shows state 3: service out (main line). For example, the state 3 indicates a state in which the second vehicle 12b joins ahead of the first vehicle 12a. This is shown in the same manner as in FIG.

  FIG. 18 is a sequence diagram showing another merging procedure in the vehicle 12 according to the second embodiment of the present invention. The base station device 10 sequentially transmits vehicle detection information to the second vehicle 12b (S320, S322, S324). The second vehicle 12b receives these vehicle detection information. This corresponds to state 1 and state 2 described above.

  FIG. 19 shows another state transition in the vehicle control device 30 according to the second embodiment of the present invention. This corresponds to the processing in the merging processing unit 42 of the second vehicle 12b. The state shown in FIG. 19 corresponds to the state so far. The joining processing unit 42 issues a service out notification (joining) in the state 1: service out (joining) (T400). If it is determined that the service-in is in state 1 (T402), the merging processing unit 42 transitions to state 2: merging timing adjustment, issues a merging timing adjustment notification, and instructs the speed (T404). If the merge processing unit 42 determines service out in the state 2 (T406), the merge processing unit 42 makes a transition to the state 1 (T400). Here, the service-out determination is made when a) the end point of the merging travel section 208 is passed without reaching the target speed, or b) the vehicle is out of the course. If the merge processing unit 42 determines the completion of merge in state 2 (T408), the merge processing unit 42 makes a transition to state 3: service out (main line) and issues a service out notification (main line) (T410). Here, completion of merging is determined when the merging section starting point 204 is passed and the target speed is reached.

  FIG. 20 is a flowchart illustrating a merging procedure by the vehicle control device 30 according to the second embodiment of the present invention. If it is not possible to merge in front of the vehicle 12 on the main line 200 (N in S300) and can merge in the rear of the vehicle 12 on the main line 200 (Y in S302), the interference processing unit 44 determines that it can merge (S302). S304). When it is possible to merge in front of the vehicle 12 on the main line 200 (Y in S300), the interference processing unit 44 determines that the merge is possible (S304). If it is not possible to merge the vehicle 200 behind the main line 200 (N in S302), if it is within the interference range (Y in S306), the interference processing unit 44 determines that the merge is possible after adjusting the speed (S308). ). If not within the interference range (N in S306), the interference processing unit 44 determines that the merging is impossible (S310).

  According to the embodiment of the present invention, the merging process is executed in the vehicle control device 30 based on the detection result of the sensor provided in the base station device 10, and therefore the vehicle 12 that does not support inter-vehicle communication is included. Even if it exists, the confluence | merging process can be performed in the vehicle 12 corresponding to road-to-vehicle communication. Even if the vehicle 12 that does not support vehicle-to-vehicle communication is included, the merge process is executed in the vehicle 12 that supports road-to-vehicle communication, so the merge process can be realized early.

  The outline of one embodiment of the present invention is as follows. A vehicle control device according to an aspect of the present invention is a vehicle control device that can be mounted on a vehicle, and includes a first acquisition unit that acquires position information and speed information of the vehicle, and position information and speed information of another vehicle. Based on the position information and speed information acquired in the second acquisition unit, the position information and speed information acquired in the second acquisition unit, and the position information and speed information acquired in the first acquisition unit, another vehicle joins the vehicle. A determination unit that determines whether or not the speed of the vehicle needs to be adjusted, and an instruction unit that adjusts the speed when the determination unit determines that the speed adjustment is necessary. The determination unit determines that the speed needs to be adjusted when the vehicle is merged in the range of the first distance ahead of the other vehicle and the second distance rearward of the other vehicle. The first distance is shorter than the second distance.

  According to this aspect, the first distance set in front of the other vehicle is made shorter than the second distance set in the rear of the other vehicle, so the main line travels while smooth merging of the other vehicles. Can reduce the impact on the vehicle.

  The determination unit may adjust the first distance and the second distance according to a regulation speed of a road on which the vehicle is traveling. In this case, since the first distance and the second distance are adjusted according to the road regulation speed, the first distance and the second distance suitable for each road can be set.

  The vehicle may be traveling on a main road, and other vehicles may be traveling on a joint path to the main line. In this case, when another vehicle traveling on the main road to the main line merges with the main road, the influence on the vehicle traveling on the main line can be reduced while smoothly merging the other vehicles.

  Another aspect of the present invention is a vehicle control method. This method is a vehicle control method in a vehicle control device that can be mounted on a vehicle, the step of acquiring position information and speed information of the vehicle, and the step of acquiring position information and speed information of another vehicle; Based on the acquired position information and speed information of the vehicle and the acquired position information and speed information of the other vehicle, it is necessary to adjust the speed of the vehicle when another vehicle joins the vehicle. A step of determining whether or not there is a step, and a step of adjusting the speed when it is determined that the speed needs to be adjusted. The step of determining determines that the speed adjustment is necessary and determines when the vehicle is merged in the range of the first distance ahead of the other vehicle and the second distance behind the other vehicle. In the step, the first distance is shorter than the second distance.

  In the above, this invention was demonstrated based on the Example. This embodiment is an exemplification, and it will be understood by those skilled in the art that various modifications can be made to each of those constituent elements or combinations of processing processes, and such modifications are also within the scope of the present invention. .

  In the first and second embodiments of the present invention, the case where the vehicle 12 traveling along the merge path 202 merges with the main line 200 is used as an example. However, the present invention is not limited to this. For example, it may be a case where the lane must be changed during a predetermined distance. According to this modification, the application range can be expanded.

  In the first embodiment of the present invention, vehicle-to-vehicle communication is used, and in the second embodiment of the present invention, the first pattern and the second pattern are used as road-to-vehicle communication. However, the present invention is not limited thereto, and for example, inter-vehicle communication, the first pattern, and the second pattern may be arbitrarily combined. According to this modification, a combined effect can be obtained.

  10 base station devices, 12 vehicles, 14 terminal devices, 16 location information acquisition devices, 20 networks, 22 areas, 24 areas outside, 30 vehicle control devices, 32 automatic operation control devices, 40 I / O units, 42 merging processing units, 44 interference processing unit, 50 first acquisition unit, 52 second acquisition unit, 54 determination unit, 56 instruction unit, 60 I / O unit, 62 processing unit, 100 communication system.

Claims (4)

A vehicle control device that can be mounted on a vehicle,
A first acquisition unit for acquiring position information and speed information of the vehicle;
A second acquisition unit that acquires position information and speed information of another vehicle;
Based on the position information and speed information acquired in the second acquisition unit, and the position information and speed information acquired in the first acquisition unit, the speed of the vehicle is determined when another vehicle joins the vehicle. A determination unit that determines whether adjustment is necessary;
If the determination unit determines that speed adjustment is necessary, an instruction unit for adjusting the speed is provided.
The determination unit determines that speed adjustment is necessary when the vehicle is merged in a range that is a first distance ahead of another vehicle and a second distance behind the other vehicle,
In the determination unit, the first distance is shorter than the second distance.   The vehicle control device according to claim 1, wherein the determination unit adjusts the first distance and the second distance according to a regulation speed of a road on which the vehicle is traveling.   The vehicle control apparatus according to claim 1, wherein the vehicle is traveling on a main road, and the other vehicles are traveling on a joint path to the main line. A vehicle control method in a vehicle control device that can be mounted on a vehicle,
Obtaining position information and speed information of the vehicle;
Obtaining position information and speed information of other vehicles;
Based on the acquired position information and speed information of the vehicle and the acquired position information and speed information of the other vehicle, the speed of the vehicle needs to be adjusted when another vehicle joins the vehicle. Determining whether or not,
A step of adjusting the speed when it is determined that the speed adjustment is necessary,
The determining step determines that the speed needs to be adjusted when the vehicle is merged in the range of the first distance ahead of the other vehicle and the second distance behind the other vehicle;
In the determining step, the first distance is shorter than the second distance.

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