WO2019150455A1 - Dispositif automobile, procédé de communication et programme informatique - Google Patents

Dispositif automobile, procédé de communication et programme informatique Download PDF

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Publication number
WO2019150455A1
WO2019150455A1 PCT/JP2018/003068 JP2018003068W WO2019150455A1 WO 2019150455 A1 WO2019150455 A1 WO 2019150455A1 JP 2018003068 W JP2018003068 W JP 2018003068W WO 2019150455 A1 WO2019150455 A1 WO 2019150455A1
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WIPO (PCT)
Prior art keywords
vehicle
communication
delay time
vehicles
unit
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PCT/JP2018/003068
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English (en)
Japanese (ja)
Inventor
光司 荒井
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住友電気工業株式会社
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Priority to PCT/JP2018/003068 priority Critical patent/WO2019150455A1/fr
Publication of WO2019150455A1 publication Critical patent/WO2019150455A1/fr

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • 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 communication method, and a computer program.
  • the device that controls the automatic driving of the automobile generates a travel plan of the host vehicle and controls the steering so that the host vehicle travels according to the travel plan.
  • a travel plan of the host vehicle On a road on which a large number of vehicles travel, it may be necessary to adjust the travel plan among a plurality of vehicles, such as reconsidering the travel plan of the host vehicle in accordance with the behavior of other vehicles.
  • Japanese Patent Application Laid-Open No. 10-105880 and Japanese Patent Application Laid-Open No. 2017-045385 propose to control the traveling of a plurality of vehicles as a whole.
  • the in-vehicle device includes a communication unit that transmits and receives a vehicle-to-vehicle communication frame with another vehicle, identification information of a transmission source vehicle in the received vehicle-to-vehicle communication frame, and a vehicle-to-vehicle distance from the transmission source vehicle to the host vehicle.
  • a generation unit that generates communication destination information in which communication delay times of communication frames are associated with each other, and a notification unit that transmits a vehicle-to-vehicle communication frame including the generated communication destination information to the communication unit.
  • the communication method is a communication method in an in-vehicle device of a vehicle having a vehicle-to-vehicle communication function, and the identification information of the transmission source vehicle of the vehicle-to-vehicle communication frame received from the other vehicle, and the transmission source vehicle Generating communication destination information in association with communication delay times of inter-vehicle communication frames to the host vehicle, and transmitting vehicle-to-vehicle communication frames including the generated communication destination information by inter-vehicle communication.
  • the computer program is a computer program for causing a computer to function as a vehicle-mounted device having a vehicle-to-vehicle communication function
  • the vehicle-mounted device includes a communication unit that transmits and receives a vehicle-to-vehicle communication frame with another vehicle. And generating a communication destination information that associates the identification information of the transmission source vehicle of the received inter-vehicle communication frame with the communication delay time of the inter-vehicle communication frame from the transmission source vehicle to the host vehicle.
  • a notification unit that causes the communication unit to transmit a vehicle-to-vehicle communication frame including the generated communication destination information.
  • FIG. 1 is an overall 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 illustrating an internal configuration of the relay apparatus.
  • FIG. 4 is a block diagram showing the internal configuration of the in-vehicle communication device.
  • FIG. 5 is an explanatory diagram showing the content and generation method of “predicted travel behavior data”.
  • FIG. 6 is an explanatory diagram outlining the selection process in the in-vehicle communication device.
  • FIG. 7 is a diagram illustrating an example of a result of specifying a communication delay time between target vehicles.
  • FIG. 8 is a diagram illustrating an example of the maximum delay time information.
  • FIG. 1 is an overall 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 illustrating an internal configuration of the relay apparatus.
  • FIG. 9A is a diagram illustrating an example of communication destination data generated by the vehicle A.
  • FIG. 9B is a diagram illustrating an example of communication destination data generated by the vehicle B.
  • FIG. 9C is a diagram illustrating an example of communication destination data generated by the vehicle C.
  • FIG. 9D is a diagram illustrating an example of communication destination data generated by the vehicle D.
  • FIG. 9E is a diagram illustrating an example of communication destination data generated by the vehicle E.
  • FIG. 9F is a diagram illustrating an example of communication destination data generated by the vehicle F.
  • FIG. 10 is a flowchart showing the flow of selection processing executed by the in-vehicle communication device.
  • An object in an aspect of the present disclosure is to provide an in-vehicle device, a selection method, and a computer program that can accurately transmit information in a plurality of vehicles.
  • An in-vehicle device included in the present embodiment includes a communication unit that transmits and receives an inter-vehicle communication frame with another vehicle, identification information of a transmission source vehicle of the received inter-vehicle communication frame, and from the transmission source vehicle to the host vehicle.
  • a generation unit that generates communication destination information that associates the communication delay time of the vehicle-to-vehicle communication frame with each other, and a notification unit that transmits the vehicle-to-vehicle communication frame including the generated communication destination information to the communication unit.
  • the in-vehicle device calculates the following maximum delay time when the host vehicle is a source vehicle based on the destination information of the host vehicle and the destination information received from a plurality of other vehicles.
  • a calculation unit is further provided.
  • Maximum delay time Communication delay time from the transmission source vehicle to the farthest vehicle among a plurality of other vehicles.
  • the calculation unit has a maximum delay when the vehicle is set as the transmission source vehicle for each of the plurality of other vehicles based on the communication destination information of the own vehicle and the communication destination information received from the plurality of other vehicles. Time is calculated, and maximum delay time information including the maximum delay time of the host vehicle and the maximum delay times of a plurality of other vehicles is generated. By generating the maximum delay time information, the following leader vehicle can be selected.
  • the maximum delay time includes a communication delay time from the transmission source vehicle to the farthest vehicle via one or more other vehicles. Thereby, the maximum delay time of each vehicle can be calculated with high accuracy.
  • the in-vehicle device belongs to a vehicle group and a first determination unit that determines a vehicle group composed of a plurality of target vehicles based on a determination result of target vehicles with a possibility of collision between vehicles.
  • a second determining unit configured to determine a target vehicle satisfying a predetermined condition among the plurality of target vehicles as the following leader vehicle;
  • Leader vehicle A vehicle that leads the adjustment of the planned travel route of vehicles belonging to the vehicle group.
  • the predetermined condition is satisfied by setting the maximum delay time to be the shortest, the maximum delay time being relatively short, etc.
  • the time required for transmitting information related to adjustment of the scheduled travel route for another target vehicle can be shortened, compared to a case where no target vehicle is a leader vehicle. As a result, it is possible to smoothly adjust the scheduled travel route within the vehicle group.
  • a communication method included in the present embodiment is a communication method in a vehicle-mounted device having a vehicle-to-vehicle communication function described in any one of (1) to (5). Such a communication method has the same effects as the above-described in-vehicle devices (1) to (5).
  • the computer program included in the present embodiment causes the computer to function as the on-vehicle device described in any one of (1) to (5).
  • Such a computer program has the same effects as the above-described in-vehicle devices (1) to (5).
  • FIG. 1 is an overall configuration diagram of a communication system according to an embodiment of the present invention.
  • 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 (vehicle-to-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 “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 in-vehicle communication device 19 employs a multi-access method based on a CSMA / CA (Carrier Sense Multiple Access / Collision Avoidance) method.
  • CSMA / CA Carrier Sense Multiple Access / Collision Avoidance
  • the in-vehicle communication device 19 adopts, for example, a multi-access method following the “700 MHz band highway traffic system standard (ARIB STD-T109)”. According to this method, the in-vehicle communication device 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.
  • a multi-access method following the “700 MHz band highway traffic system standard (ARIB STD-T109)”.
  • the in-vehicle communication device 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
  • 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.
  • the network configuration of the communication network 12 may include the relay device 20 and at least one ECU 16.
  • 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 an interpolation function for interpolating the position and direction of the host vehicle to obtain the correct 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 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 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 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 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.
  • the in-vehicle communication device 19 is illustrated as an in-vehicle device that performs inter-vehicle communication with the other vehicle 1, but when the relay device 20 has a wireless communication function, the relay device 20 itself is the other vehicle. It is good also as an in-vehicle device which performs communication between 1 and vehicles.
  • FIG. 4 is a block diagram showing an internal configuration of the in-vehicle communication device 19.
  • 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 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 may be written in advance at the factory, may be provided via a specific tool, or transferred by downloading from a computer device such as a server computer. You can also.
  • 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 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 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 “predicted travel behavior data” that the in-vehicle communication device 19 transmits to the other vehicle 1 through inter-vehicle communication.
  • the predicted traveling behavior data D includes a time within a future predicted period Tc for a relatively short predetermined time (for example, 10 seconds) from the present time, and information such as the absolute position and direction of the vehicle 1 at that time.
  • 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 The planned travel route during the prediction period Tc is calculated, and the calculated planned travel route is transmitted to the in-vehicle communication device 19.
  • the in-vehicle communication device 19 performs a map matching process between the received planned 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 in-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 in-vehicle communication device 19 has a curved traveling schedule route extending from the lane R1 to the lane R2 (indicated by the one-dot chain line in FIG. 5). ) In the above, 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 in-vehicle communication device 19 calculates a time corresponding to each discrete position based on the time interval and the time at the current time t0. Further, when the in-vehicle communication device 19 calculates a plurality of discrete positions of the vehicle 1 at distance intervals, the vehicle-mounted 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.
  • 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 in-vehicle communication device 19.
  • the predicted travel behavior data D of the present embodiment includes “vehicle ID”, “time”, “absolute position”, “vehicle attribute”, “direction”, and “transmission time ( A storage area such as “time stamp” is included.
  • “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 “sending time” stores the value of the time when the communication frame including the predicted traveling behavior data is transmitted by inter-vehicle communication. That is, the value of the current time when the communication frame including the predicted traveling behavior data is transmitted by inter-vehicle communication is 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 other vehicle 1 passing through the host vehicle and its surroundings transmits / receives the predicted traveling behavior data D to / from each other when the in-vehicle communication devices 19 perform inter-vehicle communication.
  • the host vehicle and the other vehicle 1 that passes around the vehicle can share the predicted traveling behavior data D with each other.
  • the time of a fixed time interval is stored in the “time” of the predicted traveling behavior data D, but the time of an indefinite time interval may be stored.
  • the indefinite time interval depends on each value such as the speed of the host vehicle, the distance between the host vehicle and the other vehicle, and the collision allowance time (TTC: Time To Collision) until the host vehicle collides with the other vehicle. It can be set appropriately.
  • 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.
  • FIG. 6 is an explanatory diagram outlining the selection process in the in-vehicle communication device 19.
  • FIG. 6 shows a plurality of vehicles A, B, C, D, E, F, G, H, I, J, K, and L traveling on the road.
  • the direction of the solid arrow extending from each vehicle indicates the planned traveling direction indicated in the predicted traveling behavior data D of the vehicle, and the length of the arrow indicates the vehicle speed.
  • Each vehicle exhibits the following traveling behavior.
  • Vehicle A Driving toward the intersection from the east-facing lane R5
  • Vehicle B Turning right into the north-facing lane R1 within the intersection
  • Vehicle C Driving toward the intersection from the west-facing lane R7
  • Vehicle D North-facing lane Vehicle R: Driving toward the intersection.
  • Vehicle E Driving westward lane R8 toward the intersection.
  • Vehicle F Driving northward lane R2 toward the intersection.
  • Vehicle G Northward lane R2 from the north of the intersection.
  • Vehicle H Traveling toward the intersection in the southward lane R3
  • Vehicle I Traveling from the east in the eastward lane R5
  • Vehicle J Traveling from the south in the lane R3 toward the south
  • Vehicle K Driving eastward lane R6 toward the intersection
  • Vehicle L Traveling south lane R4 toward the intersection
  • a target vehicle group (hereinafter referred to as a vehicle group) is formed from the plurality of vehicles.
  • a vehicle group for example, it is possible to execute the adjustment processing of the planned travel route of each target vehicle in consideration of the respective planned travel routes of the plurality of target vehicles belonging to the vehicle group.
  • a selection process for selecting one target vehicle that is a transmission source that transmits the information to each target vehicle by inter-vehicle communication is executed.
  • the target vehicle serving as the transmission source is referred to as a leader vehicle here.
  • 7 and 8 are diagrams for explaining a specific flow of the selection process when a plurality of vehicles are in the state of FIG. 7 and 8, a dotted line connecting the vehicles indicates a route (transmission route) through which communication frames are transmitted and received by inter-vehicle communication.
  • the control unit 191 of the in-vehicle communication device 19 of the vehicle 1 reads out and executes one or more programs stored in the storage unit 192 by the CPU, whereby the acquisition unit 195 and the generation unit 196 are performed.
  • the generation unit 196 of the control unit 191 has a function of generating communication destination information.
  • the communication destination information is information related to the other target vehicle that has received the predicted traveling behavior data (FIG. 5) by inter-vehicle communication and its communication time.
  • the communication destination information is transmitted to other vehicles as communication destination data.
  • 9A to 9F are examples of communication destination data, which are examples of communication destination data generated by the vehicles A to F, respectively.
  • the communication destination information includes the vehicle identification information (vehicle ID) of the other vehicle (communication destination vehicle) that is the transmission source of the communication frame received by the inter-vehicle communication, and the communication in the communication. This is data in which the delay time is associated with the absolute position of the communication destination vehicle.
  • each communication is made to each vehicle ID (XA, XC, XD, XE, XF) of each of the vehicles A, C, D, E, and F as communication destination vehicles.
  • Communication destination information is generated by associating the communication delay time (tAB, tBC, tBD, tBE, tBF) with the destination vehicle and the position (absolute position) of each destination vehicle.
  • the communication destination data is in a table format as shown in FIGS. 9A to 9F, and the data format is not limited to the table format.
  • the communication destination information is generated for each vehicle, and is transmitted to other vehicles as communication destination data as shown in FIGS. 9A to 9F for each vehicle.
  • the generation unit 196 identifies the communication destination vehicle from the vehicle ID included in the predicted traveling behavior data, and sets the ID as the communication partner vehicle ID. In addition, the generation unit 196 sets the current position of the communication destination vehicle included in the received predicted traveling behavior data as the absolute position of the communication destination vehicle. The generation unit 196 obtains the delay time by calculating the difference between the time at the host vehicle that has received the predicted traveling behavior data and the transmission time included in the predicted traveling behavior data.
  • the generation unit 196 specifies a vehicle ID, an absolute position, and a communication delay time for each vehicle (communication destination vehicle) that has received the predicted traveling behavior data during a predetermined period, and generates communication destination information.
  • the first notification unit 197 is a function that generates a communication frame including the generated communication destination information as communication destination data, passes the communication frame to the wireless communication unit 193, and transmits the communication frame by inter-vehicle communication.
  • the first notification unit 197 may transmit only data regarding the target vehicle in the generated communication destination information as communication destination data.
  • the acquisition unit 195 is a function of acquiring the predicted traveling behavior data D from a communication frame received from another vehicle by inter-vehicle communication.
  • the determination unit 198 has a function of determining the possibility of a collision between vehicles.
  • the determination method here is not limited to a specific method.
  • the determination unit 198 makes a determination based on the planned travel route of each vehicle included in the predicted travel behavior data D acquired from another vehicle. In this case, the determination unit 198 determines that there is a possibility of a collision between these two vehicles when the planned traveling route of each vehicle intersects or approaches a predetermined range of the other vehicle.
  • the determination unit 198 includes a first sensor 51 and a second sensor 52 that are detection results of the vehicle speed sensor 44 and the gyro sensor 45 of the host vehicle obtained from the navigation ECU 16B1, and are obtained from the environment recognition ECU 16C2. The possibility of a collision between the host vehicle and the other vehicle or the other vehicle may be determined based on the detection result.
  • the determination unit 198 determines that there is a possibility of collisions AC1, AC2, AC3, and AC4.
  • the second notification unit 199 is a function that generates a communication frame including the determination result, passes it to the wireless communication unit 193, and transmits it by inter-vehicle communication.
  • the determination result includes identification information (vehicle ID) of the target vehicle (vehicles A, B, C, D, E, and F in the example of FIG. 6).
  • the 1st determination part 200 is a function which forms the vehicle group which consists of an object vehicle group based on a determination result.
  • FIG. 7 is a diagram showing the positional relationship between the vehicle group formed in the example of FIG. 6 and each target vehicle. With reference to FIG. 7, in the example of FIG. 6, first determination unit 200 generates a vehicle group including vehicles A, B, C, D, E, and F.
  • the acquisition unit 195 also has a function of acquiring communication destination data (FIG. 9) of each vehicle from a communication frame received from another vehicle by inter-vehicle communication. Based on the communication delay time between the target vehicles obtained from the communication destination data of each target vehicle, the calculation unit 201 determines the communication delay between each target vehicle and the target vehicle farthest from the target vehicle in the vehicle group. This is a function for calculating time (hereinafter also referred to as maximum delay time). The calculation unit 201 merges the communication destination data of all the vehicles A to F for each pair of communication nodes that directly transmit and receive the inter-vehicle communication frame to obtain data corresponding to the map of FIG. In FIG. 7, the information on the result of specifying the communication delay time is in a map format, and may be in another data format such as a table format.
  • FIG. 7 shows an example of the result of specifying the communication delay time between target vehicles obtained from each communication destination data.
  • the calculation unit 201 reads the following communication delay time from the communication frame of each target vehicle.
  • FIG. 8 shows an example of maximum delay time information that is a calculation result of the maximum delay time for each target vehicle.
  • the maximum delay time information is also referred to as a communication map.
  • the maximum delay time information is a map-type communication map, and the data format of the maximum delay time information is not limited to the map format.
  • the calculation unit 201 specifies the maximum vehicle for each target vehicle based on the current position of each target vehicle, calculates a communication delay time to the maximum vehicle, and calculates the target vehicle and the maximum delay time of the target vehicle.
  • the associated maximum delay time information is generated.
  • the calculation unit 201 sets the time as the maximum delay time.
  • the communication delay time when communicating via (hopping) one or more other target vehicles is calculated.
  • the calculation unit 201 identifies the maximum vehicle as the target vehicle F. Therefore, the maximum delay time TA of the target vehicle A is the delay time of the target vehicle AF.
  • the target vehicle A and the target vehicle F do not have a transmission route for inter-vehicle communication in which a communication frame is directly exchanged. Therefore, the calculation unit 201 sets a transmission route for inter-vehicle communication via the vehicle B between the target vehicle A and the target vehicle F.
  • the calculation unit 201 calculates the maximum delay time for each target vehicle as follows.
  • the second determination unit 202 is a function that determines one target vehicle as a leader vehicle from the vehicle group that satisfies a predetermined condition (leader condition) defined in advance based on the maximum delay time of each target vehicle.
  • the leader vehicle is a vehicle that leads the adjustment of the scheduled travel route of the plurality of target vehicles belonging to the vehicle group.
  • the leader condition is, for example, that the maximum delay time is the shortest.
  • the leader condition is that the maximum delay time is relatively short. Specifically, the maximum delay time is shorter than the average value in the vehicle group, the maximum delay time is one of the target vehicles within the specified number from the shortest target vehicle, and the like.
  • the third notification unit 203 generates a communication frame including the determined identification information (vehicle ID) of the leader vehicle, passes the communication frame to the wireless communication unit 193, and transmits the communication frame by inter-vehicle communication, so that the leader vehicle is transmitted to other vehicles. This is a notification function.
  • FIG. 10 is a flowchart showing the flow of selection processing executed by the in-vehicle communication device 19.
  • the control unit 191 of the in-vehicle communication device 19 executes the processing shown in the flowchart of FIG. 10 when the CPU reads and executes one or more programs stored in the storage unit 192.
  • the selection process in FIG. 10 is started when the vehicle 1 receives a communication frame including the predicted traveling behavior data D from another vehicle through inter-vehicle communication.
  • control unit 191 of in-vehicle communication device 19 receives a communication frame including predicted traveling behavior data D from another vehicle by inter-vehicle communication (YES in step S101), communication destination data of own vehicle ( FIG. 9) is generated and transmitted to the other vehicle (step S103).
  • the control unit 191 determines whether or not there is a possibility of collision between the own vehicle, the other vehicle, and the other vehicles based on the predicted traveling behavior data D of the other vehicle. As a result, when there is a possibility of a collision (YES in Step S105), the control unit 191 transmits a determination result including the vehicle ID of the target vehicle that has a possibility of a collision (Step S107). In step S107, a communication frame including the determination result is generated and transmitted to the wireless communication unit 193 by inter-vehicle communication.
  • the control unit 191 determines that there is a possibility of a collision, the control unit 191 forms a vehicle group including the target vehicles (step S109). And the control part 191 performs the process which selects a leader vehicle from a vehicle group (step S111, S113). That is, the control unit 191 calculates the maximum delay time for each target vehicle and generates the communication map of FIG. 8 (step S111). Then, based on the maximum delay time of each target vehicle, the target vehicle that satisfies the leader condition stored in advance as the maximum delay time is determined as the leader vehicle (step S113).
  • the control unit 191 notifies the determined leader vehicle to other vehicles (step S115). That is, the control unit 191 generates a communication frame including the vehicle ID of the leader vehicle, and causes the wireless communication unit 193 to transmit the communication frame by inter-vehicle communication.
  • the communication frame is transmitted to the other target vehicle from the vehicle group including the target vehicles with the possibility of collision.
  • the target vehicle having a relatively short delay time is determined as the leader vehicle that leads the adjustment of the scheduled travel route of each target vehicle.
  • the leader condition is that the delay time to the maximum vehicle is the shortest, so that the target vehicle having the shortest delay time of transmission of the communication frame in the inter-vehicle communication to other target vehicles is the leader vehicle. Is selected. As a result, the delay in data communication time within the vehicle group can be minimized, and quick data transfer can be realized. As a result, the scheduled travel route within the vehicle group can be adjusted more smoothly.
  • each vehicle 1 calculates the maximum delay time for all target vehicles. However, each vehicle 1 may calculate only the maximum delay time of its own vehicle. Thereby, calculation processing can be simplified.
  • each vehicle transmits the calculation result of the calculated maximum delay time of its own vehicle by inter-vehicle communication.
  • Each vehicle determines the leader vehicle based on the calculation result of the maximum delay time received from the other vehicle.
  • control unit 191 of the in-vehicle communication device 19 may perform the selection process in cooperation with other in-vehicle devices.
  • the control unit 21 of the relay device 20 may perform at least a part of the processing. That is, the control unit 21 of the relay device 20 includes an acquisition unit 195, a generation unit 196, a first notification unit 197, a determination unit 198, a second notification unit 199, a first determination unit 200, a calculation unit 201, and a second determination unit 202. , And may function as at least one of the third notification unit 203.
  • the disclosed features are realized by one or more modules.
  • the feature can be realized by a circuit element or other hardware module, by a software module that defines processing for realizing the feature, or by a combination of a hardware module and a software module.
  • a program that is a combination of one or more software modules for causing a computer to execute the above-described operation.
  • a program is recorded 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, and provided as a program product. You can also.
  • the program can be provided by being recorded on a recording medium such as a hard disk built in the computer.
  • a program can also be provided by downloading via a network.
  • the program according to the present disclosure is a program module that is provided as a part of a computer operating system (OS) and calls necessary modules in a predetermined arrangement at a predetermined timing to execute processing. Also good. In that case, the program itself does not include the module, and the process is executed in cooperation with the OS. Such a program that does not include a module may also be included in the program according to the present disclosure.
  • OS computer operating system
  • the program according to the present disclosure may be provided by being incorporated in a part of another program. Even in this case, the program itself does not include the module included in the other program, and the process is executed in cooperation with the other program.
  • a program incorporated in such another program may also be included in the program according to the present disclosure.
  • the provided program product is installed in a program storage unit such as a hard disk and executed.
  • the program product includes the program itself and a recording medium on which the program is recorded.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mobile Radio Communication Systems (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un dispositif automobile comprenant : une unité de communication permettant de transmettre/ recevoir une trame de communication inter-véhicules vers/depuis un autre véhicule ; une unité de génération permettant de générer des informations de destination de communication, dans laquelle sont associées les informations d'identification d'un véhicule d'origine de transmission, à savoir l'origine de transmission d'une trame de communication inter-véhicules reçue, et une durée de retard de communication pour la communication de la trame de communication inter-véhicules entre le véhicule d'origine de transmission et le véhicule hôte ; et une unité de notification permettant d'amener l'unité de communication à transmettre une trame de communication inter-véhicules comprenant les informations de destination de communication générées.
PCT/JP2018/003068 2018-01-31 2018-01-31 Dispositif automobile, procédé de communication et programme informatique WO2019150455A1 (fr)

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PCT/JP2018/003068 WO2019150455A1 (fr) 2018-01-31 2018-01-31 Dispositif automobile, procédé de communication et programme informatique

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PCT/JP2018/003068 WO2019150455A1 (fr) 2018-01-31 2018-01-31 Dispositif automobile, procédé de communication et programme informatique

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