Determination device, determination method, and determination program

Abstract

To provide a determination device capable of safely and surely allowing a vehicle to enter a main lane for merging when the vehicle on a side lane merges with the main lane.SOLUTION: A determination device acquires information indicating respective vehicle states of a vehicle CA and the like and a vehicle Ca and the like traveling in a side lane SR that merges with a main lane MR on which the vehicle CA and the like travel, and generates an interval between vehicles such as the vehicle CA on the basis of acceleration added to the vehicle CA and the like when an inter-vehicle distance of the vehicle CA and the like where the vehicle Ca and the like can enter is generated on the basis of the acquired information, and moves the entering vehicle Ca and the like to a position between the vehicles.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present application relates to the technical fields of a determination device, a determination method, and a determination program, and more specifically, to a determination device, a determination method, and a program for the determination device that determine whether a second moving body, such as a vehicle traveling on a second road merging into a first road, should enter the first road and merge with a line of first moving bodies, such as vehicles traveling on the first road. [Background technology]

[0002] In recent years, research and development into automated driving of vehicles has been active. In order to further popularize such automated driving, it is also necessary to enable vehicles to merge smoothly at merging points, such as between a siding and a main line. An example of a conventional technology for this purpose is the technology described in Patent Document 1 below. The technology described in Patent Document 1 is configured to allow vehicles on a siding to merge onto the main line without vehicles on the main line coming too close to each other, by taking into account the running conditions (e.g., vehicle speed, inter-vehicle distance, etc.) of a reference vehicle traveling on the main line and the vehicles before and after it, i.e., multiple vehicles traveling on the main line, as well as the position and merging speed of vehicles traveling on the siding. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-170385 Summary of the Invention [Problem to be solved by the invention]

[0004] However, even assuming the technology described in Patent Document 1, when a vehicle enters a line from a siding onto a main line to merge with a line of vehicles on the main line, it is essential that the vehicle traveling on the siding can smoothly enter and merge, in addition to ensuring the safety of the vehicles traveling on the main line.

[0005] Furthermore, there was a problem that unless smooth entry and merging could be achieved even in cases where the driver of a vehicle traveling on a siding and attempting to enter and merge onto the main line was poor in skill, congestion on the siding could occur.

[0006] Therefore, the present application has been made in consideration of the above-mentioned demands and problems, and one example of the object of the application is to provide a determination device and a determination method, as well as a program for the determination device, that are capable of making the determination necessary to allow a vehicle on a siding to merge onto the main line smoothly and reliably. [Means for solving the problem]

[0007] In order to solve the above problem, the invention described in claim 1 comprises an acquisition means for acquiring status information indicating the movement status of each of a plurality of first moving bodies moving in the same direction on a first road, and the movement status of a second moving body moving on a second road merging with the first road and scheduled to enter the first road and move in the direction, and a determination means for determining whether the gap can be generated based on an acceleration based on the status information and applied to at least one of the first moving bodies to generate a gap that allows the second moving body to enter the first road.

[0008] In order to solve the above problem, the invention described in claim 9 is a judgment method executed in a judgment device equipped with an acquisition means and a judgment means, and includes an acquisition step in which the acquisition means acquires status information indicating the movement status of each of a plurality of first moving bodies moving in the same direction on a first road, and the movement status of a second moving body moving on a second road merging with the first road and scheduled to enter the first road and move in the direction, and a judgment step in which the judgment means judges whether the gap can be generated based on an acceleration based on the status information and applied to at least one of the first moving bodies to generate a gap that allows the second moving body to enter the first road.

[0009] In order to solve the above problem, the invention described in claim 10 causes a computer to function as the determination device described in any one of claims 1 to 8. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a block diagram showing a schematic configuration of a determination device according to an embodiment; [Figure 2] FIG. 2 is a conceptual diagram seen from above illustrating a merging state of roads according to the first embodiment. [Figure 3] 1 is a block diagram showing a schematic configuration of a navigation device according to a first embodiment. [Figure 4] 4 is a flowchart showing the overall merging control according to the first embodiment. [Figure 5] 5 is a flowchart showing details of merging control according to the first embodiment. [Figure 6] 1A and 1B are top-view conceptual diagrams showing the state of merging control according to the first embodiment, where FIG. 1A is a top-view conceptual diagram showing the state when merging control according to the first embodiment is not executed, and FIG. 1B is a top-view conceptual diagram showing the result of executing merging control according to the first embodiment. [Figure 7] 10 is a flowchart showing merging control according to a second embodiment. [Figure 8] 10 is a flowchart showing details of merging control according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Next, an embodiment of the present invention will be described with reference to Fig. 1. Fig. 1 is a block diagram showing a schematic configuration of a determination device according to the embodiment.

[0012] As shown in FIG. 1, the determination device S according to the embodiment is configured to include an acquisition means 1 and a determination means 10.

[0013] In this configuration, the acquisition means 1 acquires status information indicating the movement status of each of multiple first moving bodies moving in the same direction on a first road, and the movement status of a second moving body moving on a second road merging with the first road and scheduled to enter the first road and move in the same direction.

[0014] Next, when the determination means 10 causes one of the first moving bodies to generate a gap that allows the second moving body to enter the first road, it obtains the acceleration applied to the first moving body based on the status information acquired by the acquisition means 1 and determines whether to allow the second moving body to enter the gap.

[0015] As described above, according to the determination device S of the embodiment, when a gap allowing the second moving body to enter is generated between any of the first moving bodies, it is determined whether the second moving body will enter the gap based on the acceleration applied to the first moving body, so that the determination necessary to allow the second moving body to enter the first road smoothly and reliably can be made. [Example]

[0016] Next, specific examples corresponding to the above-described embodiments will be described with reference to the drawings. Each of the examples described below is an example in which the present application is applied to control a case in which a plurality of vehicles, each equipped with a navigation device, are traveling near a junction between a main lane and a side lane, and a vehicle traveling on the side lane is automatically driven to enter the main lane and merge with the line of vehicles on the main lane. In this case, the vehicles are configured to be able to exchange information with each other through so-called vehicle-to-vehicle communication. The automated driving uses the information exchanged through the vehicle-to-vehicle communication to drive each vehicle without, in principle, the involvement of the respective drivers. Examples of the junction between the main lane and the side lane include an entrance to a highway, a junction from a highway exit to a general road, or a junction from a parking area to a highway.

[0017] (I) First Example First, a first example corresponding to the embodiment will be described with reference to FIGS. 2 to 6. Here, FIG. 2 is a conceptual diagram viewed from above illustrating a road merging state according to the first example, FIG. 3 is a block diagram showing the general configuration of a navigation device according to the first example, and FIG. 4 is a flowchart showing the overall merging control according to the first example. Furthermore, FIG. 5 is a flowchart showing the details of the merging control, and FIG. 6 is a conceptual diagram viewed from above showing the state of the merging control. In FIG. 3, the same component numbers as those of the determination device S according to the embodiment shown in FIG. 1 are used for components of the first example corresponding to the components of the determination device S. Furthermore, the control according to the first example in which a vehicle on a side line is automatically driven to enter a main line and merge with a line of vehicles on the main line will hereinafter be simply referred to as "merging control according to the first example."

[0018] 2, the merging control according to the first embodiment is executed when, for example, vehicles CA to CG are traveling on the main line MR, and vehicles Ca to Cc traveling on the siding SR, for example, enter the main line MR via a merging position MP on the main line MR and merge with the line of vehicles CA to CG on the main line MR. Such merging control according to the first embodiment is executed autonomously as part of the above-mentioned automatic driving by the navigation devices NVA to NVG and the navigation devices NVa to NVc mounted on the vehicles CA to CG and the vehicles Ca to Cc, respectively, while transmitting and receiving information to each other via vehicle-to-vehicle communication.

[0019] In the following description, when describing matters common to vehicles CA to CG and vehicles Ca to Cc, they will be collectively referred to simply as "vehicle C." Similarly, when describing matters common to navigation devices NVA to NVG and navigation devices NVa to NVc, they will be collectively referred to simply as "navigation device NV."

[0020] More specifically, as shown in FIG. 3, the navigation device NV of the first embodiment is composed of a vehicle-to-vehicle communication unit 1 equipped with an antenna AT, a processing unit 10 consisting of a CPU, RAM (Random Access Memory), ROM (Read Only Memory), etc., a recording unit 11 consisting of an HDD (Hard Disc Drive) or SSD (Solid State Drive), etc., an external interface unit 12, an operation unit 13 consisting of a touch panel and / or remote control, etc., a radar unit 14 using, for example, millimeter waves or acoustic waves, a sensor unit 15 consisting of a GPS (Global Positioning System) sensor and an acceleration sensor, etc., a display 16 consisting of a liquid crystal display, etc., and a camera unit 17 consisting of a CCD (Charge Coupled Device) imaging element or a CMOS (Complementary Metal Oxide Semiconductor) imaging element, etc.

[0021] The processing unit 10 also includes a calculation unit 2, a generation unit 3, and a movement unit 4. In this case, the calculation unit 2, the generation unit 3, and the movement unit 4 may each be realized by a hardware logic circuit including the CPU or the like that constitutes the processing unit 10, or may be realized in software by the processing unit 10 reading out from the recording unit 11, for example, a program corresponding to a flowchart showing the merging control according to the first embodiment, which will be described later, and executing the program.

[0022] Furthermore, the vehicle-to-vehicle communication unit 1 corresponds to an example of the acquisition means 1 according to the embodiment, the calculation unit 2 corresponds to an example of the calculation means 2 according to the embodiment, and the processing unit 10 corresponds to an example of the determination means 10 according to the embodiment. As indicated by the dashed lines in Fig. 3, the vehicle-to-vehicle communication unit 1, the calculation unit 2, and the processing unit 10 constitute an example of the determination device S according to the embodiment.

[0023] In the above configuration, the inter-vehicle communication unit 1 exchanges information with a navigation device NV provided in another vehicle C via the antenna AT under the control of the processing unit 10. The communication range over which the inter-vehicle communication unit 1 can exchange information varies depending on radio wave conditions, but is typically within a radius of several hundred meters from the vehicle C on which the navigation device NV is mounted. Examples of information exchanged in this case include vehicle identification information, position information, acceleration information or speed information, vehicle attribute information, occupant attribute information, autonomous driving level information, road information, light ON / OFF information, wiper ON / OFF information, and various messages related to a first embodiment described below, for the vehicle C on which the navigation device NV equipped with the processing unit 10 is mounted. This vehicle identification information and the like are exchanged between the navigation devices NV in a preset format.

[0024] In this case, the vehicle identification information is vehicle identification information for distinguishing the vehicle C equipped with the navigation device NV that is the sender of the vehicle identification information from other vehicles C. The position information is position information indicating the detection result by the sensor unit 15 of the position of the navigation device NV detected by the GPS sensor (in other words, the position of the vehicle C equipped with the navigation device NV). More specifically, the position information is, for example, latitude / longitude information indicating the position, or relative position information indicating the relative positions of the navigation devices NV. Next, the acceleration information is the result of detection by the acceleration sensor of the sensor unit 15 of acceleration applied to the navigation device NV due to acceleration / deceleration, turning right or left, going up or down a slope, etc., of the vehicle C equipped with the navigation device NV. Next, the speed information is speed information detected by the sensor unit 15 using vehicle speed pulses detected as the vehicle C travels, or by integrating the acceleration. On the other hand, the vehicle attribute information is information indicating the attributes of the vehicle C equipped with the navigation device NV. More specifically, the vehicle attribute information is information indicating whether the vehicle C is a passenger car or a commercial vehicle (such as a truck), information indicating whether the vehicle C is a large vehicle or a small vehicle, or information indicating whether the vehicle C is a domestically produced vehicle or a foreign vehicle. Next, the passenger attribute information is information indicating the attributes of the driver and passengers driving the vehicle C equipped with the navigation device NV. More specifically, the passenger attribute information is information indicating whether the driver is a novice, information indicating whether the driver is elderly, information indicating whether there are elderly or children passengers other than the driver, and information indicating the number of such passengers if any. Next, the autonomous driving level information is information indicating the autonomous driving state of the vehicle C equipped with the navigation device NV at that time. More specifically, the autonomous driving level information is information indicating a predetermined (classified) level of autonomous driving, and is information indicating the contents of the functions of the vehicle C that are subject to automatic control in the autonomous driving and the degree of the driver's involvement in the autonomous driving. Next, the road information is information about the road on which the vehicle C equipped with the navigation device NV is traveling.Specifically, the road information is, for example, information indicating the type of road on which the vehicle C is traveling (such as an expressway or an ordinary road) and information indicating the lane on which the vehicle C is traveling. In this case, the information indicating the lane includes, for example, information indicating whether the vehicle C is traveling in a driving lane or an overtaking lane, and information indicating the position of the lane on a road with three or more lanes. Next, the light ON / OFF information is information indicating whether the lights (headlights or brake lights) of the vehicle C on which the navigation device NV is installed are on or off. Finally, the wiper ON / OFF information is information indicating whether the wipers of the vehicle C on which the navigation device NV is installed are operating.

[0025] Next, the recording unit 11 records information necessary for executing guidance processing as the navigation device NV, which will be described later, and also records information necessary for executing merging control according to the first embodiment, and outputs the information to the processing unit 10 under the control of the processing unit 10. Furthermore, under the control of the processing unit 10, the external interface unit 12 acquires (receives) congestion information and the like necessary for the operation of the navigation device NV, for example, from an external network such as the Internet or VICS (Vehicle Information and Communication System (registered trademark)), and outputs the information to the processing unit 10. On the other hand, when a user performs an instruction operation or the like on the operation unit 13 to specify an operation of the navigation device NV, the operation unit 13 generates an operation signal corresponding to the operation and outputs the operation signal to the processing unit 10. Furthermore, under the control of the processing unit 10, the radar unit 14 transmits, for example, the millimeter waves or sound waves, and detects the presence of other vehicles C traveling in front of or behind the vehicle C on which the navigation device NV is installed or in an adjacent lane, as well as the distance to the other vehicles C, based on the reflected waves, and outputs the detection results to the processing unit 10. As another method for detecting the distance between the vehicle C equipped with the navigation device NV and the other vehicle C, for example, there is a method in which the distance is detected in the vehicle C equipped with the navigation device NV by directly acquiring (receiving) the location information indicating the location of the other vehicle C from the other vehicle C. Next, under the control of the processing unit 10, the sensor unit 15 outputs, to the processing unit 10, location information indicating the location of the vehicle C equipped with the navigation device NV and acceleration information indicating the acceleration acting on the vehicle C as the detection results of the GPS sensor and the acceleration sensor. Finally, the camera unit 17 has an imaging range that is a preset range around the vehicle C equipped with the navigation device NV, and under the control of the processing unit 10, outputs image information resulting from imaging the imaging range to the processing unit 10.

[0026] The processing unit 10 performs guidance processing as the navigation device NV in response to an operation signal from the operation unit 13, based on the various pieces of information exchanged through the inter-vehicle communication, such as traffic congestion information from the external interface unit 12, the detection results from the radar unit 14, position information from the sensor unit 15, and image information from the camera unit 17. Note that information necessary for the guidance processing is temporarily recorded in the recording unit 11 and is read out by the processing unit 10 as needed to be used for the guidance processing. Programs corresponding to the guidance processing are also recorded in the recording unit 11 and are read out by the processing unit 10 as needed to be used for the guidance processing. Route guidance and the like as a result of the guidance processing are performed under the control of the processing unit 10 using the display of a map and the like on the display 16 and voice guidance via a speaker (not shown). Note that when the vehicle C equipped with the navigation device NV is traveling under a preset autonomous driving level, part or all of the guidance processing is performed by autonomous driving corresponding to the autonomous driving level.

[0027] In addition, the calculation unit 2, generation unit 3, and movement unit 4 of the processing unit 10 execute the merging control according to the first embodiment shown in a flowchart to be described later as part of the guidance process. At this time, the calculation unit 2 and the like execute the merging control according to the first embodiment based on the various information exchanged through the inter-vehicle communication, the congestion information and the like, the detection results of the radar unit 14, the vehicle identification information and the like, and the image information.

[0028] Next, the merging control according to the first embodiment will be specifically described with reference to Figures 4 to 6. The flowchart shown on the left side of Figure 4 is a flowchart showing processing executed as part of the merging control according to the first embodiment in navigation devices NVa to NVc mounted on vehicles Ca to Cc, respectively, traveling on the siding SR shown in Figure 2 and about to enter the main line MR. In contrast, the flowchart shown on the right side of Figure 4 is a flowchart showing processing executed as another part of the merging control according to the first embodiment in navigation devices NVA to NVG mounted on vehicles CA to CG, respectively, traveling on the main line MR shown in Figure 2. The processing corresponding to the flowcharts shown in Figure 4 is executed, for example, at regular intervals, mainly by processing unit 10 of navigation device NV.

[0029] In the following description, when describing matters common to vehicles Ca to Cc equipped with navigation devices NVa to NVc, they will be collectively referred to as "vehicle Ca, etc.", and when describing matters common to navigation devices NVa to NVc, they will be collectively referred to as "navigation device NVa, etc." Furthermore, when describing matters common to vehicles CA to CG equipped with navigation devices NVA to NVG, they will be collectively referred to as "vehicle CA, etc.", and when describing matters common to navigation devices NVA to NVG, they will be collectively referred to as "navigation device NVA, etc."

[0030] Furthermore, in the navigation devices NVa, etc., it is preset, for example, by route setting, that the vehicle Ca, etc. on which they are installed will travel on the side line SR and enter the main line MR from the merging position MP. Furthermore, in the navigation devices NVA, etc., it is preset that the merging position MP of the vehicle Ca, etc. from the side line SR is on the main line MR.

[0031] As shown in the left side of FIG. 4, when the merging control according to the first embodiment is initiated, the processing unit 10 of the navigation device NVa or the like mounted on the vehicle Ca or the like traveling on the side track SR monitors whether the merging position MP is approaching, i.e., whether the vehicle Ca or the like has traveled to a position at a predetermined distance from the merging position MP (step S1). If the merging position MP is not approaching during the monitoring in step S1 (step S1: NO), the processing unit 10 proceeds to the original guidance processing for the vehicle Ca or the like. On the other hand, if the merging position MP is approaching during the monitoring in step S1 (step S1: YES), the processing unit 10 next acquires position information and speed information indicating the current position and speed, respectively, of the vehicle Ca or the like mounted on the navigation device NVa or the like equipped with the processing unit 10 from the sensor unit 15 (step S2). Next, the processing unit 10 controls the vehicle-to-vehicle communication unit 1 to acquire vehicle information about the other vehicle C from another vehicle C within its communication range (step S3). The vehicle information acquired in step S3 includes the vehicle identification information, location information, acceleration information or speed information, vehicle attribute information, occupant attribute information, autonomous driving level information, road information, light ON / OFF information, and wiper ON / OFF information for other vehicles C traveling within the communication range.

[0032] Next, the processing unit 10 of the navigation device NVa or the like determines whether or not another vehicle C is traveling on the main line MR based on the vehicle information acquired in step S3 (step S4). At this time, the processing unit 10 determines in step S4 whether or not another vehicle C is traveling, particularly in the merging lane on the main line MR (in FIG. 2, the left lane of the main line MR). If the determination in step S4 shows that there is no other vehicle C traveling on the main line MR (step S4: NO), the vehicle Ca or the like traveling on the siding SR can safely enter the main line MR via the merging position MP, and the processing unit 10 proceeds to the original guidance processing for the vehicle Ca or the like. On the other hand, if the judgment in step S4 is that there is another vehicle C traveling on the main line MR (step S4: YES), the processing unit 10 then judges whether the vehicle Ca, etc. (in Figure 4, the vehicle Ca, etc. is referred to as the "own vehicle". The same applies to each of the following examples) equipped with the navigation device NVa, etc., in which the processing unit 10 is equipped, is the front of the vehicles Ca, etc. traveling on the side line SR, that is, whether the own vehicle, etc., traveling on the side line SR, is traveling at a position closest to the merging position MP (step S5).

[0033] If the determination in step S5 shows that the vehicle is not traveling at a position closest to the merging position MP, i.e., if the vehicle is not the leading vehicle among the vehicles Ca traveling on the side line SR (step S5: NO), the processing unit 10 then determines whether or not another vehicle C located ahead of the vehicle on the side line SR has entered and merged with the main line MR, based on the position information among the various information acquired in step S3 (step S6; see step S11 described later).If the determination in step S6 shows that the other vehicle Ca has not entered and merged with the main line MR either (step S6: NO), the processing unit 10 of the vehicle returns to step S2 and repeats the above-described processing.

[0034] On the other hand, if the determination in step S5 is that the host vehicle is traveling at a position closest to the merging position MP (i.e., the host vehicle is at the front of the vehicles Ca, etc. traveling on the siding SR) (step S5: YES), or if the determination in step S6 is that the other vehicles Ca, etc. have entered and merged onto the main line MR (step S6: YES), the calculation unit 2 and the generation unit 3 of the processing unit 10 of the host vehicle then generate a merge request message requesting that the host vehicle enter the main line MR via the merging position MP and merge into the line of vehicles CA, etc., by identifying the vehicle CA, etc. on the main line MR to which the message is to be sent (step S7). In this step S7, when accelerating or decelerating any of the vehicles CA, etc. traveling on the main line MR to cause the vehicle CA, etc. to leave a gap between them so that the host vehicle can enter the main line MR via the merging position MP, the calculation unit 2 of the processing unit 10 calculates the acceleration to be applied during the acceleration or deceleration by identifying the vehicle CA, etc. to be accelerated or decelerated. Then, the generation unit 3 of the processing unit 10 of the host vehicle generates the above-mentioned merging request message addressed to the vehicle CA, etc., to be accelerated or decelerated according to the calculated acceleration. At this time, the merging request message includes an acceleration / deceleration instruction message for accelerating or decelerating the destination vehicle CA, etc., together with acceleration information indicating the above-mentioned acceleration calculated for each vehicle CA, etc. Details of step S7 will be described later using FIG. 5.

[0035] Once the merge request message is generated together with the identification of the vehicle CA, etc. to which it is to be sent in step S7, the generation unit 3 of the processing unit 10 of the vehicle controls the vehicle-to-vehicle communication unit 1 of the vehicle to individually send the generated merge request message addressed to the identified vehicle CA, etc. (step S8). The processing unit 10 of the vehicle then waits for the transmission of a merge possibility message corresponding to the merge request message sent in step S8 from the destination vehicle CA, etc. (step S9, step S9: NO). This merge possibility message is a message indicating whether or not the acceleration or deceleration indicated by the merge request message is accepted by any of the vehicles CA, etc. that received the merge request message. The merge possibility message will be described in detail later.

[0036] Next, if a merge possibility message is received from the vehicle CA, etc., that was the destination of the merge request message during the standby state of step S9 (step S9: YES), the processing unit 10 of the vehicle determines, based on the received merge possibility message, whether or not the entry of the vehicle into the main road MR via the merge position MP and the merge are approved (established), that is, whether or not the required inter-vehicle distance will be created between the vehicle CA, etc., when the vehicle reaches the merge position MP (step S10). If the determination in step S10 shows that the merge of the vehicle is not approved (established), that is, the required inter-vehicle distance will not be created (step S10: NO), the processing unit 10 of the vehicle returns to step S7 and repeats the above-described control. Note that at this time, the merge request message is not repeatedly transmitted to the vehicle CA, etc., that was the source of the merge possibility message indicating that the merge of the vehicle is not approved. On the other hand, if it is determined in step S10 that the merging of the vehicle has been approved (established), i.e., the required vehicle gap is created at the required position (step S10: YES), the processing unit 10 of the vehicle then controls the vehicle-to-vehicle communication unit 1 to broadcast information that the merging of the vehicle has been established, i.e., that the required vehicle gap is created at the required position, to the navigation device NV of the vehicle C traveling within its communication range (step S11). In step S11, the processing unit 10 broadcasts information that the merging of the vehicle has been established, together with the vehicle identification information for identifying the vehicle C and the vehicle CA, etc., whose merging of the vehicle has been approved, to the other vehicles C traveling within the communication range. This allows the other vehicles CA, etc., following the vehicle CA, etc. on the siding SR, and the other vehicles CA, etc., following the vehicle CA, etc., with which the merging has been established, to obtain information about the vehicle C, which is the subject of the established merging, as information that is useful for both the other vehicles CA, etc., following the vehicle CA, etc., on the main line MR. At this time, the vehicle identification information and information that a merge has been achieved that are transmitted to other vehicles Ca, etc. and other vehicles CA, etc. using the above-mentioned broadcast method are useful from the perspective of the other vehicles Ca, etc. or other vehicles CA, etc. as information that allows the other vehicles Ca, etc. or other vehicles CA, etc. to predict, for example, whether a vehicle preceding the other vehicles Ca, etc. or other vehicles CA, etc. will slow down or accelerate.

[0037] Thereafter, the movement unit 4 of the processing unit 10 of the host vehicle controls the vehicle-to-vehicle communication unit 1 of the host vehicle to individually exchange preset merging control messages and the like with the vehicle CA, etc., that was the destination of the merging request message sent in step S8, and controls the actual entry into and merging into the main line MR via the merging position MP as part of the automatic driving of the host vehicle (step S12). Thereafter, the movement unit 4 monitors whether the situation of entry into and merging into the main line MR due to the merging control up to step S12 has changed (step S13). At this time, the movement unit 4 monitors, for example, a positional change in the merging position MP and a change in the estimated time of arrival at the merging position MP. If it is determined in step S13 that there has been no change in the situation (step S13: NO), the movement unit 4 controls entry into and merging into the main line MR as is, and proceeds to step S14, which will be described later. On the other hand, if the judgment in step S13 is that there has been some change in the situation (step S13: YES), the vehicle's movement unit 4 responds to the change by exchanging pre-set change response messages, etc. with the vehicle CA, etc. that is exchanging the merging control messages, etc., and controls entry into and merging into the main line MR (step S14).

[0038] Thereafter, the processing unit 10 of the vehicle determines whether or not the vehicle has entered and merged into the main line MR (step S15). If the determination in step S15 shows that the vehicle has not entered and merged into the main line MR (step S15: NO), the movement unit 4 of the vehicle returns to step S12 and repeats the above-described control. On the other hand, if the determination in step S15 shows that the vehicle has entered and merged into the main line MR (step S15: YES), the processing unit 10 returns to the original guidance processing for the vehicle Ca, etc.

[0039] 4, when the merging control according to the first embodiment is initiated, the processing unit 10 of the navigation device NVA or the like mounted on the vehicle CA or the like traveling on the main road MR monitors whether the merging position MP is approaching, i.e., whether the vehicle CA or the like has traveled to a position a predetermined distance from the merging position MP (step S20). If the merging position MP is not approaching during the monitoring in step S20 (step S20: NO), the processing unit 10 of the navigation device NVA or the like proceeds to the original guidance processing for the vehicle CA or the like. On the other hand, if the merging position MP is approaching during the monitoring in step S20 (step S20: YES), the processing unit 10 of the navigation device NVA or the like next acquires, from the sensor unit 15, position information and speed information indicating the current position and speed, respectively, of the vehicle CA or the like mounted on the navigation device NVA or the like that includes the processing unit 10 (step S21). Next, the processing unit 10 of the navigation device NVA or the like controls the vehicle-to-vehicle communication unit 1 to acquire vehicle information about another vehicle C from the other vehicle C within its communication range (step S22). The vehicle information acquired in step S22 includes, similar to the vehicle information acquired in step S3, the vehicle identification information, position information, acceleration information or speed information, vehicle attribute information, occupant attribute information, autonomous driving level information, road information, light ON / OFF information, wiper ON / OFF information, etc., about the other vehicle C traveling within the communication range.

[0040] Next, the processing unit 10 of the navigation device NVA or the like monitors whether or not it has received the merge request message transmitted from any of the vehicles Ca or the like traveling on the side track SR (step S23). If, during the monitoring of step S23, no merge request message has been received from any of the vehicles Ca or the like (step S23: NO), the processing unit 10 of the navigation device NVA or the like returns to the original guidance processing for the vehicles CA or the like. On the other hand, during the monitoring of step S23, if a merge request message has been transmitted from any of the vehicles Ca or the like (step S23: YES), the processing unit 10 of the navigation device NVA or the like next determines whether or not to approve the entry and merge of the vehicles Ca or the like onto the main track MR based on the received merge request message (step S24). At this time, the processing unit 10 of the navigation device NVA or the like makes the determination of step S24 from the perspective of whether or not the acceleration or deceleration indicated by the acceleration information included in the received merge request message is possible for the vehicles CA or the like in which the navigation device NVA or the like is installed. More specifically, the processing unit 10 of the navigation device NVA or the like determines that the entry and merging are not permitted if the vehicle CA or the like that has received the merge request message cannot accelerate or decelerate at the acceleration indicated by the acceleration information included in the merge request message, for example, because the driver is elderly or the vehicle has an infant as a passenger. On the other hand, if there is no particular reason for not permitting such permission, the processing unit 10 of the navigation device NVA or the like determines that the entry and merging are permitted. Note that it is preferable that the driver or manager of each vehicle C inputs information indicating the reason for not permitting the entry and merging in advance and record it in the recording unit 11. In addition, the processing unit 10 of the navigation device NVA or the like may also be configured to determine that the entry and merging are permitted if the vehicle CA or the like that has received the merge request message moves to a different lane (i.e., moves to a lane on the main road MR that does not include the merging position MP), thereby enabling the entry and merging of the vehicle CA or the like.

[0041] In the determination of step S24 as described above, if the entry and merging of the vehicle Ca, etc. onto the main line MR based on the received merge request message is acceptable (step S24: YES), the processing unit 10 of the navigation device NVA, etc. generates a merge-possible message indicating that the entry and merging of the vehicle Ca, etc. onto the main line MR based on the received merge request message is unacceptable (step S25). On the other hand, if the entry and merging of the vehicle Ca, etc. onto the main line MR based on the received merge request message is unacceptable (step S24: NO), the processing unit 10 of the navigation device NVA, etc. generates a merge-prohibited message indicating that the entry and merging of the vehicle Ca, etc. onto the main line MR based on the received merge request message is unacceptable (step S26). Then, the processing unit 10 of the navigation device NVA, etc. transmits the merge-possible / unacceptable message including either the merge-possible message or the merge-prohibited message to one of the vehicles Ca, etc. that sent the merge request message (step S27).

[0042] Thereafter, the movement unit 4 of the processing unit 10 of the navigation device NVA or the like controls the vehicle-to-vehicle communication unit 1 of the navigation device NVA or the like to individually exchange the merging control message or the like with the vehicle Ca or the like that transmitted the merging request message received in step S23, and controls the actual entry and merging of the vehicle Ca or the like onto the main line MR via the merging position MP as part of automatic driving (step S28). Thereafter, the processing unit 10 of the navigation device NVA or the like monitors whether or not the situation of the vehicle Ca or the like entering and merging onto the main line MR due to the merging control up to step S28 has changed (step S29). At this time, the processing unit 10 of the navigation device NVA or the like monitors, for example, a positional change in the merging position MP and a change in the estimated time of arrival at the merging position MP. If it is determined in step S29 that there has been no change in the situation (step S29: NO), the processing unit 10 of the navigation device NVA or the like continues to control the entry and merging of the vehicle Ca or the like onto the main line MR as is, and proceeds to step S31, which will be described later. On the other hand, if the judgment in step S29 indicates that there has been some change in the situation (step S29: YES), the processing unit 10 of the navigation device NVA, etc., responds to the change by exchanging pre-set change response messages, etc. with the vehicle Ca, etc., which is exchanging the merging control messages, etc., and controls the entry and merging of the vehicle Ca, etc., onto the main road MR (step S30).

[0043] Thereafter, the processing unit 10 of the navigation device NVA or the like determines whether or not the vehicles Ca or the like have entered and merged into the main road MR (step S31). If the determination in step S31 shows that the entering and merging have not been completed (step S31: NO), the processing unit 10 of the navigation device NVA or the like returns to step S28 and repeats the above-described control. On the other hand, if the determination in step S31 shows that the entering and merging have been completed (step S31: YES), the processing unit 10 of the navigation device NVA or the like returns to the original guidance processing for the vehicles CA or the like.

[0044] Next, the generation of the join request message in step S7 above will be described in more detail with reference to FIG.

[0045] That is, as shown in Fig. 5, in step S7, the calculation unit 2 of the processing unit 10 of the host vehicle analyzes the contents of the vehicle information about the vehicles CA, etc. acquired in step S3 shown in Fig. 4, and detects the positional relationship between each vehicle CA, etc. and the host vehicle, the speed difference, and the current position and length of the gap between each vehicle CA, etc. (step S70). Next, as described above, the calculation unit 2 of the processing unit 10 of the host vehicle identifies vehicles CA, etc. that can be accelerated or decelerated to make the vehicle CA, etc. leave a gap between the host vehicle and the vehicle so that the host vehicle can enter the main line MR via the merging position MP (step S71). At this time, the calculation unit 2 identifies vehicles CA, etc. that can be made to leave a gap between the vehicles, based on the above vehicle attributes and the above occupant attributes of the vehicles CA, etc., from the following perspectives, for example: -Do not create a gap behind a large vehicle that would obstruct the forward visibility of a vehicle such as a Ca merging behind it. -Do not create a gap in front of vehicles such as CAs with elderly drivers or infants. ·Do not create a gap between vehicles in locations where sudden acceleration or deceleration is required for vehicle Ca, etc.

[0046] The calculation unit 2 also calculates the acceleration applied when accelerating or decelerating the identified vehicle CA or the like.

[0047] Next, the calculation unit 2 identifies other vehicles CA, etc. related to the vehicle CA, etc. identified as the vehicle for which a vehicle distance will be created (step S72). Here, the vehicles CA, etc. identified as the vehicle for which a vehicle distance will be created include at least the vehicle CA, etc. behind the vehicle, etc. that constitutes the vehicle distance. The calculation unit 2 then identifies the vehicles CA, etc. traveling further in front of and behind the vehicle CA, etc. that constitutes the vehicle distance to be created, as the other related vehicles CA, etc. Furthermore, if it is necessary to accelerate or decelerate the identified other vehicles CA, etc., the calculation unit 2 also calculates the acceleration to be applied during the acceleration or deceleration.

[0048] Then, the calculation unit 2 generates the merging request message separately for the vehicle CA, etc. that constitutes the vehicle distance to be generated, and for the other vehicle CA, etc. (step S73). In this case, the merging request message includes, as described above, an acceleration / deceleration instruction message for accelerating or decelerating the destination vehicle CA, etc., and acceleration information indicating the acceleration calculated for each vehicle CA, etc.

[0049] Thereafter, the processing unit 10 of the vehicle proceeds to step S8 and executes the control described above.

[0050] When the merging control according to the first embodiment described above using Figures 4 and 5 is executed, for example, when vehicle Ca traveling on the siding SR attempts to enter and merge onto the main line MR at the merging position MP of the main line MR on which vehicles CA and others are traveling in the state shown in Figure 6(a) (see the dashed arrow in Figure 6), a dangerous situation may occur if vehicle Ca enters the main line MR in the state shown in Figure 6(a). However, if the inter-vehicle distance d shown in Figure 4(b) is created in advance on the main line MR by the merging control according to the first embodiment, vehicle Ca can safely enter and merge onto the main line MR from the siding SR. Note that in Figure 6(b), the "vehicles CA and others identified as vehicles that will create an inter-vehicle distance" refers to at least vehicle CE (usually vehicle CE and vehicle CD), and the "other vehicles CA and others" refers to at least vehicle CF (usually vehicle C and vehicle CF traveling further ahead of vehicle CD).

[0051] As explained above, according to the merging control of the first embodiment, when a distance d between vehicles CA, etc. at which vehicles Ca, etc. can enter is generated on the main line MR, the acceleration to be applied to each vehicle CA, etc. is calculated based on the vehicles CA, etc. and vehicle information corresponding to each vehicle CA, etc. Then, based on the acceleration, vehicles CA, etc. are caused to generate the distance d between vehicles, and vehicles Ca, etc. are moved to the position of the distance d between vehicles. Therefore, the distance d between vehicles CA, etc. at which vehicles Ca, etc. can enter is automatically generated based on the calculation results of the acceleration to be applied to vehicles CA, etc., so that vehicles Ca, etc. can safely enter and merge onto the main line MR (the above effect is referred to as effect i) of the merging control of the first embodiment).

[0052] In addition, the acceleration when generating a vehicle distance d for vehicle CA, etc. is calculated based on vehicle information, etc., including at least one of passenger attribute information or vehicle attribute information, so that an appropriate acceleration for vehicle CA, etc. can be calculated, allowing vehicle CA, etc. to enter safely (the above effect is referred to as effect ii) of the merging control according to the first embodiment).

[0053] Furthermore, the vehicle-to-vehicle communication unit 1, calculation unit 2, and generation unit 3 of the vehicle Ca, etc. traveling on the siding SR transmit acceleration information and an acceleration / deceleration instruction message instructing the vehicle to accelerate or decelerate at the acceleration indicated by the acceleration information to the vehicle CE (see FIG. 6(b)) traveling behind the vehicle distance d to be generated. Thus, the vehicle Ca, etc. can safely generate the vehicle distance d for the vehicle CA, etc., and allow the vehicle Ca, etc. to enter and merge with the main line MR.

[0054] Furthermore, if the merging possibility message received from vehicle CA, etc. is a merging impossibility message indicating that acceleration or deceleration is not possible, the acceleration for generating the inter-vehicle distance d between vehicle CA, etc. is recalculated, and new acceleration information indicating the recalculated acceleration and a new acceleration / deceleration instruction message instructing to accelerate or decelerate using the recalculated acceleration are transmitted at least to vehicle CA, etc. traveling behind vehicle CA, etc., which is generated based on the recalculated acceleration (see steps S7 to S9 from the second time onwards in FIG. 4). Thus, even if it has once been determined that generation of inter-vehicle distance d between vehicle CA, etc. is impossible, vehicle CA, etc., can take the initiative to generate inter-vehicle distance d safely and reliably by performing the process of generating inter-vehicle distance d again.

[0055] Furthermore, when the required vehicle distance d is generated in vehicle CA, etc., vehicle information, etc. indicating the position of the vehicle distance d in relation to the position of each vehicle CA, etc. is acquired by vehicle CA, etc. and vehicle Ca, etc. (see step S11 in Figure 4), thereby preventing rear-end collisions, etc. between vehicles CA, etc. and vehicle Ca, etc. around the vehicle distance d (the above effect is referred to as effect iii) of the merging control in the first embodiment).

[0056] (II) Second Example Next, a second example, which is another example corresponding to the embodiment, will be described with reference to Figures 7 and 8. Figure 7 is a flowchart showing the overall merging control according to the second example, and Figure 8 is a flowchart showing the details of the merging control.

[0057] The flowchart shown on the left side of Fig. 7 is a flowchart showing the processing executed in the navigation device mounted on each vehicle traveling on the siding line to enter the main line as part of the merging control according to the second embodiment. The flowchart shown on the right side of Fig. 7 is a flowchart showing the processing executed in the navigation device mounted on each vehicle traveling on the main line as another part of the merging control according to the second embodiment. The processing corresponding to the flowcharts shown in Fig. 7 is executed, for example, at regular intervals, mainly by the processing unit of the navigation device.

[0058] Furthermore, the hardware configuration of the navigation device according to the second embodiment is basically the same as that of the navigation device NV according to the first embodiment. Therefore, in the following description of the second embodiment, components that are the same as those of the navigation device NV according to the first embodiment will be given the same component numbers, and detailed descriptions thereof will be omitted. Furthermore, in FIG. 7, controls that are similar to the merging control according to the first embodiment described using FIG. 4 will be given the same step numbers, and detailed descriptions thereof will be omitted. Furthermore, the control according to the second embodiment in which vehicles Ca on the side line SR are automatically driven to enter the main line MR and merge with a line of vehicles CA will be simply referred to as "merging control according to the second embodiment."

[0059] In the merging control according to the first embodiment described above, a vehicle Ca, etc. traveling on the siding SR to enter and merge onto the main line MR takes the initiative in making vehicles CA, etc. traveling on the main line MR keep an inter-vehicle distance d (see FIG. 6(b)). In contrast, in the merging control according to the second embodiment described below, in response to a request from a vehicle Ca, etc., a vehicle CA, etc. traveling on the main line MR takes the initiative in making the requesting vehicle Ca, etc. enter the main line MR from the siding line SR and merge.

[0060] 7, when the merging control according to the second embodiment is started, the processing unit 10 of the navigation device NVa or the like mounted on the vehicle Ca or the like traveling on the side line SR first executes steps S1 to S6 similar to the merging control according to the first embodiment. Then, if it is determined in step S5 that the vehicle is traveling at a position closest to the merging position MP (step S5: YES), or if it is determined in step S6 that another vehicle Ca or the like located ahead of the vehicle on the side line SR has entered and merged onto the main line MR (step S6: YES), the processing unit 10 of the vehicle then generates a merging request message requesting that the vehicle enter and merge onto the main line MR via the merging position MP (step S40).

[0061] Here, the merging request message (step S40) generated in the merging control of the second embodiment differs from the merging request message generated in the merging control of the first embodiment in that it includes a request for the vehicle to enter the main line MR from the siding line SR and current vehicle information of the vehicle, but does not include the acceleration / deceleration instruction message and acceleration information of the first embodiment.

[0062] The processing unit 10 of the vehicle then controls the vehicle-to-vehicle communication unit 1 to broadcast the merge request message generated in step S40 to the navigation devices NV of other vehicles C traveling within its communication range (step S41). The processing unit 10 of the vehicle then waits for a merge possibility message corresponding to the merge request message transmitted in step S41 to be transmitted from one of the vehicles CA, etc. (step S9, step S9: NO). This merge possibility message is a message that includes information on whether or not the entry of the vehicle indicated by the merge request message can be accepted by one of the vehicles CA, etc. (vehicle CA, etc. traveling on the main road MR) that received the merge request message according to the second embodiment, and vehicle identification information for identifying the vehicle CA, etc. that accepted the merge possibility message. The merge possibility message according to the second embodiment will be described in detail later.

[0063] Next, if a merging possibility message is received from any of the vehicles CA, etc. while waiting in step S9 (step S9: YES), the processing unit 10 of the host vehicle determines, based on the received merging possibility message, whether one or more vehicles CA, etc. have been determined to be permitted to enter the main line MR via the merging position MP of the host vehicle, i.e., whether one or more vehicles CA, etc. have been determined to be able to keep the required inter-vehicle distance when the host vehicle reaches the merging position MP (step S42). In the determination of step S42, if one or more vehicles CA, etc. have not been determined to be permitted to merge with the host vehicle, i.e., the required inter-vehicle distance is not created on the main line MR (step S42: NO), the processing unit 10 of the host vehicle returns to step S40 and repeats the above-described control. On the other hand, if the judgment in step S42 indicates that one or more vehicles CA, etc. that have agreed to merge with the vehicle have been determined, i.e., the required vehicle spacing is generated on the main line MR (step S42: YES), then the processing unit 10 of the vehicle performs control similar to step S11 in the merging control of the first embodiment.

[0064] Thereafter, the movement unit 4 of the processing unit 10 of the host vehicle controls the vehicle-to-vehicle communication unit 1 of the host vehicle to individually exchange preset merging control messages, etc., with one or more vehicles CA, etc. determined in step S42, and perform actual entry control onto the main road MR via the merging position MP as part of the autonomous driving of the host vehicle (step S43). Thereafter, the movement unit 4 performs control similar to steps S13 to S15 in the merging control according to the first embodiment. Here, the merging control in steps S43 and S13 to S15 is executed after narrowing down the target to one vehicle CA, etc., from the one or more vehicles CA, etc. determined in step S42. More specifically, for example, it is desirable to configure the movement unit 4 to identify one vehicle CA, etc., from the one or more vehicles CA, etc. determined in step S42, that can create a vehicle gap that allows the host vehicle to enter and merge the fastest, and perform the merging control. At this time, if the situation of the surrounding vehicles Ca, etc. and vehicles CA, etc. changes (for example, if a vehicle CA, etc. traveling on the main road MR, changes lanes), merging control will be performed taking into account the change in situation (see step S13: YES and step S14).

[0065] 7, when the merging control according to the second embodiment is initiated, the processing unit 10 of the navigation device NVA or the like mounted on the vehicle CA or the like traveling on the main line MR performs control similar to steps S20 to S23 in the merging control according to the first embodiment. If, during the monitoring in step S23, a merging request message according to the second embodiment is transmitted from one of the vehicles Ca or the like (step S23: YES), the processing unit 10 of the navigation device NVA or the like determines whether or not to permit the vehicle Ca or the like to enter the main line MR based on the received merging request message (steps S45 and S46). The determinations in steps S45 and S46 are, in other words, whether or not to permit the vehicle Ca or the like that transmitted the merging request message according to the second embodiment to enter the main line MR and merge with the line of vehicles CA or the like. At this time, the processing unit 10 of the navigation device NVA or the like determines, by exchanging vehicle information via the inter-vehicle communication unit 1, whether or not it is possible to create (create) a distance d (see FIG. 6(b)) between the vehicles CA or the like in front of or behind the vehicle CA or the like in which the navigation device NVA or the like is installed, when the vehicle CA or the like identified by the vehicle identification information included in the received merge request message (see FIG. 7, step S23: YES) enters the main road MR via the merging position MP, while calculating the acceleration required for accelerating or decelerating to create the distance. The processing unit 10 of the navigation device NVA or the like also identifies other vehicles CA or the like that will be involved in creating the distance. Step S45 will be described in detail later using FIG. 8.

[0066] Thereafter, the processing unit 10 of the navigation device NVA or the like performs control similar to steps S25 to S27 in the merging control according to the first embodiment. In this case, the processing unit 10 of the navigation device NVA or the like transmits a merging possibility message according to the second embodiment, which includes either a merging possibility message (a message indicating that the entry and merging of the vehicle Ca or the like that transmitted the merging request message according to the second embodiment is permitted; see step S25) as a result of the determination made in steps S45 and S46 above, or a merging possibility message (a message indicating that the entry and merging of the vehicle Ca or the like onto the main line MR is not permitted; see step S26) as a result of the determination made in steps S45 and S46 above, to one of the vehicles Ca or the like that transmitted the merging request message according to the second embodiment (step S27). At this time, the merging possibility message includes the vehicle identification information for identifying the vehicle CA or the like that is mounted with the navigation device NVA or the like that includes the processing unit 10 that performed the determination made in step S45 above, as well as the vehicle identification information for identifying the other vehicle CA or the like that is related to the spacing between the vehicles.

[0067] Next, the movement unit 4 of the processing unit 10 of the navigation device NVA or the like controls the vehicle-to-vehicle communication unit 1 of the navigation device NVA or the like to exchange the merging control message and the like with the vehicle Ca or the like that is the source of the merging request message according to the second embodiment received in step S23, and performs actual entry control of the vehicle Ca or the like onto the main line MR via the merging position MP as part of automatic driving (step S47). In this case, the movement unit 4 exchanges necessary messages not only with the vehicle Ca or the like that is the source of the merging request message according to the second embodiment, but also with the other vehicles CA or the like that are related to maintaining an appropriate distance between the vehicles, and performs actual entry control of the vehicle Ca or the like onto the main line MR. Thereafter, the movement unit 4 of the processing unit 10 of the navigation device NVA or the like performs control similar to steps S29 to S31 in the merging control according to the first embodiment. Here, the merging control in the above step S47 and steps S29 to S31 corresponds to the merging control in the above step S43 and steps S13 to S15, and is executed by one vehicle CA, etc. out of one or more vehicles CA, etc. determined in the above step S42. Note that even at this time, if the situation of the surrounding vehicles CA, etc. and the vehicle CA, etc. changes (for example, if a lane change occurs in a vehicle CA, etc. traveling on the main road MR), the merging control is performed taking into account the situation change (see step S129: YES and step S30).

[0068] Next, the merging determination in step S45 will be described in more detail with reference to Fig. 8. In the description of the merging determination in step S45 using Fig. 8, the navigation device NVA or the like that performs the merging determination will be referred to as the "merging determination navigation device NV," and the vehicle CA or the like that is equipped with the merging determination navigation device NVA or the like will be referred to as the "merging determination vehicle C."

[0069] That is, as shown in Fig. 8, in step S45, the calculation unit 2 of the processing unit 10 of the merging determination navigation device NV analyzes the contents of the vehicle information about the surrounding vehicles CA, etc. acquired in step S22 shown in Fig. 7, and detects the positional relationship between each of the surrounding vehicles CA, etc. and the merging determination vehicle C, the speed difference, and the current position and length of the gap between each of the surrounding vehicles CA, etc. (step S450). Next, the calculation unit 2 of the processing unit 10 of the merging determination vehicle C determines, based on the detection results in step S450 and the relationship between the merging determination vehicle C and the surrounding other vehicles CA, whether or not the vehicle CA, etc. that transmitted the merging request message according to the second embodiment, can leave an interval d between them so that they can enter the main line MR via the merging position MP and merge (step S451). At this time, the calculation unit 2 determines, based on the vehicle attributes and passenger attributes of the merging determination vehicle C and the other vehicles CA, etc., whether or not an interval d can be left between them, for example, from the following perspectives, as in step S71 in the merging control according to the first embodiment. If the merging determination vehicle C is a vehicle that would obstruct the forward visibility of a vehicle Ca, etc. that sent a merging request message according to the second embodiment when the merging determination vehicle C merges behind the vehicle Ca, etc. (for example, if the merging determination vehicle C is a large vehicle), the merging determination vehicle C will not leave a distance d between the vehicles. If the driver of merging vehicle C is elderly or has an infant on board, do not leave a distance d in front of merging vehicle C. In a position where a sudden acceleration or deceleration is required for the vehicle Ca that has transmitted the merge request message according to the second embodiment, the vehicle distance d is not left. In comparison with other vehicles CA, etc., if the vehicle Ca, etc. that sent the merging request message in the second embodiment, leaves a distance d in front of the merging determination vehicle C, the vehicle Ca, etc. that sent the merging request message in the second embodiment will be able to enter and merge the fastest.

[0070] The calculation unit 2 also calculates the acceleration applied to the merging determination vehicle C when the merging determination vehicle C is accelerated or decelerated to leave a distance d between the vehicles in front of or behind the merging determination vehicle C.

[0071] Next, when the calculation unit 2 determines that it is possible to leave a distance d in front of or behind the merging determination vehicle C (see step S451), it identifies other vehicles CA, etc. related to the merging determination vehicle C (step S452). Here, the identified other vehicles CA, etc. include at least other vehicles CA, etc. traveling just before and just after the merging determination vehicle C that leaves the distance d. Here, when the merging determination vehicle C is decelerated to leave a distance d in front of the merging determination vehicle C, it is important to identify other vehicles CA, etc. traveling just after the merging determination vehicle C. On the other hand, when the merging determination vehicle C is accelerated to leave a distance d behind the merging determination vehicle C, it is important to identify other vehicles CA, etc. traveling just before the merging determination vehicle C. Note that the calculation unit 2 may also identify vehicles CA, etc. traveling further ahead or behind the other vehicles CA, etc. traveling just before and just after the merging determination vehicle C, as the above-mentioned related other vehicles CA, etc. Here, when it is necessary to accelerate or decelerate the identified other vehicle CA, the calculation unit 2 also calculates the acceleration to be applied when accelerating or decelerating the identified other vehicle CA.

[0072] If the calculation unit 2 determines in step S451 and step S452 that the distance d cannot be maintained in front of or behind the merging determination vehicle C (step S453, step S453: NO), the calculation unit 2 determines whether or not steps S450 to S453 have been repeatedly executed a preset number of times as the number of attempts to determine whether the distance d can be maintained (step S455). If the calculation unit 2 determines in step S455 that the distance d cannot be maintained even after the above number of attempts (step S455: YES), the calculation unit 2 determines that it is not possible at that time to allow the vehicle Ca, etc. that transmitted the merging request message according to the second embodiment to enter the main line MR and merge (step S456), and proceeds to step S46. On the other hand, if it is determined in step S455 that the determination of whether or not the vehicle distance d can be increased the number of attempts has not been made (step S455: NO), the calculation unit 2 returns to step S450 and repeats the above-described control.

[0073] On the other hand, if the judgment in step S453 is that a distance d can be maintained in front of or behind the merging determination vehicle C (step S453: YES), the calculation unit 2 determines that it is acceptable for the vehicle Ca, etc. that sent the merging request message of the second embodiment to enter the main line MR and merge (step S454), and proceeds to step S46.

[0074] As described above, according to the merging control of the second embodiment, in addition to the effects i) to iii) above that are the same as those of the merging control of the first embodiment, by having the vehicle CA, etc. take the lead in controlling the entry and merging of the vehicle Ca, etc. that has sent the merging request message of the second embodiment, it is possible to more safely form a vehicle distance d and allow the vehicle Ca, etc. to enter the main line MR and merge.

[0075] In the above-mentioned examples, the case where a vehicle C is traveling on the main line MR and the side line SR is described. However, it is also possible to apply the embodiments to the merge control onto the main line MR when an autonomously driven motorcycle is traveling on the main line MR and the side line SR.

[0076] In addition, programs corresponding to the flowcharts shown in Figures 4, 5, 7, and 8 may be recorded on an external recording medium such as an optical disk or a hard disk, or may be obtained via a network such as the Internet, and these may be read out and executed by a general-purpose microcomputer or the like, thereby causing the microcomputer or the like to function as the processing unit 10 according to each embodiment. [Explanation of symbols]

[0077] 1. Acquisition means (vehicle-to-vehicle communication unit) 2 Calculation section 3 Generation part 4. Moving Part 10 Determination means (processing unit) S Judgment device CA, CB, CC, CD, CE, CF, CG, Ca, Cb, Cc Vehicle NV, NVA, NVB, NVC, NVD, NVE, NVF, NVG, NVa, NVb, NVc navigation devices MR Main Line SR Side Track MP merging position

Claims

[Claim 1] an acquisition means for acquiring status information indicating the movement status of each of a plurality of first moving bodies moving in the same direction on a first road, and the movement status of a second moving body moving on a second road merging with the first road and scheduled to enter the first road and move in the same direction; a determination means for determining whether or not the gap can be generated based on the state information and an acceleration applied to at least one of the first moving bodies to generate a gap that allows the second moving body to enter the first road; A determination device comprising:

Images