JP7028833B2 - Equipment, processor, control method, program - Google Patents

Description

The present invention relates to vehicle control technology, and more particularly to a device, a processor, a control method, and a program for determining switching from an automatic steering mode to a manual steering mode.

When it is determined that it is difficult for a vehicle running in the automatic steering mode to continue the automatic steering mode, the operation authority of the vehicle is transferred to the driver to switch from the automatic steering mode to the manual steering mode (for example). , Patent Document 1).

Japanese Unexamined Patent Publication No. 2011-131838

When the automatic steering mode is executed based only on the detection result of the autonomous sensor provided in the vehicle, the area to be determined whether the automatic steering mode can be continued is limited to the area that can be detected by the autonomous sensor. Be done. The autonomous sensor is, for example, a camera or a millimeter wave radar. Generally, the area that can be detected by the autonomous sensor is about several tens of meters. Therefore, the period from when it is determined that it is difficult to continue the automatic steering mode until the timing when the manual steering mode should be switched to is shortened. On the other hand, it is desired to smoothly switch from the automatic steering mode to the manual steering mode.

The present invention has been made in view of such a situation, and an object of the present invention is to provide a technique for smoothly switching from an automatic steering mode to a manual steering mode.

In order to solve the above problems, the device of a certain aspect of the present invention is a device for the first vehicle, and the first vehicle traveling in the merging lane for merging into the main lane joins the main lane. At that time, the detection result of the autonomous sensor mounted on the first vehicle and the communication partner from the wireless devices mounted on the plurality of second vehicles traveling in the main lane outside the area that can be detected by the autonomous sensor. A receiver that detects the packet signal transmitted by broadcast without specifying, and receives position information such as the existence position, traveling direction, and moving speed of a plurality of second vehicles stored in the packet signal, and an autonomous sensor. A notification unit that determines switching from the automatic steering mode to the manual steering mode based on the detection result and position information, and a notification that outputs a signal to prompt the driver of the first vehicle to switch to the manual steering mode. It is provided with a unit and a transmission unit that broadcasts a packet signal storing information on the speed or position of the first vehicle without specifying a communication partner .

Another aspect of the invention is also an apparatus. This device is a device for the first vehicle, and is an autonomous sensor mounted on the first vehicle when the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane. Detects a packet signal broadcasted from a wireless device mounted on a plurality of second vehicles traveling in the main lane outside the area that can be detected by, without specifying a communication partner, and is stored in the packet signal. A receiving unit that receives position information such as the existing position, traveling direction, and moving speed of a plurality of second vehicles, and a determination unit that determines switching from the automatic steering mode to the manual steering mode based on the position information. A notification unit that outputs a signal to urge the driver of the first vehicle to switch to the manual steering mode and a packet signal that stores information on the speed or position of the first vehicle are broadcast and transmitted without specifying the communication partner. It is equipped with a transmitter and a transmitter.

Yet another aspect of the invention is a processor. This processor is a processor mounted on the first vehicle, and the processor is mounted on the first vehicle when the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane. The detection result of the autonomous sensor and the packet transmitted by broadcast from the wireless device mounted on multiple second vehicles traveling in the main lane outside the area that can be detected by the autonomous sensor without specifying the communication partner. In addition to detecting the signal, it receives the position information that is the existing position, traveling direction, and moving speed of the plurality of second vehicles stored in the packet signal, and automatically steers based on the detection result of the autonomous sensor and the position information. A packet signal that determines the switching from the mode to the manual steering mode, outputs a signal for prompting the driver of the first vehicle to switch to the manual steering mode, and stores the speed or position information of the first vehicle , Broadcast without specifying the communication partner .

Yet another aspect of the invention is also a processor. This processor is a processor mounted on the first vehicle, and the processor is mounted on the first vehicle when the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane. Along with detecting a packet signal broadcasted from a radio device mounted on a plurality of second vehicles traveling in the main lane outside the area that can be detected by the autonomous sensor, the packet signal is broadcast without specifying the communication partner. It receives position information that is the existing position, traveling direction, and moving speed of a plurality of second vehicles stored in the signal, determines the switching from the automatic steering mode to the manual steering mode based on the position information, and manually steers. A signal for prompting the driver of the first vehicle to switch to the mode is output, and a packet signal storing information on the speed or position of the first vehicle is broadcast-transmitted without specifying the communication partner .

Yet another aspect of the present invention is a control method. This method is a control method for the first vehicle, and is an autonomous sensor mounted on the first vehicle when the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane . In addition to detecting the detection result and the packet signal broadcasted from the wireless devices mounted on multiple second vehicles traveling in the main lane outside the area that can be detected by the autonomous sensor, without specifying the communication partner. , Receives position information such as the existence position, traveling direction, and moving speed of a plurality of second vehicles stored in the packet signal, and based on the detection result of the autonomous sensor and the position information, from the automatic steering mode to the manual steering mode. A signal for urging the driver of the first vehicle to switch to the manual steering mode is output, and a packet signal storing information on the speed or position of the first vehicle is used to identify the communication partner. Broadcast without any.

Yet another aspect of the invention is also a control method. This method is a control method for the first vehicle, and is an autonomous sensor mounted on the first vehicle when the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane. A packet signal broadcasted from a radio device mounted on a plurality of second vehicles traveling in the main lane outside the detectable area without specifying a communication partner is detected and stored in the packet signal. It receives position information such as the existing position, traveling direction, and moving speed of a plurality of second vehicles, determines whether to switch from the automatic steering mode to the manual steering mode based on the position information, and switches to the manual steering mode. A signal for prompting the driver of the first vehicle to switch is output, and a packet signal storing information on the speed or position of the first vehicle is broadcast-transmitted without specifying a communication partner .
Yet another aspect of the invention is also an apparatus. This device is a device for the first vehicle, and does not specify a communication partner from the radio device mounted on the second vehicle outside the area that can be detected by the autonomous sensor mounted on the first vehicle. An automatic steering mode based on the receiving unit that detects the packet signal transmitted by broadcast and receives the position information that is the position, traveling direction, and moving speed of the second vehicle stored in the packet signal, and the position information. A judgment unit that determines switching to the manual steering mode, a notification unit that outputs a signal for prompting the driver of the first vehicle to switch to the manual steering mode, and information on the speed or position of the first vehicle is stored. It is equipped with a transmitter that broadcasts the packet signal without specifying the communication partner.
Yet another aspect of the invention is also a control method. This method is a control method for the first vehicle, and is broadcast without specifying a communication partner from a radio device mounted on the second vehicle outside the area that can be detected by the autonomous sensor mounted on the first vehicle. In addition to detecting the transmitted packet signal, it also receives the position information that is the location, traveling direction, and moving speed of the second vehicle stored in the packet signal, and based on the position information, from the automatic steering mode to the manual steering mode. It determines whether to switch to, outputs a signal to prompt the driver of the first vehicle to switch to the manual steering mode, and sends a packet signal containing information on the speed or position of the first vehicle to the communication partner. Broadcast without specifying.

It should be noted that any combination of the above components and the conversion of the expression of the present invention between methods, devices, systems, recording media, computer programs and the like are also effective as aspects of the present invention.

According to the present invention, switching from the automatic steering mode to the manual steering mode can be smoothly executed.

It is a figure which shows the structure of the communication system which concerns on Example 1 of this invention. It is a figure which shows the structure of the base station apparatus of FIG. 3 (a)-(d) are diagrams showing a frame format defined in the communication system of FIG. 1. It is a figure which shows the structure of the terminal apparatus of FIG. It is a figure which shows the structure of the vehicle which concerns on Example 1 of this invention. It is a figure which shows the transition of the mode managed in the processing part of FIG. 7 (a)-(b) are diagrams for explaining an outline of processing by the processing unit of FIG. It is a flowchart which shows the processing procedure in the automatic steering mode by the vehicle control device of FIG. It is a flowchart which shows the processing procedure in the switching mode by the vehicle control device of FIG. It is a figure which shows the structure of the vehicle which concerns on Example 2 of this invention. It is a figure for demonstrating the outline of the processing by the processing part of FIG. It is a sequence diagram which shows the merging procedure between vehicles which concerns on Example 2 of this invention. It is a sequence diagram which shows another merging procedure between vehicles which concerns on Example 2 of this invention. It is a flowchart which shows the generation procedure of the traveling schedule information by the vehicle control device which concerns on Example 2 of this invention.

(Example 1)
Before concretely explaining the present invention, an outline will be described. The first embodiment of the present invention relates to a vehicle control device mounted on a vehicle capable of switching between an automatic steering mode and a manual steering mode. If the vehicle control device determines that it is difficult to continue the automatic steering mode, it proposes to the driver to switch from the automatic steering mode to the manual steering mode. If the driver agrees to the proposal, the vehicle controller performs a switch from automatic steering mode to manual steering mode. Until now, the determination that it is difficult to continue the automatic steering mode has been made based on the detection result of the autonomous sensor. The autonomous sensor is, for example, a camera or a millimeter wave radar. However, since the detection range of the autonomous sensor is as short as several tens of meters, the driver needs to make a sudden switch. In order to smoothly execute the switching, the vehicle control device according to the present embodiment executes the determination based on the information acquired in the communication system such as ITS (Intelligent Transport Systems).

The ITS is a communication system that executes vehicle-to-vehicle communication between terminal devices mounted on a vehicle and also executes road-to-vehicle communication from a base station device installed at an intersection or the like to a terminal device. The communication system uses an access control function called CSMA / CA (Carrier Sense Multiple Access with Collection Avoice), similar to a wireless LAN (Local Area Network) conforming to a standard such as IEEE802.11. Therefore, the same radio channel is shared by a plurality of terminal devices. On the other hand, in ITS, it is necessary to transmit information to an unspecified number of terminal devices. In order to efficiently execute such transmission, the communication system broadcasts a packet signal.

That is, as vehicle-to-vehicle communication, the terminal device broadcasts a packet signal storing information such as the speed or position of the vehicle. Further, the other terminal device receives the packet signal and recognizes the approach of the vehicle or the like based on the above-mentioned information. Here, in order to reduce the interference between the road-to-vehicle communication and the vehicle-to-vehicle communication, the base station apparatus repeatedly defines a frame including a plurality of subframes. The base station apparatus selects one of a plurality of subframes for road-to-vehicle communication, and broadcasts a packet signal containing control information and the like during the period of the head portion of the selected subframe.

The control information includes information regarding a period for the base station apparatus to broadcast a packet signal (hereinafter, referred to as “road vehicle transmission period”). The terminal device specifies the road vehicle transmission period based on the control information, and broadcasts the packet signal by the CSMA method in a period other than the road vehicle transmission period (hereinafter, referred to as “vehicle vehicle transmission period”). As a result, road-to-vehicle communication and vehicle-to-vehicle communication are time-division-multiplexed. The terminal device that cannot receive the control information from the base station device, that is, the terminal device existing outside the area formed by the base station device, transmits the packet signal by the CSMA method regardless of the frame configuration. In such a communication system, the transmittable distance of the packet signal is longer than the detectable distance of the autonomous sensor, so that the timing of determination can be advanced.

Hereinafter, the vehicle control device will be described after explaining the communication system used in the vehicle control device according to the present embodiment. FIG. 1 shows the configuration of the communication system 100 according to the first embodiment of the present invention. This corresponds to the case where one intersection is viewed from above. The communication system 100 includes a base station device 10, a first vehicle 12a, a second vehicle 12b, a third vehicle 12c, a fourth vehicle 12d, a fifth vehicle 12e, a sixth vehicle 12f, and a seventh vehicle 12g, which are collectively referred to as a vehicle 12. , Eighth vehicle 12h, network 202 included. Here, only the first vehicle 12a is shown, but each vehicle 12 is equipped with a terminal device 14. Further, the area 212 is formed around the base station apparatus 10, and the outside area 214 is formed outside the area 212.

As shown in the figure, the horizontal direction of the drawing, that is, the road heading left and right, and the vertical direction of the drawing, that is, the road heading up and down, intersect at the central portion. Here, the upper side of the drawing corresponds to the "north" of the direction, the left side corresponds to the "west" of the direction, the lower side corresponds to the "south" of the direction, and the right side corresponds to the "east" of the direction. The intersection of the two roads is the "intersection". The first vehicle 12a and the second vehicle 12b are traveling from left to right, and the third vehicle 12c and the fourth vehicle 12d are traveling from right to left. Further, the fifth vehicle 12e and the sixth vehicle 12f are traveling from top to bottom, and the seventh vehicle 12g and the eighth vehicle 12h are traveling from bottom to top.

In the communication system 100, the base station device 10 is fixedly installed at an intersection. The base station device 10 controls communication between terminal devices. The base station device 10 includes a frame including a plurality of subframes based on a signal received from a GPS (Global Positioning System) satellite (not shown) or a frame formed by another base station device 10 (not shown). Generate repeatedly. Here, it is stipulated that the road vehicle transmission period can be set at the beginning of each subframe.

The base station apparatus 10 selects a subframe in which the road vehicle transmission period is not set by the other base station apparatus 10 among the plurality of subframes in the frame. The base station apparatus 10 sets the road vehicle transmission period at the head portion of the selected subframe. The base station device 10 notifies the packet signal in the set road vehicle transmission period. During the road vehicle transmission period, a plurality of packet signals may be notified. Further, the packet signal includes, for example, accident information, traffic jam information, signal information, and the like. The packet signal also includes information regarding the timing at which the road vehicle transmission period is set and control information regarding the frame.

As described above, the terminal device 14 is mounted on the vehicle 12 and can be moved. When the terminal device 14 receives the packet signal from the base station device 10, it is estimated that the terminal device 14 exists in the area 212. When the terminal device 14 exists in the area 212, the terminal device 14 generates a frame based on the control information included in the packet signal, particularly the information regarding the timing at which the road vehicle transmission period is set and the information regarding the frame. As a result, the frames generated in each of the plurality of terminal devices 14 are synchronized with the frames generated in the base station device 10. The terminal device 14 notifies the packet signal in the vehicle-vehicle transmission period, which is a period different from the road-vehicle transmission period. Here, CSMA / CA is executed during the vehicle transmission period. On the other hand, when it is estimated that the terminal device 14 exists in the area 214 outside the area, the terminal device 14 notifies the packet signal by executing CSMA / CA regardless of the frame configuration. The terminal device 14 recognizes the approach of the vehicle 12 on which the other terminal device 14 is mounted, based on the packet signal from the other terminal device 14. The details of this recognition will be described later.

FIG. 2 shows the configuration of the base station device 10. The base station device 10 includes an antenna 20, an RF unit 22, a modulation / demodulation unit 24, a processing unit 26, a control unit 28, and a network communication unit 30. Further, the processing unit 26 includes a frame defining unit 32, a selection unit 34, and a generation unit 36.

As a reception process, the RF unit 22 receives a packet signal from the terminal device 14 (not shown) or another base station device 10 by the antenna 20. The RF unit 22 performs frequency conversion on the received radio frequency packet signal to generate a baseband packet signal. Further, the RF unit 22 outputs the baseband packet signal to the modulation / demodulation unit 24. In general, baseband packet signals are formed by in-phase and orthogonal components, so two signal lines should be shown, but here only one signal line is shown for clarity. It shall be shown. The RF unit 22 also includes an LNA (Low Noise Amplifier), a mixer, an AGC, and an A / D conversion unit.

As a transmission process, the RF unit 22 performs frequency conversion on the baseband packet signal input from the modulation / demodulation unit 24 to generate a radio frequency packet signal. Further, the RF unit 22 transmits a radio frequency packet signal from the antenna 20 during the road vehicle transmission period. Further, the RF unit 22 also includes a PA (Power Amplifier), a mixer, and a D / A conversion unit.

As a reception process, the modulation / demodulation unit 24 demodulates the baseband packet signal from the RF unit 22. Further, the modulation / demodulation unit 24 outputs the demodulated result to the processing unit 26. Further, the modulation / demodulation unit 24 performs modulation on the data from the processing unit 26 as a transmission process. Further, the modulation / demodulation unit 24 outputs the modulated result to the RF unit 22 as a baseband packet signal. Here, since the communication system 100 corresponds to an OFDM (Orthogonal Frequency Division Multiplexing) modulation method, the modulation / demodulation unit 24 also executes an FFT (Fast Fourier Transform) as a reception process and an IFF (Inverse Fourier Transform) as a transmission process. Also run.

The frame ruler 32 receives a signal from a GPS satellite (not shown) and acquires time information based on the received signal. Since a known technique may be used for acquiring the time information, the description thereof will be omitted here. The frame defining unit 32 generates a plurality of frames based on the time information. For example, the frame defining unit 32 generates 10 frames of "100 msec" by dividing the period of "1 sec" into 10 based on the timing indicated by the time information. By repeating such processing, the frame is specified to be repeated. The frame defining unit 32 may detect control information from the demodulation result and generate a frame based on the detected control information. Such processing corresponds to generating a frame synchronized with the timing of the frame formed by the other base station apparatus 10.

3 (a)-(d) show the format of the frame defined in the communication system 100. FIG. 3A shows the structure of the frame. The frame is formed by N subframes represented by the first subframe to the Nth subframe. It can be said that the frame is formed by multiplexing the subframes that can be used for notification by the terminal device 14 for a plurality of hours. For example, if the frame length is 100 msec and N is 8, a subframe with a length of 12.5 msec is defined. N may be other than 8. The description of FIGS. 3 (b)-(d) will be described later, and returns to FIG. 2.

The selection unit 34 selects a subframe for which the road vehicle transmission period should be set from among the plurality of subframes included in the frame. Specifically, the selection unit 34 receives the frame defined by the frame regulation unit 32. Further, the selection unit 34 receives an instruction regarding the selected subframe via an interface (not shown). The selection unit 34 selects a subframe corresponding to the instruction. Apart from this, the selection unit 34 may automatically select a subframe. At that time, the selection unit 34 inputs the demodulation result from another base station device 10 or the terminal device 14 (not shown) via the RF unit 22 and the modulation / demodulation unit 24. The selection unit 34 extracts the demodulation result from the other base station apparatus 10 from the input demodulation result. The selection unit 34 identifies the subframe that has not received the demodulation result by specifying the subframe that has received the demodulation result.

This corresponds to identifying a subframe in which the road vehicle transmission period is not set by another base station device 10, that is, an unused subframe. When there are a plurality of unused subframes, the selection unit 34 randomly selects one subframe. When there is no unused subframe, that is, when each of the plurality of subframes is used, the selection unit 34 acquires the received power corresponding to the demodulation result, and gives priority to the subframe having the smaller received power. Select to.

FIG. 3B shows the configuration of a frame generated by the first base station apparatus 10a (not shown). The first base station apparatus 10a sets the road vehicle transmission period at the head portion of the first subframe. Further, the first base station device 10a sets a period excluding the road vehicle transmission period of the first subframe and a vehicle vehicle transmission period from the second subframe to the Nth subframe. The vehicle-vehicle transmission period is a period during which the terminal device 14 can notify the packet signal. That is, the first base station device 10a can notify the packet signal in the road vehicle transmission period which is the head period of the first subframe, and the terminal device in the frame in the vehicle vehicle transmission period other than the road vehicle transmission period. It is stipulated that 14 can deliver a packet signal.

FIG. 3C shows the configuration of a frame generated by the second base station apparatus 10b (not shown). The second base station apparatus 10b sets the road vehicle transmission period at the head portion of the second subframe. Further, the second base station device 10b sets a period excluding the road vehicle transmission period of the second subframe and a vehicle vehicle transmission period from the first subframe and the third subframe to the Nth subframe. FIG. 3D shows the configuration of a frame generated by the third base station apparatus 10c (not shown). The third base station device 10c sets the road vehicle transmission period at the head portion of the third subframe. Further, the third base station device 10c sets a period excluding the road vehicle transmission period of the third subframe and a vehicle vehicle transmission period from the first subframe, the second subframe, and the fourth subframe to the Nth subframe. do. In this way, the plurality of base station devices 10 select different subframes from each other, and set the road vehicle transmission period at the head portion of the selected subframes. Return to FIG. The selection unit 34 outputs the number of the selected subframe to the generation unit 36.

The generation unit 36 receives the subframe number from the selection unit 34. The generation unit 36 sets the road vehicle transmission period in the subframe of the received subframe number, and generates a packet signal to be notified in the road vehicle transmission period. When a plurality of packet signals are transmitted in one road vehicle transmission period, the generation unit 36 generates them. The packet signal is composed of control information and a payload. The control information includes a subframe number or the like for which the road vehicle transmission period is set. Further, the payload includes, for example, accident information, traffic jam information, signal information, and the like. These data are acquired by the network communication unit 30 from a network 202 (not shown). The processing unit 26 causes the modulation / demodulation unit 24 and the RF unit 22 to broadcast a packet signal during the road vehicle transmission period. The control unit 28 controls the processing of the entire base station device 10.

This configuration can be realized by the CPU, memory, or other LSI of any computer in terms of hardware, and by programs loaded in memory in terms of software, but here it is realized by cooperation between them. It depicts a functional block that will be used. Therefore, it is understood by those skilled in the art that these functional blocks can be realized in various forms only by hardware and by a combination of hardware and software.

FIG. 4 shows the configuration of the terminal device 14. The terminal device 14 includes an antenna 50, an RF unit 52, a modulation / demodulation unit 54, a processing unit 56, and a control unit 58. The processing unit 56 includes a timing specifying unit 60, a transfer determination unit 62, a position information acquisition unit 64, a generation unit 66, and a notification unit 70, and the timing specifying unit 60 includes an extraction unit 72 and a carrier sense unit 74. As described above, the terminal device 14 can be mounted on the vehicle 12. The antenna 50, the RF unit 52, and the modulation / demodulation unit 54 perform the same processing as the antenna 20, the RF unit 22, and the modulation / demodulation unit 24 of FIG. Here, the difference will be mainly explained.

The modulation / demodulation unit 54 and the processing unit 56 receive a packet signal from another terminal device 14 or a base station device 10 (not shown) in the reception process. As described above, the modulation / demodulation unit 54 and the processing unit 56 receive the packet signal from the base station device 10 during the road vehicle transmission period, and receive the packet signal from the other terminal device 14 during the vehicle vehicle transmission period. do. In the packet signal from the other terminal device 14, the existing position of the other vehicle 12 (the second vehicle 12b to the seventh vehicle 12g in FIGS. 7A-(b)) on which the other terminal device 14 is mounted. , Travel direction, movement speed, etc. (hereinafter collectively referred to as "position information") are included at least. Since a known technique may be used for acquiring the position information in the other terminal device 14, the description thereof will be omitted here.

When the demodulation result from the modulation / demodulation unit 54 is a packet signal from the base station device 10 (not shown), the extraction unit 72 specifies the timing of the subframe in which the road vehicle transmission period is arranged. At that time, it is estimated that the extraction unit 72 exists in the area 212 of FIG. The extraction unit 72 generates a frame based on the timing of the subframe and the content of the message header of the packet signal, specifically, the content of the road vehicle transmission period length. It should be noted that the frame may be generated in the same manner as in the frame defining unit 32 described above, and thus the description thereof will be omitted here. As a result, the extraction unit 72 generates a frame synchronized with the frame formed in the base station apparatus 10. When the notification source of the packet signal is another terminal device 14, the extraction unit 72 omits the synchronized frame generation process, but extracts the position information included in the packet signal and notifies the position information to the notification unit 70. Output to.

On the other hand, when the extraction unit 72 has not received the packet signal from the base station apparatus 10, it is estimated that the extraction unit 72 exists in the area 214 outside the area of FIG. When it is estimated that the extraction unit 72 exists in the area 212, the extraction unit 72 selects the vehicle transmission period. The extraction unit 72 selects a timing unrelated to the frame configuration, assuming that it exists in the area 214 outside the area. When the vehicle / vehicle transmission period is selected, the extraction unit 72 outputs information on the frame and subframe timings and the vehicle / vehicle transmission period to the carrier sense unit 74. When the extraction unit 72 selects a timing unrelated to the frame configuration, the extraction unit 72 instructs the carrier sense unit 74 to execute the carrier sense.

The carrier sense unit 74 receives information on frame and subframe timings and vehicle transmission periods from the extraction unit 72. The carrier sense unit 74 determines the transmission timing by starting CSMA / CA within the vehicle transmission period. On the other hand, when the carrier sense unit 74 is instructed by the extraction unit 72 to execute the carrier sense that is not related to the frame configuration, the carrier sense unit 74 executes CSMA / CA without considering the frame configuration, thereby transmitting the transmission timing. To determine. The carrier sense unit 74 notifies the modulation / demodulation unit 54 and the RF unit 52 of the determined transmission timing, and causes the packet signal to be broadcast-transmitted.

The transfer determination unit 62 controls the transfer of control information. The transfer determination unit 62 extracts information to be transferred from the control information. The transfer determination unit 62 generates information to be transferred based on the extracted information. Here, the description of this process will be omitted. The transfer determination unit 62 outputs a part of the information to be transferred, that is, the control information, to the generation unit 66.

The position information acquisition unit 64 includes a GPS receiver (not shown), a gyroscope, a vehicle speed sensor, and the like, and the other vehicle 12 (second vehicle of FIGS. 7 (a)-(b)) is based on the data supplied from the GPS receiver, the gyroscope, the vehicle speed sensor, and the like. 12b to 7th vehicle 12g), that is, the existing position, traveling direction, moving speed, etc. of the vehicle 12 on which the terminal device 14 is mounted (generally referred to as "position information" as described above) are acquired. The existing position is indicated by latitude and longitude. Since known techniques may be used for these acquisitions, description thereof will be omitted here. Further, the position information may include information such as the existence position and moving speed of surrounding vehicles (for example, vehicles traveling in front and behind) detected by the vehicle 12 on which the terminal device 14 is mounted by an autonomous sensor or the like. The position information acquisition unit 64 outputs the position information to the generation unit 66.

The generation unit 66 receives the position information from the position information acquisition unit 64, and receives a part of the control information from the transfer determination unit 62. The generation unit 66 generates a packet signal including these, and broadcasts the generated packet signal via the modulation / demodulation unit 54, the RF unit 52, and the antenna 50 at the transmission timing determined by the carrier sense unit 74. do. This corresponds to vehicle-to-vehicle communication.

The notification unit 70 inputs the position information from the position information acquisition unit 64 and also inputs the position information from the extraction unit 72. The former corresponds to the position information of the other vehicle 12 (second vehicle 12b to seventh vehicle 12g in FIGS. 7 (a)-(b)), and the latter corresponds to the position information of the main vehicle 12 (FIGS. 7 (a)-(b)). It corresponds to the position information of the first vehicle 12a). The notification unit 70 uses the position information of the vehicle 12 (the first vehicle 12a in FIGS. 7 (a)-(b)) and the other vehicles 12 (the second vehicles 12b to the second vehicle 12b in FIGS. 7 (a)-(b)). Based on the position information of the 7 vehicle 12g), the vehicle 12 (the first vehicle 12a in FIGS. 7 (a)-(b)) and the other vehicle 12 (the second vehicle in FIGS. 7 (a)-(b)) A collision or non-collision with the vehicle 12b to the seventh vehicle 12g) is determined. A known technique may be used for determining collision or non-collision. For example, from the current position of the vehicle 12 (the first vehicle 12a in FIGS. 7 (a)-(b)), the future position is estimated in consideration of the traveling direction and the moving speed, and other vehicles are estimated. From the current existence position of the vehicle 12 (second vehicle 12b to seventh vehicle 12g in FIGS. 7A-(b)), the future existence position is estimated in consideration of the traveling direction and the moving speed.

The notification unit 70 determines that a collision occurs when the future existing positions of the two are close to each other, and determines that the two are non-collision in other cases. Proximity corresponds to the case where the future existence positions of both are closer than the threshold value, and non-proximity corresponds to the case other than that. Such determinations are made periodically, for example, at 100 msec intervals in the frame period. The notification unit 70 notifies the driver of the determination result via a display or a speaker (not shown). Further, the notification unit 70 may also notify the driver of the information contained in the packet signal from the other terminal device 14 or the base station device 10 via the display or the speaker.

FIG. 5 shows the configuration of the vehicle 12 according to the first embodiment of the present invention, and in particular, shows the configuration related to automatic driving. The vehicle 12 includes a terminal device 14, a vehicle control device 300, an automatic driving control device 302, a display unit 304, and a mode changeover switch 306. The vehicle control device 300 includes an I / O unit 310 and a processing unit 312, and the processing unit 312 includes a receiving unit 330, a determination unit 332, and a notification unit 334. The automatic operation control device 302 includes an I / O unit 320 and a processing unit 322.

The terminal device 14 is configured as described above. Here, the terminal device 14 is the position information included in the packet signal received from the other terminal device 14, that is, the other vehicle 12 (second vehicle 12b to seventh vehicle 12g in FIGS. 7A-(b)). ) Is output to the I / O unit 310. The terminal device 14 also outputs the position information of the terminal device 14 to the I / O unit 310. The display unit 304 visually informs information for the driver, and is, for example, a display of a car navigation device or a display audio device. Further, the display unit 304 may be a HUD (Head Up Display) that displays an image on the windshield, and may be a smartphone or tablet that is installed on the dashboard and operates in conjunction with the vehicle control device 300 described later. It may be a display. Further, the display unit 304 may be shared with a display for displaying information by the notification unit 70 in the terminal device 14.

The mode changeover switch 306 is a switch operated by the driver, and is a switch for switching between the automatic steering mode and the manual steering mode. The changeover signal from the mode changeover switch 306 is transmitted to the vehicle control device 300 via the signal line.

The automatic driving control device 302 is an automatic driving controller equipped with an automatic driving control function. The configuration of the processing unit 322 can be realized by the cooperation of the hardware resource and the software resource, or only by the hardware resource. Processors, ROMs, RAMs, and other LSIs can be used as hardware resources, and programs such as operating systems, applications, and firmware can be used as software resources. The I / O unit 320 executes various communication controls according to various communication formats.

The vehicle control device 300 is a controller for executing the operation mode determination function.
The processing unit 312 can be realized by the collaboration of hardware resources and software resources, or only by hardware resources. Processors, ROMs, RAMs, and other LSIs can be used as hardware resources, and programs such as operating systems, applications, and firmware can be used as software resources. The I / O unit 310 executes various communication controls according to various communication formats. The vehicle control device 300 and the automatic driving control device 302 are directly connected by a signal line. These may be connected via CAN (Control Area Network). Further, the vehicle control device 300 and the automatic driving control device 302 may be integrated into one controller.

The processing unit 312 manages the operation mode of the automatic operation control device 302. Here, as the operation mode, an automatic steering mode, a manual steering mode, and a switching mode are defined. FIG. 6 shows the transition of the mode managed by the processing unit 312. As shown in the figure, the switching mode is provided in the middle of the transition from the automatic steering mode to the manual steering mode in order to avoid the direct switching from the automatic steering mode to the manual steering mode. This is because it becomes difficult for the driver to respond when the automatic steering mode is directly switched to the manual steering mode. On the other hand, even if the manual steering mode is directly switched to the automatic steering mode, the driver can handle it, so that the switching mode is not provided in the middle of the transition from the automatic steering mode to the manual steering mode.

The line L1 shows the state transition from the automatic steering mode to the switching mode, and shows the state transition when it is determined that the self-propelled steering mode cannot be maintained after a few seconds or within a few meters. The line L2 shows the state transition from the switching mode to the automatic steering mode, and shows the state transition when it is determined that the automatic steering mode can be executed. The line L3 shows the state transition from the changeover mode to the manual steering mode, and shows the state transition when the mode changeover switch 306 is pushed down by the driver.

Line L4 shows the state transition in the manual steering mode, and the driver switches from the manual steering mode to the automatic steering mode, but it is determined that the automatic steering mode cannot be executed. The state transition of the case is shown. The line L5 shows the state transition from the manual steering mode to the automatic steering mode, and the driver switches from the manual steering mode to the automatic steering mode, and it is determined that the automatic steering mode can be executed. The state transition in the case of is shown. Hereinafter, the determination on the line L1 will be described. Return to FIG.

The receiving unit 330 receives the position information of the vehicle 12 (first vehicle 12a in FIGS. 7A and 7B) from the terminal device 14 via the I / O unit 310. This corresponds to receiving the position information acquired by the position information acquisition unit 64. As described above, the position information includes at least information such as the existence position, the traveling direction, and the moving speed. For convenience, this location information is referred to as "first location information". The receiving unit 330 also receives the position information of another vehicle 12 (second vehicle 12b to seventh vehicle 12g in FIGS. 7A-(b)) from the terminal device 14 via the I / O unit 310. do. This is the position information included in the packet signal transmitted from the other terminal device 14 mounted on the other vehicle 12 (the second vehicle 12b to the seventh vehicle 12g in FIGS. 7A-(b)). Equivalent to receiving. For convenience, this location information is referred to as "second location information". In the second position information, in addition to the information included in the first position information, another vehicle 12 (second vehicle 12b to seventh vehicle 12g in FIGS. 7A-(b)) is traveling. Information about the lane may be included. The receiving unit 330 outputs the first position information and the second position information to the determination unit 332.

The determination unit 332 inputs the first position information and the second position information from the reception unit 330. The determination unit 332 determines switching from the automatic steering mode to the manual steering mode based on the first position information and the second position information from the reception unit 330. In order to explain this determination process, FIGS. 7 (a)-(b) will be used. 7 (a)-(b) are diagrams for explaining the outline of the processing by the processing unit 312. 7 (a)-(b) are scenes of merging the main line on a highway or the like. The first vehicle 12a in FIG. 7A corresponds to the vehicle 12. The first vehicle 12a is traveling in the merging lane in the automatic steering mode, and the second vehicle 12b to the seventh vehicle 12g (hereinafter, these may be collectively referred to as "other vehicle 12") are traveling in the main lane. is doing. Further, the first vehicle 12a is about to join the main lane from the merging lane. As described above, the terminal device 14 mounted on the first vehicle 12a exchanges position information with the other terminal device 14 mounted on the other vehicle 12, so that the determination unit 332 can receive a second. 1 position information and 2nd position information are input.

The determination unit 332 recognizes the situation as shown in FIG. 7A, that is, the situation where the first vehicle 12a is about to join the main line vehicle by associating the first position information with the map information stored in advance. Further, the determination unit 332 derives the density of other vehicles 12 in the main lane based on the second position information. This corresponds to counting the number of other vehicles 12 traveling in the confluence section 250 of the main lane. The determination unit 332 determines that the automatic steering mode can be maintained if the density is smaller than the threshold value. On the other hand, if the density is equal to or higher than the threshold value, the determination unit 332 determines that it is difficult to maintain the automatic steering mode. This corresponds to a situation in which the merging section 250 of the main lane is congested while the first vehicle 12a is traveling in the merging lane, making it difficult to merge in the automatic steering mode. The determination unit 332 may derive the average value of the inter-vehicle distance between the other vehicles 12 in the main line vehicle based on the second position information. In that case, the determination unit 332 determines that the automatic steering mode can be maintained if the inter-vehicle distance is longer than the threshold value, and it is difficult to maintain the automatic steering mode if the inter-vehicle distance is equal to or less than the threshold value. Is determined to be.

This corresponds to determining the switching from the automatic steering mode to the manual steering mode based on the position information of the other vehicle 12, and corresponds to the transition to the switching mode along the line L1 in FIG. do. The description of FIG. 7B will be described later, and the process returns to FIG. The determination unit 332 changes the current operation mode from the automatic steering mode to the switching mode, and the processing unit 312 manages that the current operation mode is the switching mode. Further, the determination unit 332 outputs to the notification unit 334 that the switching mode has been changed.

The notification unit 334 sends a signal via the I / O unit 310 to prompt the driver to switch to the manual steering mode when the change of the switching mode is notified, that is, when the determination unit 332 determines the switching. Output to the display unit 304. When the signal is input, the display unit 304 displays a message on the display for prompting the driver to switch to the manual steering mode.

When the driver agrees to this message and the mode changeover switch 306 is pressed down, the changeover signal is transmitted to the vehicle control device 300 as described above. Further, the switching signal is transmitted from the vehicle control device 300 to the automatic driving control device 302. When the switching signal is input, the automatic driving control device 302 switches the vehicle 12 from the automatic steering mode to the manual operation mode. Further, when the processing unit 312 inputs a switching signal in the vehicle control device 300, the processing unit 312 manages that the current operation mode is the manual steering mode.

On the other hand, even if a message for prompting the driver to switch to the manual steering mode is displayed on the display, the driver may not press down the mode changeover switch 306. In order to deal with this, the processing unit 312 measures the traveling period or the traveling distance after outputting the signal for prompting the driver to switch to the manual steering mode. When a certain traveling period or a certain traveling distance elapses without receiving the switching signal from the mode changeover switch 306, the processing unit 312 determines to stop the vehicle 12 in the automatic steering mode. The processing unit 312 outputs a stop decision to the automatic operation control device 302 via the I / O unit 310. Upon inputting the stop decision, the automatic driving control device 302 stops the vehicle 12 in a safe place.

In FIG. 7A, the vehicle control device 300 (not shown) mounted on the first vehicle 12a displays a message for prompting the driver to switch to the manual steering mode at the point P1. Therefore, if the driver pushes down the mode changeover switch 306 while the first vehicle 12a is traveling in the authority transfer section 252, the first vehicle 12a switches from the automatic steering mode to the manual operation mode. Therefore, the time or distance corresponding to the authority transfer section 252 is secured from the time when the driver confirms the message to the time when the mode changeover switch 306 is pressed down.

On the other hand, FIG. 7B shows a case where it is determined by the autonomous sensor that it is difficult to maintain the automatic operation mode as a comparison target of this embodiment. As described above, since the area that can be detected by the autonomous sensor is small, a message for prompting the driver to switch to the manual steering mode is displayed at the point P2. Therefore, the driver must instruct the mode switching while the first vehicle 12a is traveling in the authority transfer section 254. Here, the delegation section 254 is shorter than the delegation section 252. Return to FIG.

The determination in the determination unit 332 may be made as follows. The packet signal received by the terminal device 14 may include event information. The event information is information showing unusual traffic conditions such as information on one-sided alternating traffic due to construction work, information on temporary execution of a flag signal at a signalized intersection, and the like. The receiving unit 330 receives the event information from the terminal device 14 via the I / O unit 310. The receiving unit 330 outputs the event information to the determination unit 332. When the event information is input, the determination unit 332 specifies the position information indicated in the event information. This position information indicates, for example, a place where one-sided alternating traffic is used, and is referred to as "third position information" for convenience. The determination unit 332 determines that it is difficult to maintain the automatic steering mode when the first position information is included in a predetermined range from the third position information. That is, the determination unit 332 determines the switching from the automatic steering mode to the manual steering mode based on the event information.

The operation of the vehicle control device 300 with the above configuration will be described. FIG. 8 is a flowchart showing a processing procedure in the automatic steering mode by the vehicle control device 300. The terminal device 14 receives the packet signal (S10). The processing unit 312 executes the automatic steering mode (S12). If the automatic steering mode is not possible (N in S14), the determination unit 332 determines the transition to the switching mode (S16). If the automatic steering mode is possible (Y in S14), step 14 is skipped.

FIG. 9 is a flowchart showing a processing procedure in the switching mode by the vehicle control device 300. The terminal device 14 receives the packet signal (S30). The processing unit 312 executes the switching mode (S32). When the automatic steering mode is possible (Y in S34), the processing unit 312 determines the transition to the automatic steering mode (S38). When the automatic steering mode is not possible (N in S34) and the switching signal is received (Y in S36), the processing unit 312 executes the transition to the manual steering mode (S40). If the switching signal is not received (N in S36), step 40 is skipped.

According to the embodiment of the present invention, since the switching from the automatic steering mode to the manual steering mode is determined based on the packet signal from the wireless device mounted on the other vehicle, the early determination can be executed. Further, since the early determination is executed, the switching from the automatic steering mode to the manual steering mode can be smoothly executed. In addition, since packet signals from wireless devices mounted on other vehicles are used, it is possible to acquire a wider range of information than an autonomous sensor. Further, since the packet signal from the wireless device mounted on the other vehicle is used, it is possible to avoid the difficulty of continuing the automatic steering mode due to the positional relationship with the other vehicle. In addition, it is possible to avoid the difficulty of continuing the automatic steering mode based on the event information.

(Example 2)
Next, Example 2 of the present invention will be described. Similar to the first embodiment, the second embodiment is also a vehicle control device mounted on the vehicle capable of switching between the automatic steering mode and the manual steering mode, and the vehicle control using the position information acquired in the communication system. Regarding the device. In the case of merging as in the first embodiment, a device for controlling the running of a plurality of vehicles related to the merging was provided, and each vehicle was running according to a command from the device. However, when vehicles in automatic steering mode merge, the parameters for determining the travel path and travel speed (hereinafter collectively referred to as "planned travel") are influenced not only by position and speed but also by other factors. Also receive. Other factors include, for example, the presence of obstacles, vehicle characteristics (acceleration performance and braking performance), occupant characteristics / preferences (preference: vehicle-to-vehicle distance preference, etc.). When traveling according to a command, it is difficult to make a travel schedule in consideration of these other factors.

In order to deal with this, the vehicle control device according to the present embodiment is in the automatic steering mode based on the position information of other vehicles in the main lane acquired by communication when the vehicle is traveling in the merging lane. Create travel schedule information so that you can join in front of and behind other vehicles traveling in the main lane. In addition, the vehicle control device notifies other vehicles on the main line vehicle side of the merging schedule by transmitting travel schedule information by vehicle-to-vehicle communication. The other vehicles recognize the existence of the vehicle to be merged based on the travel schedule information, and control the travel according to the travel schedule information. The communication system 100 according to the second embodiment is the same type as those in FIGS. 1 to 4, and the differences will be mainly described here. If other vehicles traveling in the main lane in the automatic steering mode do not exist at the timing of merging, the determination is made according to the procedure in the first embodiment, and the automatic steering mode and the manual steering mode are used. All you have to do is switch.

FIG. 10 shows the configuration of the vehicle 12 according to the second embodiment of the present invention. The vehicle 12 includes a terminal device 14, a vehicle control device 300, an automatic driving control device 302, a display unit 304, and a mode changeover switch 306. The vehicle control device 300 includes an I / O unit 310 and a processing unit 312, and the processing unit 312 includes a receiving unit 330, a determination unit 332, a notification unit 334, a generation unit 336, and a transmission unit 338. The automatic operation control device 302 includes an I / O unit 320 and a processing unit 322.

As described above, the receiving unit 330 receives the first position information and the second position information. The receiving unit 330 outputs the first position information and the second position information to the generation unit 336. The generation unit 336 inputs the first position information and the second position information from the reception unit 330. The generation unit 336 generates travel schedule information in the automatic steering mode of the vehicle 12 (first vehicle 12a in FIG. 11) based on the first position information and the second position information before the determination unit 332 determines. do. At that time, the existing position, the traveling direction, and the moving speed in the first position information and the second position information are used. The generation unit 336 (1) creates reference schedule information, (2) determines interference with other vehicles 12 in the main lane (second vehicle 12b to eighth vehicle 12h in FIG. 11), and (3) reference schedule information. By executing the correction, the travel schedule information is generated. Hereinafter, these processes will be described with reference to FIG.

FIG. 11 is a diagram for explaining an outline of processing by the processing unit 312. FIG. 11 shows a merging lane such as an expressway and a main lane, as in FIG. 7A, and the first vehicle 12a, which is the vehicle 12, is traveling in the merging lane. Further, the second vehicle 12b to the eighth vehicle 12h are traveling in the main lane, and these may also be collectively referred to as "another vehicle 12".

(1) Creation of reference schedule information It is assumed that the generation unit 336 travels from the current position of the first vehicle 12a to the near end 260 of the merging section at the merging flow regulation speed. Further, it is assumed that the generation unit 336 travels at an acceleration such that the speed is between the confluence regulated speed and the main line regulated speed beyond the near end 260 of the confluence section. Further, based on these assumptions, the generation unit 336 derives the distance from the near end 260 of the merging section when the main line regulation speed is reached, that is, the merging start point 262, and derives the required time, that is, the merging start time. do.

(2) Interference determination with other vehicles 12 in the main lane The generation unit 336 is the other vehicle 12 after the merging start time obtained from the reference schedule information based on the position and traveling speed of the other vehicle 12. And the distance L between the near end 260 of the confluence section is derived. The determination unit 332 determines that the first vehicle 12a and the other vehicle 12 interfere with each other when the absolute value of the difference between the distance L and the merging start point 262 is equal to or less than the predetermined safe inter-vehicle distance. It should be noted that it is set whether the first vehicle 12a merges in front of or behind the other vehicle 12 according to the characteristics and preferences of the occupant, and the safe inter-vehicle distance is changed according to the setting. You may.

(3) Correction of reference schedule information When interference occurs, the generation unit 336 creates a non-interference route having a small difference from the reference schedule information. Specifically, the generation unit 336 derives a speed at which a safe inter-vehicle distance from the other vehicle 12 can be secured after merging, and a speed at which the first vehicle 12a travels in the merging lane. Further, the generation unit 336 derives the time when the first vehicle 12a starts accelerating after passing the near end 260 of the merging section, and the acceleration when accelerating from the merging lane regulation speed to the main lane regulation speed. If it cannot be calculated, the generation unit 336 determines that merging is not possible. Further, the generation unit 336 selects the route having a small difference from the reference schedule, that is, the route closest to the merging start point 262 as the corrected route, and calculates the merging start point 262 and the merging start time in the selected route. The final reference schedule information corresponds to the travel schedule information. The generation unit 336 may generate travel schedule information so as to merge in front of the other vehicle 12 traveling in the automatic steering mode among the other vehicles 12 traveling in the main lane. Return to FIG.

Among the travel schedule information generated by the generation unit 336 as a result of such processing, the essential information includes information on the merging start time while traveling in the merging lane. The merging start time indicates how many seconds after the merging starts. In addition, among the travel schedule information, the options include information on the direction (up and down), the distance to the near end 260 of the merging section, the merging start point 262, the merging vehicle position, the merging agreement status, and the target speed at the time of merging completion. The merging start point 262 indicates the distance from the near end 260 of the merging section, the merging vehicle position indicates which other vehicle 12 to enter between, and the merging agreement status indicates the other vehicles before and after entering. The status of agreement with 12 is shown.

For example, the essential information indicates the merging start time: 20s while traveling in the merging lane. In addition, the options are direction: up, distance to the near end of the merging section: 200m, merging start point 262: 70m, merging vehicle position vehicle ID: in front of Y, merging agreement status vehicle ID "Y": unapproved, merging. Target speed at completion: Indicates indefinite. The generation unit 336 outputs the travel schedule information to the transmission unit 338.

The transmission unit 338 inputs the travel schedule information generated by the generation unit 336. The transmission unit 338 transmits the travel schedule information to the terminal device 14 via the I / O unit 310. The terminal device 14 broadcasts a packet signal including travel schedule information. The terminal device 14 receives the packet signal which is the approval result for the travel schedule information included in the packet signal transmitted by the broadcast and includes the approval result by the other vehicle 12. The terminal device 14 transmits the approval result to the receiving unit 330 via the I / O unit 310.

The receiving unit 330 receives the approval result. The receiving unit 330 receives the approval result for the travel schedule information transmitted by the transmitting unit 338 and the approval result by another vehicle. The essential information of the approval result includes the mergeability determination result, and is shown as, for example, vehicle ID: X OK. In addition, the options of the approval result include the direction, the distance to the near end 260 of the merging section, the arrival time to the near end 260 of the merging section, the distance between vehicles ahead, the distance between vehicles behind, the right side situation, and the left side situation. For example, the direction: up, the distance to the near end 260 of the merging section: 320 m, the arrival time to the near end 260 of the merging section: 15 seconds, the distance between the front vehicles: 120 m, and the distance between the rear vehicles: 50 m. The receiving unit 330 outputs the approval result to the generation unit 336 and the determination unit 332.

The generation unit 336 confirms the approval result and regenerates the travel schedule information by executing the above-mentioned process. Here, when creating the reference schedule information for the second and subsequent times, the reference schedule information created in the previous process is used. For example, the required information indicates the merging start time: 18s while traveling in the merging lane. In addition, the options are direction: up, distance to the near end of the merging section: 150m, merging start point 262: 75m, merging vehicle position vehicle ID: in front of Y, merging agreement status vehicle ID "Y": unapproved, merging. Target speed at completion: Indicates 80 km / h. The generation unit 336 outputs the travel schedule information to the transmission unit 338. The generation unit 336 outputs the travel schedule information to the transmission unit 338 as in the past.

The determination unit 332 determines the switching from the automatic steering mode to the manual steering mode when the mergeability determination result included in the approval result indicates OK, that is, approval. That is, the determination unit 332 determines that it is difficult to maintain the automatic steering mode. Subsequent processing is the same as before.

The operation of the vehicle control device 300 with the above configuration will be described. FIG. 12 is a sequence diagram showing a merging procedure between vehicles 12 according to the second embodiment of the present invention. The second vehicle 12b transmits the position information to the first vehicle 12a (S50). The first vehicle 12a determines the merging position (S52) and generates travel schedule information (S54). The first vehicle 12a transmits travel schedule information to the second vehicle 12b (S56). The second vehicle 12b determines whether or not the merging is possible (S58). The second vehicle 12b transmits the approval result to the first vehicle 12a (S60). The first vehicle 12a determines the merging position (S62) and generates travel schedule information (S64). The first vehicle 12a transmits travel schedule information to the second vehicle 12b (S66). The second vehicle 12b determines whether or not the merging is possible (S88).

FIG. 13 is a sequence diagram showing another merging procedure between the vehicles 12 according to the second embodiment of the present invention. The second vehicle 12b transmits the position information to the first vehicle 12a (S100), and the third vehicle 12c transmits the position information to the first vehicle 12a (S102). The first vehicle 12a determines the merging position (S104) and generates travel schedule information (S106). The first vehicle 12a transmits travel schedule information to the second vehicle 12b and the third vehicle 12c (S108, 110). The second vehicle 12b determines whether or not the merging is possible (S112), and the third vehicle 12c determines whether or not the merging is possible (S114).

The second vehicle 12b transmits the approval result to the first vehicle 12a (S116), and the third vehicle 12c transmits the approval result to the first vehicle 12a (S118). The first vehicle 12a determines the merging position (S120) and generates travel schedule information (S122). The first vehicle 12a transmits travel schedule information to the second vehicle 12b and the third vehicle 12c (S124, S126). The second vehicle 12b determines whether or not the merging is possible (S128), and the third vehicle 12c determines whether or not the merging is possible (S130).

FIG. 14 is a flowchart showing a procedure for generating travel schedule information by the vehicle control device 300 according to the second embodiment of the present invention. If there is no reference schedule information (N in S150), the generation unit 336 creates the reference schedule information (S152). If there is reference schedule information (Y in S150), step 152 is skipped. If there is interference (Y in S154), the generation unit 336 corrects the reference schedule information (S156). If there is no interference (N in S154), step 156 is skipped.

According to the embodiment of the present invention, since the travel schedule information is generated based on the position information of other vehicles included in the received packet signal, early generation can be realized. In addition, since the characteristics and preferences of the occupants are reflected when the travel schedule information is generated, these can be reflected. In addition, since the approval result is received, it is possible to recognize whether the travel schedule information has been accepted. Further, since it is determined to switch to the manual steering mode when the approval result is not possible, it is possible to recognize that the travel schedule information has not been accepted. Further, when the travel schedule information is not accepted, the mode is switched to the manual steering mode, so that the occurrence of a collision due to the automatic steering mode can be suppressed. In addition, safety can be ensured because it joins in front of other vehicles in the automatic steering mode. In addition, it is possible to realize a safer and smoother merging without sudden acceleration / deceleration based on the characteristics of the own vehicle.

The present invention has been described above based on the examples. This embodiment is an example, and it is understood by those skilled in the art that various modifications are possible for each of these components or combinations of each processing process, and that such modifications are also within the scope of the present invention. ..

The outline of one aspect of the present invention is as follows. The vehicle control device of a certain aspect of the present invention is a vehicle control device that can be mounted on a vehicle, and also includes a receiving unit that receives information from a radio device mounted on another vehicle and information received by the receiving unit. It also includes a determination unit that determines switching from the automatic steering mode to the manual steering mode, and a notification unit that prompts the driver to switch to the manual steering mode when the determination unit determines switching.

According to this aspect, since the switching from the automatic steering mode to the manual steering mode is determined based on the information from the wireless device mounted on the other vehicle, the early determination can be executed.

The determination unit may determine switching from the automatic steering mode to the manual steering mode based on the event information received by the reception unit. In this case, it is possible to avoid the difficulty of continuing the automatic steering mode based on the event information.

The determination unit may determine switching from the automatic steering mode to the manual steering mode based on the position information of another vehicle received by the reception unit. In this case, it is possible to avoid the difficulty of continuing the automatic steering mode due to the positional relationship with other vehicles.

Before the determination unit determines, a generation unit that generates travel schedule information in the automatic steering mode of the vehicle based on the position information of another vehicle received by the reception unit may be further provided. In this case, since the travel schedule information is generated based on the received position information of the other vehicle, early generation can be realized.

A transmission unit for transmitting the travel schedule information generated by the generation unit may be further provided. The receiving unit may receive the approval result for the travel schedule information transmitted by the transmitting unit and the approval result by another vehicle. In this case, since the approval result is received, it is possible to recognize whether the travel schedule information has been accepted.

The determination unit may determine switching from the automatic steering mode to the manual steering mode when the approval result received by the reception unit is not possible. In this case, since it is determined to switch to the manual steering mode when the approval result is not possible, it can be recognized that the travel schedule information has not been accepted.

In Examples 1 and 2 of the present invention, the case where the vehicle 12 traveling in the merging lane merges into the main lane is used as an example. However, the present invention is not limited to this, and may be a case where, for example, a lane change must be made during a predetermined distance. At that time, if the lane change destination is long and the distance between vehicles is tight and it is difficult to change lanes in automatic driving, the automatic steering mode may be switched to the manual steering mode. According to this modification, the applicable range can be expanded.

10 base station equipment, 12 vehicles, 14 terminal equipment, 100 communication system, 300 vehicle control equipment, 302 automatic operation control equipment, 304 display unit, 306 mode selector switch, 310 I / O unit, 312 processing unit, 320 I / O Unit, 322 processing unit, 330 receiving unit, 332 judgment unit, 334 notification unit, 336 generator unit, 338 transmitter unit.

Claims (12)

A device for the first vehicle
When the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane, the detection result of the autonomous sensor mounted on the first vehicle and the detection by the autonomous sensor are possible. A packet signal broadcasted from a radio device mounted on a plurality of second vehicles traveling in the main lane outside the area without specifying a communication partner is detected and stored in the packet signal. A receiving unit that receives position information such as the existence position, traveling direction, and moving speed of the plurality of second vehicles, and a receiving unit.
A determination unit that determines switching from the automatic steering mode to the manual steering mode based on the detection result of the autonomous sensor and the position information.
A notification unit that outputs a signal to urge the driver of the first vehicle to switch to the manual steering mode, and a notification unit.
A transmission unit that broadcasts a packet signal storing information on the speed or position of the first vehicle without specifying a communication partner is provided.
Device. A device for the first vehicle
When the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane, the main lane outside the area that can be detected by the autonomous sensor mounted on the first vehicle is entered. A packet signal broadcast-transmitted from a radio device mounted on a plurality of traveling second vehicles without specifying a communication partner is detected, and the existing positions of the plurality of second vehicles stored in the packet signal are detected. , The receiving unit that receives the position information that is the traveling direction and the moving speed,
Based on the position information, a determination unit that determines switching from the automatic steering mode to the manual steering mode, and
A notification unit that outputs a signal to urge the driver of the first vehicle to switch to the manual steering mode, and a notification unit.
A transmission unit that broadcasts a packet signal storing information on the speed or position of the first vehicle without specifying a communication partner is provided.
Device. It is a processor installed in the first vehicle.
The processor detects the detection result of the autonomous sensor mounted on the first vehicle and the autonomous sensor when the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane. A packet signal broadcast-transmitted from a radio device mounted on a plurality of second vehicles traveling in the main lane outside the area that can be detected by is detected without specifying a communication partner, and the packet signal is used. Receives the position information which is the existing position, the traveling direction, and the moving speed of the plurality of second vehicles stored , and receives the position information.
Based on the detection result of the autonomous sensor and the position information, it is determined to switch from the automatic steering mode to the manual steering mode.
A signal for prompting the driver of the first vehicle to switch to the manual steering mode is output.
A packet signal storing information on the speed or position of the first vehicle is broadcast-transmitted without specifying a communication partner .
Processor. It is a processor installed in the first vehicle.
The processor is outside the area that can be detected by an autonomous sensor mounted on the first vehicle when the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane . A packet signal broadcast-transmitted from a radio device mounted on a plurality of second vehicles traveling in the main lane without specifying a communication partner is detected, and the plurality of second vehicles stored in the packet signal are stored . Receives position information such as the vehicle's location, traveling direction, and moving speed,
Based on the above position information, it is determined to switch from the automatic steering mode to the manual steering mode.
A signal for prompting the driver of the first vehicle to switch to the manual steering mode is output.
A packet signal storing information on the speed or position of the first vehicle is broadcast-transmitted without specifying a communication partner .
Processor. It is a control method of the first vehicle.
When the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane, the detection result of the autonomous sensor mounted on the first vehicle and the detection result by the autonomous sensor can be detected. The packet signal broadcast-transmitted from a radio device mounted on a plurality of second vehicles traveling in the main lane outside the area without specifying a communication partner is detected, and the packet signal is stored in the packet signal. Receives position information such as the existence position, traveling direction, and moving speed of a plurality of second vehicles.
Based on the detection result of the autonomous sensor and the position information, it is determined to switch from the automatic steering mode to the manual steering mode.
A signal for prompting the driver of the first vehicle to switch to the manual steering mode is output.
A packet signal storing information on the speed or position of the first vehicle is broadcast-transmitted without specifying a communication partner .
Control method. It is a control method of the first vehicle.
When the first vehicle traveling in the merging lane for merging into the main lane merges into the main lane, the main lane outside the area that can be detected by the autonomous sensor mounted on the first vehicle is entered. A packet signal broadcast-transmitted from a wireless device mounted on a plurality of traveling second vehicles without specifying a communication partner is detected, and the existing positions of the plurality of second vehicles stored in the packet signal are detected. , Receives position information that is the direction of travel and the speed of movement,
Based on the above position information, it is determined to determine the switching from the automatic steering mode to the manual steering mode.
A signal for prompting the driver of the first vehicle to switch to the manual steering mode is output.
A packet signal storing information on the speed or position of the first vehicle is broadcast-transmitted without specifying a communication partner .
Control method. A device for the first vehicle
The packet signal broadcast-transmitted from the radio device mounted on the second vehicle outside the area that can be detected by the autonomous sensor mounted on the first vehicle is detected without specifying the communication partner, and the packet signal is detected. A receiving unit that receives position information that is the location, traveling direction, and moving speed of the second vehicle stored in the second vehicle.
Based on the position information, a determination unit that determines switching from the automatic steering mode to the manual steering mode, and
A notification unit that outputs a signal to urge the driver of the first vehicle to switch to the manual steering mode, and a notification unit.
A transmission unit that broadcasts a packet signal storing information on the speed or position of the first vehicle without specifying a communication partner is provided.
Device. It is a control method of the first vehicle.
The packet signal broadcast-transmitted from the radio device mounted on the second vehicle outside the area that can be detected by the autonomous sensor mounted on the first vehicle is detected without specifying the communication partner, and the packet signal is detected. Receives the position information which is the existence position, the traveling direction, and the moving speed of the second vehicle stored in the second vehicle.
Based on the above position information, it is determined to determine the switching from the automatic steering mode to the manual steering mode.
A signal for prompting the driver of the first vehicle to switch to the manual steering mode is output.
A packet signal storing information on the speed or position of the first vehicle is broadcast-transmitted without specifying a communication partner .
Control method. A program for causing a computer to execute the method according to claim 5 , 6, or 8. The device according to claim 1, wherein the transmission unit transmits the packet signal by the CSMA method. Further, it is provided with a modulation / demodulation unit that executes demodulation of the packet signal received from the second vehicle.
The modulation / demodulation unit executes an FFT (Fast Fourier Transform) as a reception process and an IFFT (Inverse Fast Fourier Transform) as a transmission process.
The device according to claim 1. The device according to claim 1, wherein the notification unit outputs a signal for prompting the driver of the first vehicle to switch to the manual steering mode to the Head Up Display.

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