WO2019150460A1 - Dispositif monté sur véhicule, procédé de communication de véhicule à véhicule et programme informatique - Google Patents

Dispositif monté sur véhicule, procédé de communication de véhicule à véhicule et programme informatique Download PDF

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Publication number
WO2019150460A1
WO2019150460A1 PCT/JP2018/003080 JP2018003080W WO2019150460A1 WO 2019150460 A1 WO2019150460 A1 WO 2019150460A1 JP 2018003080 W JP2018003080 W JP 2018003080W WO 2019150460 A1 WO2019150460 A1 WO 2019150460A1
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Prior art keywords
vehicle
communication
sub
master
vehicles
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PCT/JP2018/003080
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English (en)
Japanese (ja)
Inventor
山下　哲生
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住友電気工業株式会社
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Priority to PCT/JP2018/003080 priority Critical patent/WO2019150460A1/fr
Publication of WO2019150460A1 publication Critical patent/WO2019150460A1/fr

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions

Definitions

  • the present invention relates to an in-vehicle device, a vehicle-to-vehicle communication method, and a computer program.
  • an automatic driving support system shown in Patent Document 1 has already been proposed as a technique for a vehicle that is automatically driving to collect information on other vehicles.
  • This automatic driving support system includes a plurality of roadside wireless devices installed along a road and a concentrated base station to which these roadside wireless devices are connected. Information received by road-to-vehicle communication from a vehicle on which one roadside wireless device is automatically traveling is collected by the centralized base station, and another vehicle that is automatically traveling by road-to-vehicle communication from the centralized base station via another roadside wireless device Information is sent to
  • the in-vehicle device is an in-vehicle device capable of vehicle-to-vehicle communication, and the sub-master vehicle is configured to receive data of other vehicles received by the sub-master vehicle capable of vehicle-to-vehicle communication with the host vehicle.
  • a generation unit that generates transmission request information for requesting transmission to the communication, and communication that transmits the generated transmission request information to the sub-master vehicle by inter-vehicle communication and receives the data transmitted from the sub-master vehicle by inter-vehicle communication.
  • a vehicle-mounted device A vehicle-mounted device.
  • a vehicle-to-vehicle communication method is a vehicle-to-vehicle communication method performed by an in-vehicle device capable of vehicle-to-vehicle communication, in which a sub-master vehicle capable of vehicle-to-vehicle communication is received by vehicle-to-vehicle communication.
  • a vehicle-to-vehicle communication method including: a communication step of receiving the vehicle by vehicle-to-vehicle communication.
  • a computer program is a computer program for causing a computer to function as an in-vehicle device capable of vehicle-to-vehicle communication, wherein the computer is a sub-master vehicle capable of vehicle-to-vehicle communication between vehicles. Functions as a generation unit that generates transmission request information for requesting transmission to the sub-master vehicle for data of other vehicles received through communication, and transmits the generated transmission request information to the communication unit by inter-vehicle communication to the sub-master vehicle. It is a computer program to make it.
  • FIG. 1 is an overall configuration diagram of a communication system according to an embodiment of the present invention. It is a block diagram which shows the structure of a vehicle interior system. It is a block diagram which shows the internal structure of a relay apparatus. It is a block diagram which shows the internal structure of an external communication apparatus. It is explanatory drawing which shows the content and production
  • Patent Document 1 ⁇ Problems to be solved by the present disclosure>
  • the automatic driving support system of Patent Document 1 requires a plurality of roadside wireless devices, centralized base stations, etc. on the infrastructure side, and collects information on other vehicles existing over a wide area around the host vehicle using this system. Then, the cost becomes considerably high. Then, in view of such a conventional problem, an object is to provide an in-vehicle device or the like that can collect information on other vehicles existing over a wide area around the host vehicle without using infrastructure-side equipment.
  • the in-vehicle device is an in-vehicle device capable of vehicle-to-vehicle communication, and the data of other vehicles received by the sub-master vehicle capable of vehicle-to-vehicle communication with the host vehicle through vehicle-to-vehicle communication.
  • a generation unit that generates transmission request information for requesting transmission to the sub-master vehicle, the generated transmission request information is transmitted to the sub-master vehicle by inter-vehicle communication, and the data transmitted from the sub-master vehicle is transmitted by inter-vehicle communication.
  • a communication unit for receiving is provided.
  • the in-vehicle device transmits the transmission request information to a sub-master vehicle capable of inter-vehicle communication with the host vehicle, so that not only the data of the sub-master vehicle but also the sub-master vehicle is Data of other vehicles received by inter-vehicle communication can also be acquired.
  • a sub-master vehicle capable of inter-vehicle communication with the host vehicle, so that not only the data of the sub-master vehicle but also the sub-master vehicle is Data of other vehicles received by inter-vehicle communication can also be acquired.
  • the in-vehicle device further includes a selection unit that selects the sub-master vehicle from within a predetermined range of a communication area of the own vehicle based on an action plan of the own vehicle.
  • a selection unit that selects the sub-master vehicle from within a predetermined range of a communication area of the own vehicle based on an action plan of the own vehicle.
  • data of other vehicles related to the action plan of the own vehicle can be acquired from the sub-master vehicle.
  • the in-vehicle device further includes a communication link creating unit that creates a communication link indicating a communication path between the other vehicle and the own vehicle with which the own vehicle may collide based on the data. .
  • the communication network of the vehicle-to-vehicle communication is established by communicating only with the other vehicles with which the host vehicle may collide. Even if it is enlarged, the burden of communication processing can be reduced. As a result, it is possible to quickly adjust the predicted future driving behavior of the host vehicle and other vehicles.
  • the data includes predicted traveling behavior data indicating a predicted traveling behavior of the other vehicle in the future.
  • the future predicted driving behavior of the other vehicle can be grasped from the predicted driving behavior data included in the received data.
  • the on-vehicle apparatus creates a map for creating a dynamic map in which the future predicted traveling behavior of the host vehicle and the predicted future traveling behavior of the other vehicle included in the predicted traveling behavior data are added to the road map information. It is preferable to further comprise a part. In this case, it is possible to easily grasp the relationship between the predicted future driving behavior of the host vehicle and the predicted driving behavior of the other vehicle from the created dynamic map.
  • the said vehicle-mounted apparatus is further provided with the determination part which determines possibility that the own vehicle collides with the said other vehicle based on the created said dynamic map. In this case, it is possible to easily grasp the possibility that the host vehicle will collide with another vehicle based on the determination result of the determination unit.
  • a vehicle-to-vehicle communication method is a vehicle-to-vehicle communication method performed by the above-described in-vehicle device. Therefore, the vehicle-to-vehicle communication method of this embodiment has the same effects as the above-described in-vehicle device.
  • a computer program according to an embodiment of the present invention is a computer program for causing a computer to function as the above-described in-vehicle device. Therefore, the computer program of this embodiment has the same operational effects as the above-described in-vehicle device.
  • 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 out-of-vehicle communication device 19 mounted on each of a plurality of vehicles 1.
  • the vehicle exterior communication device 19 is a wireless communication device that performs wireless communication (vehicle-to-vehicle communication) with other vehicles traveling on the road. Therefore, in the present embodiment, the vehicle exterior communication device 19 of the vehicle 1 is also referred to as “vehicle-to-vehicle communication device 19”, and the communication system is also referred to as “vehicle-to-vehicle communication system”. In the present embodiment, the out-of-vehicle communication device 19 employs a multi-access method based on a CSMA / CA (Carrier Sense Multiple Access / Collision Avoidance) method, but other access methods may also be employed.
  • CSMA / CA Carrier Sense Multiple Access / Collision Avoidance
  • the out-of-vehicle communication device 19 employs a multi-access method in conformity with, for example, “700 MHz band intelligent transportation system standard (ARIB STD-T109)”.
  • the vehicle communication apparatus 19 broadcasts a communication frame for inter-vehicle communication every predetermined time (for example, 0.1 second). Therefore, the vehicle 1 that is performing the inter-vehicle communication can detect the vehicle information of the other vehicles around the own vehicle almost in real time by using the communication frame received from the other vehicle included in the radio signal transmission / reception range.
  • the communication method of the inter-vehicle communication is not limited to the above-mentioned standard, and may be one in which communication technology for mobile phones such as 3GPP cellular V2V is applied to the wireless communication of the vehicle 1.
  • FIG. 2 is a block diagram showing the configuration of the in-vehicle system.
  • 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 in-vehicle devices that are 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 is capable of communication between the ECUs 16 and includes a master / slave type communication network (for example, LIN (Local Interconnect Network)) having the relay device 20 as a terminal node (master unit).
  • the relay device 20 controls a plurality of communication networks 12.
  • the communication network 12 uses not only LIN but also 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). 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.
  • CAN Controller Area Network
  • CANFD CAN with Flexible Data Rate
  • Ethernet registered trademark
  • MOST Media Oriented Systems Transport: MOST is a registered trademark
  • MOST Media Oriented Systems Transport
  • 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”.
  • Each communication network 12A, 12B, 12C shares a different control field of the vehicle 1, respectively.
  • a power system ECU that controls a drive device of the vehicle 1 is connected to the communication network 12A.
  • the communication network 12B is connected to a multimedia ECU that controls the information device of the vehicle 1.
  • Connected to the communication network 12C is an ADAS ECU that controls an Advanced Driver-Assistance System (ADAS) that supports the driving operation of the vehicle 1.
  • ADAS Advanced Driver-Assistance System
  • the communication network 12 is not limited to the above three types, and may be four or more types. Further, the control field associated with the communication network 12 varies depending on the design philosophy of the vehicle manufacturer, and is not limited to the above-mentioned sharing of the control field.
  • the power system ECU connected to the communication network 12A includes, for example, an engine ECU 16A1, an EPS-ECU 16A2, a brake ECU 16A3, an ABS-ECU 16A4, and the like.
  • An engine fuel injection device 31 is connected to the engine ECU 16A1, and the fuel injection device 31 is controlled by the engine ECU 16A1.
  • An EPS (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 types of information to passengers of the host vehicle. Specifically, the display 42 displays a map image around the host vehicle and route information to the destination, and the speaker 46 outputs an announcement for guiding the host vehicle to the destination.
  • the input device 47 is for a passenger to make various inputs such as a destination, and is configured 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 for acquiring the current time from the GPS signal periodically acquired by the GPS receiver 43, a position detection function for obtaining the absolute position (latitude, longitude, and altitude) of the host vehicle from the GPS signal,
  • the vehicle speed sensor 44 and the gyro sensor 45 have a correction function that corrects the position and direction of the host vehicle to determine the current current position and direction of the host vehicle.
  • the navigation ECU 16B1 reads the map information stored in the HDD 41 in accordance with the obtained current position, and generates a map image in which the current position of the host vehicle is superimposed on the map information. Then, the navigation ECU 16B1 displays a map image on the display 42, and displays route information 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.
  • Examples of the ADAS ECU connected to the communication network 12C include an ADAS-ECU 16C1, an environment recognition ECU 16C2, and the like.
  • 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 1st sensor 51 consists of ultrasonic sensors, a video camera, etc. which are arranged at four corners of the front, back, left and right of the vehicle 1, for example (see FIG. 1).
  • the first sensor 51 provided on the front side is a sensor for mainly detecting an object existing in front of the own vehicle, and the first sensor 51 provided on the rear side is mainly an object existing behind the own vehicle. It is a sensor for detecting.
  • the 2nd sensor 52 consists of an ultrasonic sensor, a video camera, etc. which are arrange
  • the second sensor 52 is a sensor that can rotate around the vertical axis at a relatively high speed and detects an object existing 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, for example, any one of automatic driving from level 1 to level 4.
  • the level of automatic operation is described in J3016 (September 2016) of SAE (Society of Automotive Engineers) International. “Public-private ITS concept / roadmap 2017” also adopts this definition.
  • automatic driving at level 3 or higher is called “highly automatic driving”
  • automatic driving at levels 4 and 5 is called “fully automatic driving”.
  • Automatic driving in this embodiment means automatic driving at level 2 or higher.
  • the ADAS-ECU 16C1 may be capable of performing level 5 automatic driving, but at the time of this application, the vehicle 1 that performs level 5 automatic driving has not yet been realized.
  • the possibility of collision is predicted by predicting the possibility of collision from the distance between the object detected by the first sensor 51 and the host vehicle. Some of them transmit a control command to a power system ECU or a multimedia system ECU so as to intervene in a deceleration or alert a passenger when it is determined that the power is high.
  • level 4 and 5 automatic driving As an example of level 4 and 5 automatic driving (hereinafter also referred to as “autonomous driving”), the behavior detected by the first and second sensors 51 and 52, the deep learning of past behavior, etc. There is one that transmits a control command to a power system ECU or a multimedia system ECU so that the host vehicle is directed to a target position based on the predicted behavior.
  • the ADAS-ECU 16C1 can switch to the passenger's manual operation without using the sensing results of the first and second sensors 51 and 52.
  • the vehicle 1 can execute the autonomous driving mode of level 4 and can use the level 1 to 3 support operation mode or the manual operation mode (level 0) as the downgraded operation mode. Either can be performed.
  • the operation mode is switched by manual operation input by the passenger.
  • the relay device 20 transmits a control packet (hereinafter also referred to as “control command”) to control the ECU 16.
  • control command a control packet
  • ECU16 performs predetermined control with respect to the object apparatus in charge according to the instruction
  • the relay device 20 When controlling the autonomous operation mode, the relay device 20 issues a control command 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 the control packet that contains it.
  • Each of the ECUs 16A1 to 16A4 that has 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 in accordance with the contents of the command included in the control packet.
  • the mode is executed.
  • the in-vehicle system 10 further includes an external communication device 19 that performs wireless communication with other vehicles.
  • the vehicle exterior communication device 19 is connected to the relay device 20 through a communication line of a predetermined standard.
  • the relay device 20 relays the information received by the external communication device 19 from the other vehicle to the ECU 16.
  • the relay device 20 relays information received from the ECU 16 to the vehicle exterior communication device 19.
  • the vehicle exterior communication device 19 wirelessly transmits the relayed information to another vehicle.
  • the vehicle-mounted communication device 19 mounted on the vehicle 1 may be a device such as a mobile phone, a smartphone, a tablet terminal, or a notebook computer (Personal Computer) owned by the user.
  • FIG. 3 is a block diagram showing an internal configuration of the relay device 20.
  • 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 for reading out one or a plurality of programs stored in the storage unit 22 and executing various processes.
  • the CPU of the control unit 21 can execute a plurality of programs in parallel, for example, by switching and executing a plurality of programs in a time division manner.
  • the CPU of the control unit 21 includes one or a plurality of large scale integrated circuits (LSIs).
  • LSIs large scale integrated circuits
  • 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 in a factory, may be provided through a specific tool, or transferred by downloading from a computer device such as a server computer. You can also.
  • the storage unit 22 includes a nonvolatile 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 necessary for the execution.
  • a plurality of in-vehicle communication lines 13 provided 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 of the transmission source to the CPU of the control unit 21.
  • the vehicle exterior communication device 19 transmits the information given from the control unit 21 to the other vehicle and gives the information received from the other vehicle to the control unit 21.
  • FIG. 4 is a block diagram showing an internal configuration of the vehicle exterior communication device 19.
  • the vehicle exterior 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 vehicle exterior communication device 19 includes a CPU.
  • the CPU of the control unit 191 has a function for reading out one or a plurality of programs stored in the storage unit 192 and executing various processes.
  • the CPU of the control unit 191 can execute a plurality of programs in parallel, for example, by switching and executing a plurality of programs in a time division manner.
  • the CPU of the control unit 191 includes one or a plurality of large scale integrated circuits (LSIs).
  • LSIs large scale integrated circuits
  • the plurality of LSIs cooperate to realize the function of the CPU.
  • the computer program executed by the CPU of the control unit 191 can be transferred by downloading from a computer device such as a server computer.
  • the storage unit 192 includes a nonvolatile memory element such as a flash memory or an EEPROM.
  • the storage unit 192 has a storage area for storing programs executed by the CPU of the control unit 191 and data necessary for 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 from the antenna 194, and gives the information received from the other vehicle by the antenna 194 to the control unit 191.
  • the CPU of the control unit 191 transmits the information given from the wireless communication unit 193 to the relay device 20 and gives the information received from the relay device 20 to the wireless communication unit 193.
  • FIG. 5 is an explanatory diagram showing the content and generation method of the “predicted travel behavior data D” that the out-of-vehicle communication device 19 transmits to other vehicles through inter-vehicle communication.
  • the predicted travel behavior data D is data indicating the predicted travel behavior of the vehicle 1 within the future prediction period Tc for a relatively short predetermined time (for example, 10 seconds) from the present time.
  • the predicted traveling behavior data D of the present embodiment is data indicating the predicted traveling behavior of the vehicle 1 at certain time intervals (for example, 300 msec intervals) within the prediction period Tc. Information such as the absolute position and direction of the vehicle 1 is included.
  • the time within the prediction period Tc and the absolute position and direction 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 is traveling in the lane R1 by automatic driving, the ADAS-ECU 16C1 of the vehicle 1 depends on the content of the automatic driving being executed at the present time t0.
  • the planned travel route during the prediction period Tc is calculated, and the calculated planned travel route is transmitted to the external communication device 19.
  • the out-of-vehicle communication device 19 performs a map matching process between the received scheduled travel route and map information, and the like, and a 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 Is calculated. Specifically, when the vehicle 1 continues to travel straight in the lane R1 during the prediction period Tc, the out-of-vehicle communication device 19 moves along the lane R1 on a straight travel schedule route (an arrow indicated by a broken line in FIG. 5). A plurality of discrete positions (positions indicated by circles in FIG. 5) and directions of the vehicle 1 are calculated at fixed or indefinite time intervals (or distance intervals).
  • the out-of-vehicle communication device 19 has a curved traveling schedule route extending from the lanes R1 to the lanes R2 (arrows indicated by a one-dot chain line in FIG. 5). )
  • a plurality of discrete positions (positions indicated by ⁇ in FIG. 5) and azimuths of the vehicle 1 are calculated at constant or indefinite time intervals (or distance intervals).
  • the out-of-vehicle communication device 19 calculates a time corresponding to each discrete position based on this time interval and the time at the current time t0. Further, when the vehicle exterior communication device 19 calculates a plurality of discrete positions of the vehicle 1 at distance intervals, the vehicle exterior communication device 19 calculates the distance from the current position of the vehicle 1 to each discrete position based on the distance intervals, and calculates the calculated distance and the vehicle. The time corresponding to each discrete position is calculated based on the estimated traveling speed of 1. The estimated 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 direction of the vehicle 1 may be calculated by the ADAS-ECU 16C1, and the calculated time, discrete position, and direction may be transmitted to the external communication device 19.
  • the predicted traveling behavior data D in the present embodiment includes storage areas such as “vehicle ID”, “time”, “absolute position”, “vehicle attribute”, and “direction”.
  • “Time” the value of the current time and the value of each time within the prediction period Tc calculated by the above method are stored.
  • the value of the current time can be acquired via the relay device 20 from the navigation ECU 16B1 (see FIG. 2) having the time synchronization function.
  • Vehicle ID stores the value of the vehicle ID of the host vehicle. Since the value of the vehicle ID is a fixed value, the same value is stored in the “vehicle ID” corresponding to each time.
  • the “absolute position” stores latitude, longitude, and altitude values indicating the absolute position of the host vehicle corresponding to each time within the prediction period Tc calculated by the above method.
  • “Absolute position” in FIG. 5 shows only latitude and longitude values.
  • the “vehicle attribute” stores, for example, values such as the vehicle width and length of the own vehicle, and an identification value of the vehicle application type (such as a private vehicle or emergency vehicle) of the own vehicle. Since the values of the vehicle width, the vehicle length, and the vehicle use type are fixed values, the same value is stored in the “vehicle attribute” corresponding to each time. In “Vehicle attributes” in FIG. 5, specific numerical values are omitted. In “azimuth”, the value of the direction of the host vehicle corresponding to each time within the prediction period Tc calculated by the above method is stored. In “azimuth” in FIG. 5, description of specific numerical values is omitted.
  • the own vehicle and other vehicles passing around the vehicle transmit / receive the predicted traveling behavior data D to / from each other by the inter-vehicle communication devices 19 performing inter-vehicle communication.
  • the host vehicle and other vehicles passing therearound can share the predicted traveling behavior data D with each other.
  • the predicted traveling behavior data D may include other information such as the speed and acceleration of the host vehicle.
  • the speed of the own vehicle can be obtained by differentiating the absolute position of the own vehicle
  • the acceleration of the own vehicle can be obtained by differentiating the speed obtained from the absolute position of the own vehicle. For this reason, it is not always necessary to include the speed and acceleration of the host vehicle in the predicted traveling behavior data D.
  • the external communication device 19 of the present embodiment functions as an in-vehicle device capable of inter-vehicle communication.
  • the wireless communication unit (communication unit) 193 of the external communication device 19 transmits data including the predicted traveling behavior data D of the own vehicle to other vehicles located around the own vehicle, and the predicted traveling behavior data D of the other vehicles is transmitted. Receive data including.
  • the control unit 191 of the vehicle exterior communication device 19 includes a selection unit 195 and a generation unit 196 that execute a communication network expansion process for expanding a communication network for inter-vehicle communication of the host vehicle.
  • the selection unit 195 selects the first sub-master vehicle (sub-master vehicle) from the communication area of the own vehicle (master vehicle) based on the action plan of the own vehicle.
  • the first sub-master vehicle is another vehicle that can communicate with the host vehicle.
  • the action plan of the own vehicle indicates an action such as a right turn, a left turn, or a lane change that the own vehicle wants to execute, and is input to the control unit 191 before the predicted traveling behavior data D is generated.
  • the action plan generated by the ADAS-ECU 16C1 is input to the selection unit 195 via the relay device 20.
  • a signal when the driver operates the turn signal is input to the selection unit 195 as the action plan.
  • FIG. 6 is a road plan view showing an example of the action plan of the host vehicle.
  • the action plan of the own vehicle 1A in FIG. 6 shows an action in which the own vehicle 1A traveling toward the north on the south side road turns to the east side road at the intersection J.
  • a process executed by the out-of-vehicle communication device 19 based on the action plan of the host vehicle 1A illustrated in FIG. 6 will be described.
  • FIG. 7 is a flowchart showing an example of a processing procedure of communication network expansion processing executed by the vehicle exterior communication device 19 of the host vehicle 1A.
  • FIG. 8 is an explanatory diagram showing an example of another vehicle located in the communication area Aa for inter-vehicle communication of the host vehicle 1A. 7 and 8, when the action plan of the host vehicle 1A is input (step ST101), the selection unit 195 of the control unit 191 of the host vehicle 1A (external communication device 19) in the communication area Aa of the host vehicle 1A.
  • the predetermined range E for selecting the first sub-master vehicle is determined based on the action plan of the host vehicle (step ST102).
  • the selection unit 195 of the present embodiment has an angle range of 180 degrees including the left and right sides and the front side with the host vehicle 1A as the center, and within the communication area Aa. Is determined as a predetermined range E (see FIG. 8). In addition, what is necessary is just to determine the predetermined range E to an appropriate range based on the action plan, when the action plan of the own vehicle 1A is other than a right turn. For example, when the action plan of the host vehicle indicates a lane change to the left side, the selection unit 195 has an angle range of 180 degrees including both the front and rear sides and the left side with respect to the host vehicle and near the outer periphery in the communication area Aa. Is determined as the predetermined range E.
  • the selection unit 195 causes the wireless communication unit 193 to receive the predicted travel behavior data D of all other vehicles located in the communication area Aa by inter-vehicle communication (step ST103).
  • the wireless communication unit 193 includes the other vehicles 1B, 1C, 1D, 1F, 1H predicted driving behavior data D is received by inter-vehicle communication.
  • the selection unit 195 may perform step ST103 before step ST102.
  • the selection unit 195 is located within the predetermined range E determined in step ST102 based on the predicted traveling behavior data D of all the other vehicles 1B, 1C, 1D, 1F, and 1H received by the wireless communication unit 193. Identify the vehicle. In the example of FIG. 8, the other vehicles 1 ⁇ / b> F and 1 ⁇ / b> H are specified as other vehicles located within the predetermined range E.
  • the selection unit 195 selects, as the first sub-master vehicle, another vehicle that exists at a position suitable for expanding the communication network for inter-vehicle communication from among the identified other vehicles 1F and 1H (step ST104).
  • the selection unit 195 selects a plurality of other vehicles positioned at equal intervals along the circumferential direction of the communication area Aa within the predetermined range E as the first sub master vehicle. For example, the selection unit 195 selects three other vehicles located in the directions of 0 degrees, 90 degrees, and 180 degrees within the predetermined range E or in the vicinity thereof as the first sub master vehicle. When there are two other vehicles located within the predetermined range E, if these two other vehicles are located apart from each other within the predetermined range E, both other vehicles are selected as the first sub-master vehicle. May be. In the example of FIG. 8, since the two other specified vehicles 1F and 1H are located apart from each other, the selection unit 195 selects the two other vehicles 1F and 1H as the first sub-master vehicle.
  • the selection unit 195 does not always need to select a plurality of other vehicles, and may select at least one other vehicle as the first sub-master vehicle. Moreover, the selection part 195 may select all the other vehicles located in the predetermined range E as a 1st submaster vehicle, or all the other vehicles located in the communication area Aa of the own vehicle are the 1st submaster vehicle. You may choose as
  • the generation unit 196 generates first transmission request information (transmission request information) S1 that requests transmission of data to each of the first sub-master vehicles 1F and 1H selected by the selection unit 195, and generates the generated first transmission request information S1.
  • the wireless communication part 193 is transmitted (step ST105).
  • the data requested to be transmitted to each first sub-master vehicle 1F, 1H is data including predicted traveling behavior data D of other vehicles received by each first sub-master vehicle 1F, 1H through inter-vehicle communication.
  • the first transmission request information S1 of the present embodiment includes the vehicle ID of the own vehicle 1A that is the transmission request source, the vehicle ID of the first submaster vehicles 1F and 1H that is the transmission request destination, and the first submaster vehicles 1F and 1H.
  • Communication network expansion request information for requesting communication network expansion processing for inter-vehicle communication includes, for example, position information indicating the position of the host vehicle 1A and a radius value r (see FIG. 8) of the virtual circle C centered on the position of the host vehicle 1A.
  • the radius value r of the virtual circle C indicates the threshold value of the expansion range of the communication network, and is set according to the situation around the host vehicle 1A.
  • the wireless communication unit (communication unit) 193 transmits the first transmission request information S1 generated by the generation unit 196 to the first sub-master vehicles 1F and 1H by inter-vehicle communication.
  • the wireless communication unit 193 can receive the data transmitted from the first sub-master vehicles 1F and 1H.
  • the first sub-master vehicle 1F, 1H receives the first transmission request information S1 from the own vehicle 1A
  • the first sub-master vehicle 1F, 1H receives the data received from all other vehicles (excluding the own vehicle 1A) located in its own communication area. (Step ST106).
  • FIG. 9 is an explanatory diagram illustrating an example of another vehicle located in the communication areas Af and Ah for inter-vehicle communication of the first sub-master vehicles 1F and 1H.
  • three other vehicles 1E, 1K, 1L are located in the communication area Af of one first sub-master vehicle 1F.
  • the 1st submaster vehicle 1F receives the data containing the prediction driving
  • the host vehicle 1A receives the data of the other vehicles 1E, 1K, and 1L transmitted from the first sub-master vehicle 1F by the wireless communication unit 193.
  • the first sub-master vehicles 1F and 1H determine whether or not to execute communication network expansion processing for inter-vehicle communication based on the communication network expansion request information included in the first transmission request information S1, and the determination If the result is positive, the communication network expansion process is executed.
  • one of the first sub-master vehicles 1F is based on the predicted traveling behavior data D included in the data received from all the other vehicles 1E, 1K, 1L located in its communication area Af. The position of each other vehicle 1E, 1K, 1L is grasped. And the 1st submaster vehicle 1F specifies the other vehicle 1K which exists in the position most distant from the position of the own vehicle 1A contained in communication network expansion request information within own communication area Af. The first sub-master vehicle 1F determines whether the position of the identified other vehicle IK is within the range of the virtual circle C determined by the radius value r included in the communication network expansion request information.
  • the other first sub-master vehicle 1H is based on predicted traveling behavior data D included in data received from all other vehicles 1B, 1G, 1I, 1J, 1R, 1S, and 1T located in its own communication area Ah. The position of each of these other vehicles 1B, 1G, 1I, 1J, 1R, 1S, 1T is grasped. And the 1st submaster vehicle 1H specifies the other vehicle 1I which exists in the position most distant from the position of the own vehicle 1A contained in communication network expansion request information within the own communication area Ah. The first sub-master vehicle 1H determines whether or not the specified position of the other vehicle II is within the range of the virtual circle C determined by the radius value r included in the communication network expansion request information.
  • the first sub-master vehicles 1F and 1H execute the communication network expansion process if the determination result is affirmative, and do not execute the communication network expansion process if the determination result is negative.
  • the first sub master vehicles 1F, 1H execute the process.
  • the first sub-master vehicles 1F and 1H select the specified other vehicles 1K and 1I as the second sub-master vehicle (step ST107). Then, the first sub master vehicles 1F and 1H generate second transmission request information S2 for requesting data transmission to the selected second sub master vehicles 1K and 1I, and the generated second transmission request information S2 is used as the second sub master vehicle 1K. , 1I (step ST108).
  • the data requested to be transmitted to the second sub-master vehicles 1K, 1I includes the predicted traveling behavior data D of other vehicles received by the second sub-master vehicles 1K, 1I through inter-vehicle communication.
  • the second transmission request information S2 of the present embodiment includes the vehicle ID of the own vehicle 1A that is the transmission request source, the vehicle ID of the second submaster vehicles 1K and 1I that is the transmission request destination, and the second submaster vehicles 1K and 1I.
  • the second sub master vehicles 1K and 1I receive the second transmission request information S2 from the first sub master vehicles 1F and 1H, respectively, all the other vehicles (except for the first sub master vehicles 1F and 1H) located in their communication areas. ) Is transmitted to the first sub-master vehicles 1F and 1H (step ST109).
  • FIG. 10 is an explanatory diagram illustrating an example of another vehicle located in the communication areas Ak and Ai for inter-vehicle communication of the second sub-master vehicles 1K and 1I.
  • six other vehicles 1E, 1L, 1M, 1N, 1O, 1P are located in the communication area Ak of one second sub-master vehicle 1K.
  • the second sub-master vehicle 1K receives data including the predicted traveling behavior data D of the other vehicles 1E, 1L, 1M, 1N, 1O, and 1P
  • the first sub-master vehicle 1F receives these data by inter-vehicle communication.
  • the second sub-master vehicle 1K includes the vehicle ID of the second sub-master vehicle 1K as the transmission source and the vehicle ID of the own vehicle 1A as the transmission destination in the data to be transmitted.
  • the second sub-master vehicle 1I receives the data including the predicted traveling behavior data D of each of the other vehicles 1G, 1J, 1Q, 1R, 1S, and 1T
  • the first sub-master vehicle 1H receives these data through inter-vehicle communication.
  • the second sub-master vehicle 1I includes the vehicle ID of the second sub-master vehicle 1I as the transmission source and the vehicle ID of the own vehicle 1A as the transmission destination in the data to be transmitted.
  • the first sub-master vehicles 1F and 1H When the first sub-master vehicles 1F and 1H receive the data transmitted by the second sub-master vehicles 1K and 1I, the first sub-master vehicles 1F and 1H confirm the vehicle ID of the transmission destination (own vehicle 1A) included in the data, and send the data to the own vehicle 1A. Transmit (step ST110). Thus, the host vehicle 1A receives the data from the second sub-master vehicles 1K and 1I transmitted by the first sub-master vehicles 1F and 1H by the wireless communication unit 193.
  • the data transmitted from the second sub-master vehicles 1K, 1I to the first sub-master vehicles 1F, 1H may not include the vehicle ID of the host vehicle 1A that is the transmission destination.
  • the first sub-master vehicles 1F and 1H may be set to perform processing for automatically transmitting data received from the second sub-master vehicles 1K and 1I to the host vehicle 1A.
  • the second sub-master vehicles 1K and 1I determine whether or not to execute the communication network expansion process for inter-vehicle communication based on the communication network expansion request information included in the second transmission request information S2, and the determination result is affirmative. If it is appropriate, a communication network expansion process is executed.
  • one second sub-master vehicle 1K has predicted traveling behavior data D included in data received from all other vehicles 1E, 1L, 1M, 1N, 1O, 1P located in its own communication area Ak. Based on the above, the positions of these other vehicles 1E, 1L, 1M, 1N, 1O, 1P are grasped. And the 2nd submaster vehicle 1K specifies the other vehicle 1P which exists in the position most distant from the position of the own vehicle 1A contained in communication network expansion request information in own communication area Ak. The second sub-master vehicle 1K determines whether or not the position of the specified other vehicle IP is within the range of the virtual circle C determined by the radius value r included in the communication network expansion request information.
  • the other second sub-master vehicle 1I is based on the predicted traveling behavior data D included in the data received from all other vehicles other vehicles 1G, 1J, 1Q, 1R, 1S, 1T located within its own communication area Ai. The position of each of these other vehicles 1G, 1J, 1Q, 1R, 1S, 1T is grasped. Then, the second sub-master vehicle 1I specifies the other vehicle 1Q present in the position farthest from the position of the host vehicle 1A included in the communication network expansion request information in its own communication area Ai. The second sub-master vehicle 1I determines whether the position of the identified other vehicle IQ is within the range of the virtual circle C determined by the radius value r included in the communication network expansion request information.
  • the second sub-master vehicles 1K and 1I execute the communication network expansion process if the determination result is affirmative, and do not execute the communication network expansion process if the determination result is negative.
  • the second sub-master vehicles 1K, 1I Do not execute.
  • the vehicle-to-vehicle communication network may be expanded only in the communication area of the first sub-master vehicle, or may be expanded up to the communication area of the n-th sub-master vehicle (n is an integer of 3 or more). Further, the communication network enlargement process in steps ST101 to ST110 may be repeatedly executed periodically.
  • the second sub master vehicles 1K and 1I are selected by the first master vehicles 1F and 1H, but may be selected by the own vehicle 1A that is the master vehicle.
  • the host vehicle 1A transmits all other vehicles 1E, 1K, 1L, 1B, 1G, 1I, 1J, which are transmitted in the step ST106 and are located in the communication areas Af, Ah of the first master vehicles 1F, 1H.
  • 1R, 1S, and 1T data predicted travel behavior data D
  • the host vehicle 1A can be selected as the second sub-master vehicle if the other vehicles 1K and 1I existing at the position farthest from the own position are within the range of the virtual circle C. Then, the host vehicle 1A transmits the second transmission request information S2 for requesting data transmission to the second sub master vehicles 1K and 1I to the second sub master vehicles 1K and 1I via the first sub master vehicles 1F and 1H. That's fine. Similarly, the host vehicle 1A may select the n-th sub-master vehicle.
  • the host vehicle 1A not only stores the data of the other vehicles 1B to 1D, 1F, and 1H located in its communication area Aa, but also the first submaster.
  • Data of other vehicles 1E, 1G, 1I to 1T located in the communication areas Af, Ah of the vehicles 1F, 1H and in the communication areas Ak, Ai of the second sub-master vehicles 1K, 1I can also be acquired. Thereby, the communication network of vehicle-to-vehicle communication can be expanded.
  • the control unit 191 of the out-of-vehicle communication device 19 further includes a map creation unit 197, a determination unit 198, and a communication link creation unit 199 that execute a communication link creation process based on the expanded communication network for inter-vehicle communication (see FIG. 4).
  • the communication link creation process is a process for creating a communication link L indicating a communication path between another vehicle that may collide with the host vehicle and the host vehicle.
  • FIG. 11 is a flowchart showing an example of a processing procedure of communication link creation processing executed by the vehicle exterior communication device 19 of the host vehicle.
  • the vehicle-external communication device 19 executes a communication link creation process based on the expanded communication network for inter-vehicle communication shown in FIG.
  • the map creation unit 197 of the control unit 191 of the host vehicle 1A includes the host vehicle 1A and the other vehicle on the road map information based on the predicted travel behavior data D.
  • a dynamic map M to which the future predicted travel behavior of 1A and the future predicted travel behavior of other vehicles are added is created (step ST121).
  • the road map information is included in the map information stored in the HDD 41, and can be acquired from the navigation ECU 16B1 (see FIG. 2) via the relay device 20.
  • the predicted traveling behavior data D of the other vehicles As the predicted traveling behavior data D of the other vehicles, the predicted traveling behavior data D of the other vehicles 1B to 1D, 1F, and 1H located in the communication area Aa of the host vehicle 1A and the communication area Af of the first sub-master vehicles 1F and 1H. , Ah and predicted traveling behavior data D of other vehicles 1E, 1G, 1I to 1T located in communication areas Ak, Ai of second sub-master vehicles 1K, 1I are used.
  • FIG. 12 is a road plan view showing an example of the dynamic map M created by the map creation unit 197.
  • This dynamic map M is road map information indicating the predicted driving behavior of the host vehicle 1A from the current time (solid arrows in the figure) and the predicted driving behavior of the other vehicles 1B to 1T from the current time (broken arrows in the figure). Is added.
  • the host vehicle 1A and the other vehicles 1B to 1T show the following predicted traveling behavior near the intersection J. Own vehicle 1A, other vehicle 1C: Turn right from the south road to the east road Other vehicle 1B, 1D: Go straight from the south road to the north road Other vehicle 1E: Go straight from the east road to the west road Other vehicles 1F, 1G , 1H: Go straight from the intersection J to the west road Other vehicles 1S, 1T: Go straight on the west road to the west Other vehicles 1I, 1J, 1Q, 1R: Go straight from the west road to the east side Other vehicles 1K, 1L: East side Go straight east on the other vehicle 1M: Turn right from the north road to the west road Other vehicle 1N: Go straight from the north road to the south road Other vehicles 1O, 1P: Turn left from the north road to the east road
  • the map creation unit 197 passes the created dynamic map M to the determination unit 198.
  • the determination unit 198 determines the possibility that the host vehicle 1A will collide with the other vehicles 1B to 1T (step ST122). For example, the determination unit 198 determines whether or not the future travel locus of the host vehicle 1A in the dynamic map M and the future travel locus of each of the other vehicles 1B to 1T intersect.
  • the determination unit 198 determines that the own vehicle 1A may collide with the other vehicles 1B to 1T when the traveling tracks of the own vehicle 1A and the other vehicles 1B to 1T intersect, and the traveling locus If they do not cross each other, it is determined that there is no possibility that the host vehicle 1A will collide with the other vehicles 1B to 1T.
  • the determination unit 198 determines that the own vehicle 1 ⁇ / b> A is the other vehicles 1 ⁇ / b> C, 1 ⁇ / b> E, 1 ⁇ / b> F, 1 ⁇ / b> K, 1 ⁇ / b> L, 1 ⁇ / b> N, 1 ⁇ / b> O, 1 ⁇ / b> P, 1 ⁇ / b> I, 1 ⁇ / b> J, 1 ⁇ / b> Q , 1R, it is determined that there is a possibility of collision.
  • the determination unit 198 passes the determination result to the communication link creation unit 199.
  • the communication link creation unit 199 determines the other vehicles 1C, 1E, 1F, 1K with which the host vehicle 1A may collide based on the determination result of the determination unit 198 and the communication network of the inter-vehicle communication shown in FIG. , 1L, 1N, 1O, 1P, 1I, 1J, 1Q, 1R and a communication link L indicating the communication path between the host vehicle 1A are created (step ST123).
  • FIG. 13 is an explanatory diagram illustrating an example of the communication link L created by the communication link creation unit 199. This communication link L is formed by connecting a group of nodes including a plurality of vehicles including the host vehicle 1 ⁇ / b> A through a link capable of inter-vehicle communication.
  • the node group includes the own vehicle 1A that is a master vehicle, the other vehicles 1F and 1H that are first submaster vehicles, the other vehicles 1K and 1I that are second submaster vehicles, and the own vehicle other than the first and second submaster vehicles.
  • Other vehicles 1C, 1E, 1L, 1N, 1O, 1P, 1J, 1Q, and 1R with which 1A may collide are configured.
  • other vehicles with which the host vehicle 1A may collide are indicated by cross hatching.
  • other vehicles constituting the node group are also referred to as node other vehicles.
  • the communication link creation unit 199 generates node other vehicle information S11 based on the created communication link L, and transmits the generated node other vehicle information S11 to the wireless communication unit 193 (step ST124). ).
  • the node other vehicle information S11 includes, for example, the vehicle ID of the own vehicle 1A that is the master vehicle and the vehicle IDs of all the node other vehicles.
  • the wireless communication unit 193 transmits the node other vehicle information S11 generated by the communication link creation unit 199 to the first sub master vehicles 1F and 1H.
  • the first sub-master vehicle 1F When the first sub-master vehicle 1F receives the node other vehicle information S11 from the host vehicle 1A, the first sub-master vehicle 1F transmits the received node other vehicle information S11 to the second sub-master vehicle 1K.
  • the other first sub-master vehicle 1H receives the node other vehicle information S11 from the host vehicle 1A, the other first sub-master vehicle 1H transmits the received node other vehicle information S11 to the second sub-master vehicle 1I (step ST125).
  • one of the first sub-master vehicles 1F transmits only data received from the node other vehicles 1E, 1K, 1L located in its own communication area Af to the own vehicle 1A based on the node other vehicle information S11.
  • the other first sub-master vehicle 1H transmits only the data received from the node other vehicles 1I, 1J, 1R located in its own communication area Ah to its own vehicle 1A based on the node other vehicle information S11 (step ST126). ).
  • the second sub-master vehicles 1K When one of the second sub-master vehicles 1K receives the node other vehicle information S11 from the first sub-master vehicle 1F, the other node other vehicles 1N, 1O, 1O, which are located in its own communication area Ak based on the node other vehicle information S11. Only the data received from 1P is transmitted to the first sub-master vehicle 1F. At that time, the second sub-master vehicle 1K includes the vehicle ID of the second sub-master vehicle 1K as the transmission source and the vehicle ID of the own vehicle 1A as the transmission destination in the data to be transmitted.
  • the other second sub-master vehicle 1I When the other second sub-master vehicle 1I receives the node other vehicle information S11 from the first sub-master vehicle 1H, it receives from the node other vehicle 1Q located in its own communication area Ai based on the node other vehicle information S11. Only the data is transmitted to the first sub-master vehicle 1H (step ST127). At that time, the second sub-master vehicle 1I includes the vehicle ID of the second sub-master vehicle 1I as the transmission source and the vehicle ID of the own vehicle 1A as the transmission destination in the data to be transmitted.
  • the first sub-master vehicle 1F When the first sub-master vehicle 1F receives the data of the node other vehicles 1N, 1O, 1P transmitted from the second sub-master vehicle 1K, it confirms the vehicle ID of the transmission destination (own vehicle 1A) included in the data. The data is transmitted to the own vehicle 1A.
  • the other first sub-master vehicle 1H When the other first sub-master vehicle 1H receives the data of the node other vehicle 1Q transmitted from the second sub-master vehicle 1I, the other first sub-master vehicle 1H confirms the vehicle ID of the transmission destination (own vehicle 1A) included in the data, and stores the data. It transmits to the own vehicle 1A (step ST128).
  • the own vehicle 1A receives data of the nodes other vehicles 1N, 1O, 1P, and 1Q transmitted from the first sub-master vehicles 1F and 1H by the wireless communication unit 193.
  • the own vehicle transmits / receives data to / from only the other node vehicle, that is, the other vehicle with which the own vehicle may collide among other vehicles connected by the link via the first and second sub-master vehicles. It can be carried out. Thereby, even if the communication network of vehicle-to-vehicle communication expands, the burden of communication processing can be reduced.
  • the data transmitted by the second sub-master vehicles 1K, 1I to the first sub-master vehicles 1F, 1H may not include the vehicle ID of the host vehicle 1A that is the transmission destination.
  • the first sub-master vehicles 1F and 1H may be set to perform processing for automatically transmitting data received from the second sub-master vehicles 1K and 1I to the host vehicle 1A.
  • the communication link expansion process in steps ST121 to ST128 may be repeatedly executed periodically as in the above-described communication network expansion process.
  • control unit 191 of the vehicle exterior communication device 19 further includes an adjustment unit 200 that performs adjustment processing of the predicted traveling behavior data D of the host vehicle and other vehicles (see FIG. 4).
  • FIG. 14 is a flowchart showing an example of a processing procedure of adjustment processing executed by the vehicle exterior communication device 19 of the host vehicle.
  • the out-of-vehicle communication device 19 executes adjustment processing based on the dynamic map M shown in FIG. 12 and the communication link L shown in FIG. 13 will be described.
  • the adjustment unit 200 of the control unit 191 of the host vehicle 1A acquires the dynamic map M from the map creation unit 197, and from the communication link creation unit 199.
  • the communication link L is acquired.
  • the adjustment unit 200 is connected to the other vehicle 1C, 1E, 1L, 1N, 1O, 1P of the other vehicle 1A that may collide with the own vehicle 1A.
  • 1J, 1Q, 1R predicted running behavior data D is adjusted (step ST141).
  • the adjustment unit 200 performs adjustment processing based on, for example, the position, speed, distance, priority (such as going straight and turning right) of each other node vehicle. Specifically, the adjustment unit 200 first determines the priority for each node other vehicle of the host vehicle 1A. In the example of FIG. 12, the adjusting unit 200 is more suitable for the node other vehicles 1E, 1F, 1N, 1I, 1J, 1Q, and 1R and the node other vehicles 1O and 1P that turn left than the host vehicle 1A that turns right. It is determined that the priority is high.
  • the adjustment unit 200 gives priority to the predicted traveling behavior data D of the other nodes 1E, 1F, 1N, 1I, 1J, 1Q, 1R, 1O, and 1P having a high priority based on the determination result.
  • the predicted traveling behavior data D of the host vehicle 1A is changed. That is, the adjustment unit 200 causes the node other vehicles 1E, 1F, 1N, 1I, 1J, 1Q, and 1R that go straight forward to pass through the intersection J first, and then turn the node other vehicles 1O and 1P first to the left before the own vehicle.
  • the predicted traveling behavior data D of the host vehicle 1A is changed so that 1A makes a right turn.
  • the adjusting unit 200 performs the own vehicle 1A and the node other vehicle based on the determination results of the following determinations 1 and 2. Adjustment processing of the predicted traveling behavior data D of 1O and 1P may be performed. Judgment 1: Which lane is scheduled to turn left in each of the other lanes on the east road, which is the left turn destination, of each other vehicle 1O, 1P. Judgment 2: Whether or not the node other vehicles K and L located in the two lanes of the road on the east side are stopped.
  • the adjustment unit 200 performs the adjustment process as follows. May be performed. That is, the adjustment unit 200 causes the other vehicles 1O and 1P to turn left in the north lane of the east side road, and turn the own vehicle 1A to the right in the south lane of the east side road.
  • the adjustment process of the predicted traveling behavior data D of the vehicles 1O and 1P may be performed.
  • the host vehicle 1A may turn right before the node other vehicles 1Q, 1R reach the intersection J.
  • the adjustment unit 200 prevents the other vehicles 1Q and 1R from accelerating and turns the own vehicle 1A and the other vehicles 1A and 1R to the right until the other vehicles 1Q and 1R reach the intersection J. You may perform the adjustment process of the prediction driving
  • the adjustment unit 200 transmits data including the predicted travel behavior data D after the adjustment process of each other vehicle (hereinafter also referred to as adjustment data) by the wireless communication unit 193. (Step ST142).
  • the first sub-master vehicle 1F When the first sub-master vehicle 1F receives the adjustment data from the own vehicle 1A, the first sub-master vehicle 1F confirms the vehicle ID included in the predicted travel behavior data D in the adjustment data. Then, if the node other vehicle corresponding to the confirmed vehicle ID is not located in its own communication area Af, the first sub-master vehicle 1F transmits the adjustment data received from its own vehicle 1A to the second sub-master vehicle 1K. (Step ST143).
  • the first sub-master vehicle 1F receives from the own vehicle 1A if the node other vehicle corresponding to the confirmed vehicle ID is any one of the node other vehicles 1E, 1L, 1K located in its own communication area Af.
  • the adjusted data is transmitted to the other node vehicles 1E, 1L, 1K (step ST144).
  • each node other vehicle 1E, 1L, 1K receives the adjustment data from the first sub-master vehicle 1F, it travels based on the predicted traveling behavior data D in the adjustment data. Further, if the node other vehicle corresponding to the confirmed vehicle ID is itself, the first sub-master vehicle 1F travels based on the predicted travel behavior data D in the adjustment data.
  • the other first sub-master vehicle 1H When the other first sub-master vehicle 1H receives the adjustment data from the own vehicle 1A, the other first sub-master vehicle 1H confirms the vehicle ID included in the predicted travel behavior data D in the adjustment data. Then, if the node other vehicle corresponding to the confirmed vehicle ID is not located in its own communication area Ah, the first sub-master vehicle 1H transmits the adjustment data received from its own vehicle 1A to the second sub-master vehicle 1K. (Step ST143).
  • the first sub-master vehicle 1H receives from the own vehicle 1A if the node other vehicle corresponding to the confirmed vehicle ID is any one of the node other vehicles 1I, 1J, 1R located in its own communication area Ah.
  • the adjusted data is transmitted to the node other vehicles 1I, 1J, 1R (step ST144).
  • each node other vehicle 1I, 1J, 1R receives the adjustment data from the first sub-master vehicle 1H, it travels based on the predicted travel behavior data D in the adjustment data.
  • the second sub-master vehicle 1K checks the vehicle ID included in the predicted travel behavior data D in the adjustment data. Then, the second sub-master vehicle 1K is the first sub-master vehicle 1F if the node other vehicle corresponding to the confirmed vehicle ID is any one of the node other vehicles 1N, 1O, 1P located in its own communication area Ak. The received adjustment data is transmitted to the other node vehicles 1N, 1O, 1P (step ST145).
  • each node other vehicle 1N, 1O, 1P receives the adjustment data from the second sub-master vehicle 1K, it travels based on the predicted travel behavior data D in the adjustment data.
  • the second sub-master vehicle 1K travels based on the predicted travel behavior data D in the adjustment data if the node other vehicle corresponding to the confirmed vehicle ID is itself.
  • the other second sub-master vehicle 1I When the other second sub-master vehicle 1I receives the adjustment data from the first sub-master vehicle 1H, the other second sub-master vehicle 1I checks the vehicle ID included in the predicted travel behavior data D in the adjustment data. Then, if the node other vehicle corresponding to the confirmed vehicle ID is the node other vehicle 1Q located in its own communication area Ai, the second sub master vehicle 1I uses the adjustment data received from the first sub master vehicle 1H as the node It transmits to the other vehicle 1Q (step ST145).
  • the node other vehicle 1Q When the node other vehicle 1Q receives the adjustment data from the second sub-master vehicle 1I, the node other vehicle 1Q travels based on the predicted travel behavior data D in the adjustment data. Moreover, if the node other vehicle corresponding to the confirmed vehicle ID is itself, the second sub-master vehicle 1I travels based on the predicted travel behavior data D in the adjustment data.
  • the vehicle communication device 19 transmits the first transmission request information S1 to the first submaster vehicle capable of vehicle-to-vehicle communication with the host vehicle, so that the inter-vehicle communication with the first submaster vehicle.
  • the vehicle communication device 19 transmits the first transmission request information S1 to the first submaster vehicle capable of vehicle-to-vehicle communication with the host vehicle, so that the inter-vehicle communication with the first submaster vehicle.
  • the communication network of vehicle-to-vehicle communication can be expanded, it is possible to collect information on other vehicles existing over a wide area around the host vehicle without using infrastructure equipment.
  • the selection unit 195 selects the first sub-master vehicle from the predetermined range E in the communication area of the own vehicle based on the action plan of the own vehicle. For this reason, the data of the other vehicle related to the action plan of the own vehicle can be acquired from the first sub-master vehicle.
  • the communication link creating unit 199 creates a communication link L indicating a communication path between another vehicle with which the own vehicle may collide and the own vehicle, based on the expanded communication network for inter-vehicle communication. For this reason, based on the created communication link L, the first and second sub-master vehicles communicate with only other vehicles with which the host vehicle may collide, among other vehicles with which inter-vehicle communication is performed. Even if the communication network for inter-vehicle communication is expanded, the burden of communication processing can be reduced. As a result, the adjustment process of the predicted traveling behavior data D of the host vehicle and the other vehicle can be quickly performed.
  • the data received from another vehicle by the communication network of the expanded vehicle-to-vehicle communication includes the predicted traveling behavior data D indicating the predicted traveling behavior of the other vehicle in the future, from the predicted traveling behavior data D, It is possible to grasp the predicted driving behavior in the future.
  • the map creation unit 197 creates a dynamic map M in which the future predicted travel behavior of the host vehicle and the future predicted travel behavior of other vehicles included in the predicted travel behavior data D are added to the road map information. For this reason, it is possible to easily grasp the relationship between the predicted driving behavior of the host vehicle and the predicted driving behavior of the other vehicle from the created dynamic map M.
  • the determination unit 198 determines the possibility that the own vehicle will collide with another vehicle based on the created dynamic map M, and therefore, based on the determination result, the possibility that the own vehicle will collide with the other vehicle is determined. It can be easily grasped.
  • the out-of-vehicle communication device 19 executes the communication network expansion process, the communication link creation process, and the adjustment process, but may be any apparatus that executes at least the communication network expansion process. Further, in the present embodiment, the out-of-vehicle communication device 19 is an in-vehicle device that executes communication network expansion processing or the like, but the relay device 20 may be an in-vehicle device.

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  • Mobile Radio Communication Systems (AREA)

Abstract

L'invention concerne un dispositif monté sur véhicule susceptible de réaliser des communications de véhicule à véhicule, ledit dispositif monté sur véhicule comprenant : une unité de production qui produit des informations de requête de transmission demandant qu'un véhicule sous-maître susceptible de réaliser des communications de véhicule à véhicule avec un véhicule hôte transmette des données d'un autre véhicule telles que reçues par l'intermédiaire de communications de véhicule à véhicule par le véhicule sous-maître ; et une unité de communication qui transmet les informations de requête de transmission générées au véhicule sous-maître par l'intermédiaire de communications de véhicule à véhicule et reçoit, par l'intermédiaire de communications de véhicule à véhicule, les données transmises à partir du véhicule sous-maître.
PCT/JP2018/003080 2018-01-31 2018-01-31 Dispositif monté sur véhicule, procédé de communication de véhicule à véhicule et programme informatique WO2019150460A1 (fr)

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JPWO2022118476A1 (fr) * 2020-12-04 2022-06-09
JP2023504693A (ja) * 2019-12-06 2023-02-06 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング 車両間で操縦情報を交換するための方法及び装置

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JP2010026840A (ja) * 2008-07-22 2010-02-04 Hitachi Ltd 車載通信装置、及びナビゲーション装置
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