WO2019138498A1

WO2019138498A1 - Vehicle-mounted device, adjustment method, and computer program

Info

Publication number: WO2019138498A1
Application number: PCT/JP2018/000481
Authority: WO
Inventors: 隼人四方
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 acquisition unit which acquires, from vehicle-to-vehicle communication frames received from other vehicles, information identifying planned travel routes for these vehicles; and a determination unit which determines, from a target vehicle group (defined below), a number of leader vehicles (defined below) fewer than the total number of vehicles in the target vehicle group in accordance with prescribed criteria. The target vehicle group: a vehicle group consisting of the host vehicle and other vehicles, the planned travel route for which crosses a planned travel route for the host vehicle. The leader vehicles: vehicles that perform a changing process for changing the planned travel route for at least one vehicle of the target vehicle group.

Description

Vehicle-mounted device, adjustment method, and computer program

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

The device for controlling the automatic driving of the automobile generates a travel plan of the host vehicle, and controls steering so that the host vehicle travels according to the travel plan. However, if the surrounding environment changes, such as changes in acceleration / deceleration speed of the surrounding vehicles, traveling according to the original travel plan may not be optimal. With regard to this problem, JP 2008-129804 A and JP 2009-51356 A monitor a surrounding vehicle and change (correct) the travel plan based on the result of the travel control plan generation system or travel plan A generator is disclosed.

JP 2008-129804 A JP, 2009-51356, A

According to an embodiment, the in-vehicle apparatus is an in-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 in data included in the inter-vehicle communication frame And a first acquisition unit for acquiring information for specifying a planned travel route in the other vehicle from the inter-vehicle communication frame from the other vehicle, and And a determination unit configured to determine the number of leader vehicles less than the total number of vehicles of the target vehicle group according to the defined conditions.
Target vehicle group: Vehicle group consisting of own vehicle and other vehicles whose planned travel route intersects with planned planned route of the vehicle Leader vehicle: Change of planned planned route of at least one vehicle in targeted vehicle group Vehicle that performs the change process

According to another embodiment, the adjustment method is a method of adjusting a planned travel route of a plurality of vehicles in an on-vehicle apparatus of a vehicle having an inter-vehicle communication function, which includes an inter-vehicle communication frame from another vehicle Obtaining information for specifying a planned travel route in the vehicle, and determining, from among the following target vehicle groups, the following leader vehicles of a number smaller than the total number of vehicles of the target vehicle group according to a prescribed condition; Equipped with
Target vehicle group: Vehicle group consisting of own vehicle and other vehicles whose planned travel route intersects with planned planned route of the vehicle Leader vehicle: Change of planned planned route of at least one vehicle in targeted vehicle group Vehicle that performs the change process

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 for performing information processing on data included in the inter-vehicle communication frame, and the control unit performs a planned traveling route in the other vehicle from the inter-vehicle communication frame from the other vehicle. It has an acquisition part which acquires the information to specify, and a determination part which determines the following leader vehicles of a number smaller than the total number of vehicles of the object vehicles group concerned according to regulation conditions among the following object vehicles group.
Target vehicle group: Vehicle group consisting of own vehicle and other vehicles whose planned travel route intersects with planned planned route of the vehicle Leader vehicle: Change of planned planned route of at least one vehicle in targeted vehicle group Vehicle that performs the change process

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 flowchart showing the flow of adjustment processing.

<Issues the present disclosure is trying to solve>
Vehicles affect each other in the actual vehicle traffic system. Therefore, changing (correcting) the travel plan of the own vehicle may affect the travel plans of other vehicles that affect the own vehicle, and also other vehicles that affect the other vehicles. Therefore, even if only the travel plan of the own vehicle is changed (corrected) according to the change of the surrounding environment, the travel plan may not be optimized as the whole vehicle group including the own vehicle and the surrounding vehicles affecting the own vehicle .

An object in one aspect of the present disclosure is to provide an on-vehicle device, an adjustment method, and a computer program capable of optimizing a travel plan as a whole vehicle group including the own vehicle and surrounding vehicles affecting the own vehicle. .

<Effect of the present disclosure>
According to this disclosure, the travel plan is optimized as a whole vehicle group including the own vehicle and the surrounding vehicles affecting the own vehicle.

<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 on the information processing unit, the control unit acquiring, from the inter-vehicle communication frame from another vehicle, a first acquisition unit that acquires information specifying a planned travel route in the other vehicle; And a determination unit configured to determine the number of leader vehicles less than the total number of vehicles of the target vehicle group from among the group according to a prescribed condition.
Target vehicle group: Vehicle group consisting of own vehicle and other vehicles whose planned travel route intersects with planned planned route of the vehicle Leader vehicle: Change of planned planned route of at least one vehicle in targeted vehicle group Vehicles that execute such change processing By determining the number of leader vehicles smaller than the total number of vehicles in the target vehicle group, each vehicle does not change the planned travel route, and the leader vehicle is targeted by the following change unit The planned travel route of at least one vehicle in the vehicle group can be changed. Therefore, the planned travel route of the entire target vehicle group is adjusted, and an increase in the processing amount of the entire target vehicle group can be suppressed as compared with the case where all vehicles execute the processing for changing the planned travel route.

(2) Preferably, the prescribed condition is that the vehicle is a new vehicle on the day of manufacture of the vehicle, that the version of the program for realizing the change unit of the vehicle is the latest, and that the ID of the vehicle is predefined. And at least one of the types of vehicles being predetermined types.
By determining the leader vehicle according to the above-described prescribed conditions, there is a high possibility that the change unit will be realized using the latest program in the target vehicle group. Therefore, the planned travel route of the entire target vehicle group is further optimized.

(3) Preferably, the prescribed condition is that the vehicle is a priority vehicle, and in the case where the vehicle is a leader vehicle and a priority vehicle, the change process is performed by at least one vehicle other than the vehicle within the target vehicle group Is a process of changing the planned travel route of the vehicle.
As a result, the planned travel route of the entire target vehicle group is adjusted so that the planned travel route of the priority vehicle is prioritized.

(4) Preferably, the control unit performs a change process when the host vehicle is a leader vehicle, and a notification unit that causes the communication unit to transmit an inter-vehicle communication frame including the planned travel route after the change. In addition,
Thus, in the vehicle determined as the leader vehicle, the planned travel route of the entire target vehicle group is adjusted by changing the planned travel route of at least one vehicle in the target vehicle group, and the travel schedule after the change is made By notifying the target vehicle of the route, it is possible to realize travel control of the vehicle on the post-travel route after the change in the vehicle by the following instruction unit.

(5) Preferably, the control unit travels to the second acquisition unit that acquires the notification of the planned traveling route after the change from the leader vehicle from the inter-vehicle communication frame, and the driving support unit that controls the traveling of the own vehicle. And an instruction unit for performing travel control based on the planned route.
Thereby, the adjustment by the leader vehicle is realized.

(6) The adjustment method included in the present embodiment is a method of adjusting planned traveling routes of a plurality of vehicles in the on-vehicle according to any one of (1) to (5).
Such an adjustment method has the same effect as the above-described in-vehicle devices (1) to (5).

(7) 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 (5).
Such a computer program exhibits the same effects as those of the in-vehicle apparatus of the above (1) to (5).

<Details of the Embodiment of the Present Invention>
The details of the embodiments of the present invention will be described below 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 of the present invention.
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.
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 arranged 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 a time within a prediction period Tc in the future for a relatively short predetermined time (for example, 10 seconds) from the current time, and information such as 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.

Adjustment process
FIG. 6 is an explanatory diagram of an outline of processing in the on-vehicle communication device 19. FIG. 6 shows the planned traveling route P1 of the vehicle A (vehicle 1A) traveling on the expressway, the planned traveling route P2 of the vehicle B (vehicle 1B), and the planned traveling route P3 of the vehicle C (vehicle 1C). ing.
Referring to FIG. 6, vehicle A is traveling in lane R1 at 80 Km / h, and planned traveling route P1 is a route for changing lanes from lane R1 to lane R2. The vehicle B is traveling a little behind the vehicle A at a speed of 100 Km at a speed of 100 Km, and the planned traveling route P2 is a route which goes straight on the lane R2. The vehicle C is traveling in the lane R1 further to the rear of the vehicles A and B, and the planned traveling route P3 is a route which goes straight in the lane R1.

When the vehicles A and B travel while maintaining the planned travel routes P1 and P2, the vehicles A and B are likely to cause collisions or interference in the course. Therefore, the in-vehicle communication device 19 of each vehicle 1 executes the adjustment processing of the planned travel route.

FIG. 7 is a flowchart showing the flow of adjustment processing. The control unit 191 of the in-vehicle communication device 19 executes the processing illustrated in the flowchart of FIG. 7 by the CPU reading out one or more programs stored in the storage unit 192 into the RAM and executing the program. The adjustment process of FIG. 7 is performed using predicted traveling behavior data D (FIG. 5) which is information for specifying a planned traveling route of the other vehicle acquired by the control unit 191 of the in-vehicle communication device 19 from the other vehicle. The control unit 191 of the in-vehicle communication device 19 causes the CPU to read out one or more programs stored in the storage unit 192 into the RAM and execute the program, thereby predicting traveling from the communication frame for inter-vehicle communication received by the wireless communication unit 193. It functions as a first acquisition unit 195 (FIG. 4) that acquires behavior data D.

Referring to FIG. 7, first, control unit 191 executes a determination process (step S101). The determination process is based on the planned traveling route obtained from the predicted traveling behavior data D (FIG. 5) of the own vehicle and the planned traveling route obtained from the predicted traveling behavior data D extracted from the communication frame received from the other vehicle by inter-vehicle communication. It is the process which determines whether there exists another vehicle which has a driving planned route which crosses with the driving planned route of the own vehicle by comparing with. In the example of FIG. 6, the on-vehicle communication device 19 of the vehicle A compares the planned travel route P1 with the planned travel routes P2 and P3 to determine that there is another vehicle having a planned travel route intersecting with the planned travel route P1. judge. When there is no corresponding vehicle (NO in step S103), the subsequent operation is not performed, and the process is returned to the beginning.

If there is a corresponding vehicle (YES in step S103), the control unit 191 determines a target vehicle, and generates a target vehicle group (group) with the subject vehicle and one or more target vehicles (step S105). The target vehicle is a vehicle having a planned travel route intersecting with the planned travel route of the host vehicle. In addition to the crossing state where the planned travel route crosses at one point that the planned travel route of the two vehicles intersects, the planned travel route is mixed to such an extent that the two vehicles collide or contact (the distance is To be close, overlapping, etc.). In the example of FIG. 6, the in-vehicle communication devices 19 of the vehicles A and B respectively determine the vehicle B and the vehicle A as target vehicles. Therefore, in the on-vehicle communication devices 19 of both vehicles A and B, a target vehicle group consisting of the vehicles A and B is generated.

When the target vehicle group is generated, the control unit 191 executes a determination process (step S107) of determining a leader vehicle from the target vehicle group based on the defined condition. The control unit 191 functions as a determination unit 196 (FIG. 4) that executes the determination process by causing the CPU to read one or more programs stored in the storage unit 192 into the RAM and execute the program. The leader vehicle is a vehicle equipped with an on-vehicle communication device 19 that executes a change process described later. In step S107, the number of vehicles smaller than the total number of target vehicle groups is determined. Preferably, one vehicle is determined to be the leader vehicle.

The change process is a process of changing a planned travel route of one or more target vehicles of the target vehicle group so as not to cross any planned travel route of any target vehicle. The control unit 191 functions as a change unit 197 (FIG. 4) that executes the change process by the CPU reading out one or more programs stored in the storage unit 192 into the RAM and executing the program. Hereinafter, changing the planned travel route of one or more target vehicles of the target vehicle group is also referred to as “adjustment”. By determining the number of leader vehicles smaller than the total number of target vehicle groups, the processing amount can be suppressed for the entire target vehicle group rather than each vehicle of the target vehicle group performing the change process.

The prescribed condition is, for example, that the date of manufacture of each target vehicle is the newest. In this case, the control unit 191 acquires the date of manufacture of each of the target vehicles by inter-vehicle communication. Alternatively, information indicating the date of manufacture may be included in the predicted travel behavior data D as an attribute of a vehicle and transmitted by inter-vehicle communication. Alternatively, the information indicating the date of manufacture may be acquired by inquiring a server (not shown) or the like using the vehicle ID included in the predicted traveling behavior data D. In addition, when the manufacture date of an object vehicle is the same, prescription | regulation conditions may be the newest thing of VIN (car number) further. This allows the latest program to execute the change process.

Also, another example of the prescribed condition may be that the program version for executing the change process is the newest. The information indicating the version of the program may be included in the predicted traveling behavior data D as an attribute of a vehicle and transmitted by inter-vehicle communication. Alternatively, the version of the program of the vehicle may be specified by inquiring of a server (not shown) or the like using the vehicle ID included in the predicted travel behavior data D.

In addition, another example of the defined condition may be that the vehicle ID or the type of the vehicle is previously defined. In this case, a vehicle ID or a type of vehicle having a high version of a program for executing the change process is defined in advance. This allows the latest program to execute the change process.

In the example of FIG. 6, it is assumed that the vehicle A has a newer date of manufacture than the vehicle B. When the prescribed condition is the newest of the date of manufacture, the on-vehicle communication devices 19 of each of the vehicles A and B both determine the vehicle A as the leader vehicle in the determination process.

Preferably, when the leader vehicle is determined in the determination process, the leader vehicle is notified to each of the target vehicle groups. In the example of FIG. 6, the vehicle A notifies the vehicle B, and the vehicle B notifies the vehicle A that the vehicle A has been determined as the leader vehicle.

The control unit 191 of the in-vehicle communication device 19 of the vehicle determined as the leader vehicle (YES in step S109) performs a change process (step S111) related to the change in the planned travel route for at least one vehicle in the target vehicle group. Run. The change process relating to the change of the planned travel route in step S111 is to change the planned travel route represented in the planned travel route and to change the route without changing the planned travel route (or in addition to the change). It includes changing the scheduled time to pass, that is, changing the vehicle speed.

In the case of the example of FIG. 6, the on-vehicle communication device 19 of the vehicle A changes, for example, a route for changing the traveling planned route P1 of the host vehicle from lane R1 to lane R2 to a route for going straight lane R1 without changing lanes Do. That is, the planned route is changed. Further, for example, instead of or in addition to the above change, the on-vehicle communication device 19 of the vehicle A decelerates the planned traveling route P2 of the vehicle B to 80 km / hr from the route going straight on the lane R2 at 100 km / hr. You may change it to the route going straight on R2. That is, the vehicle speed is changed in addition to the change of the planned route.

When the planned travel route of each vehicle is adjusted by the change processing, the control unit 191 of the in-vehicle communication device 19 of the leader vehicle notifies each vehicle of the target vehicle group of the planned travel route after adjustment (step S113). End the process. The control unit 191 transfers the communication frame including the planned travel route after adjustment to the wireless communication unit 193 by the CPU reading and executing one or a plurality of programs stored in the storage unit 192 to the wireless communication unit 193 to perform inter-vehicle communication Functions as a notification unit 198 (FIG. 4) for broadcasting. In the example of FIG. 6, the in-vehicle communication device 19 of the vehicle A notifies the vehicle B of the planned travel route after the change.

The control unit 191 of the in-vehicle communication device 19 of the target vehicle that is not the leader vehicle (NO in step S109) does not execute the change process of step S111. In this case, the corresponding in-vehicle communication device 19 acquires the planned traveling route after the change from the communication frame received from the leader vehicle by the inter-vehicle communication (YES in step S115). The control unit 191 of the in-vehicle communication device 19 causes the CPU to read out one or more programs stored in the storage unit 192 into the RAM and execute the program, thereby changing the communication frame received by the wireless communication unit 193 through inter-vehicle communication Functions as a second acquisition unit 199 (FIG. 4) for acquiring a travel planned route of

When the planned travel route after the change of the host vehicle is not received, or when the planned travel route after the change is not transmitted for a predetermined time, that is, when the planned travel route of the host vehicle is not changed In step S115 (NO in step S115), the control unit 191 of the in-vehicle communication device 19 ends the series of processes.

When the planned travel route after the change of the host vehicle is acquired from the in-vehicle communication device 19 of the leader vehicle, the travel of the host vehicle is controlled based on the planned travel route after the change (step S117). In step S117, the control unit 191 of the in-vehicle communication device 19 outputs a control command (control packet) instructing the ADAS-ECU 16C1 to travel on the planned travel route after the change. The control unit 191 of the in-vehicle communication device 19 instructs the ADAS-ECU 16C1 to travel on the planned travel route after the CPU reads out and executes one or a plurality of programs stored in the storage unit 192 into the RAM. It functions as the instruction unit 200 (FIG. 4). As a result, the planned travel route is changed. That is, traveling according to the planned traveling route adjusted by the leader vehicle is realized in the entire target vehicle.

When the series of processes is completed, the control unit 191 of the in-vehicle communication device 19 returns the process to step S101 and repeats the above adjustment process at a predetermined timing. The predetermined timing is, for example, a predetermined time interval, a timing at which predicted traveling behavior data D is received from another vehicle, or the like.

<Effect of the embodiment>
In the communication system according to the present embodiment, the adjustment process of FIG. 7 is repeatedly performed at a predetermined timing in the on-vehicle communication device 19 of each vehicle. Thus, each vehicle can share the planned traveling route with other surrounding vehicles while traveling, and can determine whether there is a collision or a contact by comparing them. Then, if the determination result is affirmative (determination result that there is a collision, a touch, etc.), a target vehicle group consisting of a plurality of related vehicles including the own vehicle is generated, and the plurality of vehicles travel Adjust the planned route. As a result, the planned travel route is optimized as the entire target vehicle group including the own vehicle and the surrounding vehicles affecting the own vehicle.

In the adjustment process according to the present embodiment, each of the vehicles in the target vehicle group does not execute the process of changing the planned traveling route of the own vehicle, but the number of leader vehicles at least the total number is scheduled to travel Adjust the route. Thus, the planned travel route as the entire target vehicle group is optimized, and an increase in the processing amount of the entire target vehicle group can be suppressed.

At this time, the leader vehicle is determined to be the newest vehicle of the date of manufacture, or the newest vehicle of the version of the program for changing the planned traveling route out of the plurality of target vehicle groups. Thereby, the adjustment is realized by the latest program.

[Modification 1]
As another example of the determination process, the prescribed condition may be a priority vehicle. The priority vehicle is a vehicle for which a planned travel route of the vehicle is prioritized over other vehicles, and is, for example, a public vehicle such as a bus and an emergency vehicle such as an ambulance. In this case, the control unit 191 of the in-vehicle communication device 19 of each vehicle determines the presence / absence of the priority vehicle in the target vehicle group from the vehicle ID or the type of vehicle represented by the vehicle attribute included in the predicted travel behavior data D. It can be determined.

Preferably, the in-vehicle communication device 19 of the priority vehicle stores a program for adjusting to change the planned traveling route of the other vehicle by giving priority to the planned traveling route of the own vehicle. As a result, the planned travel route of the entire target vehicle group is adjusted so that the planned travel route of the priority vehicle is prioritized.

Alternatively, the priority vehicle may be determined on a charge basis. For example, a certain vehicle or a specific area or a specific period may be a priority vehicle by paying a fee for administration or the like. In this case, an attribute value indicating that the vehicle is a priority vehicle or a vehicle ID is assigned, and the vehicle is included in the predicted traveling behavior data D and transmitted to the other vehicle. The control unit 191 of the in-vehicle communication device 19 of each vehicle sets the priority vehicle in the target vehicle group from the vehicle ID, the type of vehicle, the attribute value, etc., represented in the vehicle attribute included in the predicted travel behavior data D. The presence or absence can be determined. Alternatively, the administration or the like may be rewarded for not becoming a priority vehicle.

[Modification 2]
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 adjustment process 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 first acquisition unit 195, the determination unit 196, the change unit 197, the notification unit 198, the second acquisition unit 199, and the instruction unit 200.

As another example, the control unit 191 of the in-vehicle communication device 19 may perform the adjustment process 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 vehicle to the ADAS-ECU 16C1 or the environment recognition ECU 16C2, and the ADAS-ECU 16C1 or the environment recognition ECU 16C2 executes a determination process of determining the leader vehicle. The result may be input to the in-vehicle communication device 19. Alternatively, the ADAS-ECU 16C1 may receive information indicating the planned travel route of each vehicle from the in-vehicle communication device 19, and may execute the change process.

Therefore, to determine the leader vehicle in the determination unit 196, which is a function implemented by the control unit 191 of the in-vehicle communication device 19, passes information necessary for the determination process to another in-vehicle device such as the ADAS-ECU 16C1. Causing the on-vehicle device to execute the determination process. The other functions are also the same.

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 is provided as a program product by recording it on a computer readable recording medium such as a flexible disk attached to a computer, a CD-ROM (Compact Disk-Read Only Memory), a ROM, a RAM and a memory card. It can also be done. 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 acquisition unit 196 determination unit 197 change unit 198 notification unit 199 second acquisition unit 200 instruction 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 acquisition unit that acquires information specifying a planned travel route in the other vehicle from the inter-vehicle communication frame from the other vehicle;
An on-vehicle apparatus comprising: a determination unit configured to determine the number of leader vehicles smaller than the total number of vehicles of the target vehicle group among the following target vehicle groups according to a prescribed condition.
Target vehicle group: Vehicle group consisting of own vehicle and other vehicles whose planned travel route intersects with planned travel route of own vehicle Leader vehicle: the planned travel route of at least one vehicle in the targeted vehicle group Vehicle that executes the change process related to the change
The prescribed condition is that the vehicle is a new vehicle on the manufacturing date, that the version of the program for realizing the change unit of the vehicle is the latest, that the ID of the vehicle is an ID defined in advance, and the vehicle The on-vehicle apparatus according to claim 1, wherein the type of at least one of the types defined in advance is a type defined in advance.
The prescribed condition is that it is a priority vehicle,
When the own vehicle is the leader vehicle and the priority vehicle, the change process is a process of changing the planned traveling route of at least one vehicle other than the own vehicle in the target vehicle group. The in-vehicle device according to claim 1.
The control unit
A change unit that executes the change process when the host vehicle is the leader vehicle;
The in-vehicle apparatus according to any one of claims 1 to 3, further comprising: a notification unit that causes the communication unit to transmit the inter-vehicle communication frame including the travel planned route after the change.
The control unit
A second acquisition unit that acquires a notification of the planned travel route after the change from the leader vehicle from the inter-vehicle communication frame;
The in-vehicle apparatus according to any one of claims 1 to 4, further comprising an instruction unit that causes the driving support unit that controls the traveling of the host vehicle to perform traveling control based on the planned traveling route.
A method of adjusting a planned travel route of a plurality of vehicles in an on-vehicle apparatus of a vehicle having an inter-vehicle communication function, comprising:
Acquiring, from an inter-vehicle communication frame from another vehicle, information specifying a planned traveling route of the other vehicle;
Determining the number of leader vehicles less than the total number of vehicles of the target vehicle group among the following target vehicle groups according to a prescribed condition.
Target vehicle group: Vehicle group consisting of own vehicle and other vehicles whose planned travel route intersects with planned travel route of own vehicle Leader vehicle: the planned travel route of at least one vehicle in the targeted vehicle group Vehicle that executes the change process related to the change
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
An acquisition unit for acquiring information for specifying a planned traveling route in the other vehicle from the inter-vehicle communication frame from the other vehicle;
A computer program comprising: a determination unit which determines, from among the following target vehicle groups, the following leader vehicles of a number smaller than the total number of vehicles of the target vehicle group according to a prescribed condition.
Target vehicle group: Vehicle group consisting of own vehicle and other vehicles whose planned travel route intersects with planned travel route of own vehicle Leader vehicle: the planned travel route of at least one vehicle in the targeted vehicle group Vehicle that executes the change process related to the change