Vehicle platoon intersection decision-making system and method

Abstract

To provide a technology for a vehicle platoon intersection decision-making method.SOLUTION: A vehicle platoon intersection decision-making system includes a plurality of vehicles. When executing an intersection decision-making process, a captain vehicle determines whether a platoon can pass through an intersection at the current speed command, if so, the captain vehicle instructs each vehicle to maintain driving at the current speed command and pass through the intersection, and if not, the captain vehicle generates first optimized speed control information through a first speed decision-making process, makes the platoon's speed decrease before the platoon reaches the intersection so that the platoon passes through the intersection, and makes it start accelerating at the acceleration critical point. When the platoon passes through the intersection at the current speed command, no energy is wasted for acceleration or deceleration. The platoon decreases at first, then starts accelerating at an appropriate time to pass through the intersection, and bypasses or abbreviates the time required to wait for signals at the intersection.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] 1. Field of the Invention The present invention relates to an intersection decision-making system and method, and more particularly to a vehicle platoon intersection decision-making system and method. [Background technology]

[0002] 2. Description of Related Technology Autonomous driving technology has rapidly developed in recent years, focusing primarily on three core components: sensing, decision-making, and control. The sensing component uses sensing devices such as radar, LIDAR, and cameras to collect information about the surrounding environment, including object recognition and road conditions. The decision-making component involves route planning and behavior prediction, evaluating various driving options through complex algorithms to determine the safest and best route. Finally, the control component translates decisions into specific control commands, enabling the vehicle to drive autonomously, including behaviors such as acceleration, deceleration, and lateral adjustments and turns.

[0003] Vehicle platoons employing autonomous driving technology consist of multiple vehicles traveling in a convoy, providing more efficient driving compared to a single vehicle operating autonomously. This has become one of the most sought-after markets in recent years. In addition to implementing the sensing, decision-making, and control aspects described above, vehicle platoons also include in-vehicle coordination technologies, which encompass complex integration technologies such as inter-vehicle communication, relative distance sensing, and collective decision-making and control.

[0004] When an autonomous vehicle platoon passes through a road intersection, the factors to consider are more complex than those for a single vehicle traveling in a single lane. Not only is the overall length of the platoon longer, but the platoon may be interrupted by other vehicles along the way. Traffic lights at the intersection may be in open or closed states with different remaining times. If the platoon speeds up and crosses the intersection at an inappropriate time, it may cause traffic congestion. Conversely, if the platoon slows down and stops when there is sufficient time to cross, it may reduce the platoon's efficiency or cause traffic congestion.

[0005] Patent Document 1 relates to a vehicle with an autonomous driving function. The autonomous vehicle is suitable for at least two different driving modes. These driving modes include a first driving mode configured for a first type of autonomous driving and a second driving mode configured to enable the autonomous vehicle to follow and be guided by a leading vehicle. Patent Document 1 does not mention a situation in which the autonomous vehicle and the leading vehicle pass through a road intersection.

[0006] In conclusion, how to control a vehicle platoon to pass through an intersection safely and efficiently is one of the urgent problems that needs to be addressed. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Chinese Patent No. 108698600B Summary of the Invention [Problem to be solved by the invention]

[0008] An object of the present invention is to provide a vehicle platoon intersection decision-making method technology. [Means for solving the problem]

[0009] In order to achieve the above-mentioned object, the vehicle platoon intersection decision-making system includes a vehicle platoon including a plurality of vehicles arranged in sequence, the plurality of vehicles including a captain vehicle and a plurality of member vehicles that travel based on a current speed command; communication devices of the vehicle connected to each other so as to be able to communicate with each other; a positioning device that generates absolute position information and relative position information; an environment recognition device that generates environmental situation information; a computing device connected to a communication device for communicating with other vehicles, connected to a positioning device for receiving absolute position information and relative position information, and connected to an environment recognition device for receiving environmental situation information, wherein the computing device of the captain vehicle (hereinafter referred to as the captain computing device) executes an intersection decision-making process, and determines whether the vehicle platoon can pass through the intersection at the current speed command based on the intersection signal information and intersection distance information in the environment recognition information, the relative position information of each vehicle, the absolute position information of the captain vehicle, and the current speed command; If "yes," the computing device of the captain vehicle controls the vehicle to maintain the current speed command so that the vehicle platoon can pass through the intersection; If the answer is "no," the computing device of the captain vehicle generates first optimized speed control information through a first speed determination process, transmits the first optimized speed control information to the other vehicles through the communication device, controls the vehicle platoon to decelerate to an acceleration critical point before reaching the intersection so that the vehicle platoon passes through the intersection, and starts accelerating; Each vehicle is equipped with:

[0010] In a vehicle platoon, all vehicles are equipped with communication devices, positioning devices, environmental monitoring devices, and computing devices. Absolute position information, relative position information, and environmental status information generated by each vehicle can be synchronized to at least the captain vehicle via the communication devices. The captain vehicle can determine the overall situation of the vehicle platoon based on the information from each vehicle and generate control signals to be sent to other vehicles, i.e., member vehicles, to adjust the progress control of all vehicles accordingly.

[0011] When the captain vehicle decides to enter the intersection decision-making process, it first determines whether the vehicle platoon can pass through the intersection at the current speed command based on the traffic light information, intersection distance information, current speed command, and position information in the environmental sensing information. If so, the captain vehicle instructs the vehicle platoon to continue passing through the intersection at the current speed command. If not, first optimized speed control information is generated through the first speed decision process, allowing the vehicle platoon to slow down and delay its arrival time at the intersection. The captain vehicle also continues to determine whether an acceleration critical point has been reached based on the above information, and when the acceleration critical point is reached, it begins accelerating and passes through the intersection, thereby avoiding stopping and waiting at a red light before the intersection.

[0012] Through the above intersection decision-making process, the vehicle platoon effectively and safely decides how to pass through an intersection as it approaches it. If the vehicle platoon can proceed straight at the current speed command, there is no need to expend energy on acceleration or deceleration to change the vehicle platoon's driving state. If the platoon cannot pass directly at the current speed command, by first generating optimized speed control information, the platoon will first decelerate and then start accelerating at the appropriate time to pass through the intersection, avoiding or shortening stopping and waiting time at traffic lights, thereby improving the smoothness and energy efficiency of the vehicle platoon during its travel. [Brief explanation of the drawings]

[0013] [Figure 1]FIG. 1 is a top view schematic diagram of a usage scenario of the vehicle platoon intersection decision-making system of the present invention. [Figure 2] FIG. 2 is a block diagram of devices included in a vehicle of the vehicle platoon intersection decision-making system of the present invention. [Figure 3] 1 is a schematic diagram of a step-by-step process of a first preferred embodiment of a vehicle platoon intersection decision-making method of the present invention; FIG. [Figure 4] FIG. 2 is a detailed process diagram of step S102 of the vehicle platoon intersection decision-making method of the present invention. [Figure 5] FIG. 2 is a schematic diagram of a step-by-step process of a second preferred embodiment of the vehicle platoon intersection decision-making method of the present invention. [Figure 6] FIG. 2 is a schematic diagram of a step-by-step process for a first speed determination procedure of the vehicle platoon intersection decision-making method of the present invention. [Figure 7] 1 is a chart showing experimental verification results of a first speed determination procedure of the vehicle platoon intersection decision-making method of the present invention. [Figure 8] 10 is a chart showing experimental verification results of a second speed determination procedure of the vehicle platoon intersection decision-making method of the present invention. [Figure 9] FIG. 10 is a schematic diagram of the application scenario of the third preferred embodiment of the vehicle platoon intersection decision-making system of the present invention; [Figure 10] FIG. 10 is a schematic diagram of a step-by-step process of the third preferred embodiment of the vehicle platoon intersection decision-making method of the present invention. [Figure 11] FIG. 10 is a detailed process schematic diagram of step S302 in the third preferred embodiment of the vehicle platoon intersection decision-making method of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0014] 1 and 2, the vehicle platoon intersection decision-making system of the present invention mainly includes a vehicle platoon (hereinafter referred to as "platoon") 1. The platoon consists of multiple vehicles 10 lined up in a queue that travels based on a current speed command in a team-up mode.

[0015] Definitions of terms used in the present invention to refer to a vehicle 10 at a particular position are provided herein: "leading vehicle" refers to a vehicle 10 that is followed in front by another vehicle 10, "following vehicle" refers to a vehicle 10 that is followed in the rear by another vehicle 10, "leading vehicle" refers to a vehicle 10 located at the very front of the platoon 1, and "last vehicle" refers to a vehicle 10 at the very back of the platoon 1.

[0016] Each vehicle 10 in the platoon 1 includes a communication device 11, a positioning device 12, an environment recognition device 13, and a computing device 14. The communication device 11 of each vehicle 10 communicates with the communication devices 11 of other vehicles 10 to exchange and synchronize information with the other vehicles 10, or to send and receive control signals and requests, as in a C-V2V system. The communication device 11 may further include communication modules such as a road-side unit (RSU) communication module 111 and a traffic signal communication module 112. The positioning device 12 is used to generate absolute position information and relative position information. Here, the absolute position information represents the absolute position of the vehicle 10 on the ground or road. The positioning device 12 includes, for example, a global positioning system (GPS) calculation module 121, which generates absolute position coordinates based on the global positioning system or receives road position information of the vehicle 10 on the road from a road-side unit (RSU) 20, which is returned via the RSU communication module 111 of the communication device 11. The relative position information is the relative distance between the vehicle 10 and the preceding vehicle or the following vehicle.

[0017] The environment recognition device 13 includes, for example, at least one or a combination of a camera module 131, a radar sensor module 132, and a road electromagnetic induction line sensor module 133, and generates at least environmental condition information such as obstacle information or preceding vehicle identification information. Furthermore, based on the image from the camera module 131, the environment recognition device 13 can determine the state of the traffic light 30 at the intersection ahead to generate intersection signal information and calculate intersection distance information. The intersection distance information is calculated, for example, based on the distance between the front end of the vehicle 10 and the stop line 31 at the intersection in the image from the camera module 131. In a preferred embodiment, if the intersection is equipped with an RSU 20, the environment recognition device 13 can also receive road condition information returned by the RSU 20 and generate intersection signal information, intersection distance information, etc. Furthermore, the relative position information of the positioning device 12 is, for example, a result of calculation based on information returned from the radar sensor module 132 or the camera module 131.

[0018] 1, in a platoon 1, one vehicle 10 is designated as a captain vehicle 10A, and the other vehicles 10 other than the captain vehicle 10A are defined as member vehicles 10B. The driving strategy of the platoon 1 is determined by a computing device 14A (hereinafter referred to as the captain computing device 14A) of the captain vehicle 10A. In addition to receiving its absolute position information, relative position information, and environmental state information, the captain computing device 14A also receives the absolute position information, relative position information, environmental state information, and other information or requests related to the driving strategy from the member vehicle 10B via the communication device 11, and transmits control information to the member vehicle 10B via the communication device 11 of the captain vehicle 10A.

[0019] Since all vehicles 10 in the platoon 1 have the ability to share information via the communication device 11, in actual implementation, any vehicle 10 in the platoon 1 can be defined as the captain vehicle 10A, and the present invention can still be fully realized. In a preferred embodiment, the captain vehicle 10A is preferably the leading vehicle. For clarity, the embodiments of the present invention will be described with the leading vehicle being the captain vehicle 10A.

[0020] The vehicle platoon intersection decision-making method is mainly executed by the captain vehicle 10A in the platoon of the vehicle platoon intersection decision-making system. Please also refer to the method flowchart shown in Figure 3. In the first embodiment of the present invention, when the captain computing device 14A executes the intersection decision-making process (step S101), it first determines the intersection signal information and intersection distance information, the relative position information of each vehicle 10, the absolute position information of the captain vehicle 10A, and the current speed command. Current speed command The first step determines whether the platoon 1 can pass through the intersection at the current speed command (step S102). If yes, the captain computing device 14A controls the vehicles 10 to maintain traveling at the current speed command so that the platoon 1 passes through the intersection (step S103). If no, the captain computing device 14A generates first optimized speed control information through a first speed decision-making process (step S104) and transmits the first optimized speed control information to each vehicle 10 via the communication device 11 to decelerate to a critical acceleration point before the platoon 1 reaches the intersection and start accelerating so that the platoon 1 passes through the intersection.

[0021] The determination method for each step will be described in detail below.

[0022] In step S101, the captain computing device 14A determines whether to perform the intersection decision-making process based on a specific condition. Generally speaking, the captain computing device 14A determines whether to perform the intersection decision-making process based on whether the distance to the intersection indicated by the intersection distance information is less than a predetermined distance threshold. The predetermined distance threshold may be 100 meters.

[0023] 4, when the captain computing device 14A determines in step S102 whether the convoy 1 can pass through the intersection at the current speed command, the captain computing device 14A first determines whether the signal state of the intersection signal 30 is a passing state based on the intersection signal information (S1021). A passing state refers to when the traffic light 30 is providing a green or yellow signal, and a state that is not a passing state (non-passing state) refers to when the traffic light 30 is providing a red signal.

[0024] If the traffic light signal state is in the passing state, i.e., if the result of step S1021 is "yes," the captain computing device 14A calculates the intersection passing time of the last vehicle of the vehicles 10 based on the intersection distance information, the current speed command, and the relative position information of the vehicles 10, and determines whether the intersection passing time of the last vehicle is shorter than the remaining passing time of the intersection traffic light (step S1022). If the intersection passing time of the last vehicle is shorter than the remaining passing time, the convoy 1 can pass through the intersection at the current speed command (step S1023); if the intersection passing time of the last vehicle is equal to or greater than the remaining passing time, the convoy 1 cannot pass through the intersection at the current speed command (step S1024).

[0025] The determination in step S1022 can be made according to the following first conditional expression.

number

[0026] Referring to Figure 1, D lastis the distance between the rearmost vehicle and the intersection, and V last is the current speed of the rearmost vehicle, and T G +T Y is the remaining transit time, and T G is the number of seconds remaining on the green light, and T Y is the number of seconds remaining on the yellow light. G , T Y can be known from a return message of the RSU 20 or can be recognized from the image recognition result of the camera module 131 of the environment recognition device 13. The present invention is not limited to this.

[0027] In some preferred embodiments, the first conditional expression can be optimized as follows:

number

[0028] D last and V last If the first conditional expression (1') is satisfied, it indicates that the rearmost vehicle can pass through the intersection before the traffic light passing state ends. Therefore, the platoon 1 can pass through the intersection while maintaining the current speed command.

[0029] Traffic light 30 Non-passing state If so, that is, if step S1021 is "NO", the captain computing device 14A first obtains intersection distance information, Current speed command , based on the relative position information of each vehicle 10, the intersection passing time of the rearmost vehicle among the vehicles is calculated, and the intersection passing time is calculated based on the remaining time of the traffic light 30. Non-transit timeand then determine whether the intersection passing time minus the remaining non-passing time is less than the passing time of traffic light 30 (step S1025). If both are correct, it means that convoy 1 can pass through the intersection at the current speed command (step S1023). Conversely, if any one of them is incorrect, convoy 1 cannot pass through the intersection at the current speed command (step S1024).

[0030] The determination in step S1025 can be made according to the following second conditional expression.

number

[0031] In some preferred embodiments, the second conditional expression can be optimized as follows:

number

[0032] D last and V last If the second conditional expression (2') is satisfied, it indicates that the rearmost vehicle can pass through the intersection after the non-passing state of the traffic light ends, and can pass through the intersection before the next passing state of the traffic light ends. Therefore, the platoon 1 can maintain the current speed command and pass through the intersection.

[0033] If the captain computing device 14A determines that the platoon 1 can pass through the intersection at the current speed command (step S1023), i.e., if step S102 is "yes," the captain computing device 14A controls each vehicle 10 to continue traveling at the current speed command and pass through the intersection (step S103). Conversely (step S1024), i.e., if step S102 is "no," the captain computing device 14A proceeds to a first speed determination process.

[0034] 5, in the second embodiment, if the captain computing device 14A determines that the platoon 1 cannot pass through the intersection with the current speed command, i.e., if step S102 is “No,” the captain computing device 14A further determines whether the platoon 1 can pass through the intersection by coordinating with the intersection signal based on the intersection distance information, the current speed command, the vehicle relative position information, and the intersection signal information (step S201). If “Yes,” the captain computing device 14A coordinates with and communicates with the traffic light 30 to allow the platoon 1 to pass through the intersection. If not, the captain computing device 14A performs a first speed determination process (step S104) to generate first optimized speed control information and transmits the first optimized speed control information to the vehicles 10 via the communication device 11 to cause the platoon 1 to decelerate before reaching the intersection.

[0035] In one embodiment, when performing step S201, captain computing device 14A first determines whether the intersection passage time of the rearmost vehicle is shorter than the remaining passage time of traffic light 30 plus a preset extension time. If yes, convoy 1 can pass through the intersection in cooperation with traffic light 30 (step S201: "yes"). If captain computing device 14A communicates in cooperation with traffic light 30 (step S202), it is actually requesting that the remaining passage time of traffic light 30 be extended by a predetermined extension time (step S202'). If not, it is determined that convoy 1 cannot pass through the intersection in cooperation with traffic light 30 (step S201: "no"). Therefore, a first speed determination process (step S104) is performed.

[0036] The first speed determination process and the second speed determination process will be further described below.

[0037] To summarize the above explanation, the prerequisite for entering the first speed determination process (step S104) is that the convoy 1 cannot pass through the intersection at its current speed. Under these circumstances, the purpose of the first speed determination process is to decelerate the convoy 1 to a coasting speed and start accelerating at the critical acceleration point so that the convoy 1 can pass through the intersection when the traffic light changes from a non-passing state to a passing state.

[0038] Referring to FIG. 6, the first speed determination process (step S104) is as follows: generating first optimized speed control information based on a preset deceleration value such that the current speed command is decelerated to a freewheeling speed value (step S1041); The arrival time to the intersection is continuously calculated based on the maximum acceleration value, the current speed command, and the intersection distance information, and it is determined whether the intersection signal is in a passing state when the leading vehicle of the platoon 1 arrives at the intersection based on the arrival time (step S1042). If the answer is "yes," the current point in time is determined to be the acceleration critical point, and after the intersection signal 30 changes from a non-passing state to a passing state, the current speed command is maintained until the platoon 1 passes the intersection. Maximum acceleration valueand adjusting the first optimized rate control information to increase the rate by the first optimized rate control information (step S1043).

[0039] Calculating whether the traffic light 30 is in the passing state when the leading vehicle reaches the intersection accelerating at the maximum acceleration value is determined, for example, based on the following formula:

number

[0040] where D lead is the distance from the leading vehicle to the intersection, and a max is the maximum acceleration value preset by the system, and T allow is the time required for the leading vehicle to pass through the intersection at the maximum acceleration value e, and D lead0 is the current speed of the leading vehicle. T allow ∈T G indicates that traffic light 30 will be in the passing state when the lead vehicle reaches the intersection, based on the currently calculated time for the lead vehicle to clear the intersection.

[0041] The precondition for entering the second speed determination process (step S203) is that the convoy 1 cannot pass through the intersection at its current speed and that the captain computing device 14A can cooperate with the traffic light 30 to allow the convoy 1 to pass through the intersection. More specifically, the captain computing device 14A can request the traffic light 30 to extend the predetermined extension time, thereby allowing the last vehicle of the convoy 1 to pass through the intersection within the time that is the remaining passing time plus the predetermined extension time.

[0042] Preferably, the second speed determination process (step S203) generates second optimized speed control information based on the maximum speed value and the corresponding maximum acceleration value, and the second optimized speed control information gradually increases the current speed command to the maximum speed value. In this way, the second speed determination process enables the convoy 1 to accelerate through the intersection to ensure that the convoy 1 passes through the intersection within the remaining passing time plus a preset extension time.

[0043] Figures 7 and 8 show the experimental verification results of the first and second speed determination processes, respectively. The four graphs from top to bottom show the platoon speed (speed) (Kph), platoon acceleration (acceleration) (m / s 2 ), platoon length (distance) (m), and distance to the intersection (traffic distance) (m), respectively. The platoon speed chart has two waveforms: target speed (V target) and actual speed (V host), the platoon acceleration chart has two waveforms: target acceleration (Ax target) and actual acceleration (Ax host), and the platoon length chart has two waveforms: actual length (Dr) and target length (D follow). It can be seen that the target speed and actual speed, and the target length and actual length are almost identical, but the response of the actual acceleration is slightly delayed compared to the target acceleration.

[0044] 7, when the first speed determination process is executed, the captain computing device 14A determines at time t1 that the current speed command will not allow the platoon 1 to pass through the intersection. Therefore, the target acceleration is set to a predetermined deceleration value, i.e., the first optimized speed control information is generated with the predetermined deceleration value. As a result, the platoon 1 begins to decelerate to a coasting speed and then glides at a substantially constant speed. At time t2, the captain computing device 14A determines that this is the critical acceleration time and sets the target acceleration to the maximum acceleration value. That is, the first optimized speed control information is adjusted by the maximum acceleration value, causing the platoon 1 to begin accelerating until time t3, when the platoon 1 arrives at and passes through the intersection. However, at this time, the distance to the intersection is 0 m.

[0045] 8 , when performing the second speed determination process, at time t4, the captain computing device 14A determines that the convoy 1 can pass through the intersection after the traffic light 30 extends the preset extension time. Therefore, second optimized speed control information is generated based on the maximum acceleration value, and the convoy 1 can start accelerating until the convoy 1 arrives at and passes through the intersection at time t5.

[0046] In summary, the vehicle platoon intersection determination system of the present invention allows platoon 1 to actively participate in the intersection determination process and determines the most effective speed control information based on the traffic light signal status, the distance between platoon 1 and the intersection, the length of platoon 1, and the current speed of platoon 1. Regardless of whether platoon 1 can pass through the intersection directly, can pass through the intersection by extending the traffic light signal time, or must slow down and cannot pass through the intersection directly, the task of passing through the intersection can be optimally performed without reducing the speed of platoon 1 to 0. This allows platoon 1 to pass through the intersection smoothly and effectively improves energy efficiency.

[0047] As shown in Figure 9, the third embodiment further takes into consideration a special situation in which the platoon 1 is cut in by an external vehicle 40. When the platoon 1 is in a normal platoon configuration, the vehicles 10 of the platoon 1 closely follow each other without any non-platoon vehicles (hereinafter referred to as "external vehicles") 40 in between. When an external vehicle 40 cuts in between two vehicles 10 of the platoon 1 from another lane, a cut-in situation of the external vehicle 40 occurs.

[0048] The vehicle platoon intersection decision-making method further includes the following steps executed by any of the member vehicles 10B. Referring to FIG. 10 , in practice, for example, via the camera module 131 of the environment recognition device 13 or in combination with detection information from the radar detection module 132 of any of the member vehicles 10B, the computing device 14 of the member vehicle 10B continuously determines whether there is an external vehicle 40 that intrudes into a preset range of the target driving lane, and determines whether an intrusion situation by the external vehicle 40 has occurred (step S301). If the answer is "yes," it is determined that an intrusion situation has occurred, and the process enters an intrusion determination flow (step S302). The external vehicle 40 is actually determined to have intruded into the preset range of the target driving lane when, for example, the tires in front of the original external vehicle 40 in the adjacent lane intrude 30 cm into the target driving lane. The intrusion determination flow (step S302) includes the following substeps.

[0049] Referring to FIG. 11, when a cutting-in situation occurs, the member vehicle 10B (hereinafter referred to as the "overtaken vehicle 10B'") that has been cut in by the external vehicle transmits a cutting-in notification to the other vehicles 10 in the platoon 1 via the communication device 11 to notify the captain vehicle 10A and the other vehicles 10B of the cutting-in situation, and then performs the following general process (step S3021). The general following process is that the overtaken vehicle 10B' continues to follow the external vehicle 40. The overtaking vehicle 10B' continuously determines whether the cutting-in situation has been resolved (step S3022). For example, based on the environment recognition device 13 of the overtaken vehicle 10B', the overtaken vehicle 10B' continuously determines whether the external vehicle 40 has completely left the target driving lane, indicating that the cutting-in situation has been resolved.

[0050] When the cut-in situation is resolved, the computing device 14 of the overtaken vehicle 10B' determines whether the overtaken vehicle 10B' can catch up with the leading vehicle at the current speed command (S3023). If the overtaken vehicle 10B' can catch up with the leading vehicle at the current speed command, the computing device 14 of the overtaken vehicle 10B' sends a platoon formation request to the captain computing device 14A via the communication device 11 (S3024) and executes the platoon formation process. If the overtaken vehicle 10B' cannot catch up with the leading vehicle at the current speed command, the computing device 14 of the overtaken vehicle 10B' sends a deceleration request to the captain computing device 14A via the communication device 11 (S3025), requests that the vehicle decelerate and travel, and then executes the platoon formation process (S3024).

[0051] To determine whether the overtaken vehicle 10B' can catch up with the leading vehicle at its current speed command, the time difference is subtracted from the distance between the overtaken vehicle 10B' and the leading vehicle, divided by the maximum speed value, and the result is determined to be less than a predetermined time. If the time is less than the predetermined time, it indicates that the overtaken vehicle 10B' can catch up with the leading vehicle and can directly issue a platooning request. If the time difference is greater than the predetermined time, it indicates that the overtaken vehicle 10B' cannot catch up with the leading vehicle. This "time difference" refers to the ratio of the current speed of the vehicles traveling in the platoon to the relative distance. It is calculated based on the current speed, and the formula is the relative distance between the following vehicle and the leading vehicle divided by the current speed. For example, according to ISO 15622, if the current speed exceeds 8 meters per second, this time difference must be between 1.5 and 2.2 seconds. The predetermined time is, for example, 1 second.

[0052] After a cut-in situation occurs, the overtaken vehicle 10B' becomes the temporary captain vehicle 10A' regardless of whether there are other member vehicles 10B behind the overtaken vehicle 10B'. When the general following process is being executed or if it is determined that a cut-in situation does not exist, the temporary captain vehicle 10A' generates and transmits speed control information to the other member vehicles 10B behind it based on the general following process. Furthermore, in the present invention, all of the determination processes that the captain vehicle 10A should perform are executed until the cut-in situation is resolved and the platoon formation process with the leading vehicle / captain vehicle 10A is completed. Only at this point does the temporary captain vehicle 10A' resume its identity as a member vehicle 10B. The aforementioned "general following process" refers to the following determination process executed when the vehicle 10 is traveling in the same lane and following the external vehicle 40. The main purpose is to maintain an appropriate driving distance from the external vehicle 40 until the external vehicle 40 departs from the target driving lane of the platoon 1.

[0053] The platoon formation process includes multiple steps, including, but not limited to, initiating the platoon formation function with the captain vehicle 10A and the overtaken vehicle 10B', determining whether the captain vehicle 10A and the overtaken vehicle 10B' are in the same target driving lane, determining whether the communication delay between the captain vehicle 10A and the overtaken vehicle 10B' is below a communication delay threshold (e.g., 150 ms), determining whether an obstacle (external vehicle 40 or another obstacle) exists between the overtaken vehicle 10B' and the leading vehicle, and determining whether the time difference obtained by subtracting the set cruise following time difference is less than a predetermined time (e.g., 0.3 seconds). Here, if the value obtained by subtracting the set cruise following time difference from the time difference is less than the predetermined time, it indicates that the current difference between the time difference and the set cruise following time difference is less than the predetermined time, and the conditions for platoon formation are met.

[0054] In summary, the second preferred embodiment of the present invention further provides a complete decision process when any member vehicle 10B is cut in front by an external vehicle 40 after entering the intersection decision process. As mentioned above, all vehicles 10 in the platoon are equipped with the same capable communication devices 11, positioning devices 12, environment recognition devices 13, and computing devices 14. Therefore, when an external vehicle 40 cuts in and the platoon is broken, the overtaken vehicle 10B' can also temporarily perform the functions of the captain vehicle 10A and continue its driving task. After the cut-in situation is resolved, the overtaken vehicle 10B' resumes its original platoon mode driving according to standard processing and forms a platoon with the leading / captain vehicle 10A.

Claims

1. A vehicle platoon intersection decision-making system, comprising: A vehicle platoon including a plurality of vehicles arranged in order, the plurality of vehicles including a captain vehicle and a plurality of member vehicles that travel based on a current speed command; communication devices, the communication devices of the vehicles being communicatively connected to each other; a positioning device that generates absolute position information and relative position information; an environment recognition device that generates environmental situation information; a computing device connected to the communication device for communicating with other vehicles in the vehicle platoon, connected to the positioning device for receiving the absolute position information and the relative position information, and connected to the environment recognition device for receiving the environmental situation information, wherein the computing device of the captain vehicle is defined as a captain computing device, and the captain computing device performs an intersection decision-making process to determine whether the vehicle platoon can pass through the intersection at the current speed command based on intersection signal information and intersection distance information in the environmental situation information, the relative position information of each vehicle, the absolute position information of the captain vehicle, and the current speed command; If "yes," the Captain Computing Device controls the vehicle to maintain travel at the current speed command; If the answer is "no," the captain computing device generates first optimized speed control information through a first speed determination process, transmits the first optimized speed control information to other vehicles in the vehicle platoon via the communication device, controls the vehicle platoon to decelerate to an acceleration critical point before reaching the intersection, and starts accelerating; A vehicle platoon intersection decision-making system in which each vehicle is equipped.

2. When the captain computing device determines whether the vehicle platoon can pass through the intersection at the current speed command, the captain computing device first determines whether the signal state of the intersection signal is a passing state based on the intersection signal information; When the signal state of the intersection signal is the passing state, the captain computing device calculates the intersection passing time of the last vehicle among the vehicles based on the intersection distance information, the current speed command, and the relative position information of the vehicles, and determines whether the intersection passing time of the last vehicle is shorter than the remaining passing time of the intersection signal; If the intersection passing time of the rearmost vehicle is less than the remaining passing time, the vehicle platoon may pass through the intersection at the current speed command; If the intersection passing time of the rearmost vehicle is equal to or greater than the remaining passing time, the vehicle platoon cannot pass through the intersection at the current speed command, If the signal state of the intersection signal is a non-passing state, the captain computing device first calculates the intersection passing time of the last vehicle among the vehicles based on the intersection distance information, the current speed command, and the relative position information of the vehicles, determines whether the intersection passing time of the last vehicle is greater than the remaining non-passing time of the intersection signal, and determines whether the time obtained by subtracting the remaining non-passing time from the intersection passing time of the last vehicle is less than the passing time of the intersection signal; The vehicle platoon intersection decision-making system of claim 1 , wherein if both are correct, the vehicle platoon can pass through the intersection at the current speed command.

3. If the captain computing device determines that the vehicle platoon cannot pass through the intersection at the current speed command, the captain computing device further determines whether the vehicle platoon can pass through the intersection by coordinating with an intersection signal based on the intersection distance information, the current speed command, the relative position information of the vehicles, and the intersection signal information; If yes, the Captain Computing Device performs coordinated communication with the intersection signal and generates second optimized speed control information via a second speed determination process for the vehicle platoon to pass through the intersection; 2. The vehicle platoon intersection decision-making system of claim 1, wherein if the answer is "No," the captain computing device generates first optimized speed control information, transmits the first optimized speed control information to other vehicles in the vehicle platoon via the communication device, and controls the vehicle platoon to decelerate before reaching the intersection.

4. When the captain computing device determines whether the vehicle platoon can pass through the intersection in cooperation with the intersection signal, the captain computing device calculates the passing time of the rearmost vehicle based on the intersection distance information, the current speed command, and the relative position information of the vehicles, and determines whether the passing time of the rearmost vehicle is less than the sum of the remaining passing time of the intersection signal and a preset extension time; If the answer is "yes," the vehicle platoon can pass through the intersection by coordinating with the intersection signal, and when the captain computing device communicates with the intersection signal, the captain computing device transmits a request to the intersection signal to extend the remaining passing time by the preset extension time; The vehicle platoon intersection decision-making system of claim 3 , wherein if “no,” the vehicle platoon cannot pass through the intersection by coordinating with the intersection signal.

5. When the Captain computing device executes the intersection decision-making process, the vehicle computing device determines whether an external vehicle cut-in situation has occurred; If "no," the captain computing device determines whether the vehicle platoon can pass through the intersection at the current speed command. The vehicle platoon intersection decision-making system of claim 1 .

6. When the Captain computing device executes the intersection decision-making process, the vehicle computing device determines whether an external vehicle cut-in situation has occurred; If yes, the overtaken vehicle in the vehicle platoon executes a general following mode and continuously determines whether the cut-in situation is resolved; When the cut-in situation is resolved, a computing device of the overtaken vehicle determines whether the current speed command will allow the vehicle to catch up with the preceding vehicle; If the overtaken vehicle can catch up with the leading vehicle at the current speed command, a computing device of the overtaken vehicle sends a platoon formation request to the captain computing device via the communication device to perform a platoon formation process; 2. The vehicle platoon intersection decision-making system of claim 1, wherein if the overtaken vehicle cannot catch up with the leading vehicle at the current speed command, a computing device of the overtaken vehicle transmits a deceleration request to the captain computing device via the communication device to request deceleration, and executes the platoon formation process.

7. The first speed determination process includes: generating first optimized speed control information based on a preset deceleration value such that the current speed command decreases to a freewheeling speed value; continuously calculating an arrival time to the intersection based on the maximum acceleration value, the current speed command, and the intersection distance information, and determining, based on the arrival time, whether an intersection signal is in a passing state when a leading vehicle of the vehicle platoon reaches the intersection; If the answer is "yes," determine the current time point as an acceleration critical time point, and adjust the first optimized speed control information so that the current speed command is increased by a maximum acceleration value so that the vehicle platoon passes through the intersection when the intersection signal changes from a non-passing state to a passing state; and if "No," maintaining the first optimized speed control information based on the free-wheeling speed value.

8. The second speed determination process includes: The vehicle platoon intersection decision-making system of claim 3 or 4, further comprising generating second optimized speed control information based on the upper limit speed value and the upper limit acceleration value so that the current speed command gradually increases to the upper limit speed value.

9. the communication device includes a roadside device communication module; the environment recognition device includes at least one of a camera module, a radar detection module, or a combination thereof; 2. The vehicle platoon intersection decision-making system according to claim 1, wherein the positioning device generates the absolute position information based on road position information received from the roadside device communication module, and generates the relative position information based on the environmental situation information received from the environment recognition device.

10. A vehicle platoon intersection decision-making method implemented using a captain computing device of a captain vehicle in a vehicle platoon including a captain vehicle and a plurality of member vehicles, the vehicle platoon intersection decision-making method comprising: performing an intersection decision-making process; determining whether the vehicle platoon can pass through the intersection at the current speed command based on intersection signal information and intersection distance information in the environment recognition information, relative position information of each vehicle, absolute position information of the captain vehicle, and a current speed command; If "yes," controlling the vehicle to maintain travel at the current speed command; If the answer is "no," generating first optimized speed control information through a first speed determination process, transmitting the first optimized speed control information to other vehicles in the vehicle platoon, controlling the vehicle platoon to decelerate and travel until an acceleration critical point before reaching the intersection, and then accelerating and starting to travel; A vehicle platoon intersection decision-making method comprising:

11. The vehicle includes a rearmost vehicle, and the step of "determining whether the vehicle platoon can pass through the intersection at the current speed command" is a sub-step of determining whether the signal state of the intersection signal is a passing state based on the intersection signal information; a sub-step of calculating an intersection passing time of the last vehicle among the vehicles based on the intersection distance information, the current speed command, and the relative position information of the vehicles, when the signal state of the intersection signal is the passing state, and determining whether the intersection passing time of the last vehicle is shorter than the remaining passing time of the intersection signal; If the intersection passing time of the rearmost vehicle is less than the remaining passing time, the vehicle platoon may pass through the intersection at the current speed command; If the intersection passing time of the rearmost vehicle is equal to or greater than the remaining passing time, the vehicle platoon cannot pass through the intersection at the current speed command, a sub-step of calculating an intersection passing time of the last vehicle among the vehicles based on the intersection distance information, the current speed command, and the relative position information of the vehicles, when the signal state of the intersection signal is a non-passing state, determining whether the intersection passing time of the last vehicle is longer than a remaining non-passing time of the intersection signal, and determining whether a time obtained by subtracting the remaining non-passing time from the intersection passing time of the last vehicle is shorter than the passing time of the intersection signal; The vehicle platoon intersection decision-making method of claim 10 , further comprising the substep of allowing the vehicle platoon to pass through the intersection at the current speed command if both are “yes.”

12. If it is determined that the vehicle platoon cannot pass through the intersection at the current speed command, determining whether the vehicle platoon can pass through the intersection in cooperation with an intersection signal based on the intersection distance information, the current speed command, relative position information of the vehicles, and the intersection signal information; If yes, performing coordinated communication with the intersection signal for the vehicle platoon to pass through the intersection and generating second optimized speed control information via a second speed determination process; If "no," generating the first optimized speed control information, transmitting the first optimized speed control information to other vehicles in the vehicle platoon, and controlling the vehicle platoon to decelerate before reaching the intersection. The vehicle platoon intersection decision-making method of claim 10, further comprising:

13. the vehicle includes a rearmost vehicle, and the step of "determining whether the vehicle platoon can pass through the intersection by coordinating with an intersection signal" is a sub-step of calculating an intersection passing time of the rearmost vehicle based on the intersection distance information, the current speed command, and the relative position information of the vehicles, and determining whether the intersection passing time of the rearmost vehicle is less than the sum of the remaining passing time of the intersection signal and a preset extension time; If the answer is "yes," the vehicle platoon can pass through the intersection by coordinating with the intersection signal, and coordinating with the intersection signal includes requesting the intersection signal to extend the remaining passing time by the preset extension time; If "no," the vehicle platoon cannot pass through the intersection by coordinating with the intersection signal. The vehicle platoon intersection decision-making method of claim 12, comprising:

14. When executing the intersection decision-making process, first determine whether an external vehicle cut-in situation has occurred; If "No," the method for vehicle platoon intersection decision-making according to claim 10 determines whether the vehicle platoon can pass through the intersection at the current speed command.

15. a computing device of at least one of the member vehicles in the vehicle platoon determines whether an interruption situation caused by an external vehicle has occurred, and defines the member vehicle that has been interrupted by the external vehicle as an overtaken vehicle; If "yes," the overtaken vehicle executes a general following mode and continuously determines whether the cut-in situation has been resolved; When the cut-in situation is resolved, a computing device of the overtaken vehicle determines whether the current speed command allows the overtaken vehicle to catch up with the vehicle preceding the vehicle. If the overtaken vehicle can catch up with the leading vehicle at the current speed command, the computing device of the overtaken vehicle transmits a platoon formation request to the captain computing device via the communication device of the overtaken vehicle to perform a platoon formation process; 11. The vehicle platoon intersection decision-making method of claim 10, further comprising: if the overtaken vehicle cannot catch up with the captain vehicle at the current speed command, a computing device of the overtaken vehicle sends a deceleration request to the captain computing device via the communication device of the overtaken vehicle, requesting the captain vehicle to slow down and drive, and then performing the platoon formation process.

16. the first rate determination process comprising: generating first optimized speed control information based on a preset deceleration value such that the current speed command decreases to a freewheeling speed value; continuously calculating an arrival time to the intersection based on the maximum acceleration value, the current speed command, and the intersection distance information, and determining, based on the arrival time, whether an intersection signal is in a passing state when a leading vehicle of the vehicle platoon reaches the intersection; If the answer is "yes," determine the current time point as an acceleration critical time point, and adjust the first optimized speed control information so that the current speed command is increased by the maximum acceleration value so that the vehicle platoon passes through the intersection when the intersection signal changes from a non-passing state to a passing state; and if "no," maintaining the first optimized speed control information based on the free-wheeling speed value.

17. the second rate determination process comprising: The vehicle platoon intersection decision-making method according to claim 12 or 13, further comprising generating second optimized speed control information based on the upper limit speed value and the upper limit acceleration value such that the current speed command gradually increases to the upper limit speed value.

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