JP6946809B2 - Driving support system - Google Patents

Description

The present disclosure relates to a driving support system.

Patent Document 1 discloses a control device for automatically merging merging vehicles that can be automatically driven generated in a merging flow path connected to the main lane as traveling control related to a lane change. The control device disclosed in Patent Document 1 determines the travel prediction up to the lane change section of the merging vehicle when the merging vehicle capable of automatic driving passes a predetermined point on the merging flow path.

Specifically, the travel prediction is performed for each vehicle traveling on the main line, and the estimated arrival time of each vehicle to the lane change section is obtained. The control device identifies a travel prediction that is an arrival prediction time that deviates from the arrival prediction time of each vehicle among a plurality of travel predictions for the merging vehicle.

Japanese Patent No. 2969176

Since the control device described in Patent Document 1 determines the travel prediction of the changed vehicle that changes lanes, the position, speed, and the like of each vehicle that may hinder the lane change traveling in the specific lane to which the lane is changed are determined. Need information. Therefore, the time for determining the travel prediction is after the time when all the information is acquired.

However, in reality, it may be necessary to control a changing vehicle that changes lanes even in an environment where it is difficult to sufficiently obtain information on a vehicle traveling in a specific lane. As an example, in an environment where information on vehicles traveling in a specific lane is acquired by only one roadside aircraft, the time when the travel prediction can be determined is after the time when all the vehicles pass the observation point of the roadside aircraft. Become. As a result, the start of adjusting the vehicle speed of the changed vehicle was delayed, and the lane change could not be carried out smoothly.

An object of the present disclosure is to provide a driving support system that enables smooth lane change of a vehicle even in an environment where it is difficult to sufficiently obtain information on a vehicle traveling in a specific lane.

The above object is achieved by a combination of the features described in the independent claims, and the sub-claims provide for further advantageous embodiments of the present disclosure. The reference numerals in parentheses described in the claims indicate, as one embodiment, the correspondence with the specific means described in the embodiments described later, and do not limit the technical scope of the present disclosure. ..

The present disclosure in order to achieve the above object, a driving support system for supporting driving of the vehicle changes are scheduled to change lanes to the combined channel (10) (100), changing lanes to the combined channel the interval until the change point, the scheduled setting unit for setting a profile of the target speed to run the modified vehicle (121), running to be combined channel at the front side of the observation point from the point of change on the combined channel An information acquisition unit (122) that sequentially acquires speed information of a traveling vehicle that has passed the observation point from at least one roadside machine (300) that detects the speed of the traveling vehicle, and a new speed of the traveling vehicle by the information acquisition unit. When information is acquired, a prediction judgment unit that determines whether or not a changed vehicle traveling according to a profile is predicted to be prevented from changing lanes at a changed point by a new traveling vehicle based on this speed information. (123), a scheduled update unit (126) that updates the profile so that the arrival time at the change point is changed when the prediction determination unit predicts that the lane change of the changed vehicle is hindered, and the traveling vehicle. With respect to the communication determination unit (124) that determines whether or not the vehicle is a communication vehicle (20) capable of receiving a speed adjustment request by wireless communication with the outside of the vehicle, and the communication vehicle so as not to interfere with the lane change. It is equipped with a cooperation request unit (125) that requests speed adjustment, and the schedule update unit is requested by the cooperation request unit to adjust the speed of the communication vehicle that is predicted to prevent the lane change by the prediction judgment unit. If, Ru is a driving support system that cooperation requesting unit to update the profile is not performed after the time that requested the adjustment of speed.

In such a configuration, the speed information of the traveling vehicle traveling in the specific lane is sequentially acquired from the roadside aircraft to the information acquisition unit in the order of passing through the observation points of the roadside aircraft. If it is predicted that the newly acquired traveling vehicle will prevent the changed vehicle from changing lanes, the arrival time at the changed point will be changed by updating the profile of the target speed at which the changed vehicle is driven. ..

As described above, the driving support system performs a process of updating the target speed profile based on the speed information acquired from the roadside machine, whereby the driving support system is the speed of the traveling vehicle traveling in the specific lane. Even in an environment where information can only be acquired in fragments, it is possible to support the running of a modified vehicle corresponding to the speed information acquired in fragments.

In addition, since it is premised on the response to the traveling vehicle for which the speed information is newly acquired, the traveling support system can determine the profile of the target speed before the time when the traveling vehicle that prevents the lane change passes the observation point. .. As a result, the driving support system can start adjusting the vehicle speed of the changed vehicle at an early stage, so that the lane change of the changed vehicle can be smoothly performed when the traveling vehicle that is predicted to prevent the lane change does not appear. It becomes. Therefore, the traveling support system can smoothly change the lane of the changed vehicle even in an environment where it is difficult to acquire the speed information of the traveling vehicle traveling in the specific lane.

It is a figure which shows the operation outline of the traffic management system. It is a figure which shows the structure of the roadside machine. It is a figure which shows the structure of a vehicle system. It is a figure which shows the example of the profile set by the schedule setting part. It is a figure which shows the example of the profile update by the schedule update part. It is a flowchart which shows the operation of the change preparation part. It is a flowchart which shows the subroutine which executes a profile. It is a figure which shows the operation example when a profile is not updated. It is a figure which shows the operation example when a profile is updated.

Hereinafter, the traffic management system 1 as an embodiment of the present disclosure will be described with reference to the drawings. The traffic management system 1 supports the traveling of the changed vehicle 10 that is scheduled to change lanes. As shown in FIG. 1, the modified vehicle 10 is traveling in the confluence 2 that merges with the confluence 3. The modified vehicle 10 is scheduled to merge from the confluence 2 to the confluence 3. In the traffic management system 1, the change section A is set from the change point 4 to the end point 6 of the confluence 2. The traffic management system 1 smoothly changes the lane to the joined flow path 3 in the changed section A of the changed vehicle 10.

The confluence 2 corresponds to the lane before the change. The combined flow path 2 is set to a speed limit lower than that of the combined flow path 3. Therefore, in the traffic management system 1, the acceleration section B for accelerating the front of the change point 4 of the confluence 2 toward the confluence is set. The acceleration section is set, for example, with a length of 80 m from the change point 4. Further, the front of the acceleration section B of the confluence 2 is set as a preparation section C for smooth lane change of the changed vehicle 10 in the traffic management system 1. In the preparation section C, the speed limit is set to, for example, 40 km / h.

The joined flow path 3 corresponds to a specific lane. A communication vehicle 20 capable of receiving a speed adjustment request by wireless communication with the outside of the vehicle and a non-communication vehicle 30 that cannot receive the speed adjustment request are traveling in the joined flow path 3 as vehicles corresponding to the traveling vehicle.

The traffic management system 1 includes a roadside machine 300, an information management device 400, and a vehicle system 100. The vehicle system 100 corresponds to a traveling support system.

As shown in FIG. 1, the roadside machine 300 is provided around the joined flow path 3 and detects the speed of the traveling vehicle. The roadside machine 300 detects the speed of the traveling vehicle passing by at the observation point 5 on the front side of the change point 4 of the joined flow path 3. For example, the roadside machine 300 is provided so as to be able to detect the speed of a traveling vehicle passing through the observation point 5 430 m before the change point 4.

The roadside machine 300 can detect the speed only of the traveling vehicle at a certain observation point 5. Since the time required from the observation point 5 to the change point 4 is shorter as the speed of the traveling vehicle is higher, the traveling vehicle that can hinder the lane change is detected by the roadside machine 300 at a later time as the speed is higher. Therefore, the time at which all the traveling vehicles that can prevent the lane change can be detected only by the roadside machine 300 becomes slower as the speed of the traveling vehicle increases. Therefore, in order to detect all the traveling vehicles that can hinder the lane change, it may be necessary to wait until the time when the assumed maximum speed traveling vehicle is detected.

As shown in FIG. 2, the roadside machine 300 includes a camera 301, a communication unit 302, and a control unit 310. The camera 301 is a camera that sequentially supports and outputs the captured images with the observation point 5 as the imaging range. The camera 301 images a traveling vehicle passing through the observation point 5. The camera 301 is provided so that the license plate of the traveling vehicle can be imaged so as to be able to recognize the written vehicle number.

The communication unit 302 is a communication device for exchanging data with the information management device 400. The control unit 310 is an electronic control device for controlling the camera 301 and the communication unit 302. The control unit 310 has a memory that stores position information indicating the position of the observation point 5 corresponding to the roadside machine 300. The control unit 310 has functions as a speed acquisition unit 311, a vehicle number acquisition unit 312, and an observation information transmission unit 313.

The speed acquisition unit 311 acquires the speed of the traveling vehicle passing through the observation point 5 as speed information. The speed of the traveling vehicle may be estimated, for example, by comparing the positions of the traveling vehicle in the image output by the camera 301 with continuous images. The speed of the traveling vehicle may be acquired by adding another speed acquisition means such as a Doppler radar to the configuration of the roadside machine 300.

The vehicle number acquisition unit 312 analyzes the captured image and acquires the vehicle number described on the license plate of the traveling vehicle as vehicle number information. The observation information transmission unit 313 causes the communication unit 302 to transmit the observation information about the traveling vehicle passing through the observation point 5 to the information management device 400. The observation information includes speed information acquired by the speed acquisition unit 311, vehicle number information acquired by the vehicle number acquisition unit 312, and position information.

As shown in FIG. 1, the information management device 400 is provided in, for example, a data center so as to be able to communicate with the vehicle system 100 and the roadside unit 300. The information management device 400 is realized by one or a plurality of server devices, and mediates communication between the vehicle system 100 and the roadside machine 300.

As shown in FIG. 1, the vehicle system 100 is used in the modified vehicle 10 and the communication vehicle 20. As shown in FIG. 3, the vehicle system 100 includes a map database 101, a locator 102, a peripheral monitoring device 103, a communication unit 104, a vehicle control ECU 105, an automatic driving ECU 110, and the like. The map database 101, the locator 102, the peripheral monitoring device 103, the communication unit 104, the vehicle control ECU 105, and the automatic driving ECU 110 are connected to each other so as to be able to communicate with each other via, for example, an in-vehicle LAN 106.

The map database 101 is a storage device that stores map data. The map data includes shape information such as the length, curvature, and slope of each road section constituting the road, and attribute information such as the speed limit and the number of lanes of each road section.

The locator 102 is a device for identifying the position of the own vehicle. For example, the locator 102 includes a GNSS (Global Navigation Satellite System) receiver, an inertial sensor, and the like. The GNSS receiver is a receiver that receives a positioning signal transmitted by a positioning satellite that constitutes GNSS. The inertial sensor is a gyro sensor that measures the angular velocity of the own vehicle or an acceleration sensor that measures the acceleration of the own vehicle. The locator 102 sequentially determines the position of the own vehicle by combining the positioning signal from the GNSS receiver and the measurement result from the inertial sensor. The locator 102 may be configured to correct the position by superimposing the locus of the determined position on the road shape stored in the map database 101.

The peripheral monitoring device 103 is a device that sequentially acquires the situation around the own vehicle. The peripheral monitoring device 103 acquires, for example, moving objects such as other vehicles and pedestrians, stationary objects such as guardrails and signs, and road markings such as stop lines as surrounding conditions. The peripheral monitoring device 103 includes, for example, a camera whose imaging range is the periphery of the own vehicle, and a millimeter-wave radar, sonar, and rider that transmit exploration waves to the periphery of the own vehicle.

The communication unit 104 is a communication device that wirelessly communicates with the outside of the own vehicle. The communication unit 104 communicates with the vehicle system 100 and the roadside unit 300 used in other vehicles. For example, the communication unit 104 communicates with the information management device 400 through a wide area communication line via a base station, and communicates with the vehicle system 100 and the roadside unit 300 used in other vehicles through the mediation of the information management device 400.

The vehicle control ECU 105 is an electronic control device that controls acceleration / deceleration and steering of the own vehicle. The vehicle control ECU 105 outputs a control signal to each travel control device such as an electronically controlled throttle, a brake actuator, and an EPS (Electric Power Steering) motor included in the own vehicle. The control signal is determined based on at least one of the operation information indicating the driver's driving operation and the automatic driving information input from the automatic driving ECU 110.

The automatic driving ECU 110 realizes automatic driving by inputting automatic driving information to the vehicle control ECU 105 based on the traveling environment of the own vehicle. The automatic operation ECU 110 is mainly composed of a computer including a CPU, a ROM, a RAM, and the like. The automatic operation ECU 110 exerts a predetermined function by executing a program stored in the ROM while the CPU uses the temporary storage function of the RAM. ROM is an example of a non-transitory tangible storage medium. The non-transitional substantive storage medium is realized by using a semiconductor storage device or a magnetic storage medium such as a magnetic disk. In addition, a part or all of the functions exhibited by the automatic operation ECU 110 may be configured in hardware by one or a plurality of ICs or the like. The automatic operation ECU 110 functions as a recognition unit 111, a normal determination unit 112, an arbitration unit 113, a change cooperation unit 220, and a change preparation unit 120. Further, the ROM included in the automatic driving ECU 110 stores vehicle number information indicating the vehicle number of the own vehicle.

The recognition unit 111 recognizes the traveling environment of the own vehicle based on the map data stored in the map database 101, the position of the own vehicle acquired by the locator 102, and the situation around the own vehicle acquired by the peripheral monitoring device 103. do.

The normal determination unit 112 determines the route, acceleration / deceleration, braking, and steering for automatically traveling the own vehicle based on the traveling environment of the own vehicle recognized by the recognition unit 111. The normal determination unit 112 determines a route for driving the own vehicle toward the destination set by the driver. The normal determination unit 112 sequentially determines whether acceleration / deceleration, braking, and steering for the purpose of traveling along the route, maintaining the inter-vehicle distance, avoiding obstacles, and the like are necessary. The normal determination unit 112 requests the arbitration unit 113 to accelerate / decelerate, brake, and steer as determined to be necessary.

The arbitration unit 113 arbitrates acceleration / deceleration, braking, and steering required by the normal determination unit 112, the change cooperation unit 220, and the change preparation unit 120. The arbitration unit 113 sequentially inputs to the vehicle control ECU 105 support signals instructing execution of acceleration / deceleration, braking, and steering that are sequentially determined by the normal determination unit 112. Further, when the change cooperation unit 220 or the change preparation unit 120 requests the arbitration unit 113 to execute the acceleration / deceleration, is the arbitration unit 113 capable of executing the requested acceleration / deceleration based on the environment around the vehicle? Judge whether or not. If feasible, a support signal instructing the requested acceleration / deceleration is input to the vehicle control ECU 105. If it is not feasible, a support signal instructing acceleration / deceleration, braking, and steering determined by the normal determination unit 112 is input to the vehicle control ECU 105 instead of the requested acceleration / deceleration.

The change cooperation unit 220 causes the communication vehicle 20 to cooperate in changing the lane of the change vehicle 10. The change cooperation unit 220 has functions as a vehicle information transmission unit 221, a request reception unit 222, and a request execution unit 223.

The own vehicle information transmission unit 221 transmits the information of the own vehicle as the communication vehicle information indicating the communication vehicle 20. The communication vehicle information includes the vehicle number information stored in the ROM included in the automatic driving ECU 110. The own vehicle information transmission unit 221 causes the communication unit 104 to transmit communication vehicle information to the changed vehicle 10 via the information management device 400.

The request receiving unit 222 receives the request information described later transmitted from the changing vehicle 10 to the communication unit 104 via the information management device 400. The request execution unit 223 determines the acceleration / deceleration that does not interfere with the lane change of the change vehicle 10 based on the travel schedule of the change vehicle 10 included in the request information received by the request reception unit 222. The request execution unit 223 determines, for example, the acceleration / deceleration of traveling while maintaining the inter-vehicle distance by regarding the changed vehicle 10 as the preceding vehicle to be followed. Further, the request execution unit 223 requests the arbitration unit 113 to execute acceleration / deceleration for executing the determined acceleration / deceleration.

The change preparation unit 120 prepares to smoothly carry out the lane change when the route determined by the normal determination unit 112 includes a lane change schedule. The change preparation unit 120 determines a profile indicating the target speed of the own vehicle for smoothly carrying out the lane change in preparation for the lane change. The change preparation unit 120 requests the arbitration unit 113 to accelerate / decelerate the change vehicle 10 to travel according to the determined profile. The change preparation unit 120 requests the communication vehicle 20 to adjust the speed in preparation for changing lanes. In the following, the function of the change preparation unit 120 will be described by taking as an example a case where a lane change is planned at the change point 4 shown in FIG. The change preparation unit 120 includes a schedule setting unit 121, an information acquisition unit 122, a prediction determination unit 123, a communication determination unit 124, a cooperation request unit 125, and a schedule update unit 126.

The schedule setting unit 121 sets a profile that determines the speed at which the own vehicle travels in the section up to the change point 4. Hereinafter, the profile set by the schedule setting unit 121 will be referred to as an initial profile. The schedule setting unit 121 sets the initial profile before the traveling vehicle that can prevent the lane change enters the observation point 5. For example, the initial profile is set when the position of the own vehicle is 400 m before the change point 4.

The profile is set so that the arrival time of the vehicle at the change point 4 can be predicted. The profile is determined according to the speed limit of the road section up to the change point 4 included in the map data and the acceleration / deceleration limit indicating the predetermined speed limit of the own vehicle. The acceleration / deceleration limit is set so as to suppress, for example, the discomfort of the occupants of the own vehicle.

The transition of the speed according to the initial profile determined by the schedule setting unit 121 and the transition of the position of the own vehicle traveling according to the initial profile will be described with reference to FIG. The speed V0 according to the initial profile is set to the speed limit of the confluence 2 in the preparation section C. The locus X0 of the position of the changed vehicle 10 traveling according to the speed V0 is within the acceleration section B at the time T1. The modified vehicle 10 is accelerating at the upper limit of the acceleration set in the acceleration limit, for example, after the time T1.

The description returns to FIGS. 1 and 3. The information acquisition unit 122 sequentially acquires the speed information of the traveling vehicle that has passed the observation point 5 from the roadside machine 300. The information acquisition unit 122 communicates the communication unit 104 with the information management device 400, and acquires observation information from the roadside unit 300 through the mediation of the information management device 400. Further, the information acquisition unit 122 acquires communication vehicle information from the communication vehicle 20 through the mediation of the information management device 400.

The prediction determination unit 123 determines whether or not it is predicted that the traveling vehicle will prevent the lane change of the own vehicle at the change point when the observation information of the new traveling vehicle is acquired by the information acquisition unit 122. .. The prediction determination unit 123 determines that the lane change is not hindered when the relationship between the own vehicle and the traveling vehicle in the change section A is predicted to be within the changeable range.

As the relationship between the own vehicle and the traveling vehicle, for example, the inter-vehicle distance, the inter-vehicle time (Time Headway: THW), the collision margin time (Time To Collision: TTC), and the like can be used. The changeable range is set in advance according to the relationship between the traveling vehicle to be used and the changed vehicle so as to suppress the anxiety of the occupants of the own vehicle when changing lanes, for example. In the present embodiment, the relationship between the own vehicle and the traveling vehicle is the distance between the traveling vehicle and the traveling vehicle at the arrival time of the own vehicle at the change point 4.

The relationship between the own vehicle and the traveling vehicle is predicted based on the locus of the position of the own vehicle according to the set profile and the locus of the position of the new traveling vehicle. The locus of the position of the traveling vehicle is predicted based on the speed information included in the observation information and the distance between the observation point 5 and the change point 4 obtained from the position information included in the observation information. For example, the prediction determination unit 123 predicts the trajectory of the position of the traveling vehicle from the observation point 5 to the change point 4 on the assumption that the traveling vehicle continues to travel at the speed indicated by the speed information.

When the information acquisition unit 122 acquires new observation information of the traveling vehicle, the communication determination unit 124 determines whether or not the traveling vehicle is the communication vehicle 20. In the communication determination unit 124, a new traveling vehicle is a communication vehicle 20 according to whether or not the vehicle number indicated by the vehicle number information included in the observation information and the vehicle number indicated by the vehicle number information included in the communication vehicle information match. Judge whether or not.

The cooperation requesting unit 125 requests the communication vehicle 20 determined by the communication determining unit 124 to adjust the speed so as not to interfere with the lane change of the own vehicle. The cooperation requesting unit 125 requests the communication vehicle 20 determined by the prediction determination unit 123 to prevent the lane change from being decelerated so as not to prevent the lane change of the own vehicle. The cooperation requesting unit 125 may request the communication vehicle 20 that is not predicted to prevent the lane change to travel at a speed that does not prevent the lane change. For example, when the profile is updated from the initial profile, even if it is determined that the lane change is not hindered, the vehicle is required to maintain a speed that does not hinder the lane change. The cooperation requesting unit 125 causes the communication unit 104 to transmit the request information including the traveling schedule of the own vehicle to the communication vehicle 20 via the information management device 400. The traveling schedule is information that can identify the trajectory of the position of the traveling vehicle that does not interfere with the merging of the own vehicles. The traveling schedule is, for example, data that predicts the arrival time of the own vehicle at the change point 4 specified by the set profile and the locus of the position of the own vehicle in the change section A.

The schedule update unit 126 updates the profile so that the arrival time at the change point 4 is changed when the prediction determination unit 123 determines that the lane change of the changed vehicle 10 is hindered. Hereinafter, the profile updated by the scheduled update unit 126 will be referred to as an update profile. The schedule update unit 126 sets the update profile so that the arrival time is later than the arrival time in the set profile. Further, the scheduled update unit 126 requests the arbitration unit 113 to accelerate / decelerate so that the changed vehicle 10 runs according to the latest set profile. The scheduled update unit 126 does not update the profile after the time when the cooperation request unit 125 requests the speed adjustment even if it is determined that the lane change is hindered.

An example of updating the transition of the speed and position of the changed vehicle 10 due to the profile update by the scheduled update unit 126 will be described. In the example shown in FIG. 5, it is determined by the prediction determination unit 123 that the traveling vehicle whose observation information is newly acquired at the time T11 and the time T12 prevents the lane change. Further, these traveling vehicles are determined by the communication determination unit 124 to be non-communication vehicles 30. Therefore, the scheduled update unit 126 updates the profile at time T11 and time 12.

At time T11, it is determined that the lane change is hindered when the modified vehicle 10 follows the initial profile indicated by speed V0. In this case, the scheduled update unit 126 updates the initial profile to the first update profile indicated by the speed V1. As a result, the transition of the position of the changed vehicle 10 is changed from the locus X0 of the position when following the initial profile to the locus X1 of the position when following the first update profile.

The first update profile is determined so that the arrival time of the changed vehicle 10 with respect to the changed point 4 is set to time T20. The time T20 is a time when the traveling vehicle detected by the roadside machine 300 at the time T11 has passed the change point 4 and is predicted not to interfere with the lane change. The time predicted not to hinder the lane change is, for example, a time when the distance from the changing point 4 of the traveling vehicle is predicted to be equal to or greater than a preset distance not hindering the lane change. The time T20 is determined to be later than the time T19, which is the arrival time in the initial profile.

In the acceleration section B, the first update profile maintains the velocity transition with respect to the initial profile. Specifically, also in the first update profile, the speed at the time T17 when entering the acceleration section B is the speed limit of the preparation section C as in the initial profile. In the first update profile, in the acceleration section B, the changed vehicle 10 is accelerated by the upper limit of the acceleration defined in the acceleration / deceleration limit as in the initial profile. As a result, the first update profile is determined so that the time from time T17 to time T20 required to pass the acceleration section B is equal to the time from time T16 to time T19 required to pass the acceleration section B in the initial profile. ing.

On the other hand, in the preparation section C, the speed of the first update profile is partially reduced with respect to the initial profile. The first update profile delays the arrival time by slowing down in the preparation interval C. Specifically, in the period from time T11 to time T14, the speed is lower than the speed limit of the preparation section C. The value obtained by integrating the speed difference of the speed V1 with respect to the speed limit of the preparation section C in the period from the time T11 to the time T14 shown by the diagonal line is the adjustment distance in the first update profile.

The adjustment distance indicates the difference in the position of the changed vehicle 10 at time T16 with respect to the initial profile. That is, the adjustment distance indicates the distance to the acceleration section B at the time T16. The speed V1 is determined so that the adjustment distance matches the required adjustment distance.

The required adjustment distance is obtained by multiplying the time difference of the arrival time with respect to the initial profile by the speed limit of the preparation interval C. The required adjustment distance in the first update profile is obtained by multiplying the time difference between the time T19 and the time T20 by the speed limit of the preparation interval C. The modified vehicle 10 whose adjustment distance is equal to the required reach enters the acceleration section B from the time T16 with a time difference equal to the time difference of the arrival time by traveling at the speed limit of the preparation section C.

The schedule update unit 126 may determine in advance the subsequent transition of the velocity V1 at the time T11. Further, the schedule update unit 126 may determine the transition of V1 by determining only the time T20 as the arrival time at the time T11 and sequentially determining the acceleration / deceleration so as to reach the time T20.

The case where the transition of V1 is determined by sequentially determining the acceleration / deceleration will be described. The schedule update unit 126 causes the changed vehicle 10 to start decelerating at time T11. At time T12, the scheduled update unit 126 determines that the sum of the adjusted distance and the estimated adjusted distance matches the required adjusted distance, and causes the changed vehicle 10 to start accelerating.

The adjusted distance is the distance adjusted from the time T11 to the time T12. The adjusted distance is a value obtained by integrating the velocity difference of the velocity V1 with respect to the initial profile in the period from the time T11 to the time T12. Since the speed of the initial profile in the period from time T11 to time T12 is the speed limit of the preparation section C, the adjusted distance is a value obtained by integrating the speed limit of the preparation section C and the speed difference of the speed V1.

The estimated adjustment distance is a distance that is estimated to be adjusted from the start of acceleration to the recovery to the speed limit of the preparation section C when the deceleration is completed and the acceleration is started. That is, the estimated adjustment distance is a value obtained by integrating the speed difference of the speed V1 with respect to the speed limit of the preparation section C in the period from the time T12 to the time T14.

When the modified vehicle 10 is driven in the first update profile, the scheduled update unit 126 determines that the speed of the modified vehicle 10 has been restored to the speed limit of the preparation section C at time T14, and maintains the speed of the modified vehicle 10. To start.

At time T13, it is determined that the lane change is hindered when the changed vehicle 10 follows the first update profile. In this case, the scheduled update unit 126 updates the first update profile again to the second update profile indicated by the speed V2. As a result, the transition of the position of the changed vehicle 10 is changed from the locus X1 to the locus X2 of the position when following the second update profile.

The second update profile is determined so that the arrival time of the changed vehicle 10 with respect to the changed point 4 is set to time T21. The time T21 is a time when the traveling vehicle detected by the roadside machine 300 at the time T13 has passed the change point 4 and is predicted not to interfere with the lane change. The time T21 is determined to be later than the time T20, which is the arrival time in the first update profile.

In the acceleration section B, the second update profile maintains the velocity transition with respect to the initial profile in the same manner as the first update profile. Specifically, also in the second update profile, the speed at the time T18 when entering the acceleration section B is the speed limit of the preparation section C as in the initial profile. The second update profile accelerates in the acceleration section B at the upper limit speed indicated by the acceleration / deceleration limit as in the initial profile. As a result, the second update profile is determined so that the time from time T18 to time T21 required to pass the acceleration section B is equal to the time from time T16 to time T19 required to pass the acceleration section B in the initial profile. ing.

On the other hand, in the preparation section C, the second update profile is partially slower than the initial profile and the first update profile. By slowing down in preparation interval C, the second update profile further delays the arrival time. Specifically, in the period from time T11 to time T15, the speed is lower than the speed limit of the preparation section C. Further, in the period from time T13 to time T15, the speed is even slower than the speed in the first update profile.

The value obtained by integrating the speed difference of the speed V2 with respect to the initial profile in the period from the time T11 to the time T15 is the adjustment distance in the second update profile. Since the speed of the initial profile in the period from time T11 to time T15 is the speed limit of the preparation section C, the adjustment distance is a value obtained by integrating the speed limit of the preparation section C and the speed difference of the speed V2. The speed V2 is determined so that the adjustment distance matches the required adjustment distance in the second update profile obtained by multiplying the time difference between the arrival times T19 and T21 by the speed limit of the preparation section C.

The operation of the change preparation unit 120 will be described with reference to the flowcharts of FIGS. 6 and 7. For example, when the position of the own vehicle is 400 m before the change point 4, the change preparation unit 120 determines the initial profile up to the change point 4, and executes the process shown in FIG. 6 in order from step S1 (hereinafter, step is omitted). do.

In S1, it is determined whether or not the observation information of the new traveling vehicle transmitted from the roadside machine 300 has been acquired. If the observation information is acquired, the process proceeds to S2, and if the observation information is not acquired, the process proceeds to S8. In S2, it is determined whether or not the new traveling vehicle whose observation information has been acquired in S1 is the communication vehicle 20. If it is the communication vehicle 20, the process proceeds to S3, and if it is not the communication vehicle 20, the process proceeds to S5.

In S3, it is determined whether the lane change is hindered by the traveling vehicle whose observation information is acquired in S1. Further, in S3, it is determined whether or not the update to the update profile has been performed after the process of FIG. 6 is started. If the lane change is prevented or updated, proceed to S4. If the lane change is not hindered and has not been updated, proceed to S8. In S4, the communication vehicle 20 whose observation information has been acquired in S1 is requested not to interfere with the lane change of the changed vehicle 10.

In S5, after starting the process of FIG. 6, it is determined whether or not a cooperation request is made to the communication vehicle 20. If the cooperation request for the communication vehicle 20 is made, the process proceeds to S8, and if the cooperation request for the communication vehicle 20 is not made, the process proceeds to S6. In S6, it is determined whether or not the traveling vehicle for which the observation information has been acquired in S1 hinders the lane change. If it is hindered, proceed to S7, and if it is not hindered, proceed to S8.

In S7, the update to the new update profile is performed. Specifically, a new arrival time is determined. In S8, the modified vehicle 10 is driven according to the latest profile set by executing the processes shown in FIG. 7 in order from S81.

In S81, the immediately preceding process is S7, and it is determined whether or not the new update profile has been updated. If it has been updated, the process proceeds to S82, and if it has not been updated, the process proceeds to S83. In S82, by decelerating the changed vehicle 10, the changed vehicle 10 is driven so that the arrival time after the update is later than the arrival time before the update. After that, the subroutine of S8 is terminated, and the process proceeds to S9 of FIG.

In S83, it is determined whether or not the changed vehicle 10 is decelerating. If the modified vehicle 10 is decelerating, the process proceeds to S84, and if the modified vehicle 10 is not decelerated, the process proceeds to S86. In S84, it is determined whether or not the adjustment is predicted to be completed by turning to acceleration. Specifically, it is determined whether or not the sum of the adjusted distance and the estimated adjusted distance is predicted to be equal to the required adjusted distance. If it is determined that the process is completed, the process proceeds to S85, and if it is determined that the process is not completed, the process proceeds to S82.

In S85, the modified vehicle 10 is accelerated and the speed is restored to the speed limit of the preparation section C. After that, the subroutine of S8 is terminated, and the process proceeds to S9 of FIG. In S86, the speed is restored to the speed limit of the preparation section C, and it is determined whether or not the arrival time adjustment is completed. If it is completed, the process proceeds to S87, and if it is not completed, the process proceeds to S85. In S86, the modified vehicle 10 is driven so as to maintain the running according to the speed limit and the acceleration / deceleration limit of the preparation section C. Specifically, when the modified vehicle 10 is located in the preparation section C, the modified vehicle 10 is driven at the speed limit of the preparation section C. When the modified vehicle 10 is located in the acceleration section B, the modified vehicle 10 is accelerated by the upper limit of the acceleration defined in the acceleration / deceleration limit. After that, the subroutine of S8 is terminated, and the process proceeds to S9 of FIG.

The explanation is returned to FIG. In S9, it is determined whether or not the changed vehicle 10 has completed the lane change to the joined flow path 3. If it is completed, the process proceeds to S10, and if it is not completed, the process of S1 is performed again. In S10, various processes for terminating the process as the change preparation unit 120 are performed, and the process shown in FIG. 6 is terminated. The various processes are, for example, deletion of the profile and transmission to the communication vehicle 20 to end the cooperation request.

[Operation example of traffic management system 1]
An operation example of the traffic management system 1 having the above configuration will be described with reference to FIGS. 8 and 9. 8 and 9 show, in addition to the transition of the speed and position of the changed vehicle 10, the transition of the speed and position of the traveling vehicle determined to prevent the lane change of the changed vehicle 10. Before the lane change, the traveling vehicle including the communication vehicle 20 and the changed vehicle 10 are traveling in different lanes, so that the positions are different. However, in FIGS. 8 and 9, they are on the same coordinate axes according to the distance from the changed point 4. Shown.

In the example shown in FIG. 8, the traveling vehicle for which the observation information is newly acquired at the time T31 is determined by the prediction determination unit 123 to prevent the lane change. However, this traveling vehicle is determined to be the communication vehicle 20 by the communication determination unit 124. Therefore, the cooperation requesting unit 125 requests cooperation for the lane change, and the schedule updating unit 126 does not update the profile at the time T31 when the cooperation requesting unit 125 requests the communication vehicle 20 to adjust the speed. Further, since the traveling vehicle whose observation information is acquired after the time T31 follows the communication vehicle 20 that decelerates so as to be behind the changed vehicle 10, it is determined that the traveling vehicle does not interfere with the lane change of the changed vehicle 10. Therefore, the schedule update unit 126 does not update the profile after the time T31 when the cooperation request unit 125 requests the speed adjustment. By updating the profile in this way, the changed vehicle 10 travels at V0 according to the initial profile set by the schedule setting unit 121. The position of the changed vehicle 10 is the transition shown in the locus X0.

On the other hand, the communication vehicle 20 decelerates due to the request for cooperation at time T31 and travels at the speed indicated by V11. As a result, the position of the communication vehicle 20 becomes a locus that follows the changed vehicle 10 shown in the locus X11.

At time T32, the modified vehicle 10 reaches the modified point 4. At this time, the communication vehicle 20 detected at the time T31 decelerates and is located in front of the change point 4, and is in a state of not hindering the lane change.

In the example shown in FIG. 9, it is determined by the prediction determination unit 123 that the traveling vehicle whose observation information is newly acquired at the time T41 and the time T43 prevents the lane change. Among these traveling vehicles, the traveling vehicle at time T41 is determined by the communication determination unit 124 to be the non-communication vehicle 30. On the other hand, the traveling vehicle at time T43 is determined by the communication determination unit 124 to be the communication vehicle 20. The cooperation requesting unit 125 requests the communication vehicle 20 at time T43 not to interfere with the lane change. Therefore, the scheduled update unit 126 updates the update profile at the time T41, and does not update the profile at the time T43 when the cooperation request unit 125 requests the speed adjustment. Further, since the traveling vehicle whose observation information is acquired after the time T43 follows the communication vehicle 20 that decelerates so as to be behind the changed vehicle 10, it is determined that the traveling vehicle does not interfere with the lane change of the changed vehicle 10. Therefore, the schedule update unit 126 does not update the profile after the time T43 when the cooperation request unit 125 requests the speed adjustment.

By updating the profile in this way, the changed vehicle 10 travels at a speed V1 according to the updated profile updated by the scheduled update unit 126 at the time T41. The position of the changed vehicle 10 is the transition shown in the locus X1.

The non-communication vehicle 30 travels at substantially the same speed, as indicated by speed V12, without a request for cooperation. As a result, the position of the non-communication vehicle 30 becomes the locus indicated by the locus X12. The communication vehicle 20 decelerates in response to a request for cooperation at time T31, and travels at a speed transition indicated by speed V13. As a result, the position of the communication vehicle 20 becomes a locus indicated by a locus X13 that follows the changed vehicle 10.

When the scheduled update unit 126 updates the update profile at time T41, the changed vehicle 10 starts decelerating, and the speed V1 is set to a speed lower than the speed limit of the preparation section C. At time T42, it is predicted that the adjustment of the arrival time will be completed by returning the speed V1 to the speed limit of the preparation section C in turn to acceleration, so that the changed vehicle 10 starts accelerating.

At time T43, the cooperation requesting unit 125 requests cooperation for the lane change, and the schedule updating unit 126 does not update the profile. Therefore, the modified vehicle 10 continues to travel according to the update profile indicated by V1 updated at time T41. At time T44, the modified vehicle 10 completes the adjustment of the arrival time and starts traveling according to the speed limit of the preparation section C. At time T45, the modified vehicle 10 starts accelerating by entering the acceleration section B. At time T46, the modified vehicle 10 reaches the modified point 4. At this time, the non-communication vehicle 30 detected at the time T41 has passed the change point 4 and is traveling to a position that does not hinder the lane change. Further, the communication vehicle 20 detected at the time T43 decelerates and is located in front of the change point 4, and is in a state of not hindering the lane change.

[Summary of Embodiment]
According to the above-described embodiment, the speed information of the traveling vehicle traveling in the joined flow path 3 is sequentially acquired from the roadside machine 300 to the information acquisition unit 122 in the order of passing through the observation point 5. If it is predicted that the newly acquired traveling vehicle will prevent the changing vehicle 10 from changing lanes, the arrival time at the changing point 4 will be set by updating the profile of the target speed at which the changing vehicle 10 is driven. Be changed.

As described above, the traffic management system 1 performs a process of updating the profile based on the speed information acquired from the roadside machine 300. As a result, the traffic management system 1 of the modified vehicle 10 corresponding to the speed information acquired fragmentarily even in an environment where the speed information of the traveling vehicle traveling in the joined flow path 3 can be acquired only in fragments. Driving support is possible.

In addition, since it is premised on the response to the traveling vehicle for which the speed information is newly acquired, the traffic management system 1 can determine the profile before the time when the traveling vehicle that hinders the lane change passes the observation point 5. As a result, the traffic management system 1 can start adjusting the speed of the changed vehicle 10 at an early stage, so that the lane change of the changed vehicle 10 is smoothly performed when a traveling vehicle that is predicted to hinder the lane change does not appear. It will be possible to carry out. Therefore, the traffic management system 1 can smoothly change the lane of the changed vehicle 10 even in an environment where it is difficult to acquire speed information of the traveling vehicle traveling on the joined flow path 3.

In addition, since it is premised on supporting new traveling vehicles, the profile can be updated before the time when all traveling vehicles that can prevent the lane change are detected. As a result, the traffic management system 1 can start adjusting to the updated profile at an early stage, so that the lane change of the changed vehicle 10 can be carried out more smoothly.

Further, when the prediction determination unit 123 determines that the traveling vehicle prevents the lane change, the schedule update unit 126 updates the profile so that the arrival time is delayed. The traveling vehicle that can be determined to prevent the lane change of the changed vehicle 10 according to the updated profile is a traveling vehicle that passes through the observation point 5 after this update. Therefore, when updating the profile, the schedule update unit 126 can update the profile without considering the speed information of the traveling vehicle that has passed the observation point 5 before this update.

Further, the scheduled update unit 126 updates the profile to a speed lower than the speed in the set profile in the preparation section C before entering the acceleration section B. As a result, the schedule update unit 126 can update to a profile that suppresses insufficient acceleration in the acceleration section B even when updating to a profile that delays the arrival time. Therefore, the traffic management system 1 can suppress a decrease in speed at the change point 4 of the changed vehicle 10 and can change lanes more smoothly. Further, in the present embodiment, the schedule update unit 126 updates the profile so as to maintain the velocity transition in the acceleration section B. As a result, the traffic management system 1 can change lanes more smoothly.

Further, when it is determined that the traveling vehicle hinders the lane change, the cooperation requesting unit 125 requests the communication vehicle 20 to adjust the speed if the traveling vehicle is the communication vehicle 20. Therefore, even if it is determined that the lane change is hindered, the change of the arrival time due to the profile update can be suppressed. Therefore, the traffic management system 1 can change lanes more smoothly.

In addition, the communication vehicle 20 that has received the request adjusts the speed so as to be behind the changed vehicle 10 after the lane change by decelerating. As a result, the communication vehicle 20 suppresses the approach of the changing vehicle 10 that changes lanes in the changing section A from behind the traveling vehicle on the joined flow path 3. Therefore, the traffic management system 1 can change lanes more smoothly.

Further, when the cooperation requesting unit 125 requests the speed adjustment for the communication vehicle 20 that hinders the lane change, the scheduled updating unit 126 does not update the update profile after the time when the cooperation requesting unit 125 requests the speed adjustment. Therefore, the traffic management system 1 can suppress the change of the arrival time and can change the lane more smoothly.

Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above-described embodiments, and the following modifications are also included in the technical scope of the present disclosure. Various changes can be made within the range that does not deviate. In the following description, the elements having the same number as the code used in the embodiment are the same as the elements having the same code in the embodiment, unless otherwise specified. Moreover, when only a part of the structure is described, the embodiment can be applied to the other part of the structure.

<Modification example 1>
At least a part of the function of the change preparation unit 120 in the first modification is realized outside the vehicle system 100. For example, the information management device 400 realizes the function of the communication determination unit 124 among the functions of the change preparation unit 120. In this case, the information management device 400 removes the vehicle number information from each observation information and the communication vehicle information, for example, associates the observation information with the communication vehicle information having the same vehicle number, and then transmits the observation information.

Alternatively, the information management device 400 realizes all the functions of the change preparation unit 120. In this case, the information management device 400 acquires a route set by the normal determination unit 112 from the changed vehicle 10 and sets the profile according to this route. When the profile is set or updated, the profile is transmitted to the modified vehicle 10 and the modified vehicle 10 is driven according to the profile.

<Modification 2>
When requesting the communication vehicle 20 to adjust the speed so as not to interfere with the lane change, the cooperation requesting unit 125 in the second modification requests the speed adjustment in consideration of acceleration. For example, the cooperation requesting unit 125 compares the speed difference to be adjusted when accelerating and the speed difference to be adjusted when decelerating when adjusting the speed so as not to hinder the lane change. When the speed difference in accelerating is predicted to be smaller, the cooperation requesting unit 125 requests the communication vehicle 20 to accelerate so as not to interfere with the lane change.

<Modification example 3>
The scheduled update unit 126 in the third modification also considers a time earlier than the arrival time of the set profile as the arrival time of the update profile. In this case, the traffic management system 1 retains the observation information of the traveling vehicle even after the prediction determination unit 123 determines whether or not to prevent the lane change. When the schedule update unit 126 determines that the lane change is hindered by the new traveling vehicle, the new traveling vehicle has not reached the change point 4 and the new traveling vehicle does not prevent the lane change. Specify the time. For example, the arrival time at which the distance from the change point 4 of the new traveling vehicle is predicted to be equal to or greater than the distance that does not hinder the preset lane change is specified.

The schedule update unit 126 determines whether or not it is predicted that the traveling vehicle before the new traveling vehicle will not be prevented from changing lanes at the specified arrival time. Further, the schedule update unit 126 determines whether or not the changed vehicle 10 can travel at a speed and acceleration that can reach the specified arrival time. If the lane change is not hindered and the vehicle can travel, the schedule update unit 126 updates to a new update profile that reaches the change point 4 at the specified arrival time. When the lane change is hindered or the vehicle cannot travel, the schedule update unit 126 updates to the update profile whose arrival time is later than the arrival time by the set profile by the method shown in the embodiment.

<Modification example 4>
The schedule update unit 126 in the fourth modification updates the profile even when the cooperation request unit 125 requests the speed adjustment of the communication vehicle 20 that hinders the lane change. For example, when the cooperation request unit 125 requests deceleration, the schedule update unit 126 updates to an update profile whose arrival time is earlier than the set profile. The speed adjustment for decelerating so as not to interfere with the lane change of the changed vehicle 10 according to the update profile may be performed with a slower deceleration than the speed adjustment for decelerating so as not to interfere with the lane change of the changed vehicle 10 according to the profile before the update. Therefore, such a traffic management system 1 can slow down the acceleration / deceleration of the communication vehicle 20 even when the communication vehicle 20 is requested to adjust the speed.

<Modification 5>
The scheduled update unit 126 in the modification 5 also determines an update profile whose speed in the acceleration section B is lower than the speed in the set profile.

<Modification 6>
The traffic management system 1 in the modification 6 provides support for smoothly implementing the lane change even when the route set by the normal determination unit 112 includes a lane change that is not intended to merge.

10: Change vehicle 100: Vehicle system (driving support system) 121: Schedule setting unit 122: Information acquisition unit 123: Prediction judgment unit 124: Communication judgment unit 125: Cooperation request unit 126: Schedule update unit 20: Communication vehicle 300: Roadside Machine

Claims (4)

It is a traveling support system (100) that supports the traveling of the changed vehicle (10) that is planning to change lanes to the joined flow path.
For the section up to the change point where the lane is changed to the joined flow path, the schedule setting unit (121) for setting the profile of the target speed for traveling the changed vehicle, and
Wherein from at least one roadside device for detecting the speed of the traveling vehicle traveling the object to be combined channel at the observation point on the near side than the change point on the combined channel (300), the passing through the observation point An information acquisition unit (122) that sequentially acquires speed information of a traveling vehicle, and
When the speed information of the new traveling vehicle is acquired by the information acquisition unit, the changed vehicle traveling according to the profile based on the speed information is changed to the lane at the changed point by the new traveling vehicle. A predictive judgment unit (123) that determines whether or not changes are expected to be hindered, and
When the prediction determination unit predicts that the lane change of the changed vehicle will be hindered, the scheduled update unit (126) that updates the profile so that the arrival time at the change point is changed.
A communication determination unit (124) for determining whether or not the traveling vehicle is a communication vehicle (20) capable of receiving a speed adjustment request by wireless communication with the outside of the vehicle.
The communication vehicle is provided with a cooperation requesting unit (125) that requests speed adjustment so as not to interfere with the lane change .
When the cooperation requesting unit requests the speed adjustment of the communication vehicle that is predicted by the prediction determination unit to prevent the lane change, the scheduled updating unit updates the profile by the cooperation requesting unit. A driving support system that does not perform after the time when speed adjustment is requested. The traveling support system according to claim 1, wherein the scheduled update unit updates the profile so that a time later than the arrival time in the set profile is set as the arrival time. The schedule setting unit determines the profile for driving the changed vehicle while accelerating in the acceleration section provided on the front side of the changed point on the lane before the change before the lane change.
The second aspect of the present invention, wherein the scheduled update unit is updated to the profile in which the target speed is decelerated from the set profile in the preparation section provided on the front side of the acceleration section on the lane before the change. Driving support system. Any one of claims 1 to 3 that the cooperation requesting unit requests the communication vehicle, which is determined by the prediction determination unit to prevent the lane change of the changed vehicle, to decelerate so as not to prevent the lane change. The driving support system described in the section.

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