JP2021124944A - Onboard apparatus and tandem travel control method - Google Patents

Abstract

To enable appropriate tandem travel.SOLUTION: A tandem travel control system includes an interruptive vehicle information acquisition unit that acquires information concerning a vehicle which interrupts a string of vehicles traveling in tandem, a travel route information acquisition unit that, after the information on the interrupting vehicle is acquired, acquires information concerning a travel route of the interrupting vehicle and information concerning a travel route of the string of vehicles, an overlap section identification unit that identifies as an overlap section a section where the travel route of the interrupting vehicle overlaps the travel route of the string of vehicles, a presumable vehicle speed designation unit that, when designating a presumable vehicle speed on the basis of the speed of the string of vehicles or the speed of the interrupting vehicle, designates as the presumable vehicle speed the speed of the interrupting vehicle for the overlap section, and designates as the presumable vehicle speed the speed of the string of vehicles for a section other than the overlap section, a calculation unit that uses the presumable vehicle speed to calculate a scheduled arrival time when the string of vehicles arrives at a destination, and a selection unit that selects the travel route of the string of vehicles on the basis of the scheduled arrival time.SELECTED DRAWING: Figure 2

Description

The present invention relates to an in-vehicle device and a platooning control method.

As a background technique, there is Japanese Patent Application Laid-Open No. 2018-36809 (hereinafter referred to as Patent Document 1). In Patent Document 1, "[Problem] When a plurality of vehicles are traveling in a platoon using vehicle-to-vehicle communication and an interruption of another vehicle outside the platoon occurs in the platoon, the platoon is maintained. ] In a platooning control system and a platooning control method for controlling the running state of vehicles in a platooning in which a plurality of vehicles V1, V2, ..., Vn travel in a platoon using an inter-vehicle communication device, during platooning. When another vehicle outside the platoon interrupts between any vehicle Vi-1 in the platoon and Vi, the leading vehicle V1 in the platoon that detects the occurrence of an interruption by vehicle-to-vehicle communication is interrupted immediately before the maximum speed of the own vehicle. The platoon is maintained by setting the running speed of the following vehicle Vi and running. "

Japanese Unexamined Patent Publication No. 2018-36809

In Patent Document 1, for example, the leading vehicle in the platoon runs by setting the maximum speed of the own vehicle to the vehicle speed of the vehicle that interrupts the platoon, so that the estimated time of arrival at the destination may be delayed. rice field. Therefore, an object of the present invention is to provide an in-vehicle device and a platooning control method for performing more appropriate platooning.

The in-vehicle device according to the present invention includes an interrupting vehicle information acquisition unit that acquires information about a vehicle that has interrupted a group of vehicles traveling in a platoon, and an interrupting vehicle information acquisition unit that acquires information about the interrupted vehicle. An overlapping section that specifies as an overlapping section a section in which the traveling route information acquisition unit that acquires information on the traveling route and the traveling route of the vehicle group and the traveling route of the interrupted vehicle and the traveling route of the vehicle group overlap. In setting the estimated vehicle speed based on the specific unit and the vehicle speed of the vehicle group or the vehicle speed of the interrupted vehicle, the vehicle speed of the interrupted vehicle is set as the assumed vehicle speed in the overlapping section, and the above-mentioned In sections that are not overlapping sections, an estimated vehicle speed setting unit that sets the vehicle speed of the vehicle group as the assumed vehicle speed, a calculation unit that calculates the estimated time of arrival of the vehicle group at the destination using the estimated vehicle speed, and a calculation unit. A selection unit for selecting a traveling route of the vehicle group based on the estimated time of arrival is provided.
The platooning control method according to the present invention includes an interrupted vehicle information acquisition step in which an in-vehicle device acquires information about a vehicle interrupting a group of vehicles traveling in a platoon, and information about the vehicle interrupted by the in-vehicle device. Is acquired, the travel route information acquisition step of acquiring the information on the travel route of the interrupted vehicle and the travel route of the vehicle group, and the travel route of the interrupted vehicle and the travel route of the vehicle-mounted device are described. When the in-vehicle device sets the assumed vehicle speed based on the vehicle speed of the vehicle group or the vehicle speed of the interrupted vehicle, the overlapping section identification step of specifying the section where the traveling routes of the vehicle groups overlap as the overlapping section is described. In the overlapping section, the vehicle speed of the interrupted vehicle is set as the assumed vehicle speed, and in the non-overlapping section, the vehicle speed of the vehicle group is set as the estimated vehicle speed. , A calculation step of calculating the estimated arrival time of the vehicle group to the destination using the assumed vehicle speed, and a selection step of the in-vehicle device selecting a travel route of the vehicle group based on the estimated arrival time. ,including.

According to the present invention, more appropriate platooning can be performed.

It is an overall block diagram of the platoon vehicle system which concerns on embodiment of this invention. It is a functional block diagram which shows the functional block of a control device. It is a flowchart which shows the processing procedure of the platoon running control by a control device. It is a flowchart which shows the processing procedure of the route comparison processing. It is a flowchart which shows the processing procedure of the assumed vehicle speed setting process. It is explanatory drawing of the interruption to a group of vehicles. It is explanatory drawing of the change of a traveling route. It is explanatory drawing about selection of the traveling route based on estimated time of arrival.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is an overall configuration diagram of a platoon vehicle system according to an embodiment of the present invention. The in-vehicle system 11 shown in FIG. 1 is mounted on a leading vehicle located at the head of a group of vehicles traveling in a platoon. The in-vehicle system 12 is mounted on one or a plurality of following vehicles that follow the leading vehicle and travel. The in-vehicle system 11 and the in-vehicle system 12 are communicated and connected via a wireless communication network to form a platoon vehicle system. In addition, the platoon vehicle system can communicate with the in-vehicle system 13 of another vehicle via the wireless communication network.

The vehicle-mounted system 11 of the leading vehicle includes a vehicle speed sensor 21, an inter-vehicle distance sensor 22, a GPS (Global Positioning System) antenna 23, a navigation unit 24, a display device 25, a speaker 26, a wireless communication device 27, a steering angle sensor 28, and a control device 31. Has.

The vehicle speed sensor 21 is a device that detects the traveling speed of the own vehicle. The inter-vehicle distance sensor 22 is a device that measures the distance between the own vehicle and another vehicle (particularly the vehicle in front). As the inter-vehicle distance sensor 22, a millimeter-wave radar sensor, an optical camera sensor, or the like can be used.

The GPS antenna 23 receives signals from GPS satellites. The navigation unit 24 identifies the current location by using the GPS satellite signal received by the GPS antenna 23, and guides the own vehicle. The means used to identify the current location may be a satellite positioning system called GNSS (global navigation satellite system), and is not limited to GPS.

Specifically, when the navigation unit 24 receives the designation of the destination, the navigation unit 24 sets the traveling route from the current location to the destination by referring to the map data, and outputs the display by the display device 25 and the voice output by the speaker 26. Then, support driving so that the vehicle travels along the travel route. Further, the navigation unit 24 can acquire the speed limit for each road from the map data, and can acquire the congestion status for each road from VICS (Vehicle Information Communication System) (registered trademark) or the like. The navigation unit 24 calculates the estimated time of arrival at the destination using this information.

The control device 31 is an in-vehicle device that controls the traveling of the vehicle, particularly the traveling in a platoon. When the control device 31 receives the operation instructing the start of platooning and the destination of the platoon is set, the control device 31 causes the navigation unit 24 to set the traveling route to the destination and starts the platooning.

The control device 31 during platooning acquires the vehicle speed of the own vehicle by the vehicle speed sensor 21 and the steering angle of the own vehicle by the steering angle sensor. Further, the position information of the own vehicle is acquired via the navigation unit 24. The control device 31 transmits the vehicle speed, steering angle, position information, etc. of the own vehicle to the in-vehicle system 12 of the following vehicle. In addition, it receives position information and the like from the in-vehicle system 12 of the following vehicle and manages the state of the following vehicle.

The vehicle-mounted system 12 of the following vehicle includes a vehicle speed sensor 21, an inter-vehicle distance sensor 22, a GPS antenna 23, a navigation unit 24, a wireless communication device 27, a steering angle sensor 28, a drive control ECU 29, and a control device 32.

The vehicle speed sensor 21, the inter-vehicle distance sensor 22, the GPS antenna 23, the wireless communication device 27, and the steering angle sensor 28 operate in the same manner as the in-vehicle system 11. The navigation unit 24 of the in-vehicle system 12 identifies the current location by using the GPS satellite signal received by the GPS antenna 23, and notifies the control device 32 of the current location. Further, the navigation unit 24 acquires information about the road and notifies the control device 32 of the information. Information about the current location and roads is used for automatic driving of following vehicles. When the following vehicle is configured to accept the operation by the driver, the display device 25 and the speaker 26 may be connected to the navigation unit 24 of the following vehicle.

The control device 32 is an in-vehicle device that controls the traveling of the vehicle, particularly the traveling in a platoon. When the control device 32 receives an instruction to start platooning from the control device 32 of the leading vehicle, the control device 32 outputs a control instruction to the drive control ECU 29 as appropriate, and automatically follows the preceding vehicle belonging to the platoon. The control by the drive control ECU 29 includes control of rotation of the engine and motor, control of steering angle, control of brake, and the like.

Further, the control device 32 during platooning acquires the vehicle speed of the own vehicle by the vehicle speed sensor 21 and the steering angle of the own vehicle by the steering angle sensor. Further, the position information of the own vehicle is acquired via the navigation unit 24. The control device 32 transmits the vehicle speed, steering angle, position information, etc. of the own vehicle to the in-vehicle system 11 of the leading vehicle.

The vehicle-mounted system 13 of another vehicle includes a vehicle speed sensor 21, an inter-vehicle distance sensor 22, a GPS antenna 23, a navigation unit 24, a display device 25, a speaker 26, a wireless communication device 27, a steering angle sensor 28, and a control device 33.

The control device 33 is an in-vehicle device that controls the traveling of the vehicle. The control device 31 performs, for example, automatic deceleration based on the inter-vehicle distance and automatic traveling following the vehicle in front. Further, the control device 33 has a function of acquiring and providing a travel route of the own vehicle from the navigation unit 24 when requested by the in-vehicle system 11. The other components of the vehicle-mounted system 13 are the same as those of the vehicle-mounted system 11.

Next, the interruption to the formation will be described. If the vehicle group running in a platoon is interrupted by another vehicle and the vehicle speed of the other vehicle is slower than the vehicle speed of the vehicle group, there is a concern that the arrival of the vehicle group at the destination will be delayed. Therefore, the platoon vehicle system detects the interruption of another vehicle, changes the traveling route of the vehicle group, and suppresses the delay in arrival. Here, it is assumed that the control device 31 included in the in-vehicle system 11 of the leading vehicle changes the traveling route.

FIG. 2 is a functional configuration diagram showing a functional configuration of the control device 31. As shown in FIG. 2, the control device 31 includes an interrupt vehicle information acquisition unit 41, a travel route information acquisition unit 42, an overlapping section identification unit 43, a speed limit information acquisition unit 44, a congestion status information acquisition unit 45, and an assumed vehicle speed setting unit. It has 46, a calculation unit 47, and a selection unit 48. These functional parts may be realized by software, for example.

The interrupting vehicle information acquisition unit 41 acquires information on a vehicle that has interrupted a group of vehicles traveling in a platoon. For example, the in-vehicle system 12 of the following vehicle detects an interruption of another vehicle into the vehicle group and notifies the control device 31. At this time, only the occurrence of the interrupt may be notified, but information for identifying the interrupted vehicle, which is another interrupted vehicle, may also be notified.

Any method can be used for interrupt detection by the in-vehicle system 12. As an example, it is possible to detect an interrupt by comparing the inter-vehicle distance obtained from the position information of a vehicle arranged one vehicle in front of the platoon with the inter-vehicle distance to the preceding vehicle measured by the inter-vehicle distance sensor 22. can. Further, the license plate of the vehicle in front may be read to determine whether or not the license plate of the vehicle in front of the vehicle matches the vehicle registration number of the vehicle arranged in front of the vehicle.

When the interrupting vehicle information acquisition unit 41 acquires information on the interrupting vehicle, the traveling route information acquisition unit 42 acquires information on the traveling route of the interrupting vehicle and information on the traveling route of the vehicle group. Specifically, the traveling route information acquisition unit 42 requests the vehicle-mounted system 13 of the interrupting vehicle to present the traveling route, and acquires information on the traveling route of the interrupting vehicle from the vehicle-mounted system 13. In addition, the travel route information acquisition unit 42 acquires information on the travel route of the vehicle group from the navigation unit 24.

The information regarding the travel route may be the travel route itself or information that can identify the travel route. It may also include additional information about the travel route. Further, the traveling route of the vehicle group is not limited to the traveling route used at that time (currently set route), and a plurality of traveling routes that can reach the destination are acquired.

Further, when the interrupting vehicle information acquisition unit 41 acquires information on the interrupting vehicle and the vehicle speed of the interrupting vehicle is slower than the vehicle speed of the vehicle group, the information on the traveling route of the interrupting vehicle and the information on the traveling route of the vehicle group are obtained. It may be acquired.

The overlapping section specifying unit 43 specifies a section in which the traveling route of the interrupting vehicle and the traveling route of the vehicle group overlap as the overlapping section. If a node and a link, which is a traveling route of an interrupting vehicle, and a node and a link, which is a traveling route of a group of vehicles, overlap, the node and the link are specified as overlapping sections. If the node and the link, which is the traveling route of the interrupting vehicle, and the node and the link, which is the traveling route of the vehicle group, do not overlap, it is not an overlapping section. If there are a plurality of traveling routes of the vehicle group, the overlapping section specifying unit 43 specifies an overlapping section that overlaps with the traveling route of the interrupting vehicle for each of the plurality of traveling routes.

The speed limit information acquisition unit 44 acquires information on the speed limit set for each section of the traveling route of the vehicle group from the navigation unit 24. Information on the speed limit may be acquired by recognizing an image of a road taken by an imaging unit (for example, a camera) (for example, a camera) (for example, a camera) provided on a vehicle equipped with the platoon vehicle system 1. Further, the speed limit information may be acquired by the road-to-vehicle communication that communicates with the roadside unit via the road-to-vehicle communication device or the wireless communication device 27 (not shown) provided in the vehicle equipped with the platoon vehicle system 1.

The congestion status information acquisition unit 45 acquires information on the congestion status of the road in the traveling route of the vehicle group from the navigation unit 24. The congestion information acquisition unit 45 is congested on the road by road-to-vehicle communication that communicates with the roadside unit via a road-to-vehicle communication device or a wireless communication device 27 (not shown) provided in the vehicle equipped with the platoon vehicle system 1. You may get information about the situation.

The assumed vehicle speed setting unit 46 sets the estimated speed in each section of the traveling route of the vehicle group. At this time, the assumed vehicle speed setting unit 46 sets the vehicle speed of the interrupting vehicle as the assumed vehicle speed in the overlapping section, and sets the vehicle speed of the vehicle group as the assumed vehicle speed in the non-overlapping section. However, the assumed vehicle speed is set below the speed limit for the section where the speed limit information exists. As a result, the estimated time of arrival, which will be described later, can be calculated more appropriately by using the vehicle speed of the interrupting vehicle in the overlapping section and the vehicle speed of the vehicle group in the non-overlapping section. In addition, the assumed vehicle speed is set to the legal speed or less for the section where the speed limit information does not exist. Furthermore, for sections where congestion is indicated by congestion status information, the assumed speed will be revised downward according to the degree of congestion. As a result, the assumed speed can be adjusted according to the regulations and the degree of congestion of the road, and the estimated time of arrival can be set more appropriately.

The calculation unit 47 calculates the estimated time of arrival at which the vehicle group arrives at the destination using the estimated vehicle speed set by the estimated vehicle speed setting unit 46. If there are a plurality of travel routes of the vehicle group, the calculation unit 47 calculates the estimated arrival time for each of the plurality of travel routes.

The selection unit 48 selects the travel route of the vehicle group based on the estimated time of arrival. As an example, the selection unit 48 compares the estimated arrival times calculated for each of a plurality of travel routes that can reach the destination, and selects the travel route that is the closest estimated arrival time to the current time as the optimum travel route. .. Alternatively, the selection unit 48 compares the estimated arrival time calculated for each of the plurality of travel routes that can reach the destination with the target arrival time at the destination, and is earlier than the target arrival time and the target arrival time. Select the driving route with the closest scheduled arrival time as the optimal driving route.

FIG. 3 is a flowchart showing a processing procedure of platooning control by the control device 31. The control device 31 accepts an operation instructing the start of platooning (step S101) and sets the destination of the platoon (step S102). Then, the control device 31 causes the navigation unit 24 to set a traveling route to the destination (step S103), and starts platooning (step S104).

After the start of the platooning, the interrupting vehicle information acquisition unit 41 determines whether or not the interrupting vehicle has been detected (step S105). If the interrupting vehicle is not detected (step S105; No), the process proceeds to step S112. If the interrupting vehicle is detected (step S105; Yes), the traveling route information acquisition unit 42 requests the vehicle information including the presentation of the traveling route from the vehicle-mounted system 13 of the interrupting vehicle (step S106), and the vehicle-mounted system of the interrupting vehicle. Vehicle information is acquired from 13 (step S107).

When the vehicle speed of the interrupting vehicle is less than the vehicle speed of the vehicle group, that is, when the vehicle speed of the interrupting vehicle is less than the vehicle speed of the leading vehicle (step S108; Yes), the control device 31 performs a route comparison process described later (step). S109). If the optimum route determined in the route comparison process and the currently set route are different (step S110; No), the selection unit 48 changes the travel route with the optimum route as the new currently set route (step S111).

If the vehicle speed of the interrupting vehicle is not less than the vehicle speed of the leading vehicle (step S108; No), the process proceeds to step S112. Similarly, when the optimum route and the currently set route match (step S110; Yes), the process proceeds to step S11. Further, even after the end of step S111, the process proceeds to step S112.

In step S112, the control device 31 determines whether or not to end the platooning. The platooning ends when it arrives at the destination, when an operation instructing the end of the platooning is accepted, or when a predetermined abnormality occurs. If the platooning is not completed (step S112: No), the process proceeds to step S105. Then, by the end of the platooning (step S112: Yes), the processing procedure of the platooning control is completed. Although the description is omitted in FIG. 3, the leading vehicle is guided and the following vehicle is managed as appropriate during the platooning.

FIG. 4 is a flowchart showing a processing procedure of the route comparison process. In the route comparison process, the following steps S201 to S208 are executed.
Step S201
The navigation unit 24 searches for a travel route from the current position to the destination as a candidate route, and proceeds to step S202.
Step S202
Determine whether or not all candidate routes have been searched. Specifically, it may be determined whether or not the combination of the node and the link destination in the map data is covered. If all the candidate routes have been searched (step S202; Yes), the process proceeds to step S203. If there are unsearched candidate routes remaining (step S202; No), the process returns to step S201.

Step S203
The overlapping section identification unit 43 superimposes the traveling route of the interrupting vehicle on the candidate route. After that, the process proceeds to step S204.
Step S204
The overlapping section specifying unit 43 specifies a portion where the candidate route and the traveling route of the interrupting vehicle overlap as the overlapping section (step S204). After that, the process proceeds to step S205. It is desirable to limit the overlapping section to a section that is continuous from the current position of the own vehicle. Even if the interrupting vehicle and the vehicle group travel in different sections and then travel in the same section, they will travel at different timings after the interrupted state is resolved, and the vehicle speed of the vehicle group is not affected by the vehicle speed of the interrupting vehicle. Because.
Step S205
The estimated vehicle speed setting unit 46 performs the estimated vehicle speed setting process, and proceeds to step S206. The details of the assumed vehicle speed setting process will be described later.
Step S206
The calculation unit 47 calculates the estimated time of arrival at which the vehicle group arrives at the destination using the estimated vehicle speed set by the estimated vehicle speed setting unit 46. Then, the process proceeds to step S207.
Step S207
The calculation unit 47 determines whether or not the estimated arrival times have been calculated for all the candidate routes. If there is a candidate route for which the estimated time of arrival has not been calculated (step S207; No), the process proceeds to step S203. After calculating the estimated time of arrival for all the candidate routes (step S207; Yes), the process proceeds to step S208.
Step S208
The selection unit 48 determines the optimum route for the vehicle group and ends the process. As an example, the selection unit 48 sets the travel route having the estimated arrival time closest to the current time as the optimum travel route. Alternatively, the selection unit 48 may set a travel route that is earlier than the target arrival time and has the estimated arrival time closest to the target arrival time as the optimum route.

FIG. 6 is a flowchart showing a processing procedure of the assumed vehicle speed setting process. In the assumed vehicle speed setting process, the following steps S301 to S311 are executed.
Step S301
The assumed vehicle speed setting unit 46 selects a target section for which the assumed vehicle speed is set from a plurality of sections included in the candidate route, and determines whether or not the target section is an overlapping section. If it is not an overlapping section (step S301; Yes), the process proceeds to step S302. If it is an overlapping section (step S301; Yes), the process proceeds to step S303.
Step S302
The assumed vehicle speed setting unit 46 sets the vehicle speed of the own vehicle as the assumed vehicle speed of the target section. After that, the process proceeds to step S304.
Step S303
The assumed vehicle speed setting unit 46 sets the vehicle speed of the interrupting vehicle as the assumed vehicle speed of the target section. After that, the process proceeds to step S304.

Step S304
The assumed vehicle speed setting unit 46 determines whether or not there is speed limit information in the target section. If there is no speed limit information (step S304; No), the process proceeds to step S305. If there is speed limit information (step S304; Yes), the process proceeds to step S307.
Step S305
The assumed vehicle speed setting unit 46 determines whether or not the assumed speed is equal to or less than the legal speed. If it is below the legal speed (step S305; Yes), the process proceeds to step S309. If the legal speed is exceeded (step S305; No), the process proceeds to step S306.
Step S306
The assumed vehicle speed setting unit 46 sets the legal speed as the assumed vehicle speed, and proceeds to step S309.
Step S307
The assumed vehicle speed setting unit 46 determines whether or not the assumed vehicle speed is equal to or less than the speed limit. If it is below the speed limit (step S305; Yes), the process proceeds to step S309. If the speed limit is exceeded (step S305; No), the process proceeds to step S308.
Step S308
The assumed vehicle speed setting unit 46 sets the speed limit as the assumed vehicle speed, and proceeds to step S309.

Step S309
The assumed vehicle speed setting unit 46 determines whether or not there is a traffic jam in the target section. If there is no traffic jam (step S309; No), the process proceeds to step S311. If there is a traffic jam (step S309; Yes), the process proceeds to step S310.
Step S310
The assumed vehicle speed setting unit 46 makes a change to lower the estimated speed according to the degree of congestion. After that, the process proceeds to step S311.
Step S311
The assumed vehicle speed setting unit 46 determines whether or not the assumed vehicle speed has been set in all sections. If there is a section in which the assumed vehicle speed has not been set (step S311; No), the process proceeds to step S301. If the assumed vehicle speed has been set in all sections (step S311; Yes), the process ends.

Next, the interruption to the vehicle group and the change of the traveling route will be described. FIG. 6 is an explanatory diagram of interruption to the vehicle group. In FIG. 6, three vehicles are traveling in a platoon as a group of vehicles. After that, another vehicle interrupts between the first leading vehicle and the second following vehicle.

If the traveling route of the interrupting vehicle and the traveling route of the vehicle group are different, it can be expected that the interrupting vehicle will immediately leave the vehicle group. However, there is a possibility that the interrupting vehicle will not leave while the traveling route of the vehicle group and the traveling route of the interrupting vehicle match. Then, it is not preferable that the following vehicle under unmanned control is separated from the leading vehicle under manned control. Therefore, when the vehicle speed of the interrupting vehicle is slower than the vehicle speed of the vehicle group, the vehicle speed of the entire vehicle group including the leading vehicle decreases. Therefore, by changing the traveling route of the vehicle group to be different from the traveling route of the interrupting vehicle, the interrupting vehicle is separated from the vehicle group. By eliminating the interrupting vehicle in the vehicle group, the vehicle group does not run at a vehicle speed that matches the vehicle speed of the interrupting vehicle, and it is possible to prevent the estimated arrival time of the vehicle group from arriving at the destination significantly being delayed. ..

FIG. 7 is an explanatory diagram of changing the traveling route. By changing the traveling route of the vehicle group as shown in the figure, it is possible to shorten the overlapping section with the interrupting vehicle without changing the destination. However, since shortening the overlapping section is a means for smoothly reaching the destination, whether or not to shorten the overlapping section by changing the traveling route is determined based on the final estimated time of arrival.

FIG. 8 is an explanatory diagram for selecting a traveling route based on the estimated time of arrival. In the figure, the current time is Ts, and the estimated time of arrival in the set route before the interrupt occurs is Tr0. Further, the arrival target time Ta is given, and as the currently set route before the interruption occurs, a traveling route that can arrive with a margin before the arrival target time Ta is selected.

However, if a delay occurs due to the occurrence of an interrupt and the estimated arrival time of the currently set route becomes Tr0'later than the arrival target time Ta, it is necessary to change the travel route. FIG. 8 shows a state in which there are four travel routes that are candidates for change, and the estimated arrival times of each are Tr1 to Tr4.

Any selection criteria may be used to select which of the candidate travel routes to be selected. For example, the following selection criteria can be applied.
(Selection criterion 1: Select the driving route that arrives earliest)
In this case, the estimated arrival times calculated for each of the plurality of travel routes are compared, and the travel route having the estimated arrival time closest to the current time is selected as the optimum travel route.
In FIG. 8, the estimated time of arrival Tr1 is selected.
(Selection criterion 2: Select a time earlier than the target arrival time and closer to the target arrival time)
In FIG. 8, the estimated time of arrival Tr3 is selected.
(Selection Criteria 3: Select a travel route that is close to the estimated time of arrival before the interruption)
In FIG. 8, the estimated time of arrival Tr2 is selected.
(Selection criterion 4: Select a driving route close to the target arrival time)
In FIG. 8, the estimated time of arrival Tr4 is selected.

Although FIG. 8 shows a case where the arrival target time Ta is given, the selection criterion 2 and the selection criterion 4 can be applied even if the arrival target time Ta is not given.

As described above, according to the present embodiment, the control device 31 which is an in-vehicle device acquires information on a vehicle interrupting a group of vehicles traveling in a platoon, and relates to a traveling route of the interrupted vehicle. Obtain information and information on the driving route of the vehicle group. Then, in the overlapping section where the traveling route of the interrupted vehicle and the traveling route of the vehicle group overlap, the vehicle speed of the interrupted vehicle is set as the assumed vehicle speed, and in the section that is not the overlapping section, the vehicle speed of the vehicle group is assumed. To find the estimated time of arrival when the vehicle group arrives at the destination, and select the travel route of the vehicle group. Therefore, it is possible to avoid a situation in which the estimated time of arrival at the destination is delayed, and to perform more appropriate platooning.

Further, the control device 31 compares the estimated arrival times calculated for each of the plurality of travel routes that can reach the destination, and selects the travel route that is the closest estimated arrival time to the current time as the optimum travel route. Can be done.

Further, the control device 31 compares the estimated arrival time calculated for each of the plurality of travel routes that can reach the destination with the target arrival time to the destination, and is earlier than the target arrival time and the target arrival time. The travel route with the closest scheduled arrival time can be selected as the optimum travel route.

Further, the control device 31 can improve the accuracy of the estimated time of arrival by setting the assumed vehicle speed by reflecting the speed limit, the legal speed, and the congestion situation.

The present invention is not limited to the above-described embodiment, and the configuration and operation can be appropriately modified. Here, a modified example of the timing of communication with the interrupting vehicle and the timing of route selection is shown.

In the embodiment, a configuration in which information is acquired from the interrupting vehicle and then the necessity of route comparison processing is determined based on the vehicle speed of the interrupting vehicle is illustrated. As an example of this modification, if the necessity of route comparison processing is determined based on the vehicle speed of the interrupting vehicle and information is acquired from the interrupting vehicle when the route comparison processing is required, communication with the interrupting vehicle is reduced. can do.

Further, in the embodiment, the optimum route is determined from all the traveling routes including the currently set route, and the route is selected by comparing whether or not the currently set route is the optimum route. As an example of this modification, the currently set route may be evaluated first, and when the delay due to the interrupt is greater than or equal to a predetermined value, another route may be searched and the route may be selected.

In the present embodiment, the case where the information on the traveling route can be acquired from the interrupting vehicle has been described as an example. However, there are cases where information about the traveling route cannot be obtained from the interrupting vehicle, such as when the interrupting vehicle does not set a traveling route or when the interrupting vehicle does not have a communication function. In such a case, the route may be changed by using a condition such as "when the interrupting vehicle is located inside the vehicle group for a predetermined time or longer".

11-13: In-vehicle system, 21: Vehicle speed sensor, 22: Inter-vehicle distance sensor, 23: GPS antenna, 24: Navigation unit, 25: Display device, 26: Speaker, 27: Wireless communication device, 28: Steering angle sensor, 29 : Drive control ECPU, 31-3: Control device, 41: Interruption vehicle information acquisition unit, 42: Travel route information acquisition unit, 43: Overlapping section identification unit, 44: Speed limit information acquisition unit, 45: Congestion status information acquisition unit , 46: Estimated vehicle speed setting unit, 47: Calculation unit, 48: Selection unit

Claims (9)

An interrupt vehicle information acquisition unit that acquires information about vehicles that have interrupted a group of vehicles running in a platoon,
When the information on the interrupted vehicle is acquired, the traveling route information acquisition unit that acquires the information on the traveling route of the interrupted vehicle and the traveling route of the vehicle group, and the traveling route information acquisition unit.
An overlapping section specifying section that specifies a section where the traveling route of the interrupted vehicle and the traveling route of the vehicle group overlap as an overlapping section,
In setting the assumed vehicle speed based on the vehicle speed of the vehicle group or the vehicle speed of the interrupted vehicle, the vehicle speed of the interrupted vehicle is set as the assumed vehicle speed in the overlapping section, and the vehicle is not the overlapping section. In the section, the assumed vehicle speed setting unit that sets the vehicle speed of the vehicle group as the assumed vehicle speed, and
A calculation unit that calculates the estimated time of arrival of the vehicle group to the destination using the assumed vehicle speed.
A selection unit that selects the travel route of the vehicle group based on the estimated time of arrival, and
In-vehicle device including. The selection unit compares the estimated arrival times calculated for each of the plurality of travel routes that can reach the destination, and selects the travel route that has the estimated arrival time closest to the current time as the optimum travel route. The vehicle-mounted device according to claim 1. The selection unit compares the estimated arrival time calculated for each of the plurality of travel routes that can reach the destination with the target arrival time to the destination, and is earlier than the target arrival time and the arrival. The in-vehicle device according to claim 1, wherein a traveling route having an estimated arrival time closest to the target time is selected as the optimum traveling route. When the vehicle speed of the interrupted vehicle is slower than the vehicle speed of the vehicle group, the traveling route information acquisition unit acquires information on the traveling route of the interrupted vehicle and information on the traveling route of the vehicle group. The vehicle-mounted device according to claim 1. The travel route information acquisition unit acquires a plurality of travel routes that can reach the destination as information on the travel routes of the vehicle group.
The overlapping section specifying unit identifies an overlapping section that overlaps with the traveling route of the interrupted vehicle for each of the plurality of traveling routes.
The assumed vehicle speed setting unit sets the estimated vehicle speed for each of the plurality of traveling routes.
The vehicle-mounted device according to claim 1, wherein the calculation unit calculates the estimated time of arrival for each of the plurality of traveling routes. Equipped with a speed limit information acquisition unit that acquires speed limit information
The vehicle-mounted device according to claim 1, wherein the assumed vehicle speed setting unit sets the estimated vehicle speed to be equal to or lower than the speed limit in a section in which the speed limit information exists. Equipped with a speed limit information acquisition unit that acquires speed limit information
The vehicle-mounted device according to claim 1, wherein the assumed vehicle speed setting unit sets the assumed vehicle speed to or less than a legal speed in a section in which the speed limit information does not exist. It is equipped with a congestion status information acquisition unit that acquires congestion status information regarding the congestion status of the road on the traveling route.
The vehicle-mounted device according to any one of claims 1 to 6, wherein the assumed vehicle speed setting unit sets the assumed vehicle speed based on the congestion status information. An interrupt vehicle information acquisition step in which an in-vehicle device acquires information about a vehicle that has interrupted a group of vehicles running in a platoon, and
When the in-vehicle device acquires information on the interrupted vehicle, a traveling route information acquisition step for acquiring information on the traveling route of the interrupted vehicle and information on the traveling route of the vehicle group, and
An overlapping section specifying step in which the in-vehicle device specifies a section where the traveling route of the interrupted vehicle and the traveling route of the vehicle group overlap as an overlapping section.
When the in-vehicle device sets the assumed vehicle speed based on the vehicle speed of the vehicle group or the vehicle speed of the interrupted vehicle, the vehicle speed of the interrupted vehicle is set as the assumed vehicle speed in the overlapping section. In the section that is not the overlapping section, the assumed vehicle speed setting step of setting the vehicle speed of the vehicle group as the assumed vehicle speed, and the assumed vehicle speed setting step.
A calculation step in which the in-vehicle device calculates the estimated time of arrival at which the vehicle group arrives at the destination using the assumed vehicle speed.
A selection step in which the in-vehicle device selects a travel route of the vehicle group based on the estimated time of arrival.
Formation control method including.

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