JP2019028733A - Tandem traveling system - Google Patents

Abstract

To provide a tandem traveling system capable of allowing plural vehicles, which travel in tandem, to smoothly change lanes through autonomous driving.SOLUTION: When each of vehicles is traveling on the first lane, if a decision unit 35 decides that lanes can be changed, a traveling control unit 36 executes lane change from the first lane to the second lane, and executes space creation control for creating a space enabling another vehicle, which is traveling on the first lane ahead of an own vehicle on the second lane, to change lanes. A communication unit 21 transmits driving information, which is obtained under the space creation control, to the other vehicle. When the vehicle is traveling on the first lane, if the communication unit 21 receives the driving information obtained under the space creation control, the traveling control unit 36 executes parallel traveling control for allowing the own vehicle to move in parallel to the space, and the decision unit 35 decides whether changing lanes to the space can be achieved.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a row running system in which a plurality of vehicles run in a row by automatic driving.

  2. Description of the Related Art Conventionally, as in Patent Document 1, for example, a technique for realizing platooning that travels in a platoon with a plurality of vehicles by automatic driving is known. In such platooning, vehicle speed, distance between vehicles, etc. are kept constant by mutual communication between vehicles.

JP 11-328597 A

  By the way, in platooning, it is possible to change lanes for each platoon if there is sufficient space in the adjacent lane beyond the platoon length, but this situation is not always encountered when actually changing lanes. Therefore, there is a demand for a technology that allows each vehicle traveling in a platoon to smoothly change lanes to adjacent lanes.

  An object of the present invention is to provide a platooning system that can smoothly change lanes of a plurality of vehicles traveling in tandem by automatic driving.

  A convoy travel system that solves the above problems is a convoy travel system in which a plurality of vehicles travel by forming a convoy by automatic driving while mutually communicating driving information including the position of the own vehicle. Each includes a travel control unit that controls the speed and steering angle of the host vehicle, a determination unit that determines whether the lane of the host vehicle can be changed from the first lane to the second lane adjacent to the first lane, and the platoon A communication unit configured to be able to communicate with other vehicles forming the vehicle, and when the determination unit determines that the lane can be changed when traveling in the first lane, the traveling control unit After executing the lane change to the second lane, the travel control unit performs vehicle speed control to form a space in which the other vehicle traveling in the first lane in the second lane can change the lane in front of the host vehicle. Realize some space formation control When the communication unit transmits the driving information at the time of the space formation control to another vehicle, and the communication unit receives the driving information at the time of the space formation control from the other vehicle when traveling in the first lane, The travel control unit performs parallel control for causing the vehicle to travel in parallel in the space, and the determination unit determines whether or not a lane change to the space is possible.

  According to the above configuration, in the second lane, a space in which the vehicle traveling in the first lane can change lanes is formed in front of the vehicle by space formation control by the vehicle that has changed lanes. And the vehicle which is drive | working the 1st lane judges whether the lane change to a 2nd lane is feasible, parallelly running the space by parallel control. That is, according to the said structure, since formation of the space in a 2nd lane and the lane change to the said space are performed repeatedly, the lane change as the whole platoon can be performed smoothly.

In the row running system configured as described above, it is preferable that the driving information during the space formation control includes a control instruction value related to a vehicle speed in the space formation control.
According to the above configuration, the control instruction value related to the vehicle speed is included in the driving information during the space formation control. Therefore, in the parallel running control of the vehicle before the lane change, the vehicle speed can be controlled based on the deceleration of the vehicle immediately after the lane change, for example.

In the convoy travel system configured as described above, it is preferable that the lane change to the second lane is performed in order from the last vehicle traveling in the first lane.
According to the above configuration, since the lane change to the second lane is performed in order from the last vehicle traveling in the first lane, there is no need for the vehicle before the lane change to overtake the vehicle after the lane change. Therefore, the lane change as a whole platoon can be performed more smoothly.

In the row running system configured as described above, in the parallel running control, it is preferable that the running control unit controls the vehicle speed using a control instruction value related to the vehicle speed included in the driving information during the space formation control.
According to the above configuration, it is possible to control the vehicle speed while maintaining the inter-vehicle distance between the vehicles as the entire platoon.

In the convoy travel system configured as described above, it is preferable that the lane change to the second lane is performed in order from the vehicle that can change the lane among the vehicles that travel in the first lane.
According to the above configuration, since the lane change from the vehicle that can change lanes to the second lane is performed, the degree of freedom regarding the order of the vehicles that change lanes can be improved.

The figure which shows typically schematic structure of one Embodiment of a convoy travel system. The functional block diagram which shows the structure of the vehicle control apparatus in each vehicle. The figure which shows typically the detection range of a periphery condition detection part. The figure which shows an example of the state before a lane change typically. The sequence diagram which shows an example of the procedure of a lane change. (A) A diagram schematically showing a state where the lane change of the first vehicle is completed, (b) a diagram schematically showing a state where the lane change of the second vehicle is completed, (c) the third vehicle The figure which shows typically the state which the lane change of the vehicle of the vehicle was completed. (A) The figure which shows the state before a lane change typically, (b) The figure which shows the state which the lane change of the 1st vehicle was completed, (c) The lane change of the 2nd vehicle is completed And the figure which shows typically the state immediately before the lane change of the 3rd vehicle is performed.

An embodiment of a row running system will be described with reference to FIGS.
As shown in FIG. 1, the platooning system grasps the vehicle speed and positional relationship of each vehicle 10 by the vehicle control devices 20 of the vehicles 10 communicating with each other among a plurality of vehicles 10. The convoy travel that the following vehicle follows is realized with the vehicle 10 traveling as a preceding vehicle. In this row running system, the vehicle speed is controlled within the range below the maximum speed, and the inter-vehicle distance L is controlled to an appropriate distance according to the vehicle speed at that time. In this platooning system, the lane change of each vehicle 10 to the adjacent lane is realized by automatic driving. Hereinafter, the lane change of each vehicle 10 by automatic driving will be described in detail.

  As shown in FIG. 2, each of the plurality of vehicles 10 includes a vehicle control device 20 that controls driving of the vehicle. The vehicle control device 20 includes, as various functional units, a communication unit 21, a GNSS (Global Navigation Satellite System) reception unit 22, a surrounding state detection unit 23, a traveling state detection unit 24, a map database 25, a traveling route setting system 26, and An automatic operation ECU (Electronic Control Unit) 30 is provided. These various functional units are electrically connected to each other via the in-vehicle network 28.

  The communication unit 21 is configured to be able to communicate with each other between vehicles forming a formation. The communication unit 21 transmits various information regarding the host vehicle output to the in-vehicle network 28 to other vehicles as driving information associated with the ID of the host vehicle. The communication unit 21 receives the driving information transmitted by the other vehicle, and outputs the received driving information of the other vehicle to the in-vehicle network 28. The contents of the driving information will be described later.

  The GNSS reception unit 22 receives GNSS signals from three or more GNSS satellites (not shown), and acquires GNSS information indicating the current location (for example, latitude and longitude) of the host vehicle based on the received GNSS signals. The GNSS receiver 22 outputs the GNSS information to the in-vehicle network 28.

The surrounding state detection unit 23 includes a radar unit, an imaging unit, and the like, and detects information indicating the surrounding state of the host vehicle.
As shown in FIG. 3, for example, the radar unit automatically detects the preceding vehicle 13 in the lane 51 in which the host vehicle 11 is traveling and the surrounding vehicle 14 that travels in the lanes 52 and 53 adjacent to the lane 51. The vicinity of the vehicle 11 is set as a detection range. The radar unit is configured by, for example, a millimeter wave radar that emits a millimeter wave as a detection wave around the host vehicle 11 or a laser radar that emits infrared light as a detection wave around the host vehicle 11. Based on the reflected wave of the detected detection wave, the radar unit acquires obstacle information indicating the distance and relative speed of the obstacle located in the vicinity to the host vehicle 11. In the imaging unit, the periphery of the host vehicle 11 is set as an imaging range so that the front vehicle 13 and the surrounding vehicle 14 are imaged. The imaging unit acquires image information obtained by imaging the periphery of the host vehicle 11. The surrounding situation detection unit 23 outputs these obstacle information and image information to the in-vehicle network 28 as information indicating the surrounding situation of the host vehicle 11.

  The traveling state detection unit 24 detects various types of information regarding the traveling state of the host vehicle. The traveling state detection unit 24 includes, for example, a vehicle speed sensor that detects the vehicle speed, an acceleration / deceleration sensor that detects acceleration / deceleration, a steering angle sensor that detects the steering angle of the steering, and the like. The traveling state detection unit 24 outputs the detection value of each sensor to the in-vehicle network 28 as detection value information.

  The map database 25 is a database having map information composed of nodes indicating intersections and branch points and links that are road sections connecting the nodes, and is stored in a storage device mounted on the host vehicle. The map information includes, for example, node information including the position and type of each node, and link information including the number of lanes, curvature, and gradient in addition to the type and link length of each link. The map database 25 may be stored in a computer such as a facility that can communicate with the vehicle.

  The travel route setting system 26 sets a travel route that is a route on which the host vehicle travels, and outputs route information indicating the set travel route to the in-vehicle network 28. The travel route setting system 26 is, for example, a navigation system, and includes an operation device that can be operated by a passenger and a display device that displays a map based on map information. For example, when a destination is input through the operation device, the travel route setting system 26 sets a travel route from the current location to the destination based on the GNSS information output from the GNSS receiver 22 and the map information in the map database 25. To do. The travel route setting system 26 may be provided in a facility that can communicate with the communication unit 21. In this case, the route information is received by the communication unit 21 and output to the in-vehicle network 28 by the communication unit 21. In addition, the route information is configured to be shared among a plurality of vehicles forming a formation by transmitting route information output from the travel route setting system 26 to other vehicles via the communication unit 21 in the representative vehicle. May be.

  The automatic operation ECU 30 is configured around one or more microcontrollers in which a processor, a memory, an input interface, an output interface, and the like are connected to each other via a bus. The automatic operation ECU 30 acquires various information output to the in-vehicle network 28 via the input interface. The automatic operation ECU 30 executes various processes based on the acquired various information and programs and various data stored in the memory, and controls the control object 40 through these various processes.

  The autonomous driving ECU 30 includes a peripheral information acquisition unit 31, a travel information acquisition unit 32, a position information acquisition unit 33, a lane change setting unit 34, a determination unit 35, and a travel control unit as various functional units related to the automatic driving of the host vehicle. 36.

  The surrounding information acquisition unit 31 acquires the surrounding information of the host vehicle based on the obstacle information and the image information output by the surrounding state detection unit 23. For example, the peripheral information acquisition unit 31 identifies objects in the image information by performing a predetermined identification process on the image information, and associates the identified objects with obstacles in the obstacle information to thereby determine the peripheral information. To get. For example, as shown in FIG. 3, when the forward vehicle 13 exists with respect to the host vehicle 11, the surrounding information includes the inter-vehicle distance La and the relative speed with the forward vehicle 13. Further, when a plurality of peripheral vehicles 14 are traveling around the host vehicle 11, the peripheral information includes the distance and relative speed of each of the peripheral vehicles 14 with respect to the host vehicle 11. In addition, the peripheral information acquisition unit 31 recognizes a road sign, the own lane position, and the like through identification processing for image information, and acquires the maximum speed on the traveling road, the position of the traveling lane, and the like as peripheral information. The peripheral information acquisition unit 31 outputs the inter-vehicle distance La with the preceding vehicle 13 to the in-vehicle network 28 as inter-vehicle distance information.

  The travel information acquisition unit 32 acquires travel information indicating the travel status of the host vehicle. The travel information acquisition unit 32 performs the identification process on the image information output from the surrounding state detection unit 23, and the relative position of the host vehicle with respect to the lateral position of the host vehicle in the lane in which the host vehicle is traveling and the direction in which the lane extends. The angle is acquired as travel information. The travel information acquisition unit 32 acquires the vehicle speed, acceleration / deceleration, steering angle, and the like of the host vehicle as travel information based on the detected value information output from the travel state detection unit 24 to the in-vehicle network 28. The travel information acquisition unit 32 outputs the lateral position, relative angle, vehicle speed, acceleration / deceleration, and steering angle of the host vehicle as travel information to the in-vehicle network 28.

  The position information acquisition unit 33 acquires position information indicating the positions of the host vehicle and other vehicles. The position information acquisition unit 33 acquires the GNSS information output by the GNSS reception unit 22 to the in-vehicle network 28 and the GNSS information of other vehicles received by the communication unit 21. The position information acquisition unit 33 acquires the position of each vehicle in the platoon, the order in the platoon of the own vehicle, and the like as position information based on the GNSS information of the own vehicle and other vehicles. The position information acquisition unit 33 outputs the GNSS information of the host vehicle that is a part of the position information, the in-convoy order, and the like to the in-vehicle network 28.

  The lane change setting unit 34 sets an execution section for executing lane change. For example, the lane change setting unit 34 sets the lane change information indicating the execution section for executing the lane change and the target lane at the time of passing through the execution section based on the route information output to the in-vehicle network 28 and the map information in the map database 25. get. The lane change setting unit 34 extracts, for example, a branch node that requires a lane change in advance on the travel route, such as a highway junction, and sets a lane change execution section in front of the branch node. The lane change setting unit 34 is, for example, one or more located in front of the branch node so that a sufficient travel distance (for example, 2 km) can be secured to complete the lane change of each vehicle before reaching the branch node. Set the link to the execution section. Further, the lane change setting unit 34 sets a lane change mode indicating the order of lane change based on the target lane and the own lane position at the time of entering the execution section. The lane change mode has a simple mode that is a first mode that changes lanes in order from the last vehicle that forms a platoon, and a random mode that is a second mode that changes lanes in order from vehicles that can change lanes. ing.

  In addition, it is preferable that the lane change setting part 34 comprises an execution area with the link where the curvature below a predetermined value continues. Further, for example, when the communication unit 21 is configured to be able to receive traffic information transmitted by a facility that transmits traffic information, the lane change setting unit 34 can change the execution section according to the traffic information at that time. It may be configured. In addition, the execution section and the lane change mode may be configured by the travel route setting system, or the set content in the representative vehicle is transmitted to the other vehicle via the communication unit 21, and the platoon is changed. The structure shared in the some vehicle to form may be sufficient.

  The determination unit 35 determines whether or not the host vehicle can change lanes during traveling in the execution section, for example. For example, based on the peripheral information acquired by the peripheral information acquisition unit 31, that is, the position and relative speed of the surrounding vehicle, the determination unit 35 can change the lane from the currently traveling lane to an adjacent lane adjacent to the lane. Determine whether. Further, for example, the determination unit 35 determines whether or not the lane change is possible based on the position of the own vehicle and the inter-vehicle distance La between the position of the other vehicle immediately after the lane change and the preceding vehicle with respect to the other vehicle.

  The traveling control unit 36 performs the automatic driving traveling by controlling the control target 40 based on the above-described peripheral information, traveling information, position information, and the like. For example, the travel control unit 36 performs an automatic driving travel to the destination based on the route information output to the in-vehicle network 28.

  The control target 40 is configured by, for example, a drive actuator, a brake actuator, a steering actuator, a relay incorporated in a lighting system, and the like. The drive actuator is incorporated in the drive system of the host vehicle, such as an engine or a motor, and controls the output of the drive system. The brake actuator is incorporated in the brake system of the host vehicle and controls the braking force by the brake system. The steering actuator is incorporated in the steering system of the host vehicle and controls the steering angle of the steering. The lighting system is composed of a brake light, a direction indicator, and the like, and the relay controls lighting / non-lighting of the direction indicator.

  The traveling control unit 36 performs vehicle speed control by controlling the drive actuator and the brake actuator. For example, the travel control unit 36 calculates an acceleration / deceleration at which the inter-vehicle distance La becomes an appropriate distance according to the vehicle speed based on the inter-vehicle distance La and the relative speed with the preceding vehicle 13, and calculates the control instruction value for the calculated acceleration / deceleration. Output to the drive actuator and brake actuator.

  The traveling control unit 36 performs steering angle control by controlling the steering actuator. In the steering angle control, for example, the traveling control unit 36 controls the steering actuator so that the lateral position of the host vehicle is at the center of the lane. For example, when the determination unit 35 determines that the lane can be changed during traveling in the execution section, the traveling control unit 36 controls the steering actuator so as to change the lane to the adjacent lane.

The traveling control unit 36 performs the lighting control by controlling the relay. In the lighting control, for example, the traveling control unit 36 controls the relay so that the direction indicator is turned on when the determination unit 35 starts determining whether or not the lane change is possible, and the direction indicator is turned off when the lane change is completed. To control the relay.
The traveling control unit 36 outputs control information including the above-described acceleration / deceleration control instruction value, steering angle control instruction value, operation instruction to the direction indicator, and the like to the in-vehicle network 28.

  The driving information includes various information output to the in-vehicle network 28, that is, inter-vehicle distance information, travel information, position information, and control information. The communication part 21 transmits the driving information comprised of these various information to other vehicles one by one.

  Each vehicle 10 having the vehicle control device 20 shares the above-described driving information, and while keeping the vehicle speed below the maximum speed while grasping the positional relationship and the like, the inter-vehicle distance L becomes the vehicle speed at that time. Travel in a row so that it is held at the appropriate distance. Each vehicle 10 changes lanes while traveling in the execution section set by the lane change setting unit 34.

An example of the procedure for changing the lane will be described with reference to FIGS.
In the first example, as shown in FIG. 4, the left lane 56, which is the first lane, is traveling in a row at a vehicle speed Va and a distance L between vehicles, a vehicle 102 following the vehicle 101, and following the vehicle 102. A case will be described in which the current vehicle 103 changes lanes to the right lane 57 which is the second lane. The vehicle 101 follows the vehicle 15 traveling at the vehicle speed Va with an inter-vehicle distance L. A vehicle 16 traveling in the right lane 57 at a vehicle speed Vb faster than the vehicle speed Va is located on the side of the vehicle 102, and the right lane 57 at a vehicle speed Vc faster than the vehicle speed Va is located behind the vehicle 103 on the right side. A traveling vehicle 17 is located. 4, 6, and 7, A, B, and C are shown on the top surfaces of the vehicles 101, 102, and 103, respectively, so that the vehicles can be easily distinguished.

  As shown in FIGS. 5 and 6A, when all of the vehicles 101 to 103 traveling in the left lane 56 enter the execution section, the lane change is started. The lane change from the left lane 56 to the right lane 57, that is, the lane change from the travel lane to the overtaking lane, is performed in a simple mode in which the lane change is performed in order from the vehicle 103 traveling at the end. In the vehicle 103, based on the position information acquired by the position information acquisition unit 33, it is grasped that the host vehicle is traveling in the tail of the left lane 56, and the determination unit 35 determines whether or not the lane change to the right lane 57 is possible. A determination is made (step S101). If it is determined that the lane can be changed, the traveling control unit 36 controls the control target 40 to execute the lane change from the left lane 56 to the right lane 57 (step S102).

  In the vehicle 103 after the lane change, the peripheral information acquisition unit 31 acquires the inter-vehicle distance La and the relative speed with the vehicle 16 that is the preceding vehicle, and the travel control unit 36 performs vehicle speed control based on the inter-vehicle distance La and the relative speed. Space formation control is executed (step S103). The space formation control is control that causes the host vehicle to travel at a vehicle speed slower than that of the vehicle 16 so that a space 105 in which the vehicle 102 can change lanes is formed between the vehicle 16 and the vehicle 16. In the space formation control, the traveling control unit 36 calculates a deceleration based on the inter-vehicle distance La and the relative speed, and controls the drive actuator and the brake actuator with a control instruction value based on the calculated deceleration. The deceleration calculated at this time is a smaller value (including 0) as the vehicle speed Vb of the vehicle 16 is faster. For example, the inter-vehicle distance La to the vehicle 16 can change the lanes of other vehicles within a predetermined time. The value increases to Lc. Then, driving information including an inter-vehicle distance La to the vehicle 16, a deceleration control instruction value, GNSS information of the vehicle 103, and the like is transmitted to the vehicles 101 and 102 by the communication unit 21 (step S104).

  In the vehicles 101 and 102 that have received the driving information from the vehicle 103, the traveling control unit 36 executes parallel running control as vehicle speed control (steps S105 and S106). Parallel running control is executed in each vehicle traveling in the first lane (left lane 56), that is, each vehicle before the lane change. In parallel running control, in the space 105 of the second lane (right lane 57) formed by the space formation control while keeping the inter-vehicle distance between the vehicles traveling in the first lane (left lane 56) at an appropriate distance. The speed of each vehicle is controlled to run in parallel. In steps S <b> 105 and S <b> 106, the traveling control unit 36 controls the drive actuator and the brake actuator with the deceleration control instruction value in the vehicle 103. That is, the vehicles 101 and 102 travel in parallel in the space 105 between the vehicle 103 and the vehicle 16 while maintaining the inter-vehicle distance L in the traveling direction as a whole fleet, although the lane in which the vehicle 101 is traveling is different. Travel like so.

  Next, as shown in FIGS. 5 and 6B, the lane of the vehicle 102 is changed. In the vehicle 102, based on the position information acquired by the position information acquisition unit 33, it is grasped that the host vehicle is traveling in the tail of the left lane 56, and the determination unit 35 determines whether or not the lane change is possible. (Step S107). If it is determined that the lane change is possible, the traveling control unit 36 controls the control target 40 to execute the lane change from the left lane 56 to the right lane 57 (step S108). The determination unit 35 may determine whether or not the lane change is possible based on the positions of the vehicles 102 and 103 and the inter-vehicle distance La between the vehicle 16 and the vehicle 103, and the peripheral information acquired by the peripheral information acquisition unit 31. Whether or not the lane change is possible may be determined based on the information. Moreover, you may determine whether a lane change is possible based on both of them.

  In the vehicle 102 whose lane has been changed, as in the case of the vehicle 103, space formation control is performed with the vehicle 16 as the front vehicle (step S109). Then, the driving information including the inter-vehicle distance La to the vehicle 16, the control instruction value of the deceleration in the space formation control, the GNSS information of the vehicle 102, and the like is transmitted to the vehicles 101 and 103 by the communication unit 21 (step S110). .

  In the vehicles 101 and 103 that have received the driving information from the vehicle 102, vehicle speed control is performed by the respective travel control units 36. The traveling control unit 36 of the vehicle 101 executes parallel running control, and controls the drive actuator and the brake actuator with the deceleration control instruction value in the vehicle 102 (step S111). That is, the vehicle 101 runs in parallel in the space between the vehicle 102 and the vehicle 16 while maintaining the inter-vehicle distance L with the vehicle 102 in the traveling direction. The traveling control unit 36 of the vehicle 103 performs follow-up control (step S112). The follow-up control is a control mode of the succeeding vehicle at the time of normal platooning and is a control in which the preceding vehicle is followed while the inter-vehicle distance L is maintained at an appropriate distance according to the vehicle speed at that time. In other words, the traveling control unit 36 of the vehicle 103 performs the follow-up control with the vehicle 102 as the preceding vehicle.

  As shown in FIG. 5 and FIG. 6C, the lane change of the vehicle 101 is finally performed. In the vehicle 101, it is grasped that the own vehicle is the last vehicle traveling in the left lane 56 based on the position information acquired by the position information acquisition unit 33, and the lane change to the right lane 57 is performed by the determination unit 35. Is determined (step S113). When it is determined that the lane can be changed, the traveling control unit 36 controls the control target 40 to execute the lane change from the left lane 56 to the right lane 57 (step S114). In the vehicle 101 in which the lane change has been completed, leading control is executed by the traveling control unit 36 as the leading vehicle for platooning (step S115). In the lead control, the traveling control unit 36 causes the vehicle 101 to travel toward the destination by controlling the control target 40 based on the route information. Further, the travel control unit 36 calculates an acceleration / deceleration at which an appropriate distance is secured for the inter-vehicle distance La with the vehicle 16 that is the preceding vehicle while maintaining the vehicle speed below the maximum speed, and the control instruction value for the calculated acceleration / deceleration is calculated. Control the drive actuator and brake actuator with. Then, driving information including an inter-vehicle distance La to the vehicle 16, an acceleration / deceleration control instruction value, and GNSS information of the vehicle 101 is transmitted to the vehicles 102 and 103 (step S 116).

  In the vehicles 102 and 103 that have received the driving information from the vehicle 101, follow-up control is executed by the respective travel control units 36 (steps S117 and S118). The travel control unit 36 of the vehicle 102 executes the follow-up control using the vehicle 101 as the preceding vehicle, and the travel control unit 36 of the vehicle 103 executes the follow-up control using the vehicle 102 as the preceding vehicle. Thereby, the lane change of the platoon composed of the vehicles 101, 102, 103 is completed.

Another example of lane change will be described with reference to FIG.
In this example, as shown in FIG. 7 (a), the vehicle 101 traveling in a line at the vehicle speed Va and the inter-vehicle distance L in the right lane 57, which is the first lane, the vehicle 102 following the vehicle 101, and the vehicle 102 Is changing to the left lane 56 which is the second lane. Note that the vehicle 15 and the vehicle 16 travel at a vehicle speed faster than the vehicle speed Va in front and the side of the vehicle 101, and the vehicle 17 travels at a vehicle speed faster than the vehicle speed Va beside the vehicle 103.

  When all of the vehicles 101 to 103 running in the right lane 57 enter the execution section, the lane change is started. The lane change from the right lane 57 to the left lane 56, that is, the lane change from the overtaking lane to the traveling lane, is performed in a random mode in which the lane change is performed in order from a vehicle that can change lanes. In the random mode, when entering the execution section, whether or not the lane change by the determination unit 35 is determined in each of the vehicles 101 to 103 is determined. In this example, the lane change of the vehicle 102 in which no vehicle exists on the side of the host vehicle is first performed.

  As shown in FIG. 7B, when the lane of the vehicle 102 is changed, the vehicle 102 performs space formation control for increasing the inter-vehicle distance La to the vehicle 16 as vehicle speed control of the travel control unit 36. , 103, parallel running control is performed as vehicle speed control of the running control unit 36.

  The parallel running control in this case differs depending on the position with respect to the vehicle whose lane has been changed. In the vehicle 101 that is traveling ahead of the vehicle 102 in the traveling direction, for example, the drive actuator is a control instruction value that indicates a deceleration equal to or less than the deceleration of the vehicle 102 so that the inter-vehicle distance L1 with the vehicle 102 in the traveling direction increases. And the brake actuator is controlled. Further, in the vehicle 103 traveling behind the vehicle 102 in the traveling direction, for example, the inter-vehicle distance L3 with the vehicle 102 in the traveling direction becomes small, and eventually, the vehicle speed exceeds the maximum speed so as to overtake the vehicle 102 and catch up with the vehicle 101. The vehicle speed is controlled within the range of

  Then, as shown in FIG. 7C, when the lane change of the vehicle 101 is performed before the vehicle 103, the space formation control is executed in the vehicle 101, and the tracking control in which the vehicle 101 is the preceding vehicle in the vehicle 102. Is executed. In the vehicle 103, parallel running control is continuously executed, and when the determination unit 35 determines that the lane can be changed, the lane is changed to the left lane 56. Thereafter, the vehicle 103 performs leading control, the vehicle 101 performs follow-up control using the vehicle 103 as a preceding vehicle, and the vehicle 102 performs follow-up control using the vehicle 101 as a preceding vehicle, thereby forming a platoon composed of the vehicles 101, 102, and 103. The lane change is complete.

According to the row running system of the above embodiment, the following effects can be obtained.
(1) When a plurality of vehicles traveling in the first lane change to the second lane, they are traveling in the first lane ahead of the vehicle by space formation control of the vehicle that has changed to the second lane. A space in which the vehicle can change lanes is formed. On the other hand, the vehicle traveling in the first lane determines whether or not the lane can be changed by the determination unit while parallel running in the space by the parallel running control. As described above, according to the platooning system, the formation of the space in the second lane and the lane change from the first lane to the second lane to the space are repeatedly performed. Can be done.

  (2) The driving information includes control information for acceleration / deceleration as control information, that is, a control instruction value related to the vehicle speed. Thereby, in the vehicle before a lane change, parallel running control can be performed based on the vehicle speed of the vehicle which changed the lane. Therefore, for example, the relative speed with respect to the vehicle immediately after the lane change can be easily grasped compared to the case where parallel running control is performed based on the position of the host vehicle and the position of the vehicle that has been changed. The parallel running control can be performed under a simple control configuration whether the vehicle is held or the distance between the vehicles is changed.

  (3) As shown in FIG. 6, in the simple mode, the lane change to the second lane is performed in order from the last vehicle in the platoon (103 → 102 → 101). According to such a configuration, the vehicle traveling in the first lane does not overtake the vehicle traveling in the second lane, and the order of the vehicles is not changed. As a result, it is possible to execute a smoother lane change.

  (4) In the simple mode, parallel running control, which is vehicle speed control of a vehicle traveling in the first lane, is performed using a control instruction value for space formation control, which is vehicle speed control of the vehicle traveling in the second lane. Therefore, it is possible to perform vehicle speed control while maintaining the row length of the entire row in the traveling direction. As a result, it is possible to change the lane of each vehicle while maintaining a compact state as a whole platoon.

  (5) In the vehicle that is executing the parallel running control, the determination unit 35 is configured to be able to determine whether or not the lane change is possible based on the position of the host vehicle, the position of the vehicle immediately after the lane change, and the inter-vehicle distance La. Yes. According to such a configuration, since the lane change is performed after grasping the inter-vehicle distance La between the vehicle that is executing the space formation control and the preceding vehicle, the lane change of each vehicle can be performed more safely.

  (6) As shown in FIG. 7, in the random mode, the lane change from the lane changeable vehicle to the second lane is performed in order (102 → 101 → 103). According to such a structure, the freedom degree about the order of the vehicle which changes lanes can be improved. As a result, for example, it is possible to reduce the time required to complete the lane change of all vehicles.

  (7) The lane change setting unit 34 sets, as the execution section, a section that can secure a sufficient travel distance for completing the lane change of each vehicle based on the route information and the map information. As a result, it is possible to reliably complete the lane change before reaching the branch node. Further, the lane change setting unit 34 is configured to be able to change the execution section based on the traffic information, so that the execution section can be set in a manner suitable for the situation at that time.

  (8) The lane change setting unit 34 sets the lane change mode based on the own lane when entering the execution section and the target lane when passing the execution section. Thereby, it is possible to change the lane of each vehicle 10 in the lane change mode suitable for the positional relationship between the traveling lane and the target lane.

In addition, the said embodiment can also be suitably changed and implemented as follows.
-In random mode, it is sufficient to change lanes in order from vehicles that can change lanes. Therefore, for example, the leading vehicle traveling in the first lane may change the lane first, or the lane of the leading vehicle may be changed after the last vehicle.

  The lane change setting unit 34 has, as the lane change mode, a replacement mode that is a third mode in which the lane change is performed in order from the first vehicle traveling in the first lane in addition to the simple mode and the random mode. Also good. In such a configuration, when the lane change of each vehicle is completed, the in-convoy order can be changed.

The control instruction value related to the vehicle speed, which is one of the driving information in the space formation control, is not limited to the deceleration control instruction value but may be the vehicle speed control instruction value itself.
-The driving | operation information in space formation control does not need to contain the control instruction value regarding a vehicle speed. In such a case, in the vehicle traveling in the first lane, vehicle speed control is performed based on the position of the host vehicle and the position of the vehicle during space formation control.

  The platoon may be composed of a leading vehicle driven by the driver and one or more vehicles that follow the leading vehicle by automatic driving. In the row running system in such a case, for example, the lane change may be performed in order from the last vehicle with the operation of the direction indicator of the first vehicle without setting the execution section.

  -The above-mentioned platooning system can be applied to lane change on a road having three or more lanes. In such a case, for example, it is preferable to execute the second lane change that is the lane change from the center lane to the right lane after the first lane change that is the lane change of each vehicle from the left lane to the center lane is completed. . The lane change setting unit 34 preferably sets a first execution section for executing a lane change from the left lane to the central lane and a second execution section for executing a lane change from the central lane to the right lane. .

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Own vehicle, 13 ... Front vehicle, 14 ... Surrounding vehicle, 15, 16, 17 ... Vehicle, 20 ... Vehicle control apparatus, 21 ... Communication part, 22 ... GNSS receiving part, 23 ... Surrounding condition detection part , 24 ... Travel condition detection unit, 25 ... Map database, 26 ... Travel route setting system, 28 ... In-vehicle network, 30 ... Automatic operation ECU, 31 ... Peripheral information acquisition unit, 32 ... Travel information acquisition unit, 33 ... Location information acquisition , 34 ... Lane change setting part, 35 ... Judgment part, 36 ... Travel control part, 40 ... Control object, 51, 52, 53 ... Lane, 56 ... Left lane, 57 ... Right lane, 101, 102, 103 ... Vehicle , 105 ... Space.

Claims (5)

A platooning system in which a plurality of vehicles travel by forming a platoon by automatic driving while mutually communicating driving information including the position of the own vehicle,
Each of the plurality of vehicles is
A travel controller that controls the speed and steering angle of the host vehicle;
A determination unit that determines whether the lane of the host vehicle can be changed from the first lane to the second lane adjacent to the first lane;
A communication unit configured to be able to communicate with other vehicles forming the platoon,
If the determination unit determines that the lane can be changed during the travel of the first lane, the travel control unit executes the lane change to the second lane after the travel control unit executes the lane change to the second lane. The other vehicle traveling in the first lane in front of the vehicle performs space formation control which is vehicle speed control for forming a space in which the lane can be changed, and the communication unit obtains driving information at the time of the space formation control. To
When the communication unit receives driving information during the space formation control from another vehicle during traveling in the first lane, the traveling control unit executes parallel running control for causing the vehicle to run parallel to the space. A platooning system in which the determination unit determines whether or not a lane change to the space is possible. The platooning system according to claim 1, wherein the driving information during the space formation control includes a control instruction value related to a vehicle speed in the space formation control. The platooning system according to claim 1 or 2, wherein the lane change to the second lane is performed in order from the last vehicle traveling in the first lane. The row running system according to claim 3, wherein in the parallel running control, the running control unit controls the vehicle speed by using a control instruction value related to the vehicle speed included in the driving information at the time of the space formation control. The platooning system according to claim 1 or 2, wherein a lane change to the second lane is performed in order from a vehicle that can change lanes among vehicles that travel in the first lane.

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