JP6620693B2 - Linked travel system - Google Patents

Description

  The present invention relates to a cooperative traveling system that allows a plurality of vehicles to travel in cooperation.

  2. Description of the Related Art Conventionally, there is a platooning traveling system that causes a plurality of vehicles to travel in a platoon by causing a preceding vehicle to follow the preceding vehicle (see Patent Document 1). In the case of the one described in Patent Document 1, when a platoon approaches a merging point on a road with multiple lanes on one side, and the traveling lane of the platoon is a lane adjacent to the merging point, it is limited to some vehicles. The lane is changed to the lane on the opposite side of the merging point.

JP 2014-78170 A

  By the way, in the thing of patent document 1, some vehicles are made to change lanes at a junction, regardless of whether there is a vehicle joining at a junction. For this reason, the traveling state of some vehicles is changed wastefully, and there is still room for improvement. In addition, frequent lane changes are a risk, and may cause occupant anxiety.

  Note that when running in a row, it may be necessary to change the running state of some vehicles not only at a junction but also at a branch point or the like.

  The present invention has been made in order to solve these problems, and a main purpose of the present invention is cooperation that can suppress a wasteful change in the traveling state of the vehicle when the plurality of vehicles travel together. It is to provide a traveling system.

  The present invention employs the following means in order to solve the above problems.

The first means is a cooperative traveling system (10) that causes a plurality of vehicles (20A to 20E) to travel in cooperation with each other,
A follow-up traveling unit (28, 29, 50) for causing the preceding vehicle to follow the following vehicle,
An unconstrained travel unit (28, 29, 50) that travels the plurality of vehicles to a common point in a state that includes a vehicle that travels without being constrained by a positional relationship with another vehicle;
A switching unit (28, 50) for switching between the traveling of the plurality of vehicles by the following traveling unit and the traveling of the plurality of vehicles by the unconstrained traveling unit;
It is characterized by providing.

  According to the above configuration, the following vehicle causes the following vehicle to follow the preceding vehicle in the plurality of vehicles traveling in cooperation with each other. For this reason, the traveling load of the following vehicle can be reduced, and the fuel consumption can be improved. In addition, the unconstrained traveling unit causes the plurality of vehicles to travel to a common point in a state including a vehicle that travels without being constrained by the positional relationship with other vehicles in the plurality of vehicles traveling in cooperation (hereinafter, "Unconstrained driving"). Since unconstrained travel includes vehicles that do not travel following the preceding vehicle, for example, it is possible to prevent a plurality of vehicles traveling in cooperation from interfering with a general vehicle at a junction of roads. For this reason, it is not necessary to change the traveling state of the vehicle when approaching the junction of the road while executing the unconstrained traveling.

  Here, the switching unit switches between traveling of the plurality of vehicles by the follower traveling unit (following traveling) and traveling of the plurality of vehicles by the unconstrained traveling unit (unconstrained traveling). Therefore, it is possible to improve the fuel consumption by executing the follow-up traveling, and it is possible to suppress the useless change in the traveling state of the vehicle by executing the unconstrained traveling. The common point may be a common destination for a plurality of vehicles, or a common waypoint.

The schematic diagram which shows a cooperation traveling system. The schematic diagram which shows a convoy travel vehicle. The flowchart which shows the start process of a leader vehicle. The flowchart which shows the start process of another vehicle. The flowchart which shows the switching process of formation driving | running | working and unrestricted driving | running | working. The flowchart which shows the other switching process of row driving | running | working and unrestrained driving | running | working. The schematic diagram which shows the switching aspect of formation driving | running | working and unrestrained driving | running | working. The flowchart which shows the other switching process of row driving | running | working and unrestrained driving | running | working. The schematic diagram which shows unconstrained driving | running | working when a row is divided by a traffic light. The schematic diagram which shows the unconstrained driving | running | working at the time of driving | running | working start.

(First embodiment)
Hereinafter, a first embodiment embodied as a cooperative traveling system in which a plurality of vehicles travel in cooperation will be described with reference to the drawings. As shown in FIG. 1, the cooperative traveling system 10 includes a plurality of vehicles 20A to 20E (only 20A and 20B are displayed) and a center 50.

  The vehicle 20A includes a power source 32, a steering actuator 21, a drive actuator 22, a braking actuator 23, an operation unit 24, a vehicle state quantity detection sensor 25, a surrounding monitoring sensor 26, a navigation device 27, a vehicle control unit 28, a V2X communication device 29, and the like. It is a passenger car provided with. The vehicles 20B to 20E have the same configuration as the vehicle 20A. The vehicles 20A to 20E are not limited to passenger cars, and may be trucks or buses.

  A general device for traveling the vehicle 20A will be described. The power source 32 is an engine, a motor, or the like, and generates a driving force. The drive actuator 22 includes a transmission, a clutch, a drive gear, and the like, and drives the drive wheels 30 with the drive force of the power source 32. The steering actuator 21 changes the steering angle of the steering wheel 31. The braking actuator 23 brakes the driving wheel 30 and the steering wheel 31. The operation unit 24 includes an HMI (Human Machine Interface), an input device, and the like, and transmits an occupant operation on the input device to the vehicle control unit 28 and each device.

  Other devices included in the vehicle 20A will be described.

  The vehicle state quantity detection sensor 25 detects various state quantities of the vehicle 20A. The vehicle state quantity detection sensor 25 includes a vehicle speed sensor, a steering angle sensor, a brake pressure sensor, and the like. The vehicle speed sensor detects the speed of the vehicle 20A. The steering angle sensor detects the steering angle of the steering wheel or steering wheel 31. The brake pressure sensor detects the brake pressure of the brake actuator 23.

  The surrounding monitoring sensor 26 (corresponding to the object detecting unit) is configured by a camera, a radar, or the like, and detects an object around the vehicle 20A. The camera captures the front and rear of the vehicle 20 </ b> A and transmits the captured image to the vehicle control unit 28. The radar is a millimeter wave radar, a laser radar, or the like, and radiates electromagnetic waves toward a predetermined range in front of the vehicle 20A and detects the reflected wave. The radar detects a distance to an object existing in a predetermined range in front of the vehicle 20A and a relative speed of the object with respect to the vehicle 20A.

  The navigation device 27 (corresponding to a road shape acquisition unit and a route setting unit) includes a GPS receiver, a geomagnetic sensor, a gyro sensor, a display unit for displaying map information, an operation switch operated by an occupant, a map information database, and the like. I have. The GPS receiver receives GPS signals from the satellite S. The geomagnetic sensor detects geomagnetism. The gyro sensor detects an angular velocity around the vertical direction of the vehicle 20A. The navigation device 27 calculates the current position of the vehicle 20A based on detection signals from these sensors. The navigation device 27 refers to the map information database and acquires the road shape around the current position of the vehicle 20A. The navigation device 27 performs guidance by setting a travel route from the current position to the destination.

  The V2X communication device 29 is a wireless communication device, vehicle-to-vehicle communication between the vehicle 20A and the vehicles 20B to 20E, road-to-vehicle communication between the road side device (not shown) and the vehicle 20A, the center 50, and the vehicle 20A. To communicate with other vehicles. The V2X communication device 29 can perform communication between the vehicle 20 </ b> A and the vehicles 20 </ b> B to 20 </ b> E without limitation of the distance via the road-side device or the center 50.

  The vehicle control unit 28 (corresponding to the switching unit) is a microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like. The vehicle control unit 28 controls operations of the power source 32, the steering actuator 21, the drive actuator 22, the brake actuator 23, the V2X communication device 29, and the like based on detection signals from various sensors and signals from various devices. The vehicle control unit 28 and the V2X communication device 29 constitute a follow-up traveling unit and an unconstrained traveling unit.

  The center 50 is a base station that relays communications, detects information related to the environment, and aggregates information. The center 50 includes a communication device 51, an environment information detection device 52, and the like. The communication device 51 is a wireless communication device similar to the V2X communication device 29. The communication device 51 communicates with the vehicles 20A to 20E, the road side device, the other center 50, and the like. The communication device 51 relays communication between the vehicles 20A to 20E. The environment information detection device 52 detects information related to the surrounding environment. The center 50 includes a database of map information, a database of various information, a server that executes various processes, and the like.

  FIG. 2 is a schematic diagram showing a row running vehicle. In platooning, the following vehicle travels following the preceding vehicle so that the inter-vehicle distance with the preceding vehicle matches the target inter-vehicle distance. Further, in platooning, the vehicles 20A to 20E form a collinear line. At this time, the vehicles 20A to 20E transmit and receive each other's ID (identification number), current position, and vehicle information (information such as vehicle speed, brake, blinker, etc.) by inter-vehicle communication. The platooning is executed by the vehicle control unit 28 of each vehicle.

  Further, the vehicle control unit 28 adjusts the distance between the preceding vehicle and the following vehicle to the target inter-vehicle distance while a part of the vehicle travels on a different lane from the other vehicles according to the situation of the vehicles 20A to 20E. To follow. This follow-up traveling is not included in the unconstrained traveling described later.

  In the present embodiment, when the vehicles 20A to 20E travel in cooperation with each other, the vehicles 20A to 20E are commonly used in a state that includes the following traveling and the vehicle that travels without being restricted by the positional relationship with other vehicles. Switching between unconstrained travel to travel to a point.

  FIG. 3 is a flowchart showing start processing of cooperative traveling in the leader vehicle. This series of processing is executed by the vehicle control unit 28 of the leader vehicle (own vehicle) when an occupant performs an operation for starting cooperative traveling as the leader vehicle. Here, a case where the vehicle 20A is a leader vehicle will be described as an example. In addition, when the instruction | indication which starts cooperation driving | running | working from the said center 50 is received, the said start process can also be performed.

  First, a destination is set (S11). Specifically, the destination set by the navigation device 27 is set as the destination of the leader vehicle (vehicle 20A) in the cooperative travel.

  Subsequently, an entry call is sent to the platoon that runs in cooperation (S12). Specifically, the V2X communication device 29 transmits a call signal calling for entry into the platoon and an ID of the vehicle 20A (or an ID of a device mounted on the vehicle 20A). In addition, the V2X communication device 29 may also transmit destinations, routes, travel plans, occupant information, vehicle types, comments, and the like.

  Subsequently, it is determined whether or not information related to entry into the platoon is received from other vehicles (vehicles 20B to 20E) (S13). Specifically, it is determined whether or not a signal including a response signal corresponding to a call for entry into the platoon has been received from another vehicle. The information related to entry into the platoon from another vehicle includes the ID of the other vehicle (or the ID of the device mounted on the other vehicle). In this determination, when it is determined that information related to entry into the convoy from another vehicle is not received (S13: NO), the process returns to S12.

  On the other hand, in the determination of S13, when it is determined that information related to entry into the convoy from another vehicle has been received (S13: YES), a process of creating a convoy is executed (S14). Specifically, the ID of another vehicle that enters the platoon of the vehicle 20A is registered (stored). When there are a plurality of other vehicles to enter, the IDs of all other vehicles are registered. Then, this series of processing ends (END). Note that the vehicle 20A may execute the processes of S12 to S14 even during traveling.

  FIG. 4 is a flowchart showing start processing of cooperative traveling in vehicles (vehicles 20B to 20E) other than the leader vehicle (20A). This series of processing is executed by the vehicle control unit 28 of the host vehicle when an operation for starting cooperative traveling as a vehicle other than the leader vehicle is performed by the occupant. The operation of starting cooperative traveling as a vehicle other than the leader vehicle includes an operation of inputting the ID of the vehicle 20A.

  First, a destination is set (S21). Specifically, the destination set in the navigation device 27 of the host vehicle is set as the destination of the host vehicle in the cooperative travel.

  Subsequently, a convoy entry condition is set (S22). Specifically, the input ID of the vehicle 20A is registered as the ID of the leader vehicle of the platoon to enter.

  Subsequently, it is determined whether or not information related to a call for entry into a convoy traveling in cooperation is received from the vehicle 20A (S23). Specifically, it is determined whether a call signal calling for entry into the platoon and the ID of the vehicle 20A have been received. The information regarding the call for entry into the platoon that travels in cooperation includes IDs of other vehicles that enter the platoon other than the host vehicle and the vehicle 20A. In this determination, when it is determined that the information related to the call for entry into the convoy traveling in cooperation is not received from the vehicle 20A (S23: NO), the process returns to S22.

  On the other hand, in the determination of S23, when it is determined that the information related to the call for entry into the platoon that travels in cooperation is received from the vehicle 20A (S23: YES), the process of entering the platoon is executed (S24). Specifically, the ID of another vehicle that enters the platoon of the vehicle 20A is registered (stored). When there are a plurality of other vehicles to enter, the IDs of all other vehicles are registered. Then, this series of processing ends (END).

  FIG. 5 is a flowchart showing a switching process between the platooning traveling and the unconstrained traveling. This series of processing is repeatedly executed at a predetermined cycle by the vehicle control unit 28 of the leader vehicle. Here, a case where the vehicle 20A is a leader vehicle will be described as an example.

  First, each vehicle included in the platoon is caused to execute processing for monitoring the periphery (S31). Specifically, the vehicle control units 28 of the vehicles 20B to 20E are caused to detect objects around the vehicles 20B to 20E by the surrounding monitoring sensors 26 of the vehicles 20B to 20E, respectively. And each detection result in vehicles 20B-20E is transmitted to vehicle 20A. Further, an object around the vehicle 20A is detected by the periphery monitoring sensor 26 of the vehicle 20A.

  Subsequently, it is determined whether or not it is possible to form a straight line with a target inter-vehicle distance (S32). Specifically, based on the detection results of surrounding objects by the vehicles 20A to 20E, it is determined whether or not it is possible to form a straight line of formations at the target inter-vehicle distance. For example, when there is a vehicle that is not included in the platoon (hereinafter referred to as “general vehicle”) immediately after the preceding vehicle that each vehicle follows, it is possible to form a strait line with a target inter-vehicle distance. It is determined that it is not. On the other hand, when all the vehicles 20A to 20E are present within a predetermined distance range on the same road and there is no general vehicle in the vicinity of the vehicles 20A to 20E, a line of straight lines can be formed with the target inter-vehicle distance. Determine that it is possible. In addition, even if there is a possibility that the formation of a line of straight lines with the target inter-vehicle distance may hinder the travel of the emergency vehicle, it is determined that it is not possible to form a line of straight lines with the target inter-vehicle distance.

  If it is determined in S32 that it is possible to form a line of straight lines with the target inter-vehicle distance (S32: YES), a process of acquiring road information is executed (S33). Specifically, the road shape around the vehicles 20A to 20E is acquired by the navigation device 27 of the vehicle 20A. If an affirmative determination is made in the process of S32, all the vehicles 20A to 20E exist within the predetermined distance range of the same road, and therefore the navigation device 27 of which vehicle is used to surround the vehicles 20A to 20E. The road shape may be acquired.

  Subsequently, it is determined whether or not there is a merging point or a branch point on the travel route in the acquired surrounding road shape (S34). The junction point is a point where the junction path joins the travel route, and the branch point is a point where the branch route branches from the travel route.

  In the determination of S34, when it is determined that there is no junction or branch point on the travel route among the acquired surrounding road shapes (S34: NO), a process of forming a formation is executed (S35). Specifically, the following vehicle is caused to travel following the preceding vehicle so that the inter-vehicle distance with the preceding vehicle matches the target inter-vehicle distance, and the vehicles 20B to 20E are instructed so that the vehicles 20A to 20E form a straight line. If the vehicle 20A is not the first vehicle in the platoon, the vehicle 20A follows the preceding vehicle so that the distance between the preceding vehicle and the target inter-vehicle distance is matched, and the vehicles 20A to 20E are controlled so as to form a straight line. . Subsequently, the line 20 formed in S35 is maintained and the vehicles 20A to 20E are caused to travel (S36). Thereafter, this series of processing is temporarily terminated (END).

  On the other hand, in the determination of S34, when it is determined that there is a junction or branch point on the travel route among the acquired surrounding road shapes (S34: YES), whether or not the platoon is approaching the junction or branch point Determine (S37). Specifically, it is determined whether or not the distance from the leading vehicle in the formation to the junction or branch point is shorter than a predetermined approach distance. In this determination, when it is determined that the convoy is not approaching the junction point and the branch point (S37: NO), the process of S35 is executed.

  In the determination of S32, when it is determined that it is not possible to form a straight line of formations at the target inter-vehicle distance (S32: NO), and in the determination of S37, the formations are approaching the junction or branch point. (S37: YES), the vehicles 20A to 20E are caused to execute unconstrained travel (S38). Thereafter, this series of processing is temporarily terminated (END).

  In the unconstrained traveling, the vehicles 20A to 20E are traveled to a common point in a state including a vehicle that travels without being constrained by the positional relationship with other vehicles. The common point may be a common destination for the vehicles 20A to 20E, or may be a common waypoint when the destination is different for the vehicles 20A to 20E. The common waypoint is set on a matching travel route among the travel routes set for the vehicles 20A to 20E.

  In the present embodiment, the following unconstrained travel (1) to (3) are executed as unconstrained travel. (1) The vehicles 20A to 20E are caused to travel to a common point in a state where vehicles traveling on different roads are included. (2) The vehicles 20A to 20E are traveled to a common point in a state including vehicles that travel in different lanes without being restricted by the positional relationship with other vehicles. In this case, unlike the follow-up traveling described above, the distance between the preceding vehicle and the following vehicle is not adjusted. (3) The vehicles 20A to 20E are caused to travel to a common point in a state including vehicles that travel without setting an upper limit on the distance between them. In the unconstrained travel (1) to (3), the target speeds of the vehicles 20A to 20E may be matched. Further, when the platooning is enabled during the unconstrained traveling (S32 to S36), the platooning is executed.

  FIG. 6 is a flowchart showing another switching process between the convoy travel and the unconstrained travel. This series of processing is repeatedly executed at a predetermined cycle by the vehicle control unit 28 of each vehicle. Here, the case where the vehicle 20A is a leader vehicle and the series of processes in FIG. 6 is executed by the vehicle control unit 28 of the vehicle 20D will be described as an example.

  First, the current position of the vehicle 20D (host vehicle) is detected by the navigation device 27 of the vehicle 20D (S41).

  Then, the process which sets the travel route of vehicle 20A, 20D is performed (S42). Specifically, the travel routes set by the navigation devices 27 of the vehicles 20A and 20D are set as the travel routes of the vehicles 20A and 20D. The travel route of the vehicle 20A is a travel route of the formation.

  Subsequently, it is determined whether or not the travel route of the platoon is the optimum travel route of the vehicle 20D (S43). Specifically, it is determined whether or not the travel route of the convoy and the travel route of the vehicle 20D coincide with each other around the current position of the vehicle 20D. For example, when the vehicles 20A and 20D approach a point where the platoon travel route and the travel route of the vehicle 20D do not coincide with each other, the platoon travel route and the travel route of the vehicle 20D are the same around the current position of the vehicle 20D. Judge that it is not done. On the other hand, in the vicinity of the current position of the vehicle 20D, when the travel route of the platoon and the travel route of the vehicle 20D match, it is determined that the travel route of the platoon is the optimal travel route of the vehicle 20D.

  If it is determined in S43 that the travel route of the convoy is the optimum travel route of the vehicle 20D (S43: YES), a process of forming a convoy is executed (S44), and the convoy travel is executed (S45). The processing of S44 and S45 is processing according to the processing of S35 and S36 of FIG. Thereafter, this series of processing is temporarily terminated (END).

  On the other hand, if it is determined in S43 that the travel route of the platoon is not the optimal travel route of the vehicle 20D (S43: NO), unconstrained travel is executed (S46). The process of S46 is a process according to the process of S38 of FIG. At this time, the vehicle 20D transmits to the vehicle 20A that the traveling state of the host vehicle is switched to the unconstrained traveling. Thereafter, this series of processing is temporarily terminated (END).

  FIG. 7 is a schematic diagram showing a mode of switching between platooning and unconstrained traveling by the processing of FIGS. As shown in the lower left part of FIG. 7, since the general vehicle C1 exists immediately after the vehicle 20A, it is determined that a formation of a straight line is not possible, and the vehicle 20C continues the unrestricted travel. In this case, the unconstrained travel (2) is executed in the vehicles 20A to 20B and the vehicle 20C. Further, the unrestricted travel (1) is executed in the vehicles 20A to 20C and the vehicles 20D to 20E. Even if it is determined that the vehicles 20A to 20E can form a straight line, if there is a merge point P1 on the travel route in the road shape around the vehicle 20A and the line is approaching the merge point, It is determined and the unconstrained traveling is maintained or switched to the unconstrained traveling. Thereby, it can suppress that vehicles 20A-20C prevent that the general vehicle C2 joins the junction P1.

  As shown in the upper part of FIG. 7, when the vehicles 20 </ b> A to 20 </ b> E can execute a row running, the row running is executed. Thereby, vehicles 20B-20E can reduce the air resistance at the time of driving | running | working and can improve a fuel consumption.

  As shown in the lower right part of FIG. 7, when the destinations of the vehicles 20A to 20C and the destinations of the vehicles 20D to 20E are different, the row running or the follow-up running is executed up to the branch point P2. Then, when the vehicles 20A and 20D approach the branch point P2 where the driving route of the platoon and the driving route of the vehicle 20D do not coincide with each other, the vehicle is switched to the unconstrained driving. And vehicles 20A-20C go to a common destination, and vehicles 20D-20E go to another common destination. In this case, a new formation may be created with the vehicles 20A to 20C, or a new formation may be created with the vehicles 20D to 20E.

  The embodiment described in detail above has the following advantages.

  The vehicle control unit 28 switches between platooning (following traveling) and unconstrained traveling. Therefore, the fuel consumption can be improved by executing the row running, and it is possible to suppress the useless change of the running state of the vehicles 20A to 20E by executing the unconstrained running.

  ・ The optimal route varies depending on the destination of each vehicle. Therefore, a travel route to the destination of each vehicle is set by the navigation device 27 of each vehicle. And according to the driving | running route of vehicles 20A-20E, a suitable driving | running | working state changes with follow driving | running | working and non-restraining driving | running | working. In this regard, the vehicle control unit 28 switches between follow-up traveling and unconstrained traveling based on the traveling route set by the navigation device 27. Therefore, it is possible to appropriately switch between the following traveling and the unconstrained traveling according to the traveling route of the vehicles 20A to 20E.

  When the vehicles 20A to 20E approach the branching point P2 where the traveling routes of the vehicles do not match, unconstrained traveling is executed. For this reason, even if the set travel routes are different between the vehicles 20A to 20C and the vehicles 20D to 20E, the vehicles 20A to 20C and the vehicles 20D to 20E can easily travel on an appropriate route to the destination. . Note that the vehicles 20A to 20C and the vehicles 20D to 20E are divided into two groups before the branch point P2, so that it is not necessary to change the lane immediately before the branch point P2.

  -The optimal traveling state of the vehicles 20A to 20E changes according to the road shape around the vehicles 20A to 20E. Therefore, the road shape around the vehicles 20A to 20E is acquired by the navigation device 27. Then, the vehicle control unit 28 switches between the following traveling and the unconstrained traveling based on the road shape acquired by the navigation device 27. Therefore, the traveling states of the vehicles 20A to 20E can be appropriately switched according to the road shape around the vehicles 20A to 20E.

  When the road shape acquired by the navigation device 27 includes the merging point P1, unconstrained travel is executed. For this reason, when approaching the junction P1 of the road in the state of executing the unconstrained traveling, it is not necessary to change the traveling state of the vehicles 20A to 20E, and the traveling state of the vehicles 20A to 20E is changed wastefully. This can be suppressed. Further, when approaching the road junction P1 in the state where the following bundle traveling is being executed, the vehicle that travels in cooperation with the merge of the general vehicle C2 at the road junction P1 by switching to unconstrained traveling. It can suppress that 20A-20C prevents.

  -The optimal traveling state of the vehicles 20A to 20E changes depending on whether or not a general vehicle exists around each vehicle. Therefore, the surrounding monitoring sensor 26 detects objects around each vehicle. And when the general vehicle C1 other than the vehicles 20A-20E which carry out cooperation driving | running | working is detected by the periphery monitoring sensor 26, non-restraining driving | running | working is performed. Therefore, when the general vehicle C1 exists in the vicinity of the vehicles 20A and 20C, it is possible to suppress unnecessarily changing the traveling state of the vehicle 20C by executing unconstrained traveling without forcibly switching to platooning. it can.

  -In unconstrained driving, vehicles 20A-20E are made to drive to a common point in the state including vehicles 20A-20C and vehicles 20D-20E which run on different roads, respectively. For this reason, it is possible to flexibly set the traveling state of the vehicles 20A to 20E without restricting the traveling route, and it is possible to suppress the useless change of the traveling state of the vehicle.

  In the unconstrained traveling, the vehicles 20A to 20E are traveled to a common point in a state including the vehicles 20A to 20B and the vehicles 20C that travel on different lanes without being constrained by the positional relationship with other vehicles. For this reason, the travel state of the vehicles 20A to 20E can be set flexibly without restricting the travel lane, and consequently the travel state of the vehicles 20A to 20E can be prevented from being changed wastefully.

  In unconstrained traveling, the vehicles 20A to 20E are traveled to a common point in a state including vehicles that travel without setting an upper limit on the distance between them. For this reason, the travel state of the vehicles 20A to 20E can be set flexibly without the distance between them being limited by the upper limit, and as a result, the travel state of the vehicles 20A to 20E can be prevented from being changed wastefully. be able to.

  A plurality of vehicles can be run in a coordinated manner while switching between follow-up running and unconstrained running to a common destination for each of the vehicles 20A to 20C and the vehicles 20D to 20E.

  -Even when the destinations of the vehicles 20A to 20E include different destinations, the vehicles 20A to 20E are allowed to travel in a linked manner while switching between follow-up traveling and unconstrained traveling to a common waypoint (branch point P2). Can do. For this reason, it is not necessary to change the entry vehicle to the platoon (that is, recreate the platoon).

(Second Embodiment)
Hereinafter, the second embodiment will be described focusing on differences from the first embodiment. About the same structure as 1st Embodiment, description is abbreviate | omitted by attaching | subjecting the code | symbol same as 1st Embodiment.

  FIG. 8 is a flowchart showing another switching process between the convoy travel and the non-restricted travel. This series of processing is repeatedly executed at a predetermined cycle by the vehicle control unit 28 of each vehicle. Here, a case where the vehicle 20A is a leader vehicle, the vehicle 20B is a preceding vehicle of the vehicle 20C, and the series of processing in FIG. 8 is executed by the vehicle control unit 28 of the vehicle 20C will be described as an example.

  First, it is determined whether or not the train is running (S51). Specifically, the vehicle 20A is instructed to execute the platooning, and it is determined whether or not the vehicle 20B is following the vehicle 20B at the target vehicle feeling distance. In addition, not only the vehicle 20A (leader vehicle) but also other vehicles 20B to 20E, a road side device, and the like can instruct to execute the platooning.

  If it is determined in S51 that the vehicle is traveling in a row (S51: YES), it is determined whether or not it is possible to follow the vehicle ahead (S52). Specifically, when the distance between the vehicle 20B (corresponding to the first vehicle) and the vehicle 20C (corresponding to the second vehicle) as the preceding vehicle exceeds a predetermined distance, it is determined that the vehicle cannot travel following the preceding vehicle. . On the other hand, when the distance between the vehicle 20B and the vehicle 20C does not exceed the predetermined distance, it is determined that the vehicle can follow the preceding vehicle. Note that it may be determined whether or not it is possible to follow the vehicle ahead based on a traffic light or the like (a surrounding situation).

  If it is determined in S52 that the vehicle can follow the preceding vehicle (S52: YES), a process of forming a formation is executed (S53), and the formation is executed (S54). The processing of S53 and S54 is processing according to the processing of S35 and S36 of FIG. Thereafter, this series of processing is temporarily terminated (END).

  On the other hand, if it is determined in S51 that the vehicle is not running in a row (S51: NO), and if it is determined in S52 that it is not possible to follow the preceding vehicle (S52: NO), unrestricted travel is executed. (S55). The process of S55 is a process according to the process of S38 of FIG. At this time, the vehicle 20C transmits to the vehicle 20A that the traveling state of the host vehicle is switched to the unconstrained traveling. Thereafter, this series of processing is temporarily terminated (END).

  FIG. 9 is a schematic diagram showing unconstrained travel when the formation is divided by the traffic light SG. After the vehicles 20A to 20B pass through the traffic light SG with a green light, the traffic light SG changes to a red light and the vehicles 20C to 20D stop at the traffic light SG. When the vehicles 20A to 20B continue to travel, the distance between the vehicle 20B and the vehicle 20C exceeds the predetermined distance, and the platooning traveling is switched to the unconstrained traveling. In unconstrained travel, unconstrained travel (3) is performed in which the vehicles 20A to 20D travel to a common point in a state that includes the vehicles 20B and 20C that travel without setting an upper limit on the distance between them.

  This embodiment has the following advantages. Here, only advantages different from the first embodiment will be described.

  -When vehicles 20A-20B pass traffic light SG and vehicles 20C-20D stop at a red signal, cooperation run can be continued by performing unconstrained run. Therefore, it is not necessary for the vehicles 20A to 20B that have passed the traffic light SG to wait for the vehicles 20C to 20D. In addition, not only when the platoon is divided by the traffic light SG, but also when some vehicles are separated from the platoon for toilets or shopping, it is possible to continue the cooperative traveling by executing the unconstrained traveling. . In addition, the vehicles 20A to 20D as a whole perform unconstrained travel, but the vehicles 20C to 20D may perform follow-up travel.

(Third embodiment)
Hereinafter, the third embodiment will be described focusing on differences from the first embodiment. In the present embodiment, when the vehicle 20A to 20E starts traveling from a state where all of the vehicles 20A to 20E are stopped, the unconstrained traveling is executed. About the same structure as 1st Embodiment, description is abbreviate | omitted by attaching | subjecting the same code | symbol as 1st Embodiment.

  FIG. 10 is a schematic diagram showing unconstrained travel at the start of travel. For example, when the vehicles 20A to 20E are stopped in a parking lot such as a parking area and eaten, and then the vehicles 20A to 20E start running, unconstrained running is executed. In the unconstrained travel, the vehicles 20D to 20E do not have to follow the vehicles 20B to 20C, and the general vehicle C3 may enter between the vehicles 20B to 20C and the vehicles 20D to 20E.

  This embodiment has the following advantages. Here, only advantages different from the first embodiment will be described.

  When the vehicle 20A to 20E starts traveling from the stopped state, it is not necessary to wait until a situation where the platooning (following traveling) can be performed, and the traveling of the vehicles 20A to 20E can be started quickly.

  -Since the general vehicle C3 may enter between the vehicles 20B-20C and the vehicles 20D-20E, the vehicles 20A-20E can be quickly merged with the main line.

  In addition, when the vehicles 20A to 20E enter the parking lot, the unconstrained travel may be executed. According to such a configuration, when the vehicles 20A to 20E enter the parking lot, by executing the unconstrained traveling, the cooperative traveling can be continued and each vehicle can be stopped quickly. In other words, there is no need to stop the cooperative running or wait for a situation where parking can be performed in the formation running.

  Note that the first to third embodiments can be implemented with the following modifications.

  ・ Vehicles are concentrated at points where the number of lanes decreases, so there is a high possibility that it will not be possible to form a single line. Therefore, when a platoon approaches a point where the number of lanes decreases, unconstrained traveling may be executed.

  -At least one of the processes shown in FIGS. 5, 6, 8, and 10 may be executed. In that case, a plurality of processes may be performed in parallel, or a single process may be performed. Moreover, you may perform unconstrained driving | running | working as follows. If an interrupting vehicle enters during a platoon run, the platoon that is running in one row will be divided and run. At that time, each preceding vehicle continues to follow. The leading vehicle in the subsequent platoon continues to run automatically while sensing the surrounding conditions while maintaining the platoon information such as the preceding platooning vehicle in non-restricted traveling, and becomes the leading vehicle in the succeeding platooning vehicle. Each of the vehicles following the leading vehicle in the succeeding platoon performs follow-up running.

  -You may make it switch not only the line of a straight line but the tracking driving | running | working which adjusts the distance between a preceding vehicle and a succeeding vehicle to the target inter-vehicle distance, and non-restraining driving | running | working. That is, the follow-up traveling to be switched to the unconstrained traveling is not limited to the row traveling.

  In the first to third embodiments, the vehicle control unit 28 and the V2X communication device 29 are used to drive a vehicle that travels without being constrained by the positional relationship between the following vehicle and the other vehicle following the preceding vehicle. An unconstrained traveling unit that travels a plurality of vehicles to a common point in a state of being included, and a switching unit that switches between traveling of the plurality of vehicles by the following traveling unit and traveling of the plurality of vehicles by the unconstrained traveling unit are configured. . However, the follower traveling unit, the unconstrained traveling unit, and the switching unit can be configured by the center 50 and the road side device. In that case, the center 50 and the roadside device may acquire necessary information or control various devices of the vehicles 20A to 20E by communicating with the vehicles 20A to 20E.

  DESCRIPTION OF SYMBOLS 10 ... Cooperative travel system, 20A ... Vehicle, 20B ... Vehicle, 20C ... Vehicle, 20D ... Vehicle, 20E ... Vehicle, 28 ... Vehicle control unit, 50 ... Center.

Claims (17)

A coordinated travel system (10) for traveling a plurality of vehicles (20A to 20E) in a coordinated manner,
A follow-up traveling unit (28, 29, 50) for causing the preceding vehicle to follow the following vehicle,
An unconstrained travel unit (28, 29, 50) that travels the plurality of vehicles to a common point in a state that includes a vehicle that travels without being constrained by a positional relationship with another vehicle;
A switching unit (28, 50) for switching between the traveling of the plurality of vehicles by the following traveling unit and the traveling of the plurality of vehicles by the unconstrained traveling unit;
An object detection unit (26) for detecting objects around each vehicle;
With
The switching unit, when a vehicle other than the plurality of vehicles is detected by the object detection unit, causes the unconstrained traveling unit to run the plurality of vehicles . The cooperative traveling system according to claim 1 , wherein the switching unit causes the unconstrained traveling unit to travel the plurality of vehicles when the traveling is started from a state in which the plurality of vehicles are all stopped. A coordinated travel system (10) for traveling a plurality of vehicles (20A to 20E) in a coordinated manner,
A follow-up traveling unit (28, 29, 50) for causing the preceding vehicle to follow the following vehicle,
An unconstrained travel unit (28, 29, 50) that travels the plurality of vehicles to a common point in a state that includes a vehicle that travels without being constrained by a positional relationship with another vehicle;
A switching unit (28, 50) for switching between the traveling of the plurality of vehicles by the following traveling unit and the traveling of the plurality of vehicles by the unconstrained traveling unit;
With
The switching unit is configured to cause the unconstrained traveling unit to travel the plurality of vehicles when traveling starts from a state in which the plurality of vehicles are all stopped. The unconstrained traveling unit is a state of containing the vehicle traveling each different lanes without being restrained in a position relationship with other vehicles, it claims 1-3 for running the plurality of vehicles to said common point The cooperative traveling system according to item 1. A coordinated travel system (10) for traveling a plurality of vehicles (20A to 20E) in a coordinated manner,
A follow-up traveling unit (28, 29, 50) for causing the preceding vehicle to follow the following vehicle,
An unconstrained travel unit (28, 29, 50) that travels the plurality of vehicles to a common point in a state that includes a vehicle that travels without being constrained by a positional relationship with another vehicle;
A switching unit (28, 50) for switching between the traveling of the plurality of vehicles by the following traveling unit and the traveling of the plurality of vehicles by the unconstrained traveling unit;
With
The unconstrained traveling unit is configured to cause the plurality of vehicles to travel to the common point in a state including vehicles that travel in different lanes without being constrained by a positional relationship with other vehicles. . The unconstrained traveling unit is configured to cause the first vehicle and the second vehicle to move when a distance between a first vehicle and a second vehicle that are a part of the plurality of vehicles exceeds a predetermined distance. 6. The cooperative traveling system according to claim 4 , wherein the first vehicle and the second vehicle travel to the common point without setting an upper limit on the distance between them. The common point is cooperative travel system according to any one of claims 1 to 6, which is a common destination in the plurality of vehicles. A coordinated travel system (10) for traveling a plurality of vehicles (20A to 20E) in a coordinated manner,
A follow-up traveling unit (28, 29, 50) for causing the preceding vehicle to follow the following vehicle,
An unconstrained travel unit (28, 29, 50) that travels the plurality of vehicles to a common point in a state that includes a vehicle that travels without being constrained by a positional relationship with another vehicle;
A switching unit (28, 50) for switching between the traveling of the plurality of vehicles by the following traveling unit and the traveling of the plurality of vehicles by the unconstrained traveling unit;
With
The common travel point is a common destination for the plurality of vehicles. The cooperative travel system according to any one of claims 1 to 6 , wherein the common point is a waypoint common to the plurality of vehicles. The cooperative travel system according to claim 9 , wherein the destinations of the plurality of vehicles include different destinations. A coordinated travel system (10) for traveling a plurality of vehicles (20A to 20E) in a coordinated manner,
A follow-up traveling unit (28, 29, 50) for causing the preceding vehicle to follow the following vehicle,
An unconstrained travel unit (28, 29, 50) that travels the plurality of vehicles to a common point in a state that includes a vehicle that travels without being constrained by a positional relationship with another vehicle;
A switching unit (28, 50) for switching between the traveling of the plurality of vehicles by the following traveling unit and the traveling of the plurality of vehicles by the unconstrained traveling unit;
With
The common point is a common waypoint for the plurality of vehicles,
The destination for the plurality of vehicles includes different destinations. A route setting unit (27) for setting a travel route to the destination of each vehicle;
The switching unit switches between the traveling of the plurality of vehicles by the following traveling unit and the traveling of the plurality of vehicles by the non-constraining traveling unit based on the traveling route set by the route setting unit. The cooperative traveling system according to any one of ˜11 . The switching unit causes the unconstrained traveling unit to run the plurality of vehicles when the plurality of vehicles approach a point where the traveling routes of the vehicles set by the route setting unit do not coincide with each other. The cooperative traveling system according to claim 12 . A road shape acquisition unit (27) for acquiring a road shape around the plurality of vehicles;
The switching unit switches between traveling of the plurality of vehicles by the following traveling unit and traveling of the plurality of vehicles by the unconstrained traveling unit based on the road shape acquired by the road shape acquiring unit. The cooperative traveling system according to any one of 1 to 13 . The cooperative travel system according to claim 14 , wherein the switching unit causes the unconstrained travel unit to travel the plurality of vehicles when the road shape acquired by the road shape acquisition unit includes a junction. The cooperative travel system according to any one of claims 1 to 15 , wherein the unconstrained travel unit travels the plurality of vehicles to the common point in a state including vehicles traveling on different roads. The non-restraining travel unit according to any one of claims 1 to 16 , wherein the plurality of vehicles travel to the common point in a state including vehicles that travel without setting an upper limit on a distance between each other. The linked traveling system described.

Images