Platooning support device

Abstract

The present disclosure aims to provide a platooning support device that can avoid a situation where a lane change cannot be completed and both the space before and the space after the lane change are occupied. [Solution] The convoy driving support device 16 includes a course change completion prediction unit 161 that predicts whether the course change of the convoy 1 will be completed using the length (convoy length CL) of the convoy 1 consisting of multiple vehicles 1A, 1B, 1C, and 1D as one of the criteria for judgment, and a course change action judgment unit 163 that judges whether to allow the course change action of the convoy 1 based on the prediction of the course change completion prediction unit 161.

Description

[Technical Field]

[0001] The present disclosure relates to a platooning support device that supports vehicle platooning. [Background technology]

[0002] A driving assistance device is known that can solve the problem of delays in lane changes by initiating lane changes from the rearmost vehicle (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2019-192043 Summary of the Invention [Problem to be solved by the invention]

[0004] However, with conventional technology, when a vehicle in a convoy changes lanes on a highway, if there is another vehicle present, it may not be possible for all vehicles in the convoy to complete the lane change, resulting in the problem of the lane being monopolized. Furthermore, for example, when turning right or left on a general road, entering a service area entrance on a highway, or entering a fork in the road, the leading vehicle in the convoy must initiate the lane change, which may result in the problem of the lane being monopolized.

[0005] An object of the present disclosure is to provide a platooning support device that can avoid a situation where a lane change cannot be completed and both the space before and the space after the lane change are occupied. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, a platoon driving assistance device according to one embodiment of the present disclosure includes a lane change completion prediction unit that predicts when the lane change of the platoon will be completed, using the length of the platoon consisting of multiple vehicles as one of the criteria for judgment, and a lane change action judgment unit that judges whether or not to allow the lane change action of the platoon based on the prediction by the lane change completion prediction unit. [Effects of the Invention]

[0007] According to one aspect of the present disclosure, it is possible to avoid a situation where a lane change cannot be completed and both the space before and the space after the lane change are occupied. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a block diagram illustrating an example of a schematic configuration of a platooning support device and a vehicle equipped with the platooning support device according to an embodiment of the present disclosure. [Figure 2] 1 is a conceptual diagram (part 1) illustrating an example of a course change in a platooning support device according to an embodiment of the present disclosure. [Figure 3] 10 is a flowchart illustrating an example of an operation of a vehicle equipped with a platooning support device according to an embodiment of the present disclosure. [Figure 4] 4 is a flowchart illustrating an example of an operation of the convoy driving support device according to an embodiment of the present disclosure. [Figure 5] FIG. 2 is a conceptual diagram (part 2) illustrating an example of a course change in a platooning support device according to an embodiment of the present disclosure. [Figure 6] FIG. 10 is a conceptual diagram (part 3) illustrating an example of a course change in a platooning support device according to an embodiment of the present disclosure. [Figure 7] FIG. 10 is a conceptual diagram (part 4) illustrating an example of a course change in a platooning support device according to an embodiment of the present disclosure. [Figure 8] FIG. 5 is a conceptual diagram (part 5) illustrating an example of a course change in a platooning support device according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. Note that the drawings are schematic and may differ from the actual embodiments. Furthermore, the embodiments of the present disclosure shown below are examples of devices and methods for embodying the technical ideas of the present disclosure, and the technical ideas of the present disclosure do not limit the structure, arrangement, etc. of the components to those described below. Various modifications can be made to the technical ideas of the present disclosure within the technical scope defined by the claims.

[0010] 1. Configuration of vehicles equipped with platooning support systems: A platooning support device according to an embodiment of the present disclosure will be described with reference to Figures 1 to 8. First, the configuration of a vehicle equipped with a platooning support device according to this embodiment will be described with reference to Figure 1. Figure 1 is a block diagram showing an example of a schematic configuration of a vehicle 1A equipped with a platooning support device 16 according to the present disclosure.

[0011] As shown in FIG. 1, vehicle 1A includes an object detection device 11, an object detection integration and tracking unit 12, a vehicle position estimation device 13, a map storage device 14, a vehicle position estimation unit within a map 15, a convoy driving support device 16, a guidance message generation unit 17, and a trajectory generation unit 18.

[0012] The object detection device 11 has sensors (not shown) for detecting objects, such as laser radar, millimeter-wave radar, and a camera. Using these sensors, the object detection device 11 detects the position, posture, size, speed, etc. of objects (e.g., four-wheeled motor vehicles, motorcycles, pedestrians, obstacles, etc.) present around the vehicle 1A. As an object detection result, the object detection device 11 expresses the two-dimensional position, posture, size, speed, etc. of the detected object in, for example, a zenith diagram of the host vehicle (i.e., vehicle 1A) viewed from the air. The object detection device 11 outputs the detection result to the object detection integration and tracking unit 12.

[0013] The object detection and tracking unit 12 calculates the most reasonable position based on the detection results input from the object detection device 11, minimizing errors in the object position and other information. When calculating the reasonable position, the object detection and tracking unit 12 considers the detection results, such as the object position, posture, size, and speed, of one or more objects around the vehicle 1A obtained from the sensors provided in the object detection device 11, as well as the error characteristics of the sensors. The object detection and tracking unit 12 outputs object position information, including a two-dimensional position, posture, size, and speed, based on the position calculated for each object, to the platooning support device 16. Furthermore, the object detection and tracking unit 12 verifies (corresponds) the object position, posture, size, speed, and other information output at different times, and estimates the object's speed information based on the correspondence. The object detection and tracking unit 12 may include the estimated speed information in the object position information and output it to the platooning support device 16.

[0014] The vehicle position estimation device 13 measures the absolute position (i.e., position relative to a certain reference point), attitude, speed, etc. of the vehicle 1A using a sensor that measures absolute position, such as a Global Positioning System (GPS) or odometry. The vehicle position estimation device 13 outputs the measured absolute position of the vehicle 1A (i.e., the absolute position of the vehicle) to the intra-map vehicle position estimation unit 15.

[0015] The map storage device 14 stores map information. The map storage device 14 acquires map information such as the connection relationship and relative position relationship of lanes within a predetermined range, including the absolute position of the vehicle 1A, from the stored map information. The map storage device 14 outputs the acquired map information to the in-map vehicle position estimation unit 15.

[0016] The intra-map vehicle position estimation unit 15 estimates the position of the vehicle 1A within the map using the absolute position of the vehicle 1A input from the vehicle position estimation device 13 and the map information input from the map storage device 14. That is, the intra-map vehicle position estimation unit 15 estimates which lane the vehicle 1A (i.e., the vehicle) is traveling in. The intra-map vehicle position estimation unit 15 outputs information on the estimated position of the vehicle 1A (hereinafter, sometimes referred to as "estimated position information of the vehicle 1A") to the platooning support device 16, together with the map information input from the map storage device 14.

[0017] The convoy driving support device 16 executes the convoy driving support process based on the object position information input from the object detection integration and tracking unit 12, and the map information and estimated position information of the vehicle 1A input from the intra-map host vehicle position estimation unit 15. The convoy driving support device 16 will be described in detail later.

[0018] When the platooning support device 16 permits a lane change in manual driving mode in which the driver of vehicle 1A is driving, the guidance generation unit 17 generates a lane change guidance message and provides audio guidance to the driver to change lane. When generating the lane change guidance message, the guidance generation unit 17 may display the lane change determination result on an instrument panel or the like, and highlight any change points at which the lane change changes to a permitted state.

[0019] The trajectory generation unit 18 generates a trajectory for executing the lane change when the platooning support device 16 permits the lane change in an automatic driving mode in which the vehicle 1A is driven automatically.

[0020] 2. Configuration of the platooning support device: The convoy driving support device according to this embodiment will be described with reference to Figures 1 and 2. Figure 2 is a diagram for explaining the operation of the convoy driving support device 16 according to this embodiment, and is a conceptual diagram showing an example of a course change due to a lane change. Figure 2 illustrates a case where a convoy 1 made up of multiple (four) vehicles 1A, 1B, 1C, and 1D changes course.

[0021] As shown in FIG. 1, the convoy driving support device 16 includes a lane change completion prediction unit 161, a loss risk prediction unit 162, and a lane change action determination unit 163.

[0022] The lane change completion prediction unit 161 predicts whether or not the lane change of the convoy 1 will be completed, using as one of the criteria the length (hereinafter sometimes referred to as the "convoy length") CL (see FIG. 1) of the convoy 1 (see FIG. 1) made up of multiple vehicles 1A, 1B, 1C, and 1D. The lane change completion prediction unit 161 predicts whether or not the lane change of the convoy 1 will be completed, using at least information on the convoy length CL calculated from object position information input from the object detection integration and tracking unit 12. The lane change completion prediction unit 161 outputs information on the prediction result to each of the loss risk prediction unit 162 and the lane change action determination unit 163.

[0023] The lane change completion prediction unit 161 has a lane change destination space grasping unit 161a that grasps the space (see FIG. 2) of the lane change destination where the convoy 1 will change course. The lane change completion prediction unit 161 predicts that the lane change will be completed if the length (hereinafter, sometimes referred to as "space length") SL (see FIG. 2) of the grasped space 21 (an example of a space) grasped by the lane change destination space grasping unit 161a is equal to or greater than the convoy length CL of the convoy 1. Based on the prediction of the lane change completion prediction unit 161, the lane change completion prediction unit 161 can cause the convoy 1 to change course even if the distance between the leading vehicle 31 and the adjacent vehicle 32 at the lane change destination is less than the platoon length CL. The lane change destination space grasping unit 161a grasps the space of the lane change destination of the convoy 1 including vehicle 1A as the grasped space 21 based on the map information input from the intra-map host vehicle position estimation unit 15 and the estimated position information of vehicle 1A.

[0024] The lane change completion prediction unit 161 predicts that the lane change will be completed when the length SL of the grasping space 21 in the traveling direction of vehicle 1A is equal to or greater than the platoon length CL. Here, as shown in Figure 2, the spatial length SL of the grasping space 21, which is influenced by the preceding vehicle 31 traveling ahead of the platoon 1 on the same lane and the adjacent vehicle 32 to which the vehicle is changing lanes, is based on the premise that the predicted trajectory, which takes into account the wheel difference between the inside and outside of the lane-changing vehicle, includes a space equal to the predicted approach distance based on the relative speed of the preceding vehicle 31 and the adjacent vehicle 32.

[0025] Returning to FIG. 1 , the disappearance risk prediction unit 162 predicts the risk of disappearance in the space where the convoy 1 is to change course. "Risk of disappearance" means the possibility that the state in which the convoy 1 is permitted to change course will disappear. Therefore, "risk of disappearance" means that there is a possibility that the state in which the convoy 1 is permitted to change course will disappear. "No risk of disappearance" means that there is no possibility that the state in which the convoy 1 is permitted to change course will disappear. If the disappearance risk prediction unit 162 predicts that there is no risk of disappearance in the space where the convoy 1 is to change course, it outputs a signal indicating that there is no risk of disappearance to the course-change action determination unit 163. On the other hand, if the disappearance risk prediction unit 162 predicts that there is a risk of disappearance in the space where the convoy 1 is to change course, it outputs a signal indicating that there is a risk of disappearance to the course-change action determination unit 163. The method for predicting the risk of disappearance in the disappearance risk prediction unit 162 will be described in detail below.

[0026] 1 determines whether or not to permit the lane change of the platoon 1 based on the prediction of the lane change completion prediction unit 161. By including the lane change completion prediction unit 161 and the lane change action determination unit 163, the platooning support device 16 can prevent the platoon 1 from being unable to complete the lane change and occupying both the space before and the space after the lane change.

[0027] The lane-changing action determination unit 163 permits the lane-changing action when it is predicted that the lane change of the platoon 1 will be completed in the future after the lane change is initiated by the lead vehicle (vehicle 1D in the example shown in FIG. 2 ) among the multiple vehicles 1A, 1B, 1C, and 1D that make up the platoon 1. The lane-changing action determination unit 163 may permit the lane-changing action of the platoon 1 only when it is predicted that the lane change of the platoon 1 will be completed in the future. Based on the determination of the lane-changing action determination unit 163, the platoon driving support device 16 outputs permission for the lane-changing action only when it is predicted that the lane change of the platoon 1 will be completed in the future after the lane changes are initiated in order from the lead vehicle 1D, thereby making it possible to start the lane change even when there is not enough space for the platoon length CL at the lane-changing destination at the time of the lane change.

[0028] The path-change action determination unit 163 does not permit the path change of the convoy 1 when the loss risk prediction unit 162 predicts that there is a risk of loss. In other words, when a signal indicating a risk of loss is input from the loss risk prediction unit 162, the path-change action determination unit 163 does not permit the path change of the convoy. Furthermore, even if the path-change completion prediction unit 161 predicts that the path change of the convoy 1 will be completed, the path-change action determination unit 163 does not permit the path change of the convoy 1 when the loss risk prediction unit 162 predicts that there is a risk of loss. By the path-change action determination unit 163 not permitting the path change of the convoy 1 when the loss risk prediction unit 162 predicts that there is a risk of loss, the convoy traveling support device 16 can avoid occupying both the space before and after the path change.

[0029] 3. Operation of the platooning support device and the vehicle equipped with the platooning support device: The operation of the platooning support device and the vehicle equipped with the platooning support device according to this embodiment will be described using Fig. 3 with reference to Fig. 1 and Fig. 2. Fig. 3 is a flowchart showing an example of the operation related to platooning support of vehicle 1A equipped with platooning support device 16 according to this embodiment.

[0030] As shown in Figure 3, when operation related to platooning support for vehicle 1A is started, first, in step S11, object detection device 11 (see Figure 1) detects objects such as vehicles present around vehicle 1A and outputs the object detection results to object detection integration and tracking unit 12 (see Figure 1), and then proceeds to processing in step S12.

[0031] In step S12, the object detection integration and tracking unit 12 calculates the most reasonable position for each of the objects detected around the vehicle 1A based on the object detection results input from the object detection device 11. Furthermore, the object detection integration and tracking unit 12 outputs object position information including one two-dimensional position, orientation, size, speed, etc. (which may also include the estimated speed information described above) to the convoy driving support device 16 based on the position calculated for each object, and then proceeds to the processing of step S13.

[0032] In step S13, the vehicle position estimation device 13 measures the absolute position of the vehicle 1A, outputs information on the measured absolute position to the intra-map vehicle position estimation unit 15 (see FIG. 1), and proceeds to the processing of step S14.

[0033] In step S14, the map storage device 14 (see FIG. 1) outputs map information about the area around the absolute position of the vehicle 1A measured in step S13 to the intra-map vehicle position estimation unit 15, and the process proceeds to step S15.

[0034] In step S15, the vehicle position estimation unit 15 within the map estimates the position of the vehicle 1A within the map based on the information input from the vehicle position estimation device 13 and the map storage device 14, and outputs the estimated position information and the map information input from the map storage device 14 to the platooning support device 16, and proceeds to processing in step S16.

[0035] In step S16, the convoy driving support device 16 executes a convoy driving support process (details to be described later) for determining whether or not a course change action by the convoy 1 (see FIG. 2) is possible, and then proceeds to the process of step S17.

[0036] In step S17, when the vehicle is in manual driving mode in which a driver is driving vehicle 1A and a signal indicating that a route change for platoon 1 is possible is input from platooning support device 16, guidance generator 17 (see FIG. 1) generates a route change guidance message, provides the generated guidance message to the driver by voice, and proceeds to processing in step S18. On the other hand, when the vehicle is in automatic driving mode in which a driver is not driving vehicle 1A, guidance generator 17 proceeds to processing in step S18 without performing any special processing.

[0037] In step S18, when the vehicle is in the automatic driving mode and a signal indicating that the platoon 1 can change course is input from the platooning support device 16, the trajectory generation unit 18 (see FIG. 1) generates a trajectory for executing the course change and outputs information about the generated trajectory to a control unit (not shown) that controls the automatic driving. On the other hand, when the vehicle is in the manual driving mode, the trajectory generation unit 18 does not perform any special processing. This causes the vehicle 1A to end the operation related to the platooning support.

[0038] 4. Platooning support system operation: The operation of the convoy driving support device according to this embodiment will be described with reference to FIGS. 2 and 4 to 8 as well as FIGS. 1 and 3. FIG. 4 is a flowchart showing an example of the operation of the convoy driving support device 16. FIG. 5 is a diagram explaining the operation of the convoy driving support device 16, and is a conceptual diagram showing an example of a course change due to a lane change. FIG. 6 is a diagram explaining the operation of the convoy driving support device 16, and is a conceptual diagram showing an example of a course change at a branching road. FIG. 7 is a diagram explaining the operation of the convoy driving support device 16, and is a conceptual diagram showing an example of a risk of loss when changing courses due to a lane change. FIG. 8 is a diagram explaining the operation of the convoy driving support device 16, and is a conceptual diagram showing an example of a risk of loss when changing courses at an intersection.

[0039] 4, when the convoy driving support process is started, in step S161, the lane change completion prediction unit 161 (see FIG. 1) predicts whether the convoy 1 will complete its lane change using the convoy length CL (see FIG. 2) of the convoy 1 made up of multiple vehicles 1A, 1B, 1C, and 1D as one of the criteria for making the decision, and then proceeds to the process of step S162. The lane change completion prediction unit 161 predicts whether the convoy 1 will complete its lane change using various pieces of information input from the object detection integration and tracking unit 12 and the intra-map vehicle position estimation unit 15.

[0040] For example, as shown in FIG. 2, assume that a three-lane road is composed of lanes TL1, TL2, and TL3, and that a leading vehicle 31 and convoy 1 are traveling in the center lane TL2, while an adjacent vehicle 32 is traveling in lane TL3 to the right of lane TL2. In this situation, the lane change completion prediction unit 161 predicts whether or not the convoy 1 will complete its lane change based on various information input from the object detection / integration / tracking unit 12 and the intra-map vehicle position estimation unit 15. In this case, the lane change completion prediction unit 161 includes a lane change destination space recognition unit 161a (see FIG. 1) that recognizes the space in lane TL3 ahead of the adjacent vehicle 32. If the lane change completion prediction unit 161 determines that the space length SL of the recognized space 21 recognized by the lane change destination space recognition unit 161a is equal to or greater than the convoy length CL of the convoy 1, the lane change completion prediction unit 161 predicts that the convoy 1 will complete its lane change. On the other hand, if the course change completion prediction unit 161 determines that the space length SL of the grasping space 21 is shorter than the formation length CL of the formation 1, it predicts that the course change of the formation 1 will not be completed.

[0041] 5, assume that the convoy 1 is traveling in the center lane TL2 of a three-lane road consisting of lanes TL1, TL2, and TL3, and that the leading vehicle 31 and adjacent vehicle 32 are traveling in lane TL3 to the right of lane TL2. In this situation, the lane change completion prediction unit 161 predicts whether the convoy 1 will complete the lane change based on various information input from the object detection / integration / tracking unit 12 and the intra-map vehicle position estimation unit 15. In this case, the lane change destination space recognition unit 161a recognizes the space in lane TL3 between the leading vehicle 31 and the adjacent vehicle 32. The lane change completion prediction unit 161 determines that the space length SLa of the recognized space 21a recognized by the lane change destination space recognition unit 161a is shorter than the convoy length CL of the convoy 1. Subsequently, at least one of the following operation information is input from the object detection integration and tracking unit 12 to the lane change completion prediction unit 161: operation information indicating that the leading vehicle 31 accelerates forward as indicated by arrow Y1 in Fig. 5; or operation information indicating that the leading vehicle 31 changes lanes to lane TL2 as indicated by arrow Y2 in Fig. 5. Therefore, the lane change completion prediction unit 161 determines that even if the initial space at which the lane change completion prediction unit 161 begins to grasp the space to be grasped is a grasping space 21a having a space length SLa, this will change to a grasping space 21b having a space length SLb that is equal to or greater than the platoon length CL within a certain period of time. In this case, the lane change completion prediction unit 161 predicts that the lane change of the platoon 1 will be completed.

[0042] In this way, the lane change completion prediction unit 161 may predict that the lane change will be completed if it determines that the space at the lane change destination (the recognized space 21a) recognized by the lane change destination space recognition unit 161a will become longer within a certain time based on the movement of the preceding vehicle 31 traveling ahead of the platoon 1 and the length of the platoon 1 (platoon length CL). In other words, even if the space necessary for the lane change of the platoon 1 does not exist when the lane change destination space recognition unit 161a first begins to recognize the space at the lane change destination, the lane change completion prediction unit 161 may predict that the lane change will be completed if it determines that the space necessary for the lane change of the platoon 1 can be secured within a certain time. In this way, the platoon driving support device 16 can start the lane change even if there is no space equivalent to the platoon length CL at the lane change destination at the time the platoon 1 changes course. The lane change completion prediction unit 161 may also calculate the certain time from the distance from vehicle 1A to the preceding vehicle 31 and the relative speed between vehicle 1A and the preceding vehicle 31.

[0043] Also, for example, as shown in FIG. 6, assume that convoy 1 is traveling in the left lane TL1 of a two-lane road consisting of lanes TL1 and TL2, and that convoy 1 is changing course to a branching road FR. In this situation, the lane change completion prediction unit 161 predicts whether the convoy 1 will complete the lane change to the branch road FR based on various information input from the object detection integration and tracking unit 12 and the vehicle position within the map estimation unit 15.

[0044] 6, when there is no preceding vehicle 31a traveling on the branch road FR and preceding vehicles 31b and 31c are traveling on the branch road FR, the course-change-destination space grasping unit 161a grasps the space behind the preceding vehicle 31b on the branch road FR (for example, a branch road to a ramp or a branch road to a service area). The course-change completion prediction unit 161 predicts that the course change of the convoy 1 will be completed if it determines that the space length SLb of the grasped space 21b grasped by the course-change-destination space grasping unit 161a is equal to or greater than the convoy length CL of the convoy 1.

[0045] On the other hand, as shown in FIG. 6, when leading vehicles 31a, 31b, and 31c are traveling on the branch road FR, the lane-change-destination space grasping unit 161a grasps the space on the branch road FR behind leading vehicle 31a. The lane-change-completion prediction unit 161 determines that the space length SLa of the grasped space 21a grasped by the lane-change-destination space grasping unit 161a is shorter than the platoon length CL of the platoon 1. Thereafter, as indicated by arrows Ya, Yb, and Yc in FIG. 6, speed information of the leading vehicles 31a, 31b, and 31c traveling forward is input from the object detection / integration / tracking unit 12 to the lane-change-completion prediction unit 161. Based on the distance between vehicle 1A and leading vehicles 31a, 31b, and 31c and the speed information, the lane-change-completion prediction unit 161 determines that the grasped space 21a will change into grasped space 21b with a space length SLb that is equal to or longer than the platoon length CL within a certain time. In this case, the course change completion prediction unit 161 predicts that the course change of convoy 1 will be completed.

[0046] In this way, when the lane change destination is a branch road FR, the lane change completion prediction unit 161 predicts that the lane change will be completed if it determines that the grasped space 21a (an example of the space at the lane change destination) grasped by the lane change destination space grasping unit 161a will become longer within a certain time based on the speeds of the preceding vehicles 31a, 31b, and 31c on the branch road FR and the length of the platoon 1 (platoon length CL). In other words, even if the space necessary for the lane change of the platoon 1 does not exist when the lane change completion prediction unit 161 first begins grasping the space at the branch road FR, the lane change destination, if it determines that the space necessary for the lane change of the platoon 1 can be secured within a certain time, the lane change completion prediction unit 161 may predict that the lane change will be completed. In this way, the platoon traveling support device 16 can start the lane change even if there is no space equivalent to the platoon length CL on the branch road FR, the lane change destination, at the time the platoon 1 changes course. The course change completion predicting unit 161 calculates the certain time from the distance from the vehicle 1A to the preceding vehicles 31a, 31b, and 31c and the relative speed between the vehicle 1A and the preceding vehicles 31a, 31b, and 31c.

[0047] 4, in step S162, the loss risk prediction unit 162 (see FIG. 1) predicts the risk of disappearance in the space where the convoy 1 will change course, and the process proceeds to step S163. The loss risk prediction unit 162 predicts the risk of disappearance in the space where the convoy 1 will change course, using various pieces of information input from the object detection integration and tracking unit 12 and the in-map vehicle position estimation unit 15.

[0048] For example, as shown in Fig. 7, the loss risk prediction unit 162 predicts the risk of loss in the assessment space 21 where the platoon 1 will change course, based on various information input from the object detection integration and tracking unit 12 and the intra-map vehicle position estimation unit 15, in a situation where the leading vehicle 31 and platoon 1 are traveling in lane TL2 and an adjacent vehicle 32 is traveling in lane TL3 to the right of lane TL2. In this case, as shown by arrow Y3 in Fig. 7, if the loss risk prediction unit 162 determines that there is a possibility that the leading vehicle 31 will enter the assessment space 21, it predicts that there is a risk of loss. The entry of the leading vehicle 31 into the assessment space 21 may be predicted, for example, from information on the lateral speed and attitude change in the yaw direction of the leading vehicle 31 input from the object detection integration and tracking unit 12.

[0049] 7, the loss risk prediction unit 162 predicts that there is a risk of the adjacent vehicle 32 entering the recognition space 21 when it determines that there is a possibility that the adjacent vehicle 32 will enter the recognition space 21. The entry of the adjacent vehicle 32 into the recognition space 21 may be predicted, for example, from speed information in the traveling direction of the adjacent vehicle 32 input from the object detection integration and tracking unit 12.

[0050] On the other hand, if the loss risk prediction unit 162 determines that there is no possibility that the preceding vehicle 31 and the adjacent vehicle 32 will enter the grasped space 21 based on the respective speed information of the preceding vehicle 31 and the adjacent vehicle 32 input from the object detection integration and tracking unit 12, it predicts that there is no risk of loss.

[0051] In this way, the loss risk prediction unit 162 predicts that there is a risk of loss when it predicts that at least one of the preceding vehicle 31 and the adjacent vehicle 32 (an example of another vehicle) will enter the graspable space 21 (an example of a space to which a lane change will occur). By not permitting a lane change when a risk of loss is predicted, the convoy driving support device 16 can avoid occupying both the lane before the lane change and the lane after the lane change. The loss risk prediction unit 162 outputs the prediction result of whether or not there is a risk of loss to the lane change action determination unit 163 (see FIG. 1).

[0052] 8, when the convoy 1 makes a left turn at a corner such as an intersection and changes course from lane TL1 to lane TL4, the loss risk prediction unit 162 predicts a risk of loss if it determines that pedestrian P1 may enter the recognition space 21 of lane TL4. As indicated by arrow Y5 in FIG. 8, the loss risk prediction unit 162 may determine that pedestrian P1 may enter the recognition space 21 if pedestrian P1 walking on a crosswalk CW in lane TL4 is facing the recognition space 21. As indicated by arrows Y6 and Y7 in FIG. 8, the loss risk prediction unit 162 may determine that pedestrians P2 and P3 may enter the recognition space 21 if pedestrians P2 and P3 moving toward the crosswalk CW are traveling at a speed equal to or greater than a predetermined threshold. The loss risk prediction unit 162 determines the states of pedestrians P1, P2, and P3, for example, based on information input from the object detection / integration / tracking unit 12.

[0053] 8, when the convoy 1 turns left at a corner such as an intersection to change course from lane TL1 to lane TL4, the loss risk prediction unit 162 predicts that there is a risk of the convoy being lost if it determines that the green lights of the pedestrian traffic lights 41, 42 located within the spatial length SL of the grasping space 21 of lane TL4 are flashing or dimming. The loss risk prediction unit 162 may detect the flashing or dimming of the green light using, for example, wireless communication from a camera provided in the object detection device 11 (see FIG. 1) or an infrastructure camera.

[0054] In this way, the disappearance risk prediction unit 162 may predict that there is a risk of disappearance when it predicts that pedestrians P1, P2, and P3 will enter the grasped space 21 (an example of a space to which pedestrians P1, P2, and P3 may change course). When it predicts that there is a risk of disappearance based on the behavior of pedestrians P1, P2, and P3, the convoy driving support device 16 does not permit a lane change, thereby preventing the convoy 1 from occupying the intersection. The disappearance risk prediction unit 162 may also predict that there is a risk of disappearance when the pedestrian traffic light 41 is flashing green in the grasped space 21 (an example of a space to which pedestrians may change course). When it predicts that there is a risk of disappearance based on the flashing green of the pedestrian traffic light 41, the convoy driving support device 16 does not permit a lane change, thereby preventing the convoy 1 from occupying the intersection. The disappearance risk prediction unit 162 outputs the prediction result of whether or not there is a risk of disappearance to the lane change action determination unit 163.

[0055] 4, in step S163, the lane-change action determination unit 163 determines whether or not it is possible for the convoy 1 to change lane. If the lane-change completion prediction unit 161 predicts that the convoy 1 will complete its lane change in the future after the lead vehicle 1D among the multiple vehicles 1A, 1B, 1C, and 1D starts changing lane, the lane-change action determination unit 163 permits the convoy 1 to change lane (step S163: YES), and proceeds to the processing of step S164.

[0056] If the lane change completion prediction unit 161 predicts that the lane change of the convoy 1 will not be completed in the future after the lane change is initiated by the leading vehicle 1D among the multiple vehicles 1A, 1B, 1C, and 1D, the lane change action determination unit 163 rejects the lane change action of the convoy 1 (step S163: NO) and proceeds to the processing of step S165. Furthermore, if the loss risk prediction unit 162 predicts that there is a risk of loss, the lane change action determination unit 163 rejects the lane change action of the convoy 1 (step S163: NO) and proceeds to the processing of step S165. In other words, even if the lane change completion prediction unit 161 predicts that the lane change of the convoy 1 will be completed, if the loss risk prediction unit 162 predicts that there is a risk of loss, the lane change action determination unit 163 does not permit the lane change action of the convoy 1. Therefore, the course-change action determination unit 163 permits the course change action of the convoy 1 only when the course-change completion prediction unit 161 predicts that the course change of the convoy 1 will be completed.

[0057] In step S164, vehicle 1A executes processing related to permission for a lane change action according to the current driving mode, and ends the platooning support processing. If the current driving mode is set to manual driving mode, guidance message generator 17 (see FIG. 1) generates, for example, a lane change guidance message and provides audio guidance to the driver to change lane. If the current driving mode is set to autonomous driving mode, trajectory generator 18 (see FIG. 1) generates, for example, a trajectory for executing the lane change for platoon 1.

[0058] In step S165, the convoy driving support process is terminated without performing special processing such as generation of a route change guidance message by the guidance message generation unit 17 and generation of a trajectory for the route change by the trajectory generation unit 18. Furthermore, if the current driving mode is set to manual driving mode, in step S165 the guidance message generation unit 17 may generate a message prohibiting route changes and provide a voice message informing the driver that route changes are prohibited.

[0059] For example, as shown in Figure 2, consider a driving situation in which platoon 1 is traveling in lane TL2, the center of three lanes, with leading vehicle 31 traveling in lane TL2 ahead of platoon 1, and adjacent vehicle 32 traveling in lane TL3 next to vehicle 1A at the rear of platoon 1. In this driving situation, if adjacent vehicle 32 is being pulled away from platoon 1 (first driving pattern), both platoon 1 equipped with platoon driving support device 16 and platoons not equipped with platoon driving support device 16 can change course into lane TL3.

[0060] 2, when the platoon 1, the preceding vehicle 31, and the adjacent vehicle 32 are traveling at approximately the same speed (second traveling pattern), the vehicle 1A equipped with the platooning support device 16 can grasp the length of the space in the lane TL3 ahead of the adjacent vehicle 32 and adjacent to the preceding vehicle 31 as the space length SL of the grasped space 21. Therefore, the platoon 1 can change course to the lane TL3 in the second traveling pattern. On the other hand, in the second traveling pattern, a vehicle not equipped with the platooning support device 16 cannot grasp the length of the space in the lane TL3 ahead of the adjacent vehicle 32 and adjacent to the preceding vehicle 31, and therefore cannot determine whether it is possible to change course to the lane TL3 in the traveling situation. Therefore, in the second traveling pattern, a platoon including a vehicle not equipped with the platooning support device 16 cannot change course to the lane TL3.

[0061] 2, when adjacent vehicle 32 is accelerating (third driving pattern), vehicle 1A equipped with platooning support device 16 predicts that there is a risk of it being lost in grasping space 21, and therefore does not permit platoon 1 to change course to lane TL3. On the other hand, in the third driving pattern, a platoon including a vehicle that is not equipped with platooning support device 16 cannot change course to lane TL3.

[0062] As described above, without the platooning support device 16, the platoon's route can be changed only in the second driving pattern among the first to third driving patterns, and the rate at which route changes are possible is approximately 33%. On the other hand, with the platooning support device 16, the platoon's route can be changed in the first and second driving patterns among the first to third driving patterns, and the rate at which route changes are possible is approximately 66%. Therefore, the platooning support device 16 can improve the rate at which route changes are possible by 50% compared to conventional technology.

[0063] (Effects of the embodiment) (1) The platoon driving support device 16 includes a path change completion prediction unit 161 that predicts whether the path change of the platoon 1 will be completed using the length (platoon length CL) of the platoon 1, which is composed of multiple vehicles 1A, 1B, 1C, and 1D, as one of the criteria for judgment, and a path change action judgment unit 163 that judges whether to allow the path change action of the platoon 1 based on the prediction of the path change completion prediction unit 161. This allows the convoy driving support device 16 to avoid a situation where the convoy 1 is unable to complete the lane change and ends up occupying both the space before and the space after the lane change.

[0064] (2) The lane change action judgment unit 163 permits the lane change action when it is predicted that the lane change of the convoy 1 will be completed in the future after the lane change is initiated by the leading vehicle 1D among the multiple vehicles 1A, 1B, 1C, and 1D. As a result, the platoon driving support device 16 outputs permission for the lane change only when it is predicted that the lane change of the platoon 1 will be completed in the future after the lane changes have been made in order starting from the lead vehicle 1D, and thus the lane change can be started even if there is not enough space for the platoon length CL at the lane change destination at the time of the lane change.

[0065] (3) The course change completion prediction unit 161 has a course change destination space grasping unit 161a that grasps the space to which the convoy 1 will change course, and the course change completion prediction unit 161 predicts that the course change will be completed when the length of the grasped space 21 grasped by the course change destination space grasping unit 161a (space length SL) is equal to or greater than the length of the convoy 1 (convoy length CL). As a result, the convoy driving support device 16 can change the course of the convoy 1 based on the prediction of the course change completion prediction unit 161 even if the distance between the preceding vehicle 31 and the adjacent vehicle 32 to which the course change is to be made is less than the convoy length CL.

[0066] (4) The course change completion prediction unit 161 predicts that the course change will be completed if it determines, based on the movement of the preceding vehicle 31 traveling ahead of the convoy 1 and the convoy length CL of the convoy 1, that the grasped space 21a grasped by the course change destination space grasping unit 161a will become longer within a certain period of time. This allows the convoy driving support device 16 to change the course of the convoy 1 even when there is no space for the convoy length CL at the course change destination.

[0067] (5) When the destination of the lane change is a branch road FR, the lane change completion prediction unit 161 predicts that the lane change will be completed if it determines, based on the speed of the preceding vehicles 31a, 31b, and 31c on the branch road FR and the convoy length CL of the convoy 1, that the grasped space 21a of the destination of the lane change grasped by the lane change destination space grasping unit 161a will become longer within a certain period of time. This allows the convoy driving support device 16 to change the course of the convoy 1 even when there is no space for the convoy length CL on a branch road FR (for example, a branch road to a ramp or a branch road to a service area).

[0068] (6) The convoy driving support device 16 is equipped with a loss risk prediction unit 162 that predicts the risk of disappearance in the space to which the convoy 1 changes course, and the course change action judgment unit 163 does not permit the convoy 1 to change course if the loss risk prediction unit 162 predicts that there is a risk of disappearance. This allows the convoy driving support device 16 to avoid occupying both the space before and the space after the lane change.

[0069] (7) The loss risk prediction unit 162 predicts that there is a risk of loss when it predicts that another vehicle will enter the graspable space 21 where the platoon 1 is to change course. This allows the convoy driving support device 16 to avoid occupying both the lane before the lane change and the lane after the lane change.

[0070] (8) The disappearance risk prediction unit 162 predicts that there is a risk of pedestrians P1, P2, and P3 disappearing when it predicts that the pedestrians P1, P2, and P3 will enter the graspable space 21 where the convoy 1 is to change course. This allows the convoy driving support device 16 to prevent the convoy 1 from monopolizing the intersection.

[0071] (9) The loss risk prediction unit 162 predicts that there is a risk of loss if the green light of the pedestrian traffic light 41 is flashing or has changed in the graspable space 21 where the convoy 1 is changing course. This allows the convoy driving support device 16 to prevent the convoy 1 from monopolizing the intersection. [Explanation of symbols]

[0072] 1 formation 1A, 1B, 1C, 1D vehicles 11 Object detection device 12 Object detection integration and tracking 13 Vehicle position estimation device 14 Map storage device 15. Vehicle position estimation unit within map 16 Platooning support device 17 Guidance text generation unit 18 Trajectory generation section 21,21a,21b Grasp space 31, 31a, 31b, 31c Leading vehicle 32 Adjacent vehicles 41,42 Pedestrian traffic lights 161 Course change completion prediction section 161a Route change destination space understanding section 162 Loss Risk Prediction Department 163 Course Change Judgment Department CL squad leader CW Crosswalk FR Fork P1, P2, P3 Pedestrians SL,SLa,SLb Space length TL1, TL2, TL3, TL4 lanes

Claims

1. a course change completion prediction unit that predicts whether a course change of the platoon will be completed using the length of the platoon formed by a plurality of vehicles as one of the criteria for judgment; a course change action determination unit that determines whether or not to permit the course change action of the formation based on the prediction by the course change completion prediction unit; A platooning support device equipped with:

2. The lane-changing action determination unit permits the lane-changing action when it is predicted that the lane change of the platoon will be completed in the future after the lane change is started by a leading vehicle among the plurality of vehicles. The vehicle platooning support device according to claim 1 .

3. the course change completion prediction unit has a course change destination space grasping unit that grasps a course change destination space where the formation will change course, The course change completion prediction unit predicts that the course change will be completed when the length of the space grasped by the course change destination space grasping unit is equal to or greater than the length of the formation. The vehicle platooning support device according to claim 1 .

4. The course change completion prediction unit predicts that the course change will be completed when it is determined that the space grasped by the course change destination space grasping unit will become longer within a certain period of time, based on the movement of a preceding vehicle traveling ahead of the platoon and the length of the platoon. The vehicle platooning support device according to claim 3.

5. When the lane change destination is a branching road, the lane change completion prediction unit predicts that the lane change will be completed if it determines, based on the speed of the preceding vehicle present on the branching road and the length of the convoy, that the space at the lane change destination grasped by the lane change destination space grasping unit will become longer within a certain period of time. The vehicle platooning support device according to claim 4.

6. a loss risk prediction unit that predicts a loss risk in a space where the formation changes course, The course change action determination unit does not permit the course change action when the loss risk prediction unit predicts that there is a risk of loss. The vehicle platooning support device according to claim 1 .

7. The loss risk prediction unit predicts that there is a risk of the vehicle being lost when it predicts that another vehicle will enter the space at the destination of the course change. The vehicle platooning support device according to claim 6.

8. The disappearance risk prediction unit predicts that there is a disappearance risk when it predicts that the pedestrian will enter the space at the course change destination. The vehicle platooning support device according to claim 6.

9. The loss risk prediction unit predicts that there is a risk of the vehicle being lost when a green light of a pedestrian traffic light is flashing or has changed in the space where the vehicle is to change course. The vehicle platooning support device according to claim 6.

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