JP6206120B2 - Confluence support system - Google Patents

Description

  The present invention relates to a merging support system that supports merging of vehicles.

  2. Description of the Related Art Conventionally, an automatic merging control method for automatically controlling merging of vehicles is known in the field of a driving support device in which roadside infrastructure controls the speed and lateral position of a vehicle based on the recognition result of the outside world. For example, in the automatic merging control method described in Patent Literature 1, when a merging vehicle is generated, a speed pattern of the merging vehicle and a merged vehicle that becomes a merging subsequent vehicle on the main line are determined. If the inter-vehicle distance with the joined vehicle is equal to or less than the joined safety inter-vehicle distance, the traffic situation before and after the joined vehicle is judged and the joined vehicle is decelerated, the preceding vehicle immediately before the joined vehicle is accelerated, The inter-vehicle distance is adjusted in advance by increasing or decreasing the speeds of both the joining vehicle and the preceding vehicle. And after securing the space of the minimum possible merge distance in the merge section, the vehicle is controlled so that the merged vehicles are merged.

Japanese Patent No. 2969174

In the above automatic merging control method, the roadside infrastructure installed on the road grasps the traveling position and speed of the merging section and gives the optimum acceleration / deceleration for each of the merging vehicle and the merging vehicle. There are not only self-driving vehicles that perform autonomous driving through road-to-vehicle communication with roadside infrastructure, but also non-autonomous driving vehicles that are driven by the driver.
However, the existing roadside infrastructure does not acquire, for each vehicle, automatic driving information indicating whether or not it is an automatic driving vehicle that is in an automatic driving control state, and acceleration characteristic information according to the vehicle type and driver. When the merging vehicle or the joined vehicle is a non-automatic driving vehicle, it is impossible to predict how the non-automatic driving vehicle will perform. Therefore, when the non-automatic driving vehicle performs unintended traveling, it may not be possible to promote smooth merging / running for the merging vehicle and the merging vehicle that merge in the merging section.

  An object of the present invention is to provide a merging vehicle that merges in a merging section and a merging support system for causing a merging vehicle to smoothly perform merging / running in a situation where an autonomous driving vehicle and a non-automatic driving vehicle are mixed. That is.

  In order to solve the above-described problem, the merging support system according to one aspect of the present invention recognizes a main line side vehicle traveling on the main line of the road, vehicle number information of the main line side vehicle, passage time information, travel position information, The driving speed information and the automatic driving information indicating whether or not the vehicle is in an automatic driving control state are acquired. Whether the vehicle is a self-driving vehicle that recognizes a branch-side vehicle traveling on a branch line of the road and is in the vehicle number information, passage time information, traveling position information, traveling speed information, and automatic driving control state of the branch-side vehicle. The automatic driving information indicating is acquired. Then, the main line side vehicle and the branch line side vehicle are identified by the vehicle number information, and the junction position of the branch line side vehicle is determined from the passage time information, travel position information, travel speed information, and automatic driving information of the main line side vehicle and the branch line side vehicle. The merging priority of the main line side vehicle and the branch line side vehicle in the merging section of the road for determination and the traveling speed at the time of merging are calculated. Then, the merge priority and the traveling speed information at the time of merge are linked to the vehicle number information and distributed to the main line side vehicle and the branch line side vehicle. At this time, when the main line side vehicle is an autonomous driving vehicle and the branch line side vehicle is an automatic driving vehicle, for the main line side vehicle corresponding to before and after the merge position of the branch line side vehicle determined by the merge priority, The traveling speed information is distributed so that the inter-vehicle distance becomes the reference inter-vehicle distance. In addition, when the main line side vehicle is an autonomous driving vehicle and the branch line side vehicle is a non-automatic driving vehicle, the main line side vehicle corresponding to before and after the merge position of the branch line side vehicle determined by the merge priority, Travel speed information is distributed so that the inter-vehicle distance is longer than the reference inter-vehicle distance, and the vehicle number information of the main line side vehicle before the merge position is distributed to the branch line side vehicle. When the host vehicle is an autonomous driving vehicle, the main line side vehicle and the branch line side vehicle receive the merging priority distributed and the traveling speed information at the time of merging, and perform traveling control of the vehicle according to the received information. When the host vehicle is a non-automatic driving vehicle, the vehicle number information is received and displayed on the display device.

  According to an aspect of the present invention, it is possible to allow a merging vehicle and a merging vehicle that merge in a merging section to perform smooth merging / running even in a situation where autonomous driving vehicles and non-automatic driving vehicles coexist. Become.

It is a figure which shows the structural example of the confluence | merging assistance system which concerns on 1st Embodiment of this invention. It is a figure which shows the structural example of the main line side vehicle recognition apparatus in a confluence | merging assistance system. It is a flowchart which shows the procedure of the determination process of the automatic driving vehicle in a confluence | merging assistance system. It is a figure which shows the structural example of the branch line side vehicle recognition apparatus in a confluence | merging assistance system. It is a figure which shows the structural example of the joining support apparatus in a joining support system. It is a flowchart which shows the procedure of the determination process of the merge priority in a merge support system. It is a figure for demonstrating the relationship between the merging point arrival time and the time between merging vehicles in case the branch line side vehicle B (merging vehicle) precedes and there is no speed difference. It is a figure for demonstrating the relationship between the merging point arrival time and the time between merging vehicles in case the main line side vehicle A (merged vehicle) precedes and there is no speed difference. It is a figure for demonstrating the relationship between the junction point arrival time and the time between junction vehicles in case the branch line side vehicle B precedes and has a speed difference and the branch line side vehicle B is high speed. It is a figure for demonstrating the relationship between the merging point arrival time and merging inter-vehicle time in case the branch line side vehicle B precedes and has a speed difference and the main line side vehicle A is high speed. It is a figure for demonstrating the relationship between the merging point arrival time and the time between merging vehicles in case the main line side vehicle A precedes and there is a speed difference and the branch line side vehicle B has acceleration. It is a figure for demonstrating the control state of a vehicle when the branch line side vehicle B is a non-automatic driving vehicle and its acceleration characteristic is weak. It is a figure for demonstrating the control state of the vehicle in case the branch line side vehicle B is a non-automatic driving vehicle and its acceleration characteristic is strong. It is a figure for demonstrating the control state of a vehicle in case the branch line side vehicle B is an autonomous driving vehicle. It is a figure for demonstrating the merge after the toll gate which concerns on 2nd Embodiment of this invention. It is a figure which shows the structural example of the vehicle side system which concerns on 3rd Embodiment of this invention.

<First Embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to the accompanying drawings.
[Constitution]
With reference to FIG. 1, the structural example of the confluence | merging assistance system which concerns on 1st Embodiment of this invention is demonstrated.
The merge support system according to the first embodiment includes a road-side system 10 and a vehicle-side system 20.

(Roadside infrastructure)
The roadside system 10 is a roadside infrastructure installed on a road (a roadway) that joins. The roadside system 10 includes a main line side vehicle recognition device 11, a branch line side vehicle recognition device 12, a merging support device 13, a main line side communication device 14, and a branch line side communication device 15.

  The main line side vehicle recognition device 11 is a vehicle recognition device that is installed on the main line side of the road to join. The branch line side vehicle recognition device 12 is a vehicle recognition device installed on the branch line side of the road to join. The main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12 may be the same type of vehicle recognition device. A plurality of main line side vehicle recognition devices 11 and branch line side vehicle recognition devices 12 may be installed. For example, the same type of vehicle recognition devices may be installed at regular intervals along the road on the main line side and the branch line side.

With reference to FIG. 2, the structural example of the main line side vehicle recognition apparatus 11 is demonstrated.
The main line side vehicle recognition device 11 includes a vehicle recognition unit 111, a vehicle number acquisition unit 112, a passage time information acquisition unit 113, a vehicle state quantity measurement unit 114, an automatic driving state confirmation unit 115, and an acceleration history acquisition unit 116. And a vehicle recognition information transmission unit 117.
The vehicle recognizing unit 111 recognizes the main line side vehicle A that is a vehicle that is traveling on the main line of the road to be joined. The main line side vehicle A is a merged vehicle in the merge section. Here, when it is detected that the main line side vehicle A passes a predetermined position on the main line, the main line side vehicle A is imaged from above or from the front like an automatic speed violation control device such as Orbis (registered trademark). To obtain a digital image and acquire image information of the main line side vehicle A. For detection of the main line side vehicle A, a laser, a radar, or the like may be used. That is, the vehicle recognizing unit 111 can recognize the main line side vehicle A within the imaging range of the camera or the main line side vehicle A within the irradiation range such as a laser or a radar. In addition, the vehicle recognition part 111 may recognize the main line side vehicle A, when communication with the main line side vehicle A is performed by road-to-vehicle communication.

  The vehicle number acquisition part 112 acquires the vehicle number information (automobile registration number mark) displayed on the number plate from the image information of the main line side vehicle A by image recognition. The acquired vehicle number information becomes identification information of the main line side vehicle A. Actually, the license plate may be automatically read as in the N system (automobile number automatic reading device). In addition, the vehicle number acquisition part 112 may acquire vehicle number information from an ETC onboard equipment by road-to-vehicle communication. In this case, you may acquire the onboard equipment management number of an ETC onboard equipment instead of vehicle number information.

The passage time information acquisition unit 113 uses the time when the main line side vehicle A is recognized as the passage time, and acquires passage time information indicating the passage time. Actually, the passage time information acquisition unit 113 may acquire the passage time in the section of the passing vehicle as in the T system (travel time measurement system).
The vehicle state quantity measuring unit 114 detects or measures the travel position and travel speed (vehicle speed) at the passage time, and acquires the passage time information, the travel position information, and the travel speed information. The travel position information is information indicating which of the main line and the branch line is being traveled (whether the main line side vehicle or the branch line side vehicle). Here, since the main line side vehicle recognition device 11 is a vehicle recognition device installed on the main line side, the travel position information is information indicating that the vehicle is traveling on the main line (main line side vehicle). The travel position information may include information for specifying the positional relationship with the preceding vehicle. For example, the traveling position information is information indicating the relative positional relationship between the preceding vehicle and the main line side vehicle A, or the passing order of the main line side vehicle A with respect to the reference leading vehicle (how many vehicles from the leading vehicle) Alternatively, information indicating a relative positional relationship may be included.

  The automatic driving state confirmation unit 115 performs road-to-vehicle communication with the main line side vehicle A, and acquires automatic driving information indicating whether or not the vehicle is in an automatic driving control state. Here, when there is a request or response for road-to-vehicle communication from the main line side vehicle A, the automatic driving state confirmation unit 115 determines that the vehicle is in an automatic driving control state. In addition, when there is no road-to-vehicle communication request or response from the main line side vehicle A, the automatic driving state confirmation unit 115 determines that the automatic driving state is not an automatic driving vehicle in an automatic driving control state (a non-automatic driving vehicle). An autonomous driving vehicle that is in an automatic driving control state has an automatic driving function and is in an ON state (automatic driving control state). In the automatic driving control state, steering control and speed (inter-vehicle) control for follow-up traveling and platooning are automatically performed as in automatic cruise and autonomous traveling. For example, adaptive cruise control (ACC: Adaptive Cruise Control) is known. Here, if the main line side vehicle A is an autonomous driving vehicle in the automatic driving control state, even if vehicle number information, traveling position information, and traveling speed information are received directly from the main line side vehicle A by road-to-vehicle communication. good. The vehicle number information is also registered in the ETC in-vehicle device.

When the main line side vehicle A is an autonomous driving vehicle, the acceleration history acquisition unit 116 acquires the acceleration history information held by the main line side vehicle A from the main line side vehicle A through road-to-vehicle communication. In the acceleration history information, acceleration information indicating changes and transitions of past acceleration of the main line side vehicle A is accumulated.
The vehicle recognition information transmission unit 117 transmits the above various information as vehicle recognition information to the merging support apparatus 13.

With reference to FIG. 3, the process sequence of the main line side vehicle recognition apparatus 11 is demonstrated.
In step S101, when detecting that the main line side vehicle A passes a predetermined position on the main line, the vehicle recognizing unit 111 captures the main line side vehicle A with a camera from the upper side or the front side to form a digital image. The image information of A is acquired. Thereafter, the process proceeds to step S102.
In step S <b> 102, the vehicle number acquisition unit 112 automatically reads the vehicle number information displayed on the number plate of the main line side vehicle A from the image information of the main line side vehicle A. Thereafter, the process proceeds to step S103.

In step S103, the passage time information acquisition unit 113 acquires passage time information indicating the passage time of the main line side vehicle A. Thereafter, the process proceeds to step S104.
In step S104, the vehicle state quantity measuring unit 114 detects or measures the travel position and travel speed (vehicle speed) at the passage time, and acquires passage time information, travel position information, and travel speed information. Thereafter, the process proceeds to step S105.

In step S105, the automatic driving state confirmation unit 115 performs transmission processing to the main line side vehicle A for the main line side vehicle A by road-to-vehicle communication, initializes the elapsed time (elapsed time T = 0), and passes. Start counting time (timekeeping). Thereafter, the process proceeds to step S106.
In step S106, the automatic driving state confirmation unit 115 confirms whether there is a response from the main line side vehicle A. When there is a response from the main line side vehicle A (Yes in Step S106), the process proceeds to Step S107. Conversely, if there is no response from the main line side vehicle A (No in step S106), the process proceeds to step S109.

In step S107, the automatic driving state confirmation unit 115 determines that the main line side vehicle A is an automatic driving vehicle, and sets the automatic driving vehicle to automatic driving information indicating whether or not the main driving side vehicle A is an automatic driving vehicle in the automatic driving control state. Enter and record the information shown. For example, a flag “1” indicating an automatic driving vehicle is set in the automatic driving information. Thereafter, the process proceeds to step S108.
In step S108, the acceleration history acquisition unit 116 acquires acceleration history information from the main line side vehicle A (automated driving vehicle) by road-to-vehicle communication. Thereafter, the process proceeds to step S111.

In step S109, the automatic driving state confirmation unit 115 waits for a response from the main line side vehicle A until the elapsed time exceeds the predetermined time (the predetermined time elapses) (elapsed time T ← elapsed time T + increment ΔT). If the elapsed time exceeds the predetermined time (Yes in step S109), the process proceeds to step S110.
In step S110, the automatic driving state confirmation unit 115 determines that the main line side vehicle A is a non-automatic driving vehicle, and inputs and records information indicating the non-automatic driving vehicle in the automatic driving information (elapsed time T> predetermined time). T0). For example, a flag “0” indicating a non-automatic driving vehicle is set in the automatic driving information. Thereafter, the process proceeds to step S111.

In step S111, the acquired various information is transmitted to the merging support apparatus 13 as vehicle recognition information.
With reference to FIG. 5, the structural example of the branch line side vehicle recognition apparatus 12 is demonstrated.
The branch line side vehicle recognition device 12 includes a vehicle recognition unit 121, a vehicle number acquisition unit 122, a passage time information acquisition unit 123, a vehicle state quantity measurement unit 124, an automatic driving state confirmation unit 125, and an acceleration history acquisition unit 126. And a vehicle recognition information transmission unit 127.

  The vehicle recognizing unit 121 recognizes a branch line side vehicle B that is a vehicle traveling on a branch line of a joining road. The branch line side vehicle B becomes a joined vehicle in the joining section. Here, when it is detected that the branch line side vehicle B passes through a predetermined position of the branch line, the branch line side vehicle B is imaged from above or from the front like an automatic speed violation control device such as Orbis (registered trademark). The digital image is obtained, and the image information of the branch line side vehicle B is acquired. For vehicle detection, a laser, radar, or the like may be used. That is, the vehicle recognition unit 121 can recognize the branch line side vehicle B within the imaging range of the camera or the branch line side vehicle B within the irradiation range of the laser, the radar, or the like. In addition, the vehicle recognition part 121 may recognize the branch line side vehicle B, when communication with the branch line side vehicle B is performed by road-to-vehicle communication.

  The vehicle number acquisition part 122 acquires the vehicle number information (automobile registration number mark) displayed on the number plate from the image information of the branch line side vehicle B by image recognition. The acquired vehicle number information becomes identification information of the branch line side vehicle B. Actually, the license plate may be automatically read as in the N system (automobile number automatic reading device). In addition, the vehicle number acquisition part 122 may acquire vehicle number information from an ETC onboard equipment by road-to-vehicle communication. In this case, you may acquire the onboard equipment management number of an ETC onboard equipment instead of vehicle number information.

The passage time information acquisition unit 123 uses the time when the branch line side vehicle B is recognized as the passage time, and acquires passage time information indicating the passage time. Actually, the passage time information acquisition unit 123 may acquire the passage time in the section of the passing vehicle as in the T system (travel time measurement system).
The vehicle state quantity measuring unit 124 detects or measures the travel position and travel speed (vehicle speed) at the passage time, and acquires the passage time information, the travel position information, and the travel speed information. The travel position information is information indicating which of the main line and the branch line is being traveled (whether the main line side vehicle or the branch line side vehicle). Here, since the branch line side vehicle recognition device 12 is a vehicle recognition device installed on the branch line side, the travel position information is information indicating that the vehicle is traveling on the branch line (branch line side vehicle). The traveling position information may include information for specifying the positional relationship with the preceding vehicle. For example, the traveling position information is information indicating the relative positional relationship between the preceding vehicle and the branch line side vehicle B, or the order of passage of the branch line side vehicle B with respect to the reference leading vehicle (how many vehicles from the leading vehicle) Alternatively, information indicating a relative positional relationship may be included.

  The automatic driving state confirmation unit 125 performs road-to-vehicle communication with the branch line side vehicle B, and acquires automatic driving information indicating whether or not the vehicle is in an automatic driving control state. Here, when there is a request or response for road-to-vehicle communication from the branch line side vehicle B, the automatic driving state confirmation unit 125 determines that the vehicle is in an automatic driving control state. Further, when there is no road-to-vehicle communication request or response from the branch line side vehicle B, the automatic driving state confirmation unit 125 determines that the automatic driving state is not an automatic driving vehicle in an automatic driving control state (is a non-automatic driving vehicle). An autonomous driving vehicle that is in an automatic driving control state has an automatic driving function and is in an ON state (automatic driving control state). In the automatic driving control state, steering control and speed (inter-vehicle) control for follow-up traveling and platooning are automatically performed as in automatic cruise and autonomous traveling. For example, adaptive cruise control (ACC: Adaptive Cruise Control) is known. Here, if the branch line side vehicle B is an autonomous driving vehicle in the automatic driving control state, even if the vehicle number information, the traveling position information, and the traveling speed information are received directly from the branch line side vehicle B by road-to-vehicle communication. good. The vehicle number information is also registered in the ETC in-vehicle device.

The acceleration history acquisition unit 126 acquires the acceleration history information held by the branch line side vehicle B from the branch line side vehicle B by road-to-vehicle communication when the branch line side vehicle B is an autonomous driving vehicle. In the acceleration history information, acceleration information indicating changes and transitions of past acceleration of the branch line side vehicle B is accumulated.
The vehicle recognition information transmission unit 127 transmits the various types of information as vehicle recognition information to the merging support apparatus 13.

As described above, the configuration of the branch line side vehicle recognition device 12 is basically the same as the configuration of the main line side vehicle recognition device 11. Therefore, the processing procedure of the branch line side vehicle recognition device 12 is basically the same as the processing procedure of the main line side vehicle recognition device 11. That is, in the description of the processing procedure of the main line side vehicle recognition device 11, the main line may be read as a branch line.
The merge support device 13 is a travel support device that controls the merge of vehicles. The merging support device 13 is installed in the vicinity of the road in FIG. 1, but it may not actually be installed in the vicinity of the road. If the merge support device 13 can communicate with a roadside system (main line side vehicle recognition device 11, branch line side vehicle recognition device 12, main line side communication device 14, and branch line side communication device 15) installed in the vicinity of the road, It doesn't matter where it is installed. In practice, one merging support device 13 may communicate with a plurality of roadside systems to centrally control the merging of vehicles in a plurality of merging sections or a plurality of roads.

With reference to FIG. 5, the structural example of the confluence | merging assistance apparatus 13 is demonstrated.
The merge support device 13 includes a vehicle recognition unit 131, a vehicle type specification information management unit 132, a vehicle-specific attribute information management unit 133, and a merge priority determination unit 134.
The vehicle recognition unit 131 includes a vehicle recognition information reception unit 131A, a vehicle type identification unit 131B, and a vehicle-specific attribute information registration unit 131C.

  The vehicle recognition information receiving unit 131A receives vehicle recognition information from the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12, and recognizes the main line side vehicle A and the branch line side vehicle B. The vehicle recognition information includes image information, vehicle number information, passage time information, travel position information, travel speed information, automatic driving information, and acceleration history information of the main line side vehicle A and branch line side vehicle B. In addition, if it is not necessary to consider the time lag by communication with the main line side vehicle recognition apparatus 11 and the branch line side vehicle recognition apparatus 12, the passage time information of the main line side vehicle A and the branch line side vehicle B is the time when the vehicle recognition information is received. Time information at may be used. There may be a case where the difference of drivers (drivers) in the same vehicle can be determined by the difference in time zone when passing. Further, the acceleration history information is included only in the case of an autonomous driving vehicle.

  The vehicle type identification unit 131B identifies the vehicle type from the image information of the main line side vehicle A and the branch line side vehicle B. For example, the vehicle type is specified from the size of the vehicle, the color / size / classification number of the license plate, the brand emblem / logo mark displayed on the vehicle body, and the vehicle name (vehicle type) emblem. In addition, a feature such as the shape (appearance) of the vehicle is acquired from the image information of the vehicle by image recognition, the vehicle type specification information management unit 132 is inquired for the acquired feature, and the vehicle type corresponding to the acquired feature is specified. Also good. Actually, the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12 may specify the vehicle type from the image information of the main line side vehicle A and the branch line side vehicle B. In this case, the vehicle recognition unit 131 receives information on the vehicle type together with the vehicle recognition information from the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12. In this case, vehicle image information is not required in the vehicle recognition information. As for the autonomous driving vehicle, if possible, information on the vehicle type may be directly acquired from the autonomous driving vehicle by road-to-vehicle communication via the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12.

  The vehicle-specific attribute information registration unit 131C links the vehicle number information, vehicle type information, travel position information, travel speed information, automatic driving information, and passage time information, and registers them in the vehicle-specific attribute information management unit 133. Actually, it is not necessary to link all the above information, and the automatic driving information and the passage time information are arbitrary. Further, if the vehicle number information has been registered (known), only the traveling position information, traveling speed information, automatic driving information, and passage time information may be additionally registered or updated.

  The vehicle type specification information management unit 132 is a database for managing vehicle type specification information (spec) and the like. As the specification information, the shape, function, performance, standard, parts used, etc. can be considered. Actually, specification information for each vehicle type disclosed by an automobile manufacturer or the like may be used. Here, the vehicle type specification information management unit 132 manages characteristics such as shape, acceleration characteristic information (displacement, acceleration performance), and the like for each vehicle type. Deceleration is a similar performance for all vehicles, but acceleration varies depending on displacement.

  The vehicle-specific attribute information management unit 133 is a database for managing vehicle number information, vehicle type information, travel position information, travel speed information, and automatic driving information in association with each other. Actually, it is not necessary to link all the above information, and the automatic driving information and the passage time information are arbitrary. For non-automated driving vehicles, past acceleration information is accumulated and used as acceleration history information, and this acceleration history information is also linked and managed. This acceleration history information is acceleration characteristic information for each vehicle and for each driver (driver). Further, the vehicle-specific attribute information management unit 133 may store the average value or the intermediate value of the traveling speed information in association with the traveling speed information. The traveling speed information may be managed only for a vehicle that is not an autonomous driving vehicle (non-automatic driving vehicle). This is because it is considered that the acceleration history information can be acquired from the autonomous driving vehicle by road-to-vehicle communication.

The merging priority determination unit 134 includes a merging point arrival time prediction unit 134A, an autonomous driving vehicle determination unit 134B, a merging inter-vehicle time setting unit 134C, an expected acceleration setting unit 134D, a merging point arrival time prediction correction unit 134E, A merging point arrival time comparison unit 134F and a merging priority distribution processing unit 134G are provided.
The joining point arrival time prediction unit 134A predicts / estimates the joining point arrival time for each of the main line side vehicle A and the branch line side vehicle B for each vehicle. For example, the merging point arrival time predicting unit 134A refers to the passage time information, the traveling position information, and the traveling speed information for each vehicle, and calculates a planned traveling distance to the merging as a difference between the merging point and the traveling position. The estimated elapsed time is calculated by dividing this planned travel distance by the vehicle speed, and the estimated elapsed time is added to the passage time, thereby calculating the arrival time at the junction. Here, any position from the merge start point (start point) to the merge end point (end point) in the merge section is assumed as the merge point. Note that the merging section is between the merging start point and the merging end point.

Actually, the passing time in the section of the passing vehicle is received from the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12 installed for each point as in the T system (travel time measurement system), and The arrival time at the meeting point may be calculated from the passage time in the section. However, actually, it is not limited to the above example.
The automatic driving vehicle determination unit 134B refers to the automatic driving information for each vehicle and confirms whether each of the main line side vehicle A and the branch line side vehicle B is an automatic driving vehicle.

  When either the main line side vehicle A or the branch line side vehicle B is not an autonomous driving vehicle, the merging inter-vehicle time setting unit 134C sets the merging inter-vehicle time longer (longer) (for example, 2 seconds or more). This inter-vehicle time is calculated by combining the "free running distance" and the "braking distance" with the time (reaction time) from when the driver (driver) recognizes the danger until he / she decides to step on the brake and actually steps on the brake. It may be equal to or longer than the total time obtained by adding the time (stop time) passing through the “stop distance”. The inter-vehicle time is a value that determines the inter-vehicle distance, and a value obtained by multiplying the inter-vehicle time and the vehicle speed is the inter-vehicle distance.

  Further, the junction time setting unit 134C determines that the arrival time of the branch line side vehicle B is greater than the arrival time of the main line side vehicle A when the main line side vehicle A and the branch line side vehicle B are both automatic driving vehicles. Check if it is too early. When the arrival time at the junction point of the branch line side vehicle B is earlier than the arrival time at the junction point of the main line side vehicle A, the junction priority of the branch line side vehicle B is made higher than the convergence priority level of the main line side vehicle A. Thereby, 134 C of merging inter-vehicle time setting parts determine a merging priority. If the arrival time of the branch line side vehicle B is not earlier than the arrival time of the main line side vehicle A, the time between the merging vehicles is set to be smaller (shorter) (for example, 1 second or more and less than 2 seconds). It is not necessary to consider the reaction time of the driver (driver), and the time between the merging vehicles may be longer than the stop time when the brake is immediately applied. When platooning or follow-up driving is being performed, it is possible to apply the brake simultaneously with the preceding vehicle and the following vehicle, and to adjust the inter-vehicle distance while the vehicle is stopped. That is, when both the main line side vehicle A and the branch line side vehicle B are autonomous driving vehicles, both vehicles can be braked from the road side system 10, and therefore the time between the merging vehicles can be made smaller than in other cases. . Therefore, when the main line side vehicle A and the branch line side vehicle B are both automatic driving vehicles, the inter-vehicle distance at the time of joining is smaller than in other cases.

Here, the inter-vehicle distance according to the time between the merging vehicles when set to be smaller (shorter) is set as the “reference inter-vehicle distance”. When the merging inter-vehicle time is set to be longer (longer), the merging inter-vehicle time setting unit 134C sets the inter-vehicle distance to be larger (longer) than the reference inter-vehicle distance.
The junction time setting unit 134C may set a collision allowance time (TTC: Time To Collation) expected at the time of junction instead of the junction time.

In addition, the merging inter-vehicle time setting unit 134C calculates a traveling speed at the time of merging in accordance with the merging inter-vehicle time when the merging inter-vehicle time is set. This is because the traveling speed and the inter-vehicle time (inter-vehicle distance) are closely related. The merging inter-vehicle time setting unit 134C may set the traveling speed at the time of merging of the main line side vehicle A and the branch line side vehicle B as the setting of the merging inter-vehicle time.
The predicted acceleration setting unit 134D is managed as acceleration characteristic information for each vehicle type managed as specification information by the vehicle type specification information management unit 132, and as acceleration history information by the autonomous driving vehicle or the attribute information management unit 133 for each vehicle. At least one piece of acceleration characteristic information is acquired from the vehicle-specific acceleration characteristic information, and the predicted acceleration in the merging section is set reflecting the acceleration characteristic. The predicted acceleration may be a predicted value of the relative acceleration of the branch line side vehicle B with respect to the main line side vehicle A. Here, the predicted acceleration setting unit 134D sets the predicted acceleration to be smaller when the main line side vehicle A is not an autonomous driving vehicle. Alternatively, the expected acceleration is set with reference to the travel history. The predicted acceleration setting unit 134D sets the predicted acceleration larger when the branch line side vehicle B is not an automatic driving vehicle, or when both the main line side vehicle A and the branch line side vehicle B are automatic driving vehicles.

The merging point arrival time prediction correction unit 134E calculates a merging point arrival time that reflects the merging inter-vehicle time and the predicted acceleration for each of the main line side vehicle A and the branch line side vehicle B, and calculates the merging point arrival time. Correct it.
The merging point arrival time comparison unit 134F has a merging point arrival time after correction of the branch line side vehicle B at the merging end point (branch line side merging point arrival time) after the correction of the main line side vehicle A at the merging end point. Check if the point arrival time (main line side junction arrival time) is earlier than the time obtained by subtracting the difference (margin) of the allowable range. When it is smaller, the merge priority of the main line side vehicle A is made lower than the merge priority of the branch line side vehicle B. When it is not small, the merge priority of the main line side vehicle A is made higher than the merge priority of the branch line side vehicle B. Thereby, the joining point arrival time comparison unit 134F determines the joining priority.

  The merging priority distribution processing unit 134G generates merging priority data in which the merging priority and the traveling speed information at the time of merging are associated with the vehicle number information (converted to the merging priority data format), and the main line side communication device 14 And the instruction | indication to broadcast-deliver to each of the main line side vehicle A and the branch line side vehicle B is transmitted with respect to the branch line side communication apparatus 15 with merge priority data. Note that the merging priority distribution processing unit 134G may further generate merging priority data associated with the above-described vehicle recognition information. For example, the merge priority distribution processing unit 134G may generate merge priority data in which vehicle number information, travel position information, automatic driving information, merge priority, and travel speed information at the time of merge are linked.

[Determination of merge priority]
With reference to FIG. 6, the procedure for determining the merge priority will be described.
In step S201, the vehicle recognition information receiving unit 131A receives the vehicle recognition information from the main line side vehicle recognition device 11, and the vehicle number information, the vehicle type information, the travel position information, the travel speed information, the automatic driving information of the main line side vehicle A, And passage time information is acquired. At this time, the vehicle type identification unit 131B identifies the vehicle type of the main line side vehicle A. The vehicle-specific attribute information registration unit 131C links these pieces of information and registers them in the vehicle-specific attribute information management unit 133.

  In step S202, the vehicle recognition information receiving unit 131A receives the vehicle recognition information from the branch line side vehicle recognition device 12, and the vehicle number information, vehicle type information, travel position information, travel speed information, automatic driving information of the branch line side vehicle B, And passage time information is acquired. At this time, the vehicle type identification unit 131B identifies the vehicle type of the branch line side vehicle B. The vehicle-specific attribute information registration unit 131C links these pieces of information and registers them in the vehicle-specific attribute information management unit 133.

Note that the order of the processing in step S201 and step S202 is not limited. That is, whichever may be the first or both.
In step S203, the merging point arrival time predicting unit 134A predicts the merging point arrival time for each of the main line side vehicle A and the branch line side vehicle B for each vehicle. Here, the arrival time “t ₁ ” of the main line side vehicle A, the travel position “x ₁ ”, the vehicle speed “V ₁ ”, the passing time “T ₁ ”, and the arrival time “t ₂ ” of the branch side vehicle B ”, Travel position“ x ₂ ”, vehicle speed“ V ₂ ”, passage time“ T ₂ ”, merging point“ x ”, merging start point“ x _START ”, merging end point“ x _END ”, It can be calculated by (1).

その後、ステップＳ２０４に移行する。
ステップＳ２０４では、自動運転車両判定部１３４Ｂは、支線側車両Ｂが自動運転車両であるか確認する。支線側車両Ｂが自動運転車両でない場合（ステップＳ２０４でＮｏ）、ステップＳ２０５に移行する。反対に、支線側車両Ｂが自動運転車両である場合（ステップＳ２０４でＹｅｓ）、ステップＳ２０８に移行する。

Thereafter, the process proceeds to step S204.
In step S204, the automatic driving vehicle determination unit 134B confirms whether the branch line side vehicle B is an automatic driving vehicle. When the branch line side vehicle B is not an automatic driving vehicle (No in step S204), the process proceeds to step S205. On the contrary, when the branch line side vehicle B is an automatic driving vehicle (Yes in step S204), the process proceeds to step S208.

In step S205, the merging inter-vehicle time setting unit 134C sets the merging inter-vehicle time to be longer (longer) than the branch line-side vehicle B because the branch-line vehicle B is not an automatic driving vehicle (is a non-automatic driving vehicle). . Thereafter, the process proceeds to step S206.
In step S <b> 206, the predicted acceleration setting unit 134 </ b> D sets the predicted acceleration to be smaller for the branch line side vehicle B. Alternatively, the expected acceleration is set with reference to the travel history. Thereafter, the process proceeds to step S207.

In step S207, the merging point arrival time prediction correction unit 134E calculates a merging point arrival time reflecting the merging inter-vehicle time and the predicted acceleration for the branch line side vehicle B, and corrects the merging point arrival time. Here, when the arrival time “t ₂ ”, the vehicle speed “V ₂ ”, the predicted acceleration “a”, and the passage time “T ₂ ” of the branch line side vehicle B can be calculated by the following equation (2).

その後、ステップＳ２１４に移行する。
ステップＳ２０８では、自動運転車両判定部１３４Ｂは、本線側車両Ａが自動運転車両であるか確認する。本線側車両Ａが自動運転車両でない場合（ステップＳ２０８でＮｏ）、ステップＳ２０９に移行する。反対に、本線側車両Ａが自動運転車両である場合（ステップＳ２０８でＹｅｓ）、ステップＳ２１０に移行する。

Thereafter, the process proceeds to step S214.
In step S208, the automatic driving vehicle determination unit 134B confirms whether the main line side vehicle A is an automatic driving vehicle. When the main line side vehicle A is not an autonomous driving vehicle (No in step S208), the process proceeds to step S209. On the other hand, when the main line side vehicle A is an autonomous driving vehicle (Yes in step S208), the process proceeds to step S210.

In step S209, the merging inter-vehicle time setting unit 134C sets the merging inter-vehicle time to be longer (longer) than the main line-side vehicle A because the main-line vehicle A is not an automatic driving vehicle (is a non-automatic driving vehicle). . Moreover, the traveling speed at the time of merging according to the time between merging vehicles is calculated. Thereafter, the process proceeds to step S212.
In step S210, the merging inter-vehicle time setting unit 134C determines that the merging point arrival time of the branch line side vehicle B is greater than the merging point arrival time of the main line side vehicle A because both the main line side vehicle A and the branch line side vehicle B are autonomously driven vehicles. Check if it is too early. That is, it is confirmed whether “t ₂ <t ₁ ”. When the junction point arrival time of the branch line side vehicle B is not earlier than the junction point arrival time of the main line side vehicle A (No in step S210), the process proceeds to step S211. On the other hand, when the junction point arrival time of the branch line side vehicle B is earlier than the junction point arrival time of the main line side vehicle A (Yes in step S210), the process proceeds to step S215.

In step S211, the merging inter-vehicle time setting unit 134C sets the merging inter-vehicle time to be shorter (shorter) than the main line-side vehicle A because the main line-side vehicle A is an autonomous driving vehicle. Moreover, the traveling speed at the time of merging according to the time between merging vehicles is calculated. Thereafter, the process proceeds to step S212.
In step S212, the predicted acceleration setting unit 134D sets the predicted acceleration larger for the main line side vehicle A. Moreover, the traveling speed at the time of merging according to the time between merging vehicles is calculated. Thereafter, the process proceeds to step S213.

In step S213, the merging point arrival time prediction correction unit 134E calculates a merging point arrival time reflecting the merging inter-vehicle time and the predicted acceleration for the main line side vehicle A, and corrects the merging point arrival time.
In step S214, the merge point arrival time comparison unit 134F determines that the corrected merge point arrival time (branch line side merge point arrival time) of the branch line side vehicle B at the merge end point is the main line side vehicle A at the merge end point. It is confirmed whether it is earlier than the time when the difference (margin) of the allowable range is subtracted from the corrected junction arrival time (main line side junction arrival time). For example, when the branch line merging point arrival time “t ₂ (x _END )”, the main line merging point arrival time “t ₁ (x _END )”, and the allowable range difference “t _MARGIN ”, the following equation (3) Make sure that the above conditions are met.

合流地点到達時刻比較部１３４Ｆは、支線側合流地点到達時刻が本線側合流地点到達時刻から許容範囲の差分（マージン）を減じた時刻よりも早くない場合（ステップＳ２１４でＮｏ）、ステップＳ２１５に移行する。反対に、支線側合流地点到達時刻が本線側合流地点到達時刻から許容範囲の差分（マージン）を減じた時刻よりも早い場合（ステップＳ２１４でＹｅｓ）、ステップＳ２１６に移行する。

When the branch line side arrival point arrival time is not earlier than the time when the difference (margin) of the allowable range is subtracted from the main line side arrival point arrival time (No in step S214), the joining point arrival time comparison unit 134F proceeds to step S215. To do. On the other hand, when the branch line side junction arrival time is earlier than the time when the difference (margin) of the allowable range is subtracted from the main line junction arrival time (Yes in step S214), the process proceeds to step S216.

In step S215, the merging point arrival time comparison unit 134F predicts that the main line side vehicle A will arrive at the merging point first, so that the merging priority level of the main line side vehicle A is higher than the merging priority level of the branch side vehicle B. Make it high.
In step S216, the merging point arrival time comparison unit 134F predicts that the branch line side vehicle B will reach the merging point first, so the merging priority of the main line side vehicle A is set higher than the merging priority of the branch line side vehicle B. make low.

  In step S217, the merging priority distribution processing unit 134G generates merging priority data in which the merging priority and the traveling speed information at the time of merging are associated with the vehicle number information (converted to the merging priority data format), and the main line An instruction for broadcast distribution to each of the main line side vehicle A and the branch line side vehicle B is transmitted together with the merge priority data to the side communication device 14 and the branch line side communication device 15.

  The main line side communication device 14 is a road side communication device installed on the main line side of the road to be merged, receives the merge priority data for passing through the merge section from the merge support device 13, and communicates with the main line side vehicle A by road-to-vehicle communication. And broadcast the merge priority data. The branch line side communication device 15 is a road side communication device installed on the branch line side of the road to be joined. The branch side communication device 15 receives the merge priority data passing through the merge section from the merge support device 13 and communicates with the branch line side vehicle B by road-to-vehicle communication. And broadcast the merge priority data.

  Here, the main line side communication device 14 and the branch line side communication device 15 broadcast and distribute the merge priority data of all the vehicles that are expected to be located in the vicinity in the merge section. That is, for each individual vehicle, not only the merge priority data of the vehicle but also merge priority data of surrounding vehicles (other vehicles traveling around the vehicle) are broadcast in a batch. In practice, however, non-automated driving vehicles may not be able to receive merge priority data. In practice, the main line side communication device 14 and the branch line side communication device 15 do not distribute the confluence priority data by broadcasting, but according to the confluence priority data, the main line side communication device 14 and the branch line side communication device 15 The vehicle number information of the preceding vehicle to be followed (following traveling) at the time of merging and the traveling speed information at the time of merging may be notified. The main line side vehicle A and the branch line side vehicle B merge using the above information. For example, the automatic driving vehicle performs traveling control based on the above information, and the non-automatic driving vehicle notifies the driver (driver) of the above information by a display device or the like.

  The main line side communication device 14 and the branch line side communication device 15 may be the same type of road side communication device. A plurality of main line side communication devices 14 and branch line side communication devices 15 may be provided. For example, on the main line side and the branch line side, the same kind of road-side communication devices may be installed at regular intervals along the road. The main line side communication device 14 is installed at a place closer to the merging section (lane change section) than the main line side vehicle recognition device 11. Further, the branch line side communication device 15 is installed in a place closer to the merging section than the branch line side vehicle recognition device 12. However, actually, the main line side vehicle recognition device 11 and the main line side communication device 14 may be integrated. Similarly, the branch line side vehicle recognition device 12 and the branch line side communication device 15 may be integrated. For example, devices having both functions of a vehicle recognition device and a roadside communication device are installed as the main line side vehicle recognition device 11, the branch line side vehicle recognition device 12, the main line side communication device 14, and the branch line side communication device 15, respectively. Also good.

(Vehicle device)
The vehicle side system 20 is a vehicle device mounted on a vehicle. In 1st Embodiment, regardless of whether it is the main line side vehicle A or the branch line side vehicle B, it shall be mounted in the autonomous driving vehicle. In the first embodiment, the vehicle-side system 20 includes a vehicle-side communication device 21, a surrounding vehicle recognition device 22, a controller 23, a speed control device 24, a steering control device 25, an acceleration history management device 26, and a display. And a control device 27.

The vehicle side communication device 21 receives the merge priority data distributed by broadcast from the roadside system 10.
Here, the vehicle priority information is associated with vehicle number information, travel position information, travel speed information, automatic driving information, inter-vehicle time, and merge priority. For example, the above-mentioned vehicle recognition information, the time between merged vehicles, and the merge priority are linked to the merge priority data. Further, when an inquiry or road-to-vehicle communication for automatic driving control is performed by road-to-vehicle communication from the roadside system 10, an appropriate response is returned. At this time, as a response, the roadside system 10 may be notified of the fact that the host vehicle is an automatic driving vehicle or ON / OFF of the automatic driving function.

  The surrounding vehicle recognition device 22 recognizes surrounding vehicles from the content of the joining priority data, and recognizes the traveling position, traveling speed, and joining priority of the surrounding vehicles. Although it is not essential, if possible, the surrounding vehicle is detected using the vehicle's on-board camera (front camera, side camera, rear camera, etc.), laser, radar, inter-vehicle communication, etc. You may obtain | require a position and a vehicle speed, and may collate with the content of received data. In addition, the preceding vehicle is imaged with the front camera of the own vehicle, and the vehicle number information obtained from the image information of the preceding vehicle is compared with the vehicle number information obtained from the received data, and the contents of the preceding vehicle and the received data are checked. May be linked. The surrounding vehicles other than the preceding vehicle can be specified by the relative position with the preceding vehicle.

  The controller 23 calculates the safe inter-vehicle distance and relative speed by referring to the travel position and travel speed of the host vehicle and the surrounding vehicles, the inter-vehicle time, and the confluence priority, and the speed via the speed control device 24. To control. Further, the controller 23 refers to the merge priority data of the host vehicle and the surrounding vehicles, and adjusts the speed via the speed control device 24 according to the merge priority of the main line side vehicle A and the branch line side vehicle B, By adjusting the steering angle via the steering control device 25, the vehicle travels while controlling the speed so that it can join the main line. At this time, the controller 23 transmits a speed command value or an acceleration / deceleration command value to the speed control device 24. Further, a steering angle command value is transmitted to the steering control device 25. For example, in the merge priority data delivered from the roadside system 10, the controller 23 maintains the current traveling speed when the merge priority linked to the vehicle number information of the host vehicle is the highest merge priority. Control is performed so that the vehicle travels toward the merging section while accelerating. In addition, if the merge priority associated with the vehicle number information of the own vehicle is not the highest merge priority, the merge priority associated with the vehicle number information of the own vehicle and the vehicle number information of surrounding vehicles are associated. Compared with the merge priority assigned to the vehicle, it is possible to detect a surrounding vehicle with a merge priority higher than that of the own vehicle, and to merge behind the surrounding vehicle having a merge priority higher than that of the own vehicle. Adjust the speed (to follow). The controller 23 may adjust the speed according to the speed control by the roadside system 10. For example, the controller 23 may adjust the speed according to the traveling speed information received from the roadside system 10. Further, the controller 23 accumulates the acceleration information of the host vehicle as acceleration history information in the acceleration history management device 26, reads the acceleration history information in response to a request from the road side system 10, and transmits / provides it to the road side system 10. Furthermore, the controller 23 generates video information tagged with travel position information, travel speed information, vehicle number information, and merge priority data (and automatic driving information) of surrounding vehicles, and transmits the video information to the display control device 27. . Here, an electronic control unit (ECU: Electronic Control Unit) is assumed as an example of the controller 23. However, actually, it is not limited to the electronic control device.

  The speed control device 24 receives a speed command value or an acceleration / deceleration command value from the controller 23, calculates a motor torque command and a friction brake pressure command to achieve a target speed, drives a drive source and a brake device, and Adjust the speed. The drive source is not limited to a general engine, and may be an electric motor or a hybrid configuration combining an engine and a motor. The steering control device 25 receives the steering angle command value from the controller 23, calculates a steering torque command to achieve the target steering angle, drives the steering actuator, and changes the direction of the wheels.

  The acceleration history management device 26 is a database for accumulating acceleration information of the host vehicle as acceleration history information. At this time, the acceleration history management apparatus 26 may associate and accumulate the position information of the host vehicle and the acceleration information as the acceleration history information. The position information may be latitude / longitude information based on GPS (Global Positioning System) information, or position information of the main line side vehicle recognition device 11, the branch line side vehicle recognition device 12, the main line side communication device 14, and the branch line side communication device 15. Or identification information may be sufficient. Alternatively, acceleration information may be accumulated only at a specific position such as a merge section. Thereby, it becomes possible to acquire an acceleration history at a specific position such as a merging section. Further, the acceleration history management device 26 may store the acceleration history information in association with the maximum value, the minimum value, the average acceleration, and the like of the acceleration at a specific position such as a merging section.

  The display control device 27 inputs the above video information, and displays on the screen a video tagged with travel position information, travel speed information, vehicle number information, and merging priority data (and automatic driving information) of surrounding vehicles. To do. As for the video, a CG video is assumed. In the case of a transmissive display, the tag image may be displayed superimposed on the vehicle in the display. For example, augmented reality (AR) may be used. Further, the display control device 27 may be notified by voice in cooperation with the voice output device. Further, the display control device 27 may display each vehicle in a distinguishable manner by color-coding or the like according to the merge priority. As for the automatic driving information, the automatic driving vehicle and the non-automatic driving vehicle may be displayed so as to be identifiable by color coding or the like. Further, the preceding vehicle that should be followed at the time of merging may be displayed with emphasis. Further, the display control device 27 may display the vehicle number information of the preceding vehicle to be followed at the time of merging and the traveling speed information at the time of merging. Thereby, the main line side vehicle A and the branch line side vehicle B can know at what timing the merging priority data higher than the own vehicle enters the merging section together with the vehicle given from the roadside system 10. Here, a digital signal processor (DSP) is assumed as an example of the display control device 27. However, actually, the present invention is not limited to the digital signal processor (DSP).

[Relationship between arrival time at junction and inter-vehicle time]
Next, the relationship between the arrival time at the junction and the inter-vehicle time will be described. In the following examples of FIGS. 7 to 11, the merge start point “x _START = 0” and the merge end point “x _END = 80” are set.

(1) When the branch line side vehicle B (joining vehicle) precedes and there is no speed difference As shown in FIG. 7, the branch line side vehicle B (joining vehicle) precedes, and the main line side vehicle A (joining vehicle) and the branch line When there is no speed difference with the side vehicle B (merging vehicle), the predicted acceleration of the branch line side vehicle B becomes 0 (a = 0), and the main line side vehicle A and the branch line side vehicle B take a certain inter-vehicle distance. Will run. Further, the difference between the arrival times of the two vehicles in the merging section is the merging time. Here, the difference between the arrival times of both vehicles in the merging section is constant and the branch line side vehicle B is ahead, so that the main line side vehicle A reaches the merging point at the merging start point “ _xSTART ”. A value obtained by subtracting the arrival time at the junction point of the branch line side vehicle B from the time is defined as an inter-vehicle time. Actually, the absolute value of the difference may be used. Here, when it is assumed that the inter-vehicle time is “THW”, it can be calculated by the following equation (4).

なお、上記の合流車間時間は、本線側車両Ａと支線側車両Ｂとのうち少なくとも一方を加減速することにより調整可能である。そして、支線側車両Ｂに本線側車両Ａよりも高い合流優先度を配信し、車間距離を維持したまま本線側車両Ａの前方に支線側車両Ｂが合流できるようにする。すなわち、合流してきた支線側車両Ｂに本線側車両Ａが上記の合流車間時間で追従（追従走行）するように速度を制御する。

The time between the merging vehicles can be adjusted by accelerating / decelerating at least one of the main line side vehicle A and the branch line side vehicle B. Then, a higher merge priority is delivered to the branch line side vehicle B than the main line side vehicle A so that the branch line side vehicle B can merge in front of the main line side vehicle A while maintaining the inter-vehicle distance. That is, the speed is controlled so that the main line side vehicle A follows the merging branch vehicle B following the merged inter-vehicle time.

(2) When the main line side vehicle A (merge vehicle) precedes and there is no speed difference As shown in FIG. 8, the main line side vehicle A (merge vehicle) precedes the main line vehicle A (merge vehicle). And the branch line side vehicle B (merging vehicle) have no speed difference, the predicted acceleration of the branch line side vehicle B is 0 (a = 0), and the main line side vehicle A and the branch line side vehicle B have a certain inter-vehicle distance. Will run in parallel. Further, the difference between the arrival times of the two vehicles in the merging section is the merging time. Here, the difference between the arrival times of both vehicles in the merging section is constant and the main line side vehicle A is ahead, so the branch side vehicle B arrives at the merging point at the merging start point “ _xSTART ”. A value obtained by subtracting the arrival time of the main line side vehicle A from the time is defined as the time between the combined vehicles. Actually, the absolute value of the difference may be used. Here, when the inter-vehicle time is “THW”, it can be calculated by the following equation (5).

なお、上記の合流車間時間は、本線側車両Ａと支線側車両Ｂとのうち少なくとも一方を加減速することにより調整可能である。そして、本線側車両Ａに支線側車両Ｂよりも高い合流優先度を配信し、車間距離を維持したまま本線側車両Ａの後方に支線側車両Ｂが合流できるようにする。すなわち、先行している本線側車両Ａに支線側車両Ｂが上記の合流車間時間で追従するように速度を制御する。

The time between the merging vehicles can be adjusted by accelerating / decelerating at least one of the main line side vehicle A and the branch line side vehicle B. Then, a higher merge priority than the branch line side vehicle B is distributed to the main line side vehicle A so that the branch line side vehicle B can merge behind the main line side vehicle A while maintaining the inter-vehicle distance. That is, the speed is controlled such that the branch line side vehicle B follows the preceding main line side vehicle A in the time between the merging vehicles.

(3) When the branch line side vehicle B (joining vehicle) precedes, there is a speed difference, and the branch line side vehicle B (joining vehicle) has a high speed As shown in FIG. When the speed of the side vehicle B (merged vehicle) is higher (faster) than that of the main line side vehicle A (merged vehicle), the distance between the two vehicles gradually increases. Further, the difference between the arrival times of the two vehicles in the merging section is the merging time. Here, since the high-speed branch line side vehicle B is ahead, the value obtained by subtracting the junction point arrival time of the main line side vehicle A from the junction point arrival time of the branch line side vehicle B at the merge start point “ _xSTART ” is merged. Time between vehicles. Actually, the absolute value of the difference may be used. Further, the difference at the merge end point “x _END ” may be used. Here, when the inter-vehicle time is “THW”, the time can be calculated by the above-described equation (4).

  The time between the merging vehicles can be adjusted by accelerating / decelerating at least one of the main line side vehicle A and the branch line side vehicle B. Then, a higher merge priority is distributed to the branch line side vehicle B than the main line side vehicle A so that the preceding high speed branch line side vehicle B can merge in front of the main line side vehicle A. In other words, the speed is controlled so that the main line side vehicle A follows the branch line side vehicle B that has joined the vehicle at the time between the merging vehicles.

(4) When the branch line side vehicle B (joining vehicle) precedes, there is a speed difference, and the main line side vehicle A (joined vehicle) is high speed As shown in FIG. When the speed of the main line side vehicle A (merged vehicle) is higher (faster) than that of the branch line side vehicle B (merging vehicle), the distance between the two vehicles gradually decreases, and the main line side vehicle A and the branch line side The position with the vehicle B may be reversed. Further, the difference between the arrival times of the two vehicles in the merging section is the merging time. Here, in order to make the running after the merging smooth, in the merging section, the main line side vehicle A having a higher speed than the preceding branch line side vehicle B is run first, and the inter-vehicle time at the time of “completion completion” is set. It is preferable to obtain it. Therefore, the value obtained by subtracting the junction arrival time of the branch line side vehicle B from the junction arrival time of the main line side vehicle A at the junction end point “x _END ” is defined as the junction vehicle time. Actually, the absolute value of the difference may be used. Here, when the inter-vehicle time is “THW”, the following equation (6) can be used.

なお、上記の合流車間時間は、本線側車両Ａと支線側車両Ｂとのうち少なくとも一方を加減速することにより調整可能である。そして、本線側車両Ａに支線側車両Ｂよりも高い合流優先度を配信し、高速の本線側車両Ａの後方に支線側車両Ｂが合流できるようにする。すなわち、合流区間において、本線側車両Ａを先行させ、その本線側車両Ａに支線側車両Ｂが上記の合流車間時間で追従するように速度を制御する。

The time between the merging vehicles can be adjusted by accelerating / decelerating at least one of the main line side vehicle A and the branch line side vehicle B. Then, a higher merge priority than the branch line side vehicle B is distributed to the main line side vehicle A so that the branch line side vehicle B can merge behind the high speed main line side vehicle A. That is, in the merge section, the main line side vehicle A is preceded, and the speed is controlled so that the main line side vehicle A follows the branch line side vehicle B in the time between the merge vehicles.

(5) Main line side vehicle A (merge vehicle) precedes, with speed difference, branch line side vehicle B (merge vehicle) with acceleration As shown in FIG. 11, main line side vehicle A (merge vehicle) is ahead. However, if it is predicted from the acceleration at the time of passage, acceleration history information, etc. that the branch line side vehicle B (merging vehicle) will merge while accelerating, it is considered that the merging point arrival time will change from the initial prediction, The junction point arrival time is corrected in consideration of the predicted acceleration of the branch line side vehicle B. At this time, since the speed of the branch line side vehicle B also changes according to the expected acceleration, the inter-vehicle distance between both vehicles gradually decreases, and the positions of the main line side vehicle A and the branch line side vehicle B may be reversed. . Further, the difference between the arrival times of the two vehicles in the merging section is the merging time. Here, when the predicted acceleration of the branch line side vehicle B is large (a = a _Large ), the positions of the main line side vehicle A and the branch line side vehicle B are reversed before reaching the merge section, and the branch line side vehicle B leads. A value obtained by subtracting the arrival time at the junction point of the branch line side vehicle B from the arrival time at the arrival point of the main line side vehicle A at the start point “x _START ” is defined as the inter-vehicle time. Actually, the absolute value of the difference may be used. Further, the difference at the merge end point “x _END ” may be used. Here, when the inter-vehicle time is “THW”, it can be calculated by the following equation (7).

また、支線側車両Ｂの予想加速度が小さく（ａ＝ａ_{Ｓｍａｌｌ}）、合流区間内で本線側車両Ａと支線側車両Ｂとの位置が逆転する場合、合流終了点「ｘ_ＥＮＤ」での本線側車両Ａの合流地点到達時刻から支線側車両Ｂの合流地点到達時刻を減じた値を合流車間時間とする。実際には、差分の絶対値でも良い。ここで、合流車間時間「ＴＨＷ」とすると、以下の式（８）で算出できる。

Further, when the predicted acceleration of the branch line side vehicle B is small (a = a _Small ) and the positions of the main line side vehicle A and the branch line side vehicle B are reversed in the merge section, the main line side at the merge end point “x _END ” A value obtained by subtracting the arrival time at the junction point of the branch line side vehicle B from the arrival time at the arrival point of the vehicle A is defined as an inter-vehicle time. Actually, the absolute value of the difference may be used. Here, when the inter-vehicle time is “THW”, it can be calculated by the following equation (8).

なお、上記の合流車間時間は、本線側車両Ａと支線側車両Ｂとのうち少なくとも一方を加減速することにより調整可能である。そして、支線側車両Ｂに本線側車両Ａよりも高い合流優先度を配信し、加速して先行する高速の支線側車両Ｂが本線側車両Ａの前方に合流できるようにする。すなわち、合流してきた支線側車両Ｂに本線側車両Ａが上記の合流車間時間で追従するように速度を制御する。

The time between the merging vehicles can be adjusted by accelerating / decelerating at least one of the main line side vehicle A and the branch line side vehicle B. Then, a higher merge priority is distributed to the branch line side vehicle B than the main line side vehicle A so that the high-speed branch line side vehicle B that precedes and accelerates can merge in front of the main line side vehicle A. In other words, the speed is controlled so that the main line side vehicle A follows the branch line side vehicle B that has joined the vehicle at the time between the merging vehicles.

[Vehicle control status]
Next, an example of the control state (behavior) of the vehicle will be described. Here, the main line side vehicle A (merged vehicle) is an autonomous driving vehicle. Further, when the branch line side vehicle B (merging vehicle) is a non-automatic driving vehicle, the acceleration characteristic varies depending on the driver (driver).

(1) When the branch line side vehicle B is a non-automatic driving vehicle and the acceleration characteristic is weak As shown in FIG. 12, the main line side vehicle A is an automatic driving vehicle, the branch line side vehicle B is a non-automatic driving vehicle, and the branch line side vehicle B When the acceleration characteristic is weaker than the main line side vehicle A, the main line side vehicle A travels without decelerating (no deceleration), so that the branch line side vehicle B slightly decelerates and follows the main line side vehicle A ( Deceleration: small). In the case of no deceleration, it does not matter whether acceleration is present.

(2) When the branch line side vehicle B is a non-automatic driving vehicle and has strong acceleration characteristics As shown in FIG. 13, the main line side vehicle A is an automatic driving vehicle, the branch line side vehicle B is a non-automatic driving vehicle, and the branch line side vehicle B When the acceleration characteristic is stronger than the main line side vehicle A, the main line side vehicle B is allowed to travel without decelerating (no deceleration). As shown, the vehicle is decelerated to increase the inter-vehicle distance between the branch line side vehicle B and the host vehicle (deceleration: medium, inter-vehicle distance increase), and follows the branch line side vehicle B that has joined. This inter-vehicle distance is a distance at which the main line side vehicle A (own vehicle) can take a safe inter-vehicle time with respect to the branch side vehicle B in preparation for unexpected behavior of the branch line side vehicle B. However, actually, it is not limited to the above example.

(3) When the branch line side vehicle B is an autonomous driving vehicle As shown in FIG. 14, when both the main line side vehicle A and the branch line side vehicle B are automatic driving vehicles, the main line side so that the branch line side vehicle B can join. A higher confluence priority than the vehicle A is distributed, the branch line side vehicle B travels without decelerating, and the main line side vehicle A slightly decelerates and follows the branch line side vehicle B (deceleration: small). In addition, when the branch line side vehicle B is an autonomous driving vehicle, both vehicles have high traveling accuracy, so that the amount by which the main line side vehicle A can increase the inter-vehicle distance may be small, and the main line side vehicle A is forced to succeed in the merge. There is no need to slow down. Moreover, since both vehicles can be braked from the roadside system, the inter-vehicle distance after joining may be small (inter-vehicle distance: small).

(Modification)
In the first embodiment, the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12 are assumed to be vehicle recognition devices installed on the main line side and the branch line side. You may implement | achieve combining the communication apparatus installed in the vicinity of. For example, the merging support device 13 images a surrounding vehicle with an in-vehicle camera (a front camera, a side camera, a rear camera, etc.) by a road-to-vehicle communication via a communication device installed in the vicinity of a road. Then, the image information converted into a digital image, the position information and the traveling speed information of surrounding vehicles measured and acquired by the autonomous driving vehicle may be received. At this time, the autonomous driving vehicle measures position information and traveling speed information of surrounding vehicles using a camera, a laser, a radar, and the like. Alternatively, position information and travel speed information are received from surrounding vehicles by inter-vehicle communication. Thereby, the autonomous driving vehicle and the communication device installed in the vicinity of the road serve as the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12.

Further, the merging support device 13 is displayed on the license plate from the image information of the image information of the main line side vehicle A and the branch line side vehicle B by image recognition, instead of the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12. Vehicle number information may be acquired.
Further, the vehicle recognition unit 131 of the merging support device 13 may be provided in each of the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12. Further, the vehicle-specific specification information management unit 132 and the vehicle-specific attribute information management unit 133 of the merge support device 13 may be a storage device or a server device that is physically independent from the merge support device 13.

  As an example of the merge support device 13, a computer such as a personal computer (PC), an appliance, a server for a thin client, a workstation, a mainframe, and a supercomputer may be considered. The joining support device 13 is not limited to a terminal or a server, and may be a relay device or a peripheral device. Further, the merge support device 13 may be an expansion board mounted on a computer or the like, or a virtual machine (VM: Virtual Machine) built on a physical machine.

Further, when performing a merge simulation or the like on a computer, the merge support system itself according to the first to third embodiments may be a computer such as a personal computer (PC), an appliance, a workstation, a mainframe, or a supercomputer. . In this case, a virtual machine (VM) constructed on a physical machine may be used.
Although not shown, the above computer is realized by a processor that is driven according to a program and executes predetermined processing, and a memory that stores the program and various data.

  Examples of the processor include a CPU (Central Processing Unit), a microprocessor (microprocessor), a microcontroller (microcontroller), or a semiconductor integrated circuit (LSI: Large Scale Integration) having a dedicated function.

  As an example of the above memory, a semiconductor storage device such as a RAM (Random Access Memory), a ROM (Read Only Memory), an EEPROM (Electrically Erasable and Programmable Read Only Memory), or a flash memory can be considered. If necessary, an auxiliary storage device such as HDD (Hard Disk Drive) or SSD (Solid State Drive), a removable disk such as DVD (Digital Versatile Disk), or an SD memory card (Secure Digital memory medium) (Media) or the like may be used. Further, a buffer, a register, or the like may be used.

Note that the processor and the memory may be integrated. For example, in recent years, a single chip such as a microcomputer has been developed. Therefore, a case where a one-chip microcomputer mounted on an electronic device or the like includes the above processor and the above memory can be considered.
However, actually, it is not limited to the above example.

[Effect of the first embodiment]
The first embodiment has the following effects.
(1) The merging support system according to the first embodiment recognizes a main line side vehicle traveling on the main line of the road, and vehicle number information, passing time information, travel position information, travel speed information, and automatic driving of the main line side vehicle. The automatic driving information indicating whether or not the vehicle is an automatic driving vehicle in a control state is acquired. Whether the vehicle is a self-driving vehicle that recognizes a branch-side vehicle traveling on a branch line of the road and is in the vehicle number information, passage time information, traveling position information, traveling speed information, and automatic driving control state of the branch-side vehicle. The automatic driving information indicating is acquired. Then, the main line side vehicle and the branch line side vehicle are identified by the vehicle number information, and the junction position of the branch line side vehicle is determined from the passage time information, travel position information, travel speed information, and automatic driving information of the main line side vehicle and the branch line side vehicle. The merging priority of the main line side vehicle and the branch line side vehicle in the merging section of the road for determination and the traveling speed at the time of merging are calculated. Then, the merge priority and the traveling speed information at the time of merge are linked to the vehicle number information and distributed to the main line side vehicle and the branch line side vehicle. At this time, when the main line side vehicle is an autonomous driving vehicle and the branch line side vehicle is an automatic driving vehicle, for the main line side vehicle corresponding to before and after the merge position of the branch line side vehicle determined by the merge priority, The traveling speed information is distributed so that the inter-vehicle distance becomes the reference inter-vehicle distance. In addition, when the main line side vehicle is an autonomous driving vehicle and the branch line side vehicle is a non-automatic driving vehicle, the main line side vehicle corresponding to before and after the merge position of the branch line side vehicle determined by the merge priority, Travel speed information is distributed so that the inter-vehicle distance is longer than the reference inter-vehicle distance, and the vehicle number information of the main line side vehicle before the merge position is distributed to the branch line side vehicle. When the host vehicle is an autonomous driving vehicle, the main line side vehicle and the branch line side vehicle receive the merging priority distributed and the traveling speed information at the time of merging, and perform traveling control of the vehicle according to the received information. When the host vehicle is a non-automatic driving vehicle, the vehicle number information is received and displayed on the display device.

In this way, the roadside infrastructure does not need to calculate the optimum speed of all vehicles involved in merging with high accuracy, and the merging priority data when passing through the merging section is delivered to the main line side vehicle and the branch line side vehicle. It is a configuration.
Moreover, the main line side vehicle and the branch line side vehicle have a simple configuration in which the method of merging and merging is determined individually according to the received merging priority. For this reason, it is not necessary to construct a control system for automatic driving as a large-scale system including roadside infrastructure and vehicles.

(2) The merging support system according to the first embodiment refers to the acceleration characteristic information associated with the vehicle number information, and passes the time information, travel position information, travel speed information, and automatic of the main line side vehicle and the branch line side vehicle. From the driving information and the acceleration characteristic information, the merging priority of the main line side vehicle and the branch line side vehicle in the merging section of the road and the traveling speed at the time of merging are calculated.
In this way, the roadside infrastructure obtains the vehicle number information so that individual vehicles can be identified. Therefore, the priority order is determined in consideration of variations in acceleration characteristics of individual vehicles and drivers (drivers). Can do.

  (3) In the merging support system according to the first embodiment, the vehicle device when the host vehicle is an autonomous driving vehicle has the highest merging priority associated with the vehicle number information of the host vehicle. In some cases, control is performed to maintain the traveling speed of the host vehicle. If the merge priority associated with the vehicle number information of the own vehicle is not the highest merge priority, the merge priority associated with the vehicle number information of the own vehicle and the vehicle number information of surrounding vehicles are associated. The surrounding vehicle having a higher joining priority than the own vehicle is detected, and the speed is controlled to follow the detected surrounding vehicle according to the traveling speed information at the time of joining.

  In this way, each vehicle can individually determine how to join and join according to the received joining priority and travel speed information. In addition, the control system can be basically constructed by distributed control on the vehicle side. It can also be used as an additional function of existing navigation devices and cruise devices. Further, the vehicle can change / adjust the inter-vehicle distance in consideration of whether or not the joining vehicle is an autonomous driving vehicle. In addition, when the autonomous driving vehicles join each other, it is not necessary to decelerate in order to ensure a large vehicle-to-vehicle distance, and smooth joining / running is possible.

Second Embodiment
Next, a second embodiment of the present invention will be described.
The second embodiment is different from the first embodiment in that it is intended to join the main line after passing through a toll gate where many gates (entrance gates) exist. However, also in the second embodiment, the configuration and operation of the merge support system are basically the same as those in the first embodiment. The gate may be read as a lane (runway).

  As shown in FIG. 15, in the second embodiment, in the merge to the main line after passing through the toll gate where there are many gates, the roadside system 10 installed at the toll gate or in the vicinity thereof is connected to the main line side vehicle A and the branch line side. A merging priority corresponding to the position of the gate and the order of passage of the gate is assigned to the vehicle B. That is, the merging support device 13 calculates the merging priority according to the gate position and the gate passage order, and distributes the merging priority data associated with the vehicle number information to the main line side vehicle A and the branch line side vehicle B. To do. In this case, the position of the gate and the order of passage of the gate become the travel position after passing through the toll gate. The main line side vehicle A and the branch line side vehicle B are generally considered to decelerate when passing through the toll gate and to accelerate after passing through the toll gate.

  Although not shown, the main line side vehicle recognition device 11 and the main line side communication device 14 are installed for each lane corresponding to the main line or each gate thereof, and the branch line side vehicle recognition device 12 and the branch line side communication device 15 correspond to the branch lines. It is installed for each lane or for each gate. Here, the main line side vehicle recognition device 11 and the branch line side vehicle recognition device 12 are installed in front of the toll gate (for example, the entrance), and the main line side communication device 14 and the branch line side communication device 15 are located at the toll gate. It is installed at the end (for example, exit). That is, it is installed in front of and behind the toll stop position. Actually, it may be installed on the shoulder. Moreover, the number of merge support apparatuses 13 may be one. Here, it is assumed that the merge support device 13 is installed at a toll gate. However, actually, the installation place of the merge support apparatus 13 is arbitrary.

[Effects of Second Embodiment]
The second embodiment has the following effects.
(1) The merging support system according to the second embodiment associates the merging priority according to the position of the gate and the passage order of the gate with the vehicle number information in the merging after passing through the toll gate where many gates exist. To the main line side vehicle and the branch line side vehicle.

This makes it possible to realize smooth merging even when complicated merging such as a toll gate is expected where the number of lanes is narrowed from a large number of gates at once.
In addition, since it is not necessary to fully predict the movement of all vehicles, it can also be applied to cases where complicated merging such as a toll gate where the number of lanes can be reduced at once is expected. It is easy.
Other than that, basically the same effects as those of the first embodiment are obtained.

<Third Embodiment>
Next, a third embodiment of the present invention will be described.
The third embodiment is different from the first embodiment in that the entire vehicle-side system is built on a display device. If the vehicle-side system itself is a display device, it can be mounted on a non-automated driving vehicle. Of course, it can also be mounted on an autonomous vehicle. Note that the third embodiment can be implemented in combination with the first embodiment. As an example of a display device serving as a vehicle-side system according to the third embodiment, a navigation monitor such as a car navigation system or a head-up display (HUD: Head-Up Display), or a mobile phone, smartphone, tablet installed in the vehicle An eyeglass-type or helmet-type head-mounted display (HMD: Head Mounted Display) that can be worn by a terminal or a driver (driver) is conceivable. In addition, a wearable computer with a display screen that can be worn by a driver (driver) may be used. However, actually, it is not limited to these examples.

As shown in FIG. 16, the vehicle-side system 20 according to the third embodiment includes a vehicle-side communication device 21, a surrounding vehicle recognition device 22, a controller 23, and a display control device 27. The vehicle side communication device 21, the surrounding vehicle recognition device 22, the controller 23, and the display control device 27 are basically the same as those in the first embodiment.
The vehicle side communication device 21 receives the merge priority data from the merge support device 13. The merge priority associated with the vehicle number information of the main line side vehicle and the branch line side vehicle and the traveling speed at the time of merge are received. Here, the vehicle priority information is associated with vehicle number information, travel position information, travel speed information, automatic driving information, inter-vehicle time, and merge priority. Note that the travel speed information includes information related to the travel speed at the time of merging.

The surrounding vehicle recognition device 22 recognizes surrounding vehicles from the content of the joining priority data, and recognizes the traveling position, traveling speed, and joining priority of the surrounding vehicles.
The controller 23 does not control the behavior of the vehicle in the first embodiment, and only performs processing related to generation / output of video information. Here, as an example of the controller 23, a processor for a display device is assumed. However, in practice, the processor is not limited to the display device.

  The display control device 27 displays an image in which the merging priority linked to the vehicle number information of the main line side vehicle and the branch line side vehicle and the traveling speed at the time of merging are tagged to the main line side vehicle and the branch line side vehicle, and driving The driver (driver) is notified of the merging priority of the host vehicle and the traveling speed at the time of merging. Thereby, it becomes possible to notify the non-automatic driving vehicle of the merging priority and the traveling speed at the time of merging.

  In the third embodiment, unlike the first embodiment, the speed control device 24 and the steering control device 25 are unnecessary. Although the acceleration history management device 26 is basically unnecessary, the acceleration history management device 26 may be provided as long as the vehicle-side system 20 according to the third embodiment can acquire the acceleration information of the host vehicle. good. In practice, the vehicle-side system 20 according to the third embodiment may be linked to the speed control device 24, the steering control device 25, and the acceleration history management device 26 installed in the vehicle.

[Effect of the third embodiment]
The third embodiment has the following effects.
(1) The display device according to the third embodiment receives the merging priority and the traveling speed information at the time of merging associated with the vehicle number information of the host vehicle and the surrounding vehicles from the roadside infrastructure. In addition, the merging priority associated with the vehicle number information of the own vehicle and the surrounding vehicles and the traveling speed information at the time of the merging are displayed on the own vehicle and the surrounding vehicles are displayed as an image, and the merging of the own vehicle is displayed to the driver. The priority and the traveling speed information at the time of joining are notified.

  As described above, the display device realizes a part of the functions of the vehicle device in the first embodiment. By installing this display device on a non-automated driving vehicle, it is possible to use information from the roadside system as a driving assistance device that assists the driver (driver) even in a non-automatic driving vehicle, It becomes possible to provide confluence support for the driver (driver) of the non-automatic driving vehicle. For example, since the state of the automatic driving control by the roadside system is displayed, the driver (driver) of the non-automatic driving vehicle can grasp the state of the automatic driving control of surrounding vehicles and can adjust to the situation. Moreover, if it is a display apparatus, it will become possible to install not only in a non-automatic driving vehicle but in a two-wheeled vehicle.

In addition, for non-automatically driven vehicles, it becomes possible to display in advance what kind of vehicle will be intermingled before entering the merging section, and the judgment of the driver (driver) of the nonautomatically driven vehicle will be possible. The load can be reduced. Further, since the driver (driver) of the non-automatic driving vehicle can recognize and consider the presence of the merging vehicle existing in the blind spot, the driver can perform driving with a psychological margin.
In addition, compared to the realization of an automatic driving system, the installation of a display device is very easy, so it is easy to apply the merging support system even in the diffusion process (transition period) of a full-fledged and complete automatic driving system. is there.

<Relationship between first to third embodiments>
The first to third embodiments can be implemented in combination. For example, the roadside system according to the second embodiment may be applied as an additional function of the roadside system according to the first embodiment. The display device according to the third embodiment can be installed in the vehicle in the first embodiment and the second embodiment. In the description of the first to third embodiments, if there is no particular mention of the magnitude relationship, it indicates whether it is larger or smaller than the threshold value (specified value).
As mentioned above, although embodiment of this invention was explained in full detail, actually, it is not restricted to said embodiment, Even if there is a change of the range which does not deviate from the summary of this invention, it is included in this invention.

10. Roadside system (roadside infrastructure)
DESCRIPTION OF SYMBOLS 11 ... Main line side vehicle recognition apparatus 12 ... Branch line side vehicle recognition apparatus 13 ... Junction support apparatus 131 ... Vehicle recognition part 131A ... Vehicle recognition information receiving part 131B ... Vehicle type specific part 131C ... Attribute information registration part for each vehicle 132 ... Car type specification information Management unit 133 ... Vehicle-specific attribute information management unit 134 ... Junction priority determination unit 134A ... Junction point arrival time prediction unit 134B ... Automatic driving vehicle determination unit 134C ... Junction inter-vehicle time setting unit 134D ... Expected acceleration setting unit 134E ... Arriving junction point Time prediction correction unit 134F ... Junction point arrival time comparison unit 134G ... Junction priority distribution processing unit 14 ... Main line side communication device 15 ... Branch line side communication device 20 ... Vehicle side system (vehicle device)
DESCRIPTION OF SYMBOLS 21 ... Vehicle side communication apparatus 22 ... Surrounding vehicle recognition apparatus 23 ... Controller 24 ... Speed control apparatus 25 ... Steering control apparatus 26 ... Acceleration history management apparatus 27 ... Display control apparatus

Claims (5)

It is installed on the main line side of the road to be joined, recognizes the main line side vehicle traveling on the main line of the road, vehicle number information, passing time information, travel position information, travel speed information, and automatic driving control state of the main line side vehicle A main line side vehicle recognition device for acquiring automatic driving information indicating whether or not the vehicle is an automatic driving vehicle;
It is installed on the branch line side of the road, recognizes a branch line side vehicle traveling on the branch line of the road, and in the vehicle number information, passage time information, travel position information, travel speed information, and automatic driving control state of the branch line side vehicle A branch line side vehicle recognition device for acquiring automatic driving information indicating whether or not the vehicle is a certain automatic driving vehicle;
The main line side vehicle and the branch line side vehicle are installed outside the road, identified by vehicle number information, passing time information, travel position information, travel speed information, and automatic driving information of the main line side vehicle and the branch line side vehicle. To calculate the merging priority of the main line side vehicle and the branch line side vehicle in the merging section of the road for determining the merging position of the branch line side vehicle and the traveling speed at the time of merging. And a merging support device that distributes the travel speed information to the main line side vehicle and the branch line side vehicle in association with vehicle number information,
Provided in the main line side vehicle and the branch line side vehicle, and when the host vehicle is an autonomous driving vehicle, the merging priority distributed from the merging support device and the traveling speed information at the time of merging are received, and according to the received information A vehicle device that performs vehicle travel control and receives and displays vehicle number information when the host vehicle is a non-automatic driving vehicle;
With
When the main line side vehicle is an automatic driving vehicle and the branch line side vehicle is an automatic driving vehicle, the merging support device corresponds to before and after the merging position of the branch line side vehicle defined by the merging priority. When traveling speed information is distributed to the main line side vehicle so that the inter-vehicle distance becomes the reference inter-vehicle distance, and when the main line side vehicle is an automatic driving vehicle and the branch line side vehicle is a non-automatic driving vehicle, Distributing traveling speed information such that the inter-vehicle distance is longer than the reference inter-vehicle distance to the main-line vehicle corresponding to the front and rear of the branch-side vehicle determined by the merge priority, A merging support system, wherein vehicle number information of a main line side vehicle before the merging position is distributed to a vehicle.   The merging support device refers to acceleration characteristic information associated with vehicle number information, and passes time information, traveling position information, traveling speed information, automatic driving information, and acceleration characteristics of the main line side vehicle and the branch line side vehicle. The merging support system according to claim 1, wherein a merging priority of the main line side vehicle and the branch line side vehicle and a traveling speed at the time of merging in the merging section of the road are calculated from the information.   The said joining support apparatus calculates the joining priority according to the position of the said gate, and the passage order of the said gate in the joining after the toll gate where many gates exist. Confluence support system.   When the host vehicle is an autonomous driving vehicle, the vehicle device maintains the traveling speed of the host vehicle when the join priority associated with the vehicle number information of the host vehicle is the highest join priority. If the merge priority associated with the vehicle number information of the own vehicle is not the highest merge priority, the merge priority associated with the vehicle number information of the own vehicle and the vehicle number information of surrounding vehicles Comparing with the associated merge priority, the surrounding vehicle having a higher merge priority than the host vehicle is detected, and the speed is controlled to follow the detected surrounding vehicle according to the traveling speed information at the time of the merge. The merging support system according to any one of claims 1 to 3, characterized in that:   The device for a vehicle displays an image in which the merging priority and the traveling speed information at the time of merging associated with the vehicle number information of the own vehicle and surrounding vehicles are tagged to the own vehicle and surrounding vehicles, and is displayed to the driver. The merging support system according to any one of claims 1 to 4, wherein the merging priority of the host vehicle and travel speed information at the time of merging are reported.

Images