WO2019138486A1

WO2019138486A1 - Vehicle-mounted device, determination method, and computer program

Info

Publication number: WO2019138486A1
Application number: PCT/JP2018/000424
Authority: WO
Inventors: 中野　貴之
Original assignee: 住友電気工業株式会社
Priority date: 2018-01-11
Filing date: 2018-01-11
Publication date: 2019-07-18

Abstract

A vehicle-mounted device for a vehicle having a vehicle-to-vehicle communication function, said vehicle-mounted device being provided with a communication unit which transmits vehicle-to-vehicle communication frames to and receives vehicle-to-vehicle communication frames from another vehicle, and a control unit which performs information processing on data included in these vehicle-to-vehicle communication frames, wherein the control unit comprises: a first notification unit which causes the communication unit to transmit a vehicle-to-vehicle communication frame including the purpose of a lane change, before the lane change is attempted; an acquisition unit which acquires, from a vehicle-to-vehicle communication frame received from the other vehicle, a response indicating whether or not the lane change would, if executed, cause a change in the travel behavior of the other vehicle; a determination unit which determines whether or not to execute the lane change, on the basis of the response; and a second notification unit which causes the communication unit to transmit a vehicle-to-vehicle communication frame including the determination result.

Description

In-vehicle device, determination method, and computer program

The present invention relates to an in-vehicle apparatus, a determination method, and a computer program.

A technology has been proposed that performs wireless communication (inter-vehicle communication) with another vehicle and performs driving support for securing safety with the other vehicle. As such a driving support device, for example, JP-A-10-105880, JP-A-10-307997 and JP-A-2014-67125 change the lane of the vehicle using inter-vehicle communication. Disclosed is an apparatus for transmitting behavior, such as information to the effect, to another vehicle.

JP 10-105 880 A Japanese Patent Application Laid-Open No. 10-307997 JP, 2014-67125, A

According to an embodiment, the on-vehicle apparatus is an on-vehicle apparatus of a vehicle having an inter-vehicle communication function, and a communication unit that transmits and receives an inter-vehicle communication frame to another vehicle and information processing on data included in the inter-vehicle communication frame A control unit to perform the inter-vehicle communication frame from another vehicle and a first notification unit that causes the communication unit to transmit the inter-vehicle communication frame including the purpose of the lane change before the lane change is executed; An acquisition unit for acquiring a response of presence / absence of change in traveling behavior by another vehicle accompanying a lane change; a determination unit for determining whether to execute lane change based on the response; and inter-vehicle communication including the result of the determination And a second notification unit that causes the communication unit to transmit the frame.

According to another embodiment, the determination method is a method of determining whether to execute lane change in an on-vehicle apparatus of a vehicle having an inter-vehicle communication function, including the purpose of lane change before the lane change is executed. Step of transmitting an inter-vehicle communication frame, Step of acquiring from the inter-vehicle communication frame from another vehicle a response of presence / absence of change of traveling behavior by another vehicle accompanying lane change, and execution of lane change based on the response. And a step of transmitting an inter-vehicle communication frame including the result of the determination.

According to another embodiment, the computer program is a computer program for causing a computer to function as an on-vehicle apparatus of a vehicle having an inter-vehicle communication function, and the on-vehicle apparatus transmits a communication unit for transmitting and receiving an inter-vehicle communication frame with another vehicle. The computer program causes the computer to function as a control unit that processes information contained in the inter-vehicle communication frame, and the control unit performs an inter-vehicle communication frame including the purpose of the lane change before the lane change is executed. Based on the response from the first notification unit that causes the communication unit to transmit to the communication unit, the acquisition unit that acquires, from the inter-vehicle communication frame from another vehicle, the presence or absence of the change in travel behavior by the other vehicle accompanying the lane change; A determination unit that determines whether or not to execute the change; and a second notification unit that causes the communication unit to transmit an inter-vehicle communication frame including the determination result. A.

FIG. 1 is an entire configuration diagram of a communication system according to an embodiment. FIG. 2 is a block diagram showing the configuration of the in-vehicle system. FIG. 3 is a block diagram showing an internal configuration of the relay apparatus. FIG. 4 is a block diagram showing an internal configuration of the in-vehicle communication device. FIG. 5 is an explanatory view showing the contents and generation method of “predicted traveling behavior data”. FIG. 6 is an explanatory diagram of an outline of processing in the in-vehicle communication device. FIG. 7 is a sequence diagram showing the flow of processing in the on-vehicle communication devices of the vehicles A, B and C. FIG. 8 is an explanatory view showing the contents of “setting data of urgency”. FIG. 9 is an explanatory view for explaining a specific example of calculation processing in the vehicle A. As shown in FIG. FIG. 10 is an explanatory view for explaining a specific example of calculation processing in the vehicle A. As shown in FIG.

<Issues the present disclosure is trying to solve>
Although the possibility of a successful lane change is high by transmitting information to the effect that the lane change of the host vehicle is to be made to another vehicle by inter-vehicle communication, a higher success rate is required if the urgency is high. Be

An object in a certain aspect of the present disclosure is an in-vehicle device capable of enhancing a success rate of smooth lane change coordinated with surrounding vehicles in a vehicle performing wireless communication (inter-vehicle communication) with another vehicle, and a determination method , And providing a computer program.

<Effect of the present disclosure>
According to this disclosure, in a vehicle performing wireless communication (inter-vehicle communication) with another vehicle, it is possible to increase the success rate of smooth lane change coordinated with surrounding vehicles.

<Description of the embodiment>
The present embodiment includes at least the following. That is,
(1) The on-vehicle apparatus included in the present embodiment is an on-vehicle apparatus of a vehicle having an inter-vehicle communication function, and includes a communication unit that transmits and receives an inter-vehicle communication frame to another vehicle and data included in the inter-vehicle communication frame. A control unit that performs information processing, the control unit transmitting a first inter-vehicle communication frame including the purpose of the lane change to the communication unit before the lane change is executed, and an inter-vehicle distance from another vehicle An acquisition unit for acquiring from the communication frame a response of presence / absence of change in traveling behavior by another vehicle accompanying lane change, a determination unit for determining whether to execute lane change based on the response, and a result of the determination. And a second notification unit that causes the communication unit to transmit the inter-vehicle communication frame.
By notifying the other vehicle of the purpose of the lane change, the other vehicle can determine, based on the purpose, whether to change the traveling behavior accompanying the lane change. By determining whether or not to execute the lane change based on the response indicating the determination result, there is a high possibility that the other vehicle will change the travel behavior accompanying the lane change depending on the purpose of the lane change, and the lane change Can increase the success rate of

(2) Preferably, the control unit further includes a calculation unit that calculates the following gain, and the determination unit makes the determination based on the response and the gain.
Gain: The degree of loss in the target vehicle group consisting of the own vehicle and the other vehicle according to the respective behaviors of the own vehicle and the other vehicle It is determined whether or not the lane change can be performed based on the presence and the gain of the change of the traveling behavior in the other vehicle. Thus, it is possible to determine whether the lane change can be performed, taking into consideration the loss of the entire target vehicle group. As a result, it is possible to improve the success rate of smooth lane change coordinated with surrounding vehicles.

(3) Preferably, the calculation unit calculates the gain based on at least one of the purpose of the lane change and the distance between the host vehicle and the other vehicle.
In this way, it is possible to determine whether or not the lane change can be made in consideration of at least one of the purpose of the lane change and the ease with which the other vehicle can change the traveling behavior.

(4) Preferably, the control unit further includes an extraction unit that extracts the following target vehicle from other vehicles, and the calculation unit calculates gains of the host vehicle and the target vehicle.
Target vehicle: Vehicle having traveling behavior related to lane change of own vehicle By extracting the target vehicle from the other vehicle, it is possible to suppress the throughput of the own vehicle and the other vehicle.

(5) Preferably, in the inter-vehicle communication frame that the first notification unit causes the communication unit to transmit, it is necessary to change the traveling behavior of the target vehicle indicated by the gain with the smallest loss degree of the calculated gains. The purpose of changing lanes for different vehicles.
As a result, it is possible to suppress the loss as a whole of the target vehicle group and to improve the success rate of the smooth lane change coordinated with the surrounding vehicles.

(6) Preferably, the determination unit changes the lane if the urgent purpose of the lane change is high even if the response from the vehicle requiring a change in all the traveling behavior is no change in the traveling behavior. Is determined to be executable.
As a result, when the degree of urgency of the purpose of the lane change is high, the lane change is realized even if the change in the traveling behavior of the other vehicle is not performed.

(7) The determination method included in the present embodiment is a method of determining whether or not to execute the lane change in the on-vehicle described in any one of (1) to (6).
This determination method has the same effects as the above-described in-vehicle devices (1) to (6).

(8) A computer program included in the present embodiment causes a computer to function as the in-vehicle device according to any one of (1) to (6).
Such a computer program exhibits the same effects as those of the in-vehicle apparatus of the above (1) to (6).

<Details of the embodiment>
Hereinafter, the details of the embodiment will be described with reference to the drawings. Note that at least a part of the embodiments described below may be arbitrarily combined.
[Overall configuration of communication system]
FIG. 1 is an overall configuration diagram of a communication system according to an embodiment.
As shown in FIG. 1, the communication system of the present embodiment includes an in-vehicle communication device (in-vehicle device) 19 mounted on each of a plurality of vehicles 1.

The in-vehicle communication device 19 is a wireless communication device that performs wireless communication (inter-vehicle communication) with another vehicle 1 traveling on the road. Therefore, in the present embodiment, the in-vehicle communication device 19 of the vehicle 1 is also referred to as "inter-vehicle communication device 19", and the communication system is also referred to as "inter-vehicle communication system".
In the present embodiment, the in-vehicle communication device 19 adopts a multi-access method based on a carrier sense multiple access / collision avoidance (CSMA / CA) method.

More specifically, the in-vehicle communication device 19 adopts, for example, a multi-access method that conforms to the "700 MHz band intelligent traffic system standard (ARIB STD-T109)".
According to this method, the in-vehicle communication device 19 broadcasts a communication frame for inter-vehicle communication at predetermined time intervals (for example, 0.1 seconds). Therefore, the vehicle 1 executing inter-vehicle communication can detect the vehicle information of the other vehicle around the own vehicle in substantially real time by the communication frame received from the other vehicle included in the transmission / reception range of the wireless signal.

The communication system for inter-vehicle communication is not limited to the above standard, and may be a communication technology for mobile phones, such as cellular V2V of 3GPP, applied to wireless communication of the vehicle 1.

[In-vehicle system configuration]
FIG. 2 is a block diagram showing the configuration of the in-vehicle system.
As shown in FIG. 2, each vehicle 1 includes an in-vehicle system 10. The in-vehicle system 10 includes a relay device 20, a communication network 12, and various on-vehicle devices electronically controlled by an ECU belonging to the communication network 12.

The communication network 12 includes a plurality of in-vehicle communication lines 13 terminating in the relay device 20, and a plurality of in-vehicle control devices (hereinafter referred to as "ECUs") 16 connected to the in-vehicle communication lines 13.
The communication network 12 can communicate among the ECUs 16, and is formed of a master / slave communication network (for example, LIN (Local Interconnect Network)) in which the relay device 20 is a terminal node (master device). The relay device 20 controls a plurality of communication networks 12.

The communication network 12 includes communication standards such as CAN (Controller Area Network), CANFD (CAN with Flexible Data Rate), Ethernet (registered trademark), or MOST (Media Oriented Systems Transport: MOST is a registered trademark) as well as LIN. It may be a network to be adopted.
Further, the network configuration of the communication network 12 may include the relay device 20 and at least one ECU 16.

In the following, the common code of the communication network is “12”, and the individual codes of the communication network are “12A to 12C”. Further, the common code of the ECU is “16”, and the individual codes of the ECU are “16A1 to 16A4”, “16B1 to 16B3” and “16C1 to 16C2”.

The

communication networks

12A, 12B, 12C share the different control fields of the vehicle 1, respectively.
For example, to the communication network 12A, a power system ECU whose control target is the drive device of the vehicle 1 is connected. Connected to the communication network 12B is a multimedia ECU that controls information equipment of the vehicle 1. Connected to the communication network 12C is an ADAS-based ECU whose control target is an advanced driver assistance system (ADAS: Advanced Driver-Assistance Systems) that supports the driving operation of the vehicle 1.

The communication network 12 is not limited to the above three types, but may be four or more types. Further, the control field corresponding to the communication network 12 varies depending on the design concept of the vehicle manufacturer, and is not limited to the sharing of the control field described above.

Specifically, the power ECUs connected to the communication network 12A include, for example, an engine ECU 16A1, an EPS-ECU 16A2, a brake ECU 16A3, and an ABS-ECU 16A4.
The engine ECU 16A1 is connected to a fuel injection device 31 of the engine, and the fuel injection device 31 is controlled by the engine ECU 16A1.

An EPS (Electric Power Steering: Electric Power Steering) 32 is connected to the EPS-ECU 16A2, and the EPS 32 is controlled by the EPS-ECU 16A2. A brake actuator 33 is connected to the brake ECU 16A3, and the brake actuator 33 is controlled by the brake ECU 16A3.
An ABS (Antilock Brake System) actuator 34 is connected to the ABS-ECU 16A4, and the ABS actuator 34 is controlled by the ABS-ECU 16A4.

The multimedia ECU connected to the communication network 12B includes, for example, a navigation ECU 16B1, a meter ECU 16B2, and a HUD-ECU 16B3.
An HDD (Hard Disk Drive) 41, a display 42, a GPS (Global Positioning System) receiver 43, a vehicle speed sensor 44, a gyro sensor 45, a speaker 46, and an input device 47 are connected to the navigation ECU 16B1.

The display 42 and the speaker 46 are output devices for presenting various information to the passenger of the vehicle. Specifically, the display 42 displays a map image around the host vehicle, route information to the destination, and the like, and the speaker 46 outputs a voice announcement for guiding the host vehicle to the destination.
The input device 47 is for the passenger to perform various inputs such as a destination, and is constituted by various input means such as an operation switch, a joystick, or a touch panel provided on the display 42.

The navigation ECU 16B1 has a time synchronization function of acquiring the current time from the GPS signal periodically acquired by the GPS receiver 43, and a position detection function of calculating an absolute position (latitude, longitude and altitude) of the vehicle from the GPS signal; It has an interpolation function that interpolates the position and orientation of the vehicle by the vehicle speed sensor 44 and the gyro sensor 45 to obtain the accurate current position and orientation of the vehicle.
The navigation ECU 16B1 reads the map information stored in the HDD 41 according to the obtained current position, and generates a map image in which the current position of the vehicle is superimposed on the map information. Then, the navigation ECU 16B1 displays a map image on the display 42, and displays route information and the like from the current position to the destination on the map image.

A meter actuator 48 is connected to the meter ECU 16B2, and the meter actuator 48 is controlled by the meter ECU 16B2. A HUD (Head-Up Display) 49 is connected to the HUD-ECU 16B3, and the HUD 49 is controlled by the HUD-ECU 16B3.

The ADAS ECU connected to the communication network 12C includes, for example, an ADAS-ECU 16C1 and an environment recognition ECU 16C2.
A first sensor 51 and a second sensor 52 are connected to the environment recognition ECU 16C2, and the first and

second sensors

51 and 52 are controlled by the environment recognition ECU 16C2.

The first sensor 51 is, for example, an ultrasonic sensor, a video camera, or the like disposed at four corners in the front, rear, left, and right of the vehicle 1 (see FIG. 1).
The first sensor 51 provided on the front side is a sensor mainly for detecting an object present on the front of the vehicle, and the first sensor 51 provided on the rear side is an object mainly present on the rear of the vehicle Is a sensor for detecting

The second sensor 52 is, for example, an ultrasonic sensor, a video camera, or the like disposed in a ceiling portion of the vehicle 1 (see FIG. 1). The second sensor 52 is rotatable at a relatively high speed around the vertical axis, and is a sensor for detecting an object present around the host vehicle.
The sensing results of the first and

second sensors

51 and 52 are stored in a communication packet by the environment recognition ECU 16C2 and transmitted to the ADAS-ECU 16C1.

The ADAS-ECU 16C1 can execute any one of, for example, levels 1 to 4 based on the sensing results of the first and

second sensors

51 and 52. The level of automatic driving is defined in SAE (Society of Automotive Engineers) International, J3016 (September 2016).
The “public-private ITS concept road map 2017” also adopts this definition. In this roadmap, level 3 or higher automatic driving is called "high-level automatic driving", and

level

4 and 5 automatic driving is called "fully automatic driving". The "automatic operation" in the present embodiment means an automatic operation at level 2 or higher.

The ADAS-ECU 16C1 may be capable of performing level 5 automatic driving, but at the time of the present application, the vehicle 1 performing level 5 automatic driving has not been realized yet.

As an example of automatic driving up to levels 1 to 3 (hereinafter, also referred to as “assisted driving”), the possibility of collision is predicted from the distance between the object detected by the first sensor 51 and the host vehicle, The control command is transmitted to the power system ECU or the multimedia system ECU so as to intervene in the deceleration or alert the passenger when it is determined that the vehicle speed is high.

As an example of

level

4 and 5 automatic operation (hereinafter, also referred to as "autonomous operation"), behavior expected to an object detected by the first and

second sensors

51 and 52, deep learning of past behavior, etc. There are some which transmit a control command to a power system ECU or a multimedia system ECU so that the host vehicle is pointed to the target position based on the predicted behavior predicted by the above.

The ADAS-ECU 16C1 can also switch to a manual operation of the passenger without using the sensing results by the first and

second sensors

51 and 52.
Thus, the vehicle 1 of the present embodiment is capable of executing the level 4 autonomous operation mode, and as the downgraded operation mode, the vehicle 1 of the level 1 to 3 assisted operation mode or the manual operation mode (level 0) You can do either. The switching of the operation mode is performed by a manual operation input by the passenger or the like.

The relay device 20 transmits a control packet (hereinafter, also referred to as “control command”) to control the ECU 16. The ECU 16 executes predetermined control on the target device in charge according to the content of the command included in the received control packet.

When controlling the autonomous operation mode, the relay device 20 sends control commands to the ECUs 16A1 to 16A4 of the communication network 12A based on the sensing results of the first and

second sensors

51 and 52 received from the environment recognition ECU 16C2. Send control packet including.

Then, each of the ECUs 16A1 to 16A4 having received the control packet from the relay device 20 controls the fuel injection device 31, the EPS 32, the brake actuator 33, and the ABS actuator 34 according to the content of the command included in the control packet, thereby autonomous operation. Mode is executed.

The in-vehicle system 10 further includes an in-vehicle communication device 19 that performs wireless communication with the other vehicle 1. The in-vehicle communication device 19 is connected to the relay device 20 via a communication line of a predetermined standard. The relay device 20 relays the information received by the in-vehicle communication device 19 from the other vehicle 1 to the ECU 16.

The relay device 20 relays the information received from the ECU 16 to the in-vehicle communication device 19. The in-vehicle communication device 19 wirelessly transmits the relayed information to the other vehicle 1.
The in-vehicle communication device 19 mounted on the vehicle 1 may be a device owned by a user, such as a mobile phone, a smartphone, a tablet terminal, or a notebook PC (Personal Computer).

[Configuration of relay device]
FIG. 3 is a block diagram showing an internal configuration of the relay device 20. As shown in FIG.
As shown in FIG. 3, the relay device 20 of the vehicle 1 includes a control unit 21, a storage unit 22, an in-vehicle communication unit 23, and the like.

The control unit 21 of the relay device 20 includes a CPU (Central Processing Unit). The CPU of the control unit 21 has a function of reading one or a plurality of programs stored in the storage unit 22 or the like to execute various processes.
The CPU of the control unit 21 can execute a plurality of programs in parallel by switching and executing a plurality of programs in time division, for example.

The CPU of the control unit 21 includes one or more large scale integrated circuits (LSI). In a CPU including a plurality of LSIs, the plurality of LSIs cooperate to realize the function of the CPU.

The computer program executed by the CPU of the control unit 21 may be written in advance at the factory, may be provided via a specific tool, or is transferred by downloading from a computer device such as a server computer. It can also be done.

The storage unit 22 is formed of a non-volatile memory element such as a flash memory or an EEPROM (Electrically Erasable Programmable Read Only Memory).
The storage unit 22 has a storage area for storing a program executed by the CPU of the control unit 21 and data required for the execution.

A plurality of in-vehicle communication lines 13 disposed in the vehicle 1 are connected to the in-vehicle communication unit 23. The in-vehicle communication unit 23 includes a communication device that communicates with the ECU 16 in accordance with a predetermined communication standard such as LIN.
The in-vehicle communication unit 23 transmits information given from the CPU of the control unit 21 to a predetermined ECU 16, and the ECU 16 gives information on the transmission source to the CPU of the control unit 21.

The in-vehicle communication device 19 transmits the information given from the control unit 21 to the other vehicle 1 and gives the information received from the other vehicle 1 to the control unit 21.
In the example of FIG. 3, the on-vehicle communication device 19 is illustrated as an on-vehicle device that performs inter-vehicle communication with the other vehicle 1. However, when the relay device 20 has a wireless communication function, the relay device 20 itself is the other vehicle It may be an on-vehicle device that performs inter-vehicle communication with the device 1.

[Configuration of in-vehicle communication device]
FIG. 4 is a block diagram showing an internal configuration of the in-vehicle communication device 19.
As shown in FIG. 4, the in-vehicle communication device 19 includes a control unit 191, a storage unit 192, a wireless communication unit 193, and the like.

The control unit 191 of the in-vehicle communication device 19 includes a CPU. The CPU of the control unit 191 has a function of reading out one or more programs stored in the storage unit 192 or the like to execute various processes.
The CPU of the control unit 191 can execute a plurality of programs in parallel by switching and executing a plurality of programs in time division, for example.

The CPU of the control unit 191 includes one or more large scale integrated circuits (LSI). In a CPU including a plurality of LSIs, the plurality of LSIs cooperate to realize the function of the CPU.

The computer program executed by the CPU of the control unit 191 may be written in advance at the factory, may be provided via a specific tool, or is transferred by downloading from a computer device such as a server computer. It can also be done.

The storage unit 192 is formed of a non-volatile memory element such as a flash memory or an EEPROM.
The storage unit 192 has a storage area for storing a program executed by the CPU of the control unit 191 and data required for the execution.

An antenna 194 for wireless communication is connected to the wireless communication unit 193. The wireless communication unit 193 transmits the information given from the control unit 191 to the other vehicle 1 from the antenna 194 and gives the information received from the other vehicle 1 by the antenna 194 to the control unit 191.
The CPU of the control unit 191 transmits the information provided from the wireless communication unit 193 to the relay device 20, and provides the wireless communication unit 193 with the information received from the relay device 20.

[Contents and Method of Generating Predicted Driving Behavior Data]
FIG. 5 is an explanatory view showing the contents and generation method of “predicted travel behavior data” transmitted by the on-vehicle communication device 19 to the other vehicle 1 by inter-vehicle communication. The predicted driving behavior data D includes information such as the time within the prediction period Tc in the future for a relatively short predetermined time (for example, 10 seconds) from the current time, and the absolute position and orientation of the vehicle 1 at that time.

The time within the prediction period Tc and the absolute position and orientation of the vehicle 1 are calculated as follows. For example, in the road plan view shown in the lower part of FIG. 5, when the vehicle 1 travels in the lane R1 by automatic driving, the ADAS-ECU 16C1 of the vehicle 1 responds to the contents of automatic driving being executed at the present time t0. A travel planned route during the prediction period Tc is calculated, and the calculated travel planned route is transmitted to the in-vehicle communication device 19.

The in-vehicle communication device 19 performs map matching processing between the received planned traveling route and the map information, and the like, and detects the plurality of discrete positions (absolute positions) of the vehicle 1 during the prediction period Tc and the direction of the vehicle 1 at each discrete position. Calculate Specifically, when the vehicle 1 continues to travel straight in the lane R1 during the prediction period Tc, the on-vehicle communication device 19 is operated on the straight travel planned route (arrow shown by the broken line in FIG. 5) along the lane R1. A plurality of discrete positions (positions indicated by ○ in FIG. 5) and directions of the vehicle 1 are calculated at fixed or indeterminate time intervals (or distance intervals).

Further, when the vehicle 1 changes lanes from the lane R1 to the lane R2 during the prediction period Tc, the on-vehicle communication device 19 is a curved traveling planned route extending from the lane R1 to the lane R2 (an arrow shown by an alternate long and short dash line in FIG. A plurality of discrete positions (positions indicated by Δ marks in FIG. 5) and a direction of the vehicle 1 are calculated at fixed or indefinite time intervals (or distance intervals).

When the vehicle-mounted communication device 19 calculates a plurality of discrete positions of the vehicle 1 at time intervals, it calculates the time corresponding to each discrete position based on the time interval and the time of the current time t0. In addition, when the vehicle-mounted communication device 19 calculates a plurality of discrete positions of the vehicle 1 at a distance interval, the distance from the current position of the vehicle 1 to each discrete position is calculated based on the distance interval, and the calculated distance and the vehicle The time corresponding to each discrete position is calculated based on the planned traveling speed of 1. The planned traveling speed of the vehicle 1 can be acquired from the ADAS-ECU 16C1.
Note that the time within the prediction period Tc and the absolute position and orientation of the vehicle 1 may be calculated by the ADAS-ECU 16C1 and the calculated time, discrete position and orientation may be transmitted to the in-vehicle communication device 19.

As shown in the upper part of FIG. 5, the predicted travel behavior data D of the present embodiment includes storage areas such as “vehicle ID”, “time”, “absolute position”, “vehicle attribute”, and “direction”. .
The “time” stores the value of the current time and the value of each time within the prediction period Tc calculated by the above method. The value of the current time can be acquired from the navigation ECU 16B1 (see FIG. 2) having the above-described time synchronization function via the relay device 20.

The "vehicle ID" stores the value of the vehicle ID of the own vehicle. Since the value of vehicle ID is a fixed value, the same value is stored in "vehicle ID" corresponding to each time.
The “absolute position” stores each value of latitude, longitude and altitude indicating the absolute position of the vehicle corresponding to each time within the prediction period Tc calculated by the above method. In "absolute position" of FIG. 5, only the values of latitude and longitude are shown.

In the “vehicle attribute”, for example, values such as the vehicle width and the vehicle length of the own vehicle, and the identification value of the vehicle application type of the own vehicle (such as a private vehicle or an emergency vehicle) are stored. Since each value of the vehicle width, the vehicle length, and the vehicle application type is a fixed value, the same value is stored in the "vehicle attribute" corresponding to each time. In "vehicle attribute" of FIG. 5, the description of specific numerical values is omitted.
The value of the heading of the vehicle corresponding to each time within the prediction period Tc calculated by the above method is stored in the "heading". In the "azimuth" of FIG. 5, the description of specific numerical values is omitted.

The other vehicle 1 passing through the own vehicle and the periphery thereof transmits and receives predicted traveling behavior data D to each other when the on-vehicle communication devices 19 communicate with each other. As a result, the own vehicle and the other vehicle 1 passing around it can share the predicted traveling behavior data D with each other.

In the example of FIG. 5, although the time of a fixed time interval is stored in "time" of prediction driving behavior data D, the time of an indefinite time interval may be stored. In this case, the fixed time interval depends on the speed of the vehicle, the distance between the vehicle and the other vehicle, and the time to collision (TTC) before the vehicle collides with the other vehicle. It can be set appropriately.

The predicted travel behavior data D may also include other information such as the speed and acceleration of the host vehicle. However, the velocity of the vehicle can be obtained by differentiating the absolute position of the vehicle, and the acceleration of the vehicle can be determined by differentiating the velocity obtained from the absolute position of the vehicle. Therefore, the predicted traveling behavior data D need not necessarily include the speed and acceleration of the host vehicle.

[Outline of processing]
FIG. 6 is an explanatory diagram of an outline of processing in the on-vehicle communication device 19. FIG. 6 shows a case where the vehicle A (vehicle 1A) traveling on the expressway changes lanes from the lane R1 to the lane R2. At this time, the vehicle B (vehicle 1B) and the vehicle C (vehicle 1C) exist in the vehicle A in the lane R2. FIG. 7 is a sequence diagram showing the flow of processing in the on-vehicle communication device 19 of each of the vehicles A, B and C in this case.

6 and 7, the on-vehicle communication device 19 of the vehicle A whose lane is to be changed performs extraction processing (step S1), calculation processing (step S2), first notification processing (step S3), acquisition processing (step S1). S5), determination processing (step S6), and second notification processing (step S7) are executed in this order. Further, the in-vehicle communication devices 19 of the vehicles B and C around the vehicle A execute the determination process (step S4). Referring to FIG. 4, the control unit 191 of the in-vehicle communication device 19 causes the extraction unit 200 to execute the above processes by the CPU reading and executing one or more programs stored in the storage unit 192 into the RAM. The calculation unit 199 functions as a first notification unit 195, an acquisition unit 196, a determination unit 197, and a second notification unit 198. Each processing will be described below.

(Extraction process)
The extraction process of step S1 is a process of extracting a target vehicle which is another vehicle to be processed. It is executed by the control unit 191 of the in-vehicle communication device 19 functioning as the extraction unit 200. The target vehicle is another vehicle having a traveling behavior related to the lane change of the host vehicle, specifically, another vehicle that is likely to collide with the vehicle A or cause interference in the course. In the example of FIG. 6, the vehicles are B and C. By extracting the target vehicle from vehicles other than the own vehicle, it is possible to suppress the throughput of the own vehicle and other vehicles.

As an example, the on-vehicle communication device 19 of the vehicle A compares the predicted travel behavior data D of the own vehicle (upper part in FIG. 5) with the predicted travel behavior data D transmitted from the other vehicle. Other vehicles that cross or approach within a predetermined range on the planned travel route of are extracted. As another example, the on-vehicle communication device 19 of the vehicle A extracts other vehicles existing in a predetermined range from the host vehicle based on the sensing results of the first and

second sensors

51 and 52. It is also good.

(Calculation process)
The calculation process of step S2 is a process of calculating a gain (score) BE based on the traveling behavior of each of the target vehicle group including the host vehicle and the target vehicle for each vehicle. It is executed by the control unit 191 of the in-vehicle communication device 19 functioning as the calculation unit 199. The gain is a value representing the degree of loss in the entire target vehicle group due to the traveling behavior of the target vehicle group for each vehicle, and as one example, the loss with the larger value is smaller and the loss with the smaller value is larger. In this case, the larger the gain BE, the more efficient the target vehicle group as a whole. Specifically, the control unit 191 of the in-vehicle communication device 19 of the vehicle A specifies the values of the parameters R (RA, RB, RC) of each vehicle, and stores them in advance for each combination pattern of the traveling behavior of each vehicle. The gain BE of each pattern is obtained by substituting the specified value into the parameter R of the arithmetic expression.

The value of the parameter R (parameter RA) of the host vehicle is set in advance for each degree of urgency of lane change, and becomes higher as the degree of urgency is higher. The degree of urgency of lane change is preset for each purpose of lane change. The values of the parameter R (parameters RB and RC) of the other vehicle represent the degree of loss due to the deceleration caused by the other vehicle giving the lane, and the larger the closer the distance to the own vehicle (vehicle A) is.

As an example, let us say that patterns of combinations of traveling behavior of each vehicle of the target vehicle group (vehicles A, B, C) are patterns 1 to 8 below.
Pattern 1: Vehicle A → Straight, Vehicle B → Give Lane, Vehicle C → Give Lane Pattern 2: Vehicle A → Straight, Vehicle B → Give Lane, Vehicle C → Don't Give Lane Pattern 3: Vehicle A → Straight , Vehicle B → Do not give lane, Vehicle C → Give lane Pattern 4: Vehicle A → Go straight, Vehicle B → Do not give lane Vehicle C → Do not give lane Pattern 5: Vehicle A → Change course, Vehicle B → Give lane, vehicle C → give lane Pattern 6: Vehicle A → change course, vehicle B → give lane, vehicle C → don't give lane Pattern 7: vehicle A → change course, vehicle B → don't give lane, Vehicle C → yield lane Pattern 8: Vehicle A → change course, vehicle B → not yield lane, vehicle C → not yield lane In this example, the change of the driving behavior is changed to the lane A Of the driving behavior of each vehicle Combination of patterns is shown in the presence of a further (cede lane / adamant). Giving the lane includes at least one of lane changing, decelerating, accelerating, and stopping.

The control unit 191 of the in-vehicle communication device 19 stores, in advance, an arithmetic expression for calculating the gain BE for each pattern. The arithmetic expression of each pattern is, for example, the following arithmetic expression. The gain BE is calculated based on at least one of the purpose of the lane change of the vehicle A and the distance between the vehicle A and the other vehicle, as shown in an example of the following arithmetic expression. In this way, it is possible to determine whether or not the lane change is possible in consideration of at least one of the purpose (urgency) of the lane change and the ease of change of the traveling behavior by the other vehicle.
Pattern 1: BE = (-1) x RA + (-1) x RB + (-1) x RC
Pattern 2: BE = (-1) x RA + (-1) x RB + (0) x RC
Pattern 3: BE = (-1) x RA + (0) x RB + (-1) x RC
Pattern 4: BE = (-1) x RA + (0) x RB + (0) x RC
Pattern 5: BE = 4 + (0) x RA + (-1) x RB + (-1) x RC
Pattern 6: BE = 4 + (0) x RA + (-1) x RB + (0) x RC
Pattern 7: BE = 3 + (0) x RA + (0) x RB + (-1) x RC
Pattern 8: BE = −10 + (0) × RA−10 + (0) × RB−10 + (0) × RC

The in-vehicle communication device 19 of each vehicle stores in advance the setting of the degree of urgency for each purpose of the lane change. Preferably, the degree of urgency is set for each purpose and cause of the lane change. Furthermore, the in-vehicle communication device 19 of each vehicle stores in advance the value of the parameter R (the parameter RA in the case of the vehicle A) of the own vehicle for each degree of urgency.

FIG. 8 is an explanatory view showing the contents of “setting data of degree of urgency” stored in the in-vehicle communication device 19. The setting data of the degree of urgency is stored in the storage unit 192. The setting data of the degree of urgency includes the degree of urgency for each purpose and cause, and the value of the parameter R for each degree of urgency.

As shown in FIG. 8, in the setting data of the degree of urgency of this embodiment, “purpose”, “cause”, “urgency degree”, “reason why urgency degree is high”, “following vehicle notification”, “parameter RA Storage area such as "Value" is included.
The “purpose” stores information indicating the purpose of the lane change. The information indicating the purpose of the lane change is, for example, "I want to pass", "I want to change the traveling direction", "I want to merge", "I want to break away", and "I want to return to the original lane".

“Cause” stores information indicating the cause of the purpose of each lane change. The information indicating the cause is, for example, “slow forward vehicle”, “slow work vehicle”, and “parked vehicle”.
The “urgency level” stores information indicating the level of urgency of lane change. The information indicating the urgency level is, for example, “high”, “medium”, and “low”. The information indicating the degree of urgency is not limited to these three stages, and may be subdivided into more stages. Or, it may be two stages of "present" and "absent".

The degree of urgency is set for each purpose. Preferably, they are set according to purpose and cause. In the example of FIG. 8, the cause of the purpose "overtaking" is "low forward vehicle" while the degree of urgency is "low", the purpose of the purpose "overtaking" "there is a low speed work vehicle" and "there is a parked vehicle" The degree of urgency is set to "medium".

In addition, for the purpose of "want to change the direction of travel", "want to turn left," "want to enter ECT / general lane at toll booth", "there is a lane restriction ahead", and "an obstacle ahead". In contrast, the degree of urgency is "high", the cause of the purpose "want to change the direction of travel" The degree of urgency is "low" for "want to travel on uphill lane" and "will interfere with merging vehicles" The degree of urgency is set to "medium" with respect to the cause "I want to give way to the emergency vehicle".

In addition, the reason for the cause “I want to merge” is “Medium” for the “end of the uphill lane”, the cause for the purpose “I want to merge” for the “Highway main line merge” is “high”, and the purpose “ It is set that the degree of urgency is "low" with respect to the cause "I want to join" and "the work while parking is completed".

In addition, the degree of urgency is set to "medium" with respect to the cause "want to leave the expressway" for the purpose "want to change lanes".
In addition, the degree of urgency is set to be "low" with respect to the purpose of "want to return to the original lane" and "the overtaking is completed" and "the falling object can be avoided".

The “high emergency reason” stores information indicating the reason of high urgency for each purpose (preferably for each purpose and cause). The information may be stored only when the degree of urgency is higher than a predetermined level (for example, “medium” and “high”).

The “following vehicle notification” stores information indicating whether or not notification to the following vehicle is necessary for each purpose (preferably for each purpose and cause). The in-vehicle communication device 19 may be capable of wireless communication (road-vehicle communication) with a roadside device (not shown), and communication between vehicles may be relayed to road-vehicle communication. Relaying by road-to-vehicle communication enables transmission and reception of information with vehicles outside the range of inter-vehicle communication. Therefore, the necessity of the notification to the following vehicle may indicate whether it is necessary to relay the wireless communication with the roadside apparatus and to communicate to the following vehicle.

The value of the parameter R of the host vehicle (parameter RA) is stored in the “value of parameter RA”. The value of the parameter RA is preset according to the degree of urgency. As one example, the higher the degree of urgency, the higher the value of the parameter RA, and the lower the degree of urgency, the lower the value of the parameter RA. In the example of FIG. 8, the value of parameter RA when the degree of urgency is "high" is "50", the value of parameter RA when the degree of urgency is "medium" is "2", and the degree of urgency is "low" The value of the parameter RA is “1”.

The values of the parameter R (parameters RB and RC) of the other vehicle represent the degree of loss due to the deceleration caused by the other vehicle giving the lane, and depend on the distance to the own vehicle (vehicle A). As one example, the closer the distance to the host vehicle, the larger the value. The on-vehicle communication device 19 of the vehicle A stores in advance an arithmetic expression using the distance to the other vehicle for obtaining the value of the parameter R (parameters RB, RC) of the other vehicle. The arithmetic expression is not limited to a specific expression. The control unit 191 of the in-vehicle communication device 19 applies the subject vehicle based on the predicted travel behavior data D received from the other vehicle (upper part in FIG. 5) or the sensing results of the first and

second sensors

51 and 52. The distance to the other vehicle is specified, and the value of the parameter R of the other vehicle is obtained by substituting the distance into the arithmetic expression.

FIG. 9 and FIG. 10 are explanatory diagrams for explaining a specific example of the calculation process in the vehicle A. FIG. 9 shows the case where the lane change urgency of the vehicle A is “medium”, and FIG. 10 shows the case where the urgency is “high”. The parameters RB and RC are assumed to be 2 and 1 respectively. In FIGS. 9 and 10, in the columns of RA to RC, values associated with the parameters RA to RC of the arithmetic expression are described, and the arithmetic values are described in the column of total.

(First notification process)
In the first notification process of step S3, a vehicle whose lane is to be changed needs to change the traveling behavior associated with the change of lane among the target vehicles (transfer lane) before the lane change is executed (hereinafter referred to as Is a process of transmitting a communication frame including the purpose of lane change for the required vehicle) by inter-vehicle communication. That is, it is also a process of requesting the required vehicle to change the traveling behavior, that is, to request cooperation to change the lane. It is executed by the control unit 191 of the in-vehicle communication device 19 functioning as the first notification unit 195. The purpose of the lane change may be included in the communication frame together with the predicted driving behavior data D of FIG. 5 and output by inter-vehicle communication. Since each vehicle stores the setting of the degree of urgency shown in FIG. 8, when the purpose of the lane change is notified from the vehicle A, the degree of urgency of the lane change in the vehicle A can be specified. In the first notification processing, the degree of urgency of lane change may be notified instead of or in addition to the purpose of the lane change.

The first notification process of step 3 includes a process of specifying a required vehicle from among the target vehicles. In the identification processing, the control unit 191 sets a vehicle for achieving a pattern with a high (large) value of the gain BE as a necessary vehicle by comparing the gain BE for each pattern. In each of the patterns BE and BE in FIG. 9 and FIG. 10, the vehicle B or the vehicle C giving the lane to realize the pattern 6 or the pattern 7 which is the maximum value “2” of the gain BE Identify as a required vehicle in In this case, in the first notification process, for example, the purpose of the lane change in which the vehicle B is identified as the required vehicle is included in the communication frame and transmitted.

(Determination process)
When the purpose of the lane change is notified from the vehicle A by the first notification processing, the on-vehicle communication device 19 of the required vehicle performs the traveling behavior along with the lane change of the vehicle A according to the purpose of the lane change in the vehicle A. A determination process (step S4) is performed to determine whether or not to change (whether to yield the lane). The determination process of step S4 is not limited to a specific processing method here. As an example, the on-vehicle communication device 19 of the required vehicle stores in advance a determination formula using the degree of urgency obtained for the purpose of lane change in the vehicle A and the distance to the vehicle A, and substitutes them. It is determined based on the obtained value whether to give or not give. The required vehicle outputs the determination result by inter-vehicle communication as a response to the vehicle A.

(Acquisition process)
The acquisition process of step S5 is a process of acquiring from the communication frame of the inter-vehicle communication a response of the determination result of the presence or absence of the change in the traveling behavior from the required vehicle. It is executed by the control unit 191 of the in-vehicle communication device 19 functioning as the acquisition unit 196.

(Decision processing)
The determination process of step S6 is a process of determining whether or not to execute the lane change based on the determination result acquired from the required vehicle, and determining the course based on the determination result. It is executed by the control unit 191 of the in-vehicle communication device 19 functioning as the determination unit 197. When the determination result to give the lane from the required vehicle is acquired in the acquisition process of step S5, it is determined that the lane change is executable in the determination process, and the course is determined to be the changed lane.

When the determination result indicating that the lane is not to be obtained is acquired from the required vehicle, it is determined that the lane change is not executable in the determination process. At this point, it is decided to keep the current lane, that is, going straight. In this case, the in-vehicle communication device 19 returns to the first notification processing in step S3 and then identifies the vehicle for realizing the pattern of high gain BE (large value) as the required vehicle, and is identified. Inform the required vehicles of the purpose of the lane change. In the case of FIG. 9 and FIG. 10, when the determination result to the effect that the lane is not to be obtained is acquired from the vehicle B which is the required vehicle of pattern 6, the purpose of the lane change is notified to the vehicle C which is the required vehicle of pattern 7.

The in-vehicle communication device 19 repeats the process from step S3 in the order of the values of gain BE from those with high gain BE (the large value) shown in FIG. 9 or 10 until any pattern is realized. . Preferably, the range of the pattern for executing the process from step S3 is previously defined in accordance with the degree of urgency of the lane change. For example, when the degree of urgency is "medium", the processes from step S3 are executed in order of the value of gain BE until the determination result of giving the lane is obtained for patterns 5 to 8 in which the lane change is realized. On the other hand, when the degree of urgency is "high", the process from step S3 is executed only up to the pattern in which the gain BE is the second highest.

When the determination result to the effect that the lane is not to be obtained is acquired from the required vehicle of any pattern, in the determination process, the in-vehicle communication device 19 determines whether to change the lane according to the degree of urgency (purpose) of the lane change.
For example, if the degree of urgency is "medium", it determines that the lane change is not possible, and keeps going straight. Since there is the possibility of unsafety such as contact with the target vehicle when the lane change is performed, it is possible to place more importance on avoiding the unsafe possibility than the purpose of the lane change.

On the other hand, when the degree of urgency is "high", it is determined that the lane change is possible. In this case, in addition to the determination that the lane change is possible, it is determined that display by a blinker or the like is necessary. Thereby, the lane change is realized when the degree of urgency is high.

Alternatively, when the degree of urgency is "high", it may be determined that the lane change is not possible. In this case, in addition to the determination that the lane change is not possible, it is determined that the traveling itself is also not possible. Thus, in the case where the degree of urgency is high and the lane change is not possible, travel control is realized in which the vehicle is suddenly braked and stopped.

(Second notification process)
The second notification process of step S7 is a process of transmitting a communication frame including the determination result in the determination process by inter-vehicle communication. It is executed by the control unit 191 of the in-vehicle communication device 19 functioning as the second notification unit 198. In the second notification process, the determination result is notified only when it is determined that the lane change is executable, and the notification may not be performed when it is determined that the lane change is not executable. In this case, there is no change in the predicted traveling behavior data D. Thereby, the amount of communication of inter-vehicle communication can be suppressed.

If it is determined that the lane change is executable, the on-vehicle communication device 19 of the vehicle A outputs a control command (control packet) instructing the ADAS-ECU 16C1 to change the lane after the second notification process of step S7. Do. Thereby, a lane change is realized.

<Effect of the embodiment>
In the communication system according to the present embodiment, the vehicle A whose lane change is to be performed outputs the purpose of the lane change by inter-vehicle communication before the lane change is performed. In the other vehicles B and C that have received this notification by inter-vehicle communication, it is possible to determine whether to give the lane based on the purpose (urgency) of the lane change of the vehicle A. The vehicle A determines whether or not to execute the lane change based on the response of presence or absence of the change of the traveling behavior accompanying the lane change obtained from the vehicles B and C, and executes the lane change according to the determination result. As a result, the vehicle A is likely to obtain cooperation for the lane change depending on the purpose of the lane change, and the success rate of the lane change can be increased.

Also, when performing a lane change, the vehicle A gains BE based on at least one of the purpose of the lane change and the distance from the host vehicle to the target vehicle for each combination of traveling behavior of each vehicle. It is calculated, and the required vehicle is required to change the traveling behavior so that the gain BE becomes a large pattern. As a result, it is possible to suppress the loss as a whole of the target vehicle group and to improve the success rate of the smooth lane change coordinated with the surrounding vehicles.

[Modification]
In the above description, it is assumed that the control unit 191 of the in-vehicle communication device 19 performs all the adjustment processing. However, the control unit 191 of the in-vehicle communication device 19 may perform the process of FIG. 6 in cooperation with other in-vehicle devices. For example, the control unit 21 of the relay device 20 may perform at least part of the processing. That is, the control unit 21 of the relay device 20 may function as at least one of the extraction unit 200, the calculation unit 199, the first notification unit 195, the acquisition unit 196, the determination unit 197, and the second notification unit 198.

Further, as another example, the control unit 191 of the in-vehicle communication device 19 may perform the process of FIG. 6 in cooperation with any of the ECUs 16. For example, the control unit 191 of the in-vehicle communication device 19 inputs information indicating the planned traveling route of each car to the ADAS-ECU 16C1 or the environment recognition ECU 16C2, and the ADAS-ECU 16C1 or the environment recognition ECU 16C2 executes an extraction process for extracting the target vehicle The result may be input to the in-vehicle communication device 19. Alternatively, the ADAS-ECU 16C1 may execute calculation processing, and may input a gain (score) BE based on the traveling behavior of each of the target vehicle groups to the in-vehicle communication device 19.

The disclosed features are realized by one or more modules. For example, the feature can be realized by a circuit element or other hardware module, a software module that defines a process for realizing the feature, or a combination of a hardware module and a software module.

The program may be provided as a program that is a combination of one or more software modules for causing a computer to execute the above-described operations. Such a program may be provided as a program product by being recorded on a computer readable recording medium such as a flexible disk, a CD-ROM (Compact Disk-ROM), a ROM, a RAM, and a memory card attached to a computer. it can. Alternatively, the program can be provided by being recorded in a recording medium such as a hard disk built in the computer. Also, the program can be provided by downloading via a network.

Note that the program according to the present disclosure is to call a necessary module among program modules provided as a part of an operating system (OS) of a computer in a predetermined arrangement at a predetermined timing to execute processing. It is also good. In that case, the program itself does not include the above module, and the processing is executed in cooperation with the OS. Programs not including such modules may also be included in the programs according to the present disclosure.

Also, the program according to the present disclosure may be provided by being incorporated into a part of another program. Also in this case, the program itself does not include a module included in the other program, and the process is executed in cooperation with the other program. Programs incorporated into such other programs may also be included in the programs according to the present disclosure. The provided program product is installed and executed in a program storage unit such as a hard disk. The program product includes the program itself and a recording medium in which the program is recorded.

It should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present invention is shown not by the above description but by the scope of claims, and is intended to include all modifications within the scope and meaning equivalent to the scope of claims.

Reference Signs List 1 vehicle 10 in-vehicle system 12 communication network 13 in-vehicle communication line 16 in-vehicle control unit (ECU)
16A1 engine ECU
16A2 EPS-ECU
16A3 brake ECU
16A4 ABS-ECU
16B1 Navigation ECU
16B2 meter ECU
16B3 HUD-ECU
16C1 ADAS-ECU
16C2 Environment recognition ECU
Reference Signs List 19 in-vehicle communication device 20 relay device 21 control unit 22 storage unit 23 in-vehicle communication unit 31 fuel injection device 32 EPS
33 brake actuator 34 ABS actuator 41 HDD
42 Display 43 GPS Receiver 44 Vehicle Speed Sensor 45 Gyro Sensor 46 Speaker 47 Input Device 48 Meter Actuator 49 HUD
51 first sensor 52 second sensor 191 control unit 192 storage unit 193 wireless communication unit (communication unit)
194 antenna 195 first notification unit 196 acquisition unit 197 determination unit 198 second notification unit 199 calculation unit 200 extraction unit D predicted traveling behavior data R1 lane R2 lane Tc prediction period

Claims

An on-vehicle apparatus of a vehicle having an inter-vehicle communication function,
A communication unit that transmits and receives an inter-vehicle communication frame with another vehicle;
A control unit that performs information processing on data included in the inter-vehicle communication frame;
The control unit
A first notification unit that causes the communication unit to transmit the inter-vehicle communication frame including the purpose of the lane change before the lane change is executed;
An acquisition unit that acquires, from the inter-vehicle communication frame from the other vehicle, a response indicating presence or absence of a change in traveling behavior by the other vehicle accompanying the lane change;
A determination unit that determines whether to execute the lane change based on the response;
And a second notification unit that causes the communication unit to transmit the inter-vehicle communication frame including the result of the determination.
The control unit further includes a calculation unit that calculates the following gain:
The on-vehicle apparatus according to claim 1, wherein the determination unit performs the determination based on the response and the gain.
Gain: Degree of loss in a target vehicle group consisting of the own vehicle and the other vehicle according to the traveling behavior of the own vehicle and the other vehicle
The in-vehicle device according to claim 2, wherein the calculation unit calculates the gain based on at least one of the purpose of the lane change and the distance between the host vehicle and the other vehicle.
The control unit further includes an extraction unit for extracting the following target vehicle from other vehicles,
The in-vehicle device according to claim 2, wherein the calculation unit calculates the gains of the host vehicle and the target vehicle.
Target vehicle: Vehicle with driving behavior related to lane change of own vehicle
In the inter-vehicle communication frame that the first notification unit causes the communication unit to transmit, it is necessary to change the traveling behavior of the target vehicle indicated by the gain with the smallest loss degree of the calculated gains. 5. The on-vehicle apparatus according to claim 4, comprising the purpose of the lane change for a flexible vehicle.
The determination unit is configured to change the lane if the emergency from the purpose of the lane change is high even if the response from the vehicle that requires a change in the traveling behavior is not to change the traveling behavior. The on-vehicle apparatus according to claim 5, wherein it is determined that is executable.
In an on-vehicle apparatus of a vehicle having an inter-vehicle communication function, a method of determining whether or not to execute a lane change,
Sending an inter-vehicle communication frame including the purpose of the lane change before performing the lane change;
Acquiring from the inter-vehicle communication frame from the other vehicle a response indicating presence or absence of a change in traveling behavior by the other vehicle accompanying the lane change;
Determining whether to execute the lane change based on the response;
Transmitting the inter-vehicle communication frame including the result of the determination.
A computer program for causing a computer to function as an on-vehicle device of a vehicle having an inter-vehicle communication function,
The in-vehicle device includes a communication unit that transmits and receives an inter-vehicle communication frame with another vehicle.
Causing the computer to function as a control unit that performs information processing on data included in the inter-vehicle communication frame;
The control unit
A first notification unit that causes the communication unit to transmit the inter-vehicle communication frame including the purpose of the lane change before the lane change is executed;
An acquisition unit that acquires, from the inter-vehicle communication frame from the other vehicle, a response indicating presence or absence of a change in traveling behavior by the other vehicle accompanying the lane change;
A determination unit that determines whether to execute the lane change based on the response;
A second notification unit that causes the communication unit to transmit the inter-vehicle communication frame including the result of the determination.