Traffic flow control device and traffic flow control program

Abstract

A traffic flow control device includes a communication unit and a control unit. The control unit obtains information related to a first controlled vehicle communicating with the communication unit. Information related to a following vehicle traveling between the first controlled vehicle and a second controlled vehicle traveling behind the first controlled vehicle and communicating with the communication unit; and information related to a traffic light located in front of the first controlled vehicle. The control unit causes the first controlled vehicle to act on the basis of energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle, the energy consumption being acquired from information related to the first controlled vehicle, information related to the following vehicle, and information related to the traffic light.

Description

Technical Field

[0001] The present disclosure relates to a traffic flow control device and a traffic flow control program. Background Art

[0002] Conventionally, as described in JP2008-299666A, a vehicle driving assistance system is known that determines the driving state of the vehicle based on the distance to the intersection, the speed of the vehicle, and traffic light information of the traffic light. In the vehicle driving assistance system, acceleration / deceleration control is performed on the vehicle according to the driving state.

[0003] In the vehicle driving assistance system described in JP2008-299666A, a following vehicle traveling behind the own vehicle may accelerate / decelerate unnecessarily according to the acceleration / deceleration of the own vehicle. As a result, the own vehicle and the following vehicle waste fuel and electric energy. Therefore, energy consumption in the traffic flow on the road on which the own vehicle and the following vehicle travel increases. Summary of the invention

[0004] Therefore, it is desirable to provide a traffic flow control device and a traffic flow control program that suppress an increase in energy consumption in traffic flow.

[0005] A first aspect of the present disclosure provides a traffic flow control device, comprising: a communication unit; an acquisition unit, which acquires information related to a first controlled vehicle communicating with the communication unit, information related to a following vehicle traveling between the first controlled vehicle and a second controlled vehicle traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object located in front of the first controlled vehicle; and a control unit, which responds to the behavior of the first controlled vehicle acquired from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the front object, so that the first controlled vehicle behaves based on the energy consumption of the first controlled vehicle and the following vehicle.

[0006] In addition, a second aspect of the present disclosure provides a non-temporary computer-readable storage medium storing a traffic flow control program, wherein the traffic flow control program is used to enable a computer to implement: obtaining information related to a first controlled vehicle communicating with a communication unit of a traffic flow control device, information related to a following vehicle traveling between the first controlled vehicle and a second controlled vehicle traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object located in front of the first controlled vehicle; and causing the first controlled vehicle to behave based on energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle, wherein the energy consumption is obtained from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the front object.

[0007] As a result, the first controlled vehicle behaves based on the energy consumption of the first controlled vehicle and the following vehicle. Therefore, it is possible to suppress an increase in energy consumption in the traffic flow on the road on which the first controlled vehicle and the following vehicle travel.

[0008] Reference numerals in parentheses given to constituent elements and the like represent examples of corresponding relationships between constituent elements and the like and specific constituent elements and the like according to an embodiment described below. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In the attached picture:

[0010] Figure 1 is a configuration diagram showing a system using the traffic flow control device according to the first embodiment;

[0011] Figure 2 is a flowchart showing a process performed by a control unit of a traffic flow control device;

[0012] Figure 3 is a graph showing the relationship between the deceleration of the first controlled vehicle and the energy consumption of the following vehicle;

[0013] Figure 4 is a flow chart showing a process performed by a first controlled vehicle in the system;

[0014] Figure 5 is a graph showing the relationship between the deceleration of the first controlled vehicle and the energy consumption of the following vehicle and the first controlled vehicle;

[0015] Figure 6 is a graph showing the relationship between the deceleration and the total energy consumption of the first controlled vehicle;

[0016] Figure 7 is a diagram showing the relationship between time and position of a following vehicle, a first controlled vehicle, an uncontrolled vehicle, and a traffic light;

[0017] Figure 8 is a diagram showing the relationship between time and speed of a following vehicle, a first controlled vehicle, an uncontrolled vehicle, and a traffic light;

[0018] Fig. 9 is a flowchart showing a process executed by a control unit of a traffic flow control device in a modification example according to the first embodiment;

[0019] Fig.10 is a flowchart of a process performed by a first controlled vehicle in a modification;

[0020] Fig.11 is a flowchart showing a process performed by a control unit of a traffic flow control device according to a second embodiment;

[0021] Fig.12 is a graph showing the relationship between the deceleration of the first controlled vehicle and the traffic volume;

[0022] Fig.13 is a flow chart showing a process performed by a first controlled vehicle;

[0023] Fig.14 is a flowchart showing a process executed by a control unit of a traffic flow control device according to a modification of the second embodiment; and

[0024] Fig.15 is a flowchart showing processing executed by the first controlled vehicle in the modification. DETAILED DESCRIPTION

[0025] Hereinafter, the embodiments will be described with reference to the accompanying drawings. The same reference numerals are used for the same or corresponding parts in the embodiments, and their description is omitted.

[0026] (First Embodiment)

[0027] The traffic flow control device according to this embodiment suppresses the increase of energy consumption in the traffic flow. For example, the traffic flow control device can be used in Figure 1 The system 10 is shown. First, the system 10 will be described.

[0028] The system 10 includes a first controlled vehicle 11 , a second controlled vehicle 12 , a following vehicle 15 , a traffic light 20 , an information acquisition device 30 , and a traffic flow control device 40 .

[0029] The first controlled vehicle 11 is traveling on a road. The first controlled vehicle 11 includes a sensor group (not shown). The sensor group detects the state of the first controlled vehicle 11 and the state of the road. The state of the first controlled vehicle 11 includes the position, speed, acceleration, etc. of the first controlled vehicle 11. The state of the road includes the slope, curvature, etc. of the road on which the first controlled vehicle 11 is traveling. The sensor group also detects the number of passengers in the first controlled vehicle 11, the surrounding state of the first controlled vehicle 11, etc. The surrounding state of the first controlled vehicle 11 includes the relative position, relative speed, etc. of objects near the first controlled vehicle 11. In addition, the first controlled vehicle 11 includes a microcomputer, etc., and has a central processing unit (CPU), a read-only memory (ROM), a flash memory, a random access memory (RAM), an input / output (I / O), a communication interface, a bus connecting these components, etc. The first controlled vehicle 11 communicates with the traffic flow control device 40 described below. The first controlled vehicle 11 sends information related to the first controlled vehicle 11 to the traffic flow control device 40 described below. The first controlled vehicle 11 also receives information from the traffic flow control device 40, as described below. In addition, the first controlled vehicle 11 performs travel control by executing a program stored in the ROM of the first controlled vehicle 11 and based on the received information.

[0030] The second controlled vehicle 12 travels behind the first controlled vehicle 11. The second controlled vehicle 12 communicates with the traffic flow control device 40 in a manner similar to the first controlled vehicle 11, which will be described below. The second controlled vehicle 12 sends information related to the second controlled vehicle 12 to the traffic flow control device 40 described below.

[0031] The following vehicle 15 travels between the first controlled vehicle 11 and the second controlled vehicle 12. Figure 1 , the following vehicle 15 is shown in white to distinguish the following vehicle 15 from the first controlled vehicle 11 and the second controlled vehicle 12. The first controlled vehicle 11 and the second controlled vehicle 12 are shown with a dotted line pattern.

[0032] The traffic light 20 is located in front of the first controlled vehicle 11. The traffic light 20 transmits information related to the traffic light 20 to a traffic flow control device 40 described below.

[0033] The information acquisition device 30 is arranged on the road on which the first controlled vehicle 11, the second controlled vehicle 12 and the following vehicle 15 are traveling. The information acquisition device 30 uses a camera, image recognition, training data, machine learning, etc. to acquire information related to the following vehicle 15. In addition, the information acquisition device 30 sends the acquired information to the traffic flow control device 40 described below. Here, although the information acquisition device 30 uses a camera, image recognition, training data, machine learning, etc. to acquire information related to the following vehicle 15, the information acquisition device is not limited thereto. The information acquisition device 30 can use radar, LiDAR, communication with the following vehicle 15, etc. to acquire information related to the following vehicle 15. LiDAR is an abbreviation for Light Detection and Ranging / Laser Imaging Detection and Ranging.

[0034] The traffic flow control device 40 is mainly composed of a microcomputer, etc., and has a CPU, ROM, flash memory, RAM, I / O, a bus connecting these components, etc. In addition, the traffic flow control device 40 is arranged at a position different from the first controlled vehicle 11, the second controlled vehicle 12, and the following vehicle 15. The traffic flow control device 40 also includes a communication unit 45 and a control unit 50.

[0035] The communication unit 45 is a communication interface or the like, and communicates with the first controlled vehicle 11 , the second controlled vehicle 12 , the traffic light 20 , and the information acquisition device 30 .

[0036] The control unit 50 executes a program stored in the ROM of the traffic flow control device 40. As a result, the control unit 50 generates information for causing the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11, based on information related to the first controlled vehicle 11, the following vehicle 15, and the traffic light 20. For example, the control unit 50 may generate information for causing the first controlled vehicle 11 to behave in a manner that minimizes the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. In addition, the control unit 50 transmits the generated information to the first controlled vehicle 11. As a result, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. Therefore, it is possible to suppress an increase in energy consumption in the traffic flow. Here, the details of the information generation by the control unit 50 and the behavior of the first controlled vehicle 11 will be described below.

[0037] The system 10 is constructed as described above. Figure 21 and 2, and the flow chart in FIG. 4 is used to describe the generation of information based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11, which is performed by the control unit 50 that executes the program to make the first controlled vehicle 11 behave. Here, for example, the control unit 50 can execute the program when the communication unit 45 communicates with the first controlled vehicle 11 and the second controlled vehicle 12.

[0038] In step S100, the control unit 50 acquires various types of information. Specifically, the control unit 50 acquires information related to the first controlled vehicle 11 from the first controlled vehicle 11 through the communication unit 45. For example, the information related to the first controlled vehicle 11 may include the mass, position, speed, and type of the first controlled vehicle 11, the slope and curvature of the road on which the first controlled vehicle is traveling, and the use history of air conditioning, power steering, lights, etc. in the first controlled vehicle 11. Here, the type of vehicle includes legal classifications such as full-size vehicles, small vehicles, light vehicles, or large custom vehicles, types based on power such as engine vehicles or electric vehicles, types based on vehicle manufacturers, and the like.

[0039] Furthermore, the control unit 50 acquires information related to the traffic light 20 from the traffic light 20 through the communication unit 45. For example, the information related to the traffic light 20 may be the lighting state of the traffic light 20 and the time when the lighting state of the traffic light 20 changes.

[0040] In addition, the control unit 50 acquires information related to the following vehicle 15 from the information acquisition device 30 through the communication unit 45. For example, the information related to the following vehicle 15 may be traffic density and the shape, size, speed, and type of the following vehicle 15. Here, traffic density is the number of vehicles present per unit distance. The unit of traffic density may be, for example, vehicle / km.

[0041] Next, in step S102 , the control unit 50 calculates the energy consumption of the following vehicle 15 in relation to the behavior of the first controlled vehicle 11 .

[0042] Specifically, in order to calculate the energy consumption of the following vehicle 15 , the control unit 50 calculates the force applied when the following vehicle 15 travels in relation to the behavior of the first controlled vehicle 11 .

[0043] Here, as shown in the following relational expression (1), the force applied when the vehicle is traveling is represented by the sum of acceleration / deceleration resistance, rolling resistance and air resistance, slope resistance and the sum of the increase in rolling resistance when traveling on a curve. Here, in the following relational expression (1), Fdrv(t) represents the force applied when the vehicle is traveling at time t, and m represents the mass of the vehicle. The mass of the vehicle may also include the mass of the passengers of the vehicle. For example, the mass of the passengers of the first controlled vehicle 11 may be calculated by multiplying the number of passengers in the first controlled vehicle 11 detected by the sensor group of the first controlled vehicle 11 by the mass of each passenger set in advance. In addition, for example, the mass of the passengers of the following vehicle 15 may be calculated by multiplying the number of passengers in the following vehicle 15 detected by the information acquisition device 30 by the mass of each passenger set in advance. In addition, a represents the acceleration of the vehicle, m×a represents the acceleration / deceleration resistance of the vehicle, v(t) represents the vehicle speed at time t, and Fr(v(t)) represents the sum of rolling resistance and air resistance at time t, and is a function of the vehicle speed. In addition, Fr(v(t)) is set by experiments, simulations, etc., so that the sum of rolling resistance and air resistance is calculated based on the vehicle speed. In addition, g represents the acceleration due to gravity, θ(t) represents the slope of the road on which the vehicle is traveling at time t, m×g×sin(θ(t)) represents the slope resistance at time t, and Fc(t) represents the increase in rolling resistance when traveling on a curve at time t, and is a function of the curvature of the road. In addition, Fc(t) is set by experiments, simulations, etc., so that the increase in rolling resistance when traveling on a curve is calculated based on the curvature of the road.

[0044] Fdrv(t)=m×a+Fr(v(t))+m×g×sin(θ(t))+Fc(t)…(1)

[0045] Therefore, for example, the control unit 50 can calculate the mass of the following vehicle 15 according to the shape, size or type of the following vehicle 15 acquired in step S100. In addition, the control unit 50 calculates the relative speed of the following vehicle 15 with respect to the first controlled vehicle 22 according to the speed of the first controlled vehicle 11 and the speed of the following vehicle 15 acquired in step S100. In addition, the control unit 50 calculates the average inter-vehicle distance according to the traffic density acquired in step S100. Here, the average inter-vehicle distance can be, for example, the inverse of the traffic density.

[0046] In addition, it is assumed here that the behavior of the first controlled vehicle 11 is deceleration. The control unit 50 sets the deceleration of the first controlled vehicle 11 to calculate the relationship between the deceleration of the first controlled vehicle 11 and the energy consumption of the following vehicle 15, as described below. In addition, the control unit 50 uses the set deceleration, the calculated relative speed of the following vehicle 15 relative to the first controlled vehicle 11, the calculated average vehicle-to-vehicle distance, and the tracking model to calculate the deceleration of the following vehicle 15. Here, the tracking model can be, for example, a stimulus response model.

[0047] The control unit 50 also calculates the position of the following vehicle 15 based on the position of the first controlled vehicle 11 obtained in step S100 and the calculated average vehicle-to-vehicle distance. In addition, the control unit 50 calculates the slope and curvature of the road on which the following vehicle 15 is traveling based on the calculated position of the following vehicle 15 and the mapping information pre-stored in the traffic flow control device 40.

[0048] Therefore, the control unit 50 calculates the acceleration / deceleration resistance of the following vehicle 15 based on the calculated mass of the following vehicle 15 and the set deceleration of the first controlled vehicle 11. In addition, the control unit 50 calculates the sum of the rolling resistance and the air resistance of the following vehicle 15 based on the speed of the following vehicle 15 acquired in step S100 and a preset function. In addition, the control unit 50 calculates the slope resistance of the following vehicle 15 based on the calculated mass of the following vehicle 15, the gravitational acceleration, and the calculated slope of the road on which the following vehicle 15 is traveling. The control unit 50 also calculates the increase in the rolling resistance when the following vehicle 15 is traveling on a curve based on the calculated curvature of the road on which the following vehicle 15 is traveling and a preset function.

[0049] Therefore, the control unit calculates the sum of the calculated acceleration / deceleration resistance, the sum of the rolling resistance and the air resistance, the slope resistance, and the increase in the rolling resistance when traveling on a curve. The control unit 50 thus calculates the force applied when the following vehicle 15 travels. In addition, the control unit 50 changes the set deceleration of the first controlled vehicle 11, and calculates the force applied when the following vehicle 15 travels for each deceleration of the first controlled vehicle 11. As a result, the control unit 50 calculates the force applied when the following vehicle 15 travels in relation to the behavior of the first controlled vehicle 11.

[0050] Next, the control unit 50 calculates the power to be output by the following vehicle 15 related to the behavior of the first controlled vehicle 11 based on the calculated force applied when the following vehicle 15 related to the behavior of the first controlled vehicle 11 travels.

[0051] Here, as shown in the following relational expression (2), the power to be output by the vehicle is represented by the sum of a value obtained by multiplying the force applied when the vehicle is running by the vehicle speed and the power required for purposes other than the running of the vehicle. Here, in the following relational expression (2), Pdrv(t) represents the power to be output by the vehicle at time t, Fdrv(t) represents the force applied when the vehicle is running at time t as described above, v(t) represents the vehicle speed at time t as described above, and Paux represents the power required for purposes other than the running of the vehicle, and is the power consumed by the vehicle's air conditioning, power steering, lights, etc.

[0052] drv(t)=Fdrv(t)×v(t)+Paux…(2)

[0053] In addition, the power required for purposes other than vehicle travel varies depending on the travel state of the vehicle and the type of vehicle. In addition, the following vehicle 15 travels on the same road as the first controlled vehicle 11. Therefore, the control unit 50 calculates the power required for purposes other than travel of the following vehicle 15 based on the use history of air conditioning, power steering, lights, etc. of the first controlled vehicle 11 acquired in step S100, the type of the following vehicle 15 acquired in step S100, and the map. Here, the map for calculating the power required for purposes other than travel of the following vehicle 15 is set by experiments, simulations, etc.

[0054] Then, the control unit 50 calculates the power to be output by the following vehicle 15 based on the calculated power required for purposes other than the travel of the following vehicle 15, the calculated force applied when the following vehicle 15 travels, and the speed of the following vehicle 15 acquired in step S100. The control unit 50 also calculates the power to be output by the following vehicle 15 for each deceleration of the first controlled vehicle 11. The control unit 50 thus calculates the power to be output by the following vehicle 15 in relation to the behavior of the first controlled vehicle 11.

[0055] Next, the control unit 50 calculates the energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11 based on the calculated power to be output by the following vehicle 15 related to the behavior of the first controlled vehicle 11 .

[0056] Here, for example, when the vehicle may be an engine vehicle equipped with a CVT or the like, the energy consumption of the vehicle is represented by a numerical value obtained by dividing the power output by the vehicle by a value obtained by multiplying the engine efficiency by the CVT transmission efficiency, as shown in the following relational equation (3). Here, CVT is an abbreviation for Continuously Variable Transmission. In addition, in the following relational equation (3), Pfuel(t) represents the fuel energy consumption of the vehicle at time t, and is equivalent to the energy consumption of the vehicle, Pdrv(t) represents the power to be output by the vehicle at time t as described above, ηeng(Peng) represents the engine efficiency of the vehicle, and ηmec(Peng) represents the CVT transmission efficiency of the vehicle. In addition, ηeng(Peng) and ηmec are pre-set through experiments, simulations, etc., thereby calculating Pfuel(t).

[0057]

[0058] Therefore, when the type of the following vehicle 15 acquired in step S100 is an engine vehicle, the control unit 50 calculates the energy consumption of the following vehicle 15 based on the calculated power to be output by the following vehicle 15 and the preset engine efficiency and CVT transmission efficiency. In addition, the control unit 50 calculates the energy consumption of the following vehicle 15 for each deceleration of the first controlled vehicle 11. The control unit 50 thus calculates the energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11.

[0059] In addition, here, for example, when the vehicle can be an electric vehicle, the energy consumption of the vehicle can be represented by the sum of the battery output power of the vehicle and the battery loss of the vehicle, as shown in the following relationship (4-1). Here, in the following relationship (4-1), Pelc(t) represents the power consumption of the vehicle at time t, and is equivalent to the power loss of the vehicle, Pbat(Pdrv(t)) represents the battery output power of the vehicle at time t, Pdrv(t) represents the power to be output by the vehicle at time t as described above, and Pbtl{Pbat(Pdrv(t))} represents the battery loss of the vehicle at time t.

[0060] In addition, as shown in the following relational expression (4-2), the battery output power of the vehicle is expressed using the power to be output by the vehicle, the motor efficiency of the vehicle, and the transmission efficiency of the gears in the vehicle. Here, in the following relational expression (4-2), ηmot represents the motor efficiency of the vehicle, and ηmec(Pelc) represents the transmission efficiency of the gears in the vehicle. In addition, ηmot and ηmec(Pelc) are pre-set through experiments, simulations, etc., so as to calculate Pbat(Pdrv(t)).

[0061] In addition, as shown in the following relational expression (4-3), the battery loss of the vehicle is expressed using the internal resistance of the battery in the vehicle, the battery output power of the vehicle, and the voltage of the battery in the vehicle. Here, in the following relational expression (4-3), Rbat represents the internal resistance of the battery in the vehicle, and Vbat represents the voltage of the battery in the vehicle. Rbat and Vbat are preset based on vehicle and battery specifications, etc.

[0062] Pelc(t)=Pbat(Pdrv(t))+Pbtl{Pbat(Pdrv(t))}…(4-1)

[0063]

[0064] Therefore, when the type of the following vehicle 15 acquired in step S100 is an electric vehicle, the control unit 50 calculates the battery output power of the following vehicle 15 based on the calculated power to be output by the following vehicle 15 and the motor efficiency and transmission efficiency of the preset gear. In addition, the control unit 50 calculates the battery loss in the following vehicle 15 based on the calculated battery output power of the following vehicle 15 and the preset internal resistance and voltage of the battery of the following vehicle 15.

[0065] Therefore, the control unit 50 calculates the sum of the calculated battery output power and the battery loss of the following vehicle 15. The control unit 50 thus calculates the energy consumption of the following vehicle 15. In addition, the control unit 50 calculates the energy consumption of the following vehicle 15 for each deceleration of the first controlled vehicle 11. The control unit 50 thus calculates the energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11.

[0066] Then, the control unit 50 calculates the energy consumption of the following vehicle 15 associated with the behavior of the first controlled vehicle 11 based on the calculated energy consumption of the following vehicle 15 associated with the behavior of the first controlled vehicle 11 .

[0067] Here, it is assumed that the light of the traffic light 20 is red. At this time, when the vehicle stops in front of the traffic light 20, the energy consumption of the vehicle increases due to the strong deceleration. Therefore, by not stopping the vehicle in front of the traffic light 20 and passing the traffic light 20 after the light of the traffic light turns green, the increase in the energy consumption of the vehicle can be suppressed. Thus, by decelerating the vehicle when the light of the traffic light 20 is red and accelerating the vehicle when the traffic light changes from red to green, the increase in the energy consumption of the vehicle can be suppressed. Therefore, the energy consumption is reduced when the vehicle is decelerated until the lighting state of the traffic light 20 changes, and thus the increase in the energy consumption of the vehicle can be further suppressed.

[0068] Therefore, the control unit 50 multiplies the calculated energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11 by the time of the change of the lighting state of the traffic light 20 calculated in step S100. Figure 3 As shown, the control unit 50 thus calculates the energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11. As a result, the control unit 50 generates information for causing the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. Subsequently, the processing performed by the control unit 50 proceeds to step S104. Here, Figure 3 The energy consumption of each of the five following vehicles 15 may be shown, for example, relative to the absolute value of the deceleration of the first controlled vehicle 11 .

[0069] Next, in step S104, the control unit 50 transmits the information related to the following vehicle 15 and the information related to the traffic light 20 acquired in step S100 to the first controlled vehicle 11 through the communication unit 45. In addition, the control unit 50 transmits the energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11 calculated in step S102 to the first controlled vehicle 11 through the communication unit 45. As a result, as described below, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. Subsequently, the processing performed by the control unit 50 ends.

[0070] As described above, the control unit 50 generates information for causing the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11, based on information related to the first controlled vehicle 11, the following vehicle 15, and the traffic light 20. Figure 4 The behavior of the first controlled vehicle 11 as a result of executing the program by the first controlled vehicle 11 is described with reference to the flowchart in FIG. 1. Here, for example, when the ignition or power of the first controlled vehicle 11 is turned on, the program of the first controlled vehicle 11 may be executed.

[0071] In step S200, for example, the first controlled vehicle 11 determines whether it can receive a signal from the control unit 50. Thus, the first controlled vehicle 11 determines whether the communication with the communication unit 45 is normal. When the communication between the first controlled vehicle 11 and the communication unit 45 is not normal, that is, when an abnormality occurs, the process performed by the first controlled vehicle proceeds to step S218. In addition, when the communication with the communication unit 45 is normal, the process performed by the first controlled vehicle 11 proceeds to step S202.

[0072] In step S202 after step S200, the first controlled vehicle 11 obtains information related to the following vehicle 15, information related to the traffic light 20, and energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11 from the control unit 50. In addition, the first controlled vehicle 11 obtains information related to the first controlled vehicle and its surrounding state from the sensor group in the first controlled vehicle 11.

[0073] Next, in step S204 , the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 related to the behavior of the first controlled vehicle 11 in a manner similar to the calculation of the energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11 .

[0074] Specifically, the first controlled vehicle 11 calculates the acceleration / deceleration resistance in the first controlled vehicle 11 based on the mass of the first controlled vehicle 11 and the deceleration of the first controlled vehicle 11 used as variables. In addition, the first controlled vehicle 11 calculates the sum of the rolling resistance and the air resistance of the first controlled vehicle 11 based on the speed of the first controlled vehicle 11 and a pre-set function. The first controlled vehicle 11 also calculates the slope resistance of the first controlled vehicle 11 based on the mass of the first controlled vehicle 11, the acceleration of gravity, and the slope of the road on which the first controlled vehicle is traveling. In addition, the first controlled vehicle 11 calculates the increase in the rolling resistance when the first controlled vehicle is traveling on a curve based on the curvature of the road on which the first controlled vehicle is traveling and a pre-set function.

[0075] Therefore, the first controlled vehicle 11 calculates the sum of the calculated acceleration / deceleration resistance, the sum of the rolling resistance and the air resistance, the slope resistance, and the increase in the rolling resistance when traveling on a curve. The first controlled vehicle 11 thus calculates the force applied when the first controlled vehicle is traveling. The first controlled vehicle 11 also changes the deceleration of the first controlled vehicle 11, and calculates the force applied when the first controlled vehicle is traveling for each deceleration in the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates the force applied when the first controlled vehicle is traveling in relation to the behavior of the first controlled vehicle 11.

[0076] Next, the first controlled vehicle 11 calculates the power required for purposes other than the travel of the first controlled vehicle 11 based on the use history of air conditioning, power steering, lights, etc. in the first controlled vehicle 11. In addition, the first controlled vehicle 11 calculates the power to be output by the first controlled vehicle based on the calculated power required for purposes other than the travel of the first controlled vehicle 11, the calculated force applied when the first controlled vehicle travels, and the speed of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the power to be output by the first controlled vehicle for each deceleration in the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates the power to be output by the first controlled vehicle in relation to the behavior of the first controlled vehicle 11.

[0077] Next, when the type of the first controlled vehicle 11 is an engine vehicle, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 based on the calculated power to be output by the first controlled vehicle and the preset engine efficiency and CVT transmission efficiency. In addition, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 for each deceleration of the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 related to the behavior of the first controlled vehicle 11.

[0078] Furthermore, when the type of the first controlled vehicle 11 is an electric vehicle, the first controlled vehicle 11 calculates the battery output power of the first controlled vehicle 11 based on the calculated power to be output by the first controlled vehicle and the motor efficiency and transmission efficiency of the pre-set gear. In addition, the first controlled vehicle 11 calculates the battery loss of the first controlled vehicle 11 based on the calculated battery output power of the first controlled vehicle 11 and the pre-set internal resistance and voltage of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the sum of the calculated battery output power and the battery loss of the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the energy consumption of the first controlled vehicle 11 for each deceleration of the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 related to the behavior of the first controlled vehicle 11.

[0079] Then, the first controlled vehicle 11 multiplies the calculated energy consumption of the first controlled vehicle 11 related to the behavior of the first controlled vehicle 11 by the time of the change of the lighting state of the traffic light 20 acquired in step S202. Figure 5 As shown, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 related to the behavior of the first controlled vehicle 11. Here, Figure 5The energy consumption of the first controlled vehicle 11 and the energy consumption of each of the five following vehicles 15 relative to the absolute value of the deceleration of the first controlled vehicle 11 are shown. Figure 5 In FIG. 1 , in order to distinguish the energy consumption of the first controlled vehicle 11 from the energy consumption of the following vehicles 15, the energy consumption of each of the five following vehicles 15 is indicated by a dotted line. In addition, the energy consumption of the first controlled vehicle 11 is indicated by a solid line.

[0080] Back to Figure 4 Then, in step S206, the first controlled vehicle 11 calculates the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. For example, here, the first controlled vehicle 11 may calculate the behavior that minimizes the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11 related to the behavior of the first controlled vehicle 11.

[0081] Specifically, the first controlled vehicle 11 adds the energy consumption of the following vehicle 15 acquired in step S202 to the energy consumption of the first controlled vehicle 11 calculated in step S204. Figure 6 As shown, the first controlled vehicle 11 calculates the total energy consumption relative to the absolute value of the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the deceleration of the first controlled vehicle 11 that minimizes the calculated total energy consumption. Thus, the first controlled vehicle 11 calculates the behavior that minimizes the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11.

[0082] Back to Figure 4 Then, in step S208, the first controlled vehicle 11 calculates a driving force corresponding to the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 calculated in step S206. Hereinafter, the driving force corresponding to the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 will be referred to as the energy priority driving force.

[0083] For example, the first controlled vehicle 11 may calculate the energy priority driving force using the deceleration of the first controlled vehicle 11 whose total energy consumption is minimized calculated in step S206 and the map. Here, the map for calculating the energy priority driving force is set by experiments, simulations, and the like.

[0084] Next, in step S210, the first controlled vehicle 11 calculates the driving force corresponding to the different contents of energy consumption between the following vehicle 15 and the first controlled vehicle 11 based on the information acquired in step S202. Here, the driving force corresponding to the different contents of energy consumption between the following vehicle 15 and the first controlled vehicle 11 will be referred to as other priority driving force.

[0085] For example, the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be the traffic volume. Here, the traffic volume refers to the number of vehicles passing a certain point per unit time. The unit of the traffic volume may be, for example, vehicles / hour.

[0086] In this case, for example, the first controlled vehicle 11 can correct the speed of the following vehicle 15 and the speed of the first controlled vehicle 11 based on the speed of the following vehicle 15 acquired in step S202, the lighting state of the traffic light 20, the time of the lighting state change, and the speed of the first controlled vehicle 11. For example, when the light of the traffic light 20 is red, the speeds of the following vehicle 15 and the first controlled vehicle 11 tend to decrease. Therefore, at this time, as the time of the lighting state change of the traffic light 20 becomes longer, the first controlled vehicle 11 reduces the speed of the following vehicle 15 and the speed of the first controlled vehicle 11. In addition, when the light of the traffic light 20 is green, the speeds of the following vehicle 15 and the first controlled vehicle 11 tend to increase. Therefore, at this time, as the time of the lighting state change of the traffic light 20 becomes longer, the first controlled vehicle 11 increases the speed of the following vehicle 15 and the speed of the first controlled vehicle 11.

[0087] Furthermore, the first controlled vehicle 11 calculates the harmonic mean of the correction speeds of the following vehicle 15 and the first controlled vehicle 11. Here, the harmonic mean is the reciprocal of the arithmetic mean of the reciprocals of each number.

[0088] Then, the first controlled vehicle 11 multiplies the calculated harmonic mean speed by the traffic density acquired in step S202. The first controlled vehicle 11 thus calculates the traffic volume. In addition, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11, and calculates the traffic volume for each deceleration of the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates the traffic volume relative to the deceleration of the first controlled vehicle 11.

[0089] In addition, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 that maximizes the traffic volume based on the calculated traffic volume relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates other priority driving forces based on the calculated deceleration and the mapping. Here, the mapping for calculating other priority driving forces is set by experiments, simulations, etc.

[0090] In addition, for example, the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be the driving performance of the first controlled vehicle 11. In this case, for example, the first controlled vehicle 11 may calculate the value related to the driving performance of the first controlled vehicle 11 based on the deceleration of the first controlled vehicle 11 and the mapping. In addition, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11, and calculates the value related to the driving performance of the first controlled vehicle 11 for each deceleration in the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates the value related to the driving performance of the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11. Here, the mapping of the value related to the driving performance is set by experiments, simulations, etc.

[0091] In addition, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 that maximizes the value related to the driving performance of the first controlled vehicle 11 based on the calculated value related to the driving performance of the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates other priority driving forces based on the calculated deceleration and mapping.

[0092] In addition, for example, the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be the safety of the first controlled vehicle and its surroundings. In this case, for example, the first controlled vehicle 11 may calculate the value related to safety based on the distance from the first controlled vehicle 11 to the surrounding objects and the relative speed of the surrounding objects relative to the first controlled vehicle 11 acquired from the sensor group of the first controlled vehicle 11 and the mapping. In addition, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11, and the value related to safety is calculated for each deceleration of the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates the value related to safety relative to the deceleration of the first controlled vehicle 11.

[0093] The first controlled vehicle 11 also calculates the deceleration of the first controlled vehicle 11 that maximizes the safety-related value based on the calculated safety-related value relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates other priority driving forces based on the calculated deceleration and the map.

[0094] Next, in step S212, the first controlled vehicle 11 selects which of the energy priority driving force calculated in step S208 and the other priority driving force calculated in step S210 is prioritized.

[0095] Here, the relatively small driving force of the first controlled vehicle 11 has a relatively small impact on the first controlled vehicle and its surroundings. To this end, for example, the first controlled vehicle 11 can compare the energy priority driving force and other priority driving forces. The first controlled vehicle 11 thus selects which of the energy priority driving force and other priority driving forces has priority. Then, when the energy priority driving force is equal to or less than the other priority driving forces, the first controlled vehicle 11 sets the energy priority driving force as priority. Subsequently, the processing performed by the first controlled vehicle 11 proceeds to step S214. In addition, when the energy priority driving force is greater than the other priority driving forces, the first controlled vehicle 11 sets the other priority driving forces as priority. Subsequently, the processing performed by the first controlled vehicle 11 proceeds to step S216.

[0096] In step S214 following step S212, the first controlled vehicle 11 performs driving corresponding to the energy priority driving force calculated in step S208. As a result, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. Here, the first controlled vehicle 11 behaves in such a way as to minimize the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. For example, when the behavior of the first controlled vehicle 11 is to decelerate, as Figure 7 As shown, the non-controlled vehicle and the first controlled vehicle 11, which are vehicles not processed by the control unit 50, can stop in front of the traffic light 20. On the contrary, the first controlled vehicle 11 and the following vehicle 15 pass the traffic light 20 without stopping in front of the traffic light 20. At this time, the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 is minimized. Subsequently, the process performed by the first controlled vehicle 11 returns to step S200. Here, Figure 7 The positions of the first controlled vehicle 11, the following vehicle 15 and the traffic light 20 with respect to time are shown. Figure 7 , the positions of the non-controlled vehicles and the first controlled vehicle 11, which are vehicles not processed by the control unit 50, are represented by Pnon and dotted lines. In addition, the position of the first controlled vehicle 11 is represented by Pc1 and a solid line. The position of the following vehicle 15 is represented by Pf and a solid line. When the light is red, the position of the traffic light 20 is represented by Pt and a solid line. In addition, when the behavior of the first controlled vehicle 11 is to decelerate, the first controlled vehicle and the following vehicle 15 can perform deceleration regeneration or coasting. Coasting refers to coasting in a state where the accelerator of the vehicle is turned off.

[0097] Back to Figure 4In step S216 after step S212, the first controlled vehicle 11 performs driving corresponding to the other priority driving force calculated in step S210. As a result, the behavior of the first controlled vehicle 11 is changed to a behavior corresponding to the content of energy consumption different from that of the following vehicle 15 and the first controlled vehicle 11.

[0098] For example, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the traffic volume, the first controlled vehicle 11 behaves in a manner to maximize the traffic volume. Furthermore, for example, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the driving performance of the first controlled vehicle 11, the first controlled vehicle 11 behaves in a manner to maximize the value related to the driving performance of the first controlled vehicle 11. Furthermore, for example, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the safety of the first controlled vehicle and its surroundings, the first controlled vehicle 11 behaves in a manner to maximize the value related to safety. Subsequently, the processing performed by the first controlled vehicle 11 returns to step S200.

[0099] In step S218 after step S200, an abnormality occurs in the communication between the first controlled vehicle 11 and the communication unit 45. At this time, the first controlled vehicle 11 cannot obtain information related to the following vehicle 15 and information related to the traffic light 20 from the control unit 50. Therefore, at this time, the first controlled vehicle 11 behaves in the same way as before the abnormality occurs in the communication with the communication unit. For example, the first controlled vehicle 11 may behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 calculated before the abnormality occurs in the communication with the communication unit 45. As a result, even if an abnormality occurs in the communication with the communication unit 45, the first controlled vehicle 11 may continue to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. Subsequently, the processing performed by the first controlled vehicle 11 returns to step S200. Here, when an abnormality occurs in communication with the communication unit 45, the first controlled vehicle 11 can behave in a manner to maximize the traffic volume, driving performance-related value, or safety-related value of the first controlled vehicle 11 before the abnormality occurs in communication with the communication unit 45.

[0100] The first controlled vehicle 11 performs the processing as described above. Next, suppression of an increase in energy consumption in a traffic flow by the traffic flow control device 40 will be described.

[0101] In the traffic flow control device 40 according to the first embodiment, the control unit 50 functions as an acquisition unit that acquires information related to the first controlled vehicle 11, information related to the following vehicle 15, and information related to the traffic light 20. In addition, the control unit 50 causes the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 obtained from the acquired information. For example, the control unit 50 may cause the first controlled vehicle 11 to behave in a manner that minimizes the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. In addition, for example, here, in step S102, the control unit 50 may calculate the energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11. In addition, in step S204, the energy consumption of the first controlled vehicle 11 related to the behavior of the first controlled vehicle 11 is calculated by the first controlled vehicle 11. Then, in step S214, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. In addition, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 may be, for example, deceleration. In addition, the information related to the following vehicle 15 may include the type of the following vehicle 15. Here, the traffic light 20 corresponds to the front object.

[0102] As a result, since the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15, it is possible to suppress an increase in energy consumption in the traffic flow on the road on which the first controlled vehicle 11 and the following vehicle 15 are traveling.

[0103] Furthermore, the traffic flow control device 40 according to the first embodiment can also achieve the following effects.

[0104] [1-1] The traffic flow control device 40 is arranged at a position different from the first controlled vehicle 11 , the second controlled vehicle 12 , and the following vehicle 15 .

[0105] As a result, the first controlled vehicle 11 no longer needs to calculate the energy consumption of the following vehicle 15 in relation to the behavior of the first controlled vehicle 11. Therefore, the computational processing load on the first controlled vehicle 11 can be suppressed.

[0106] [1-2] In step S210 , step S212 , and step S216 , the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 to a behavior corresponding to the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 .

[0107] For example, the first controlled vehicle 11 may change the behavior of the first controlled vehicle 11 based on the amount of traffic associated with the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 may set the behavior in the first controlled vehicle 11 to a behavior that maximizes the amount of traffic associated with the behavior of the first controlled vehicle 11. Thus, the first controlled vehicle 11 may travel in heavy traffic.

[0108] In addition, for example, the first controlled vehicle 11 can change the behavior of the first controlled vehicle 11 based on the value related to the driving performance of the first controlled vehicle 11. For example, the first controlled vehicle 11 can set the behavior of the first controlled vehicle 11 to a behavior that maximizes the value related to the driving performance of the first controlled vehicle 11. Therefore, the first controlled vehicle 11 can travel with higher driving performance.

[0109] In addition, for example, the first controlled vehicle 11 can change the behavior of the first controlled vehicle 11 based on the value related to the safety of the first controlled vehicle 11. For example, the first controlled vehicle 11 can set the behavior of the first controlled vehicle 11 to a behavior that maximizes the value related to the safety of the first controlled vehicle 11. Therefore, the first controlled vehicle 11 can travel with higher safety.

[0110] [1-3] In step S200 and step S218, when an abnormality occurs in communication with the communication unit 45, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle and the following vehicle 15 before the abnormality occurs in communication with the communication unit 45.

[0111] Therefore, even if an abnormality occurs in the communication with the communication unit 45 , the first controlled vehicle 11 can continue the behavior based on the energy consumption of the first controlled vehicle 12 and the following vehicle 15 .

[0112] (According to Modification 1 of the First Embodiment)

[0113] According to the first embodiment as described above, the energy consumption of the first controlled vehicle 11 and the following vehicle 15 relative to the deceleration of the first controlled vehicle 11 is calculated as the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. Figure 8 As shown, as the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11, the energy consumption of the first controlled vehicle 11 and the following vehicle 15 relative to the deceleration moment of the first controlled vehicle 11 can be calculated. Even in this case, an effect similar to that according to the first embodiment can be achieved. Here, in Figure 8In FIG. 1 , the speeds of the first controlled vehicle 11 and the following vehicle 15 and the speeds of the non-controlled vehicles and the first controlled vehicle 11 as vehicles not processed by the control unit 50 are shown with respect to time. Figure 8 , the speed of the first controlled vehicle 11 is represented by Vc1 and a solid line. The speed of the following vehicle 15 is represented by Vf and a solid line. The speeds of the non-controlled vehicles and the first controlled vehicle 11, which are vehicles not processed by the control unit 50, are represented by Vnon and a dotted line. In addition, the deceleration time of the first controlled vehicle 11 is represented by Tb.

[0114] (According to Modification 2 of the First Embodiment)

[0115] According to the first embodiment as described above, in steps S204 to S210, the first controlled vehicle 11 calculates the energy consumption, the behavior based on the energy consumption, the energy priority driving force and other priority driving forces of the first controlled vehicle 11. Conversely, the control unit 50 can calculate the energy consumption, the behavior based on the energy consumption, the energy priority driving force and other priority driving forces of the first controlled vehicle 11 instead of the first controlled vehicle 11.

[0116] Specifically, Fig. 9 As shown in the flowchart of , in S100, the control unit 50 obtains information related to the first controlled vehicle 11, information related to the following vehicle 15, and information related to the traffic light 20. In step S102 following step S100, the control unit 50 calculates the energy consumption of the following vehicle 15 related to the behavior of the first controlled vehicle 11 in a manner similar to that described above.

[0117] In step S110 following step S102 , the control unit 50 calculates the energy consumption of the first controlled vehicle 11 in relation to the behavior of the first controlled vehicle 11 in a process similar to the process performed by the first controlled vehicle 11 in step S204 .

[0118] Next, in step S112, the control unit 50 calculates the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 in a process similar to the process performed by the first controlled vehicle 11 in step S206. For example, the control unit 50 may calculate the behavior that minimizes the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11 related to the behavior of the first controlled vehicle 11.

[0119] Next, in step S114, the control unit 50 calculates the energy priority driving force in a process similar to the process performed by the first controlled vehicle 11 in step S208.

[0120] Next, in step S116 , the control unit 50 calculates other priority driving forces in a process similar to the process performed by the first controlled vehicle 11 in step S210 .

[0121] Next, in step S118, the control unit 50 transmits information related to the energy priority driving force calculated in step S114 and the other priority driving forces calculated in step S116 to the first controlled vehicle 11 through the communication unit 45. As a result, the control unit 50 causes the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11.

[0122] In addition, if Fig.10 As shown in the flowchart of , in step S200, the first controlled vehicle 11 determines whether the communication with the communication unit 45 is normal. When the communication between the first controlled vehicle 11 and the communication unit 45 is not normal, that is, when an abnormality occurs, the processing performed by the first controlled vehicle proceeds to step S218. In step S218, the first controlled vehicle 11 behaves in a manner similar to that described above and in the same manner as before the abnormality occurs in the communication with the communication unit 45. In addition, when the communication between the first controlled vehicle 11 and the communication unit 45 is normal, the processing performed by the first controlled vehicle 11 proceeds to step S202.

[0123] In step S202 following step S200 , the first controlled vehicle 11 acquires information related to the energy priority driving force and other priority driving forces from the control unit 50 .

[0124] In step S212 after step S202, the first controlled vehicle 11 selects which of the energy priority driving force and other priority driving forces acquired in step S202 is prioritized. When the energy priority driving force is prioritized, the processing performed by the first controlled vehicle 11 proceeds to step S214. In addition, when the other priority driving forces are prioritized, the processing performed by the first controlled vehicle 11 proceeds to step S216.

[0125] In step S214 following step S212, the first controlled vehicle 11 performs driving corresponding to the energy priority driving force acquired in step S202. As a result, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 may behave in a manner that minimizes the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. Subsequently, the processing performed by the first controlled vehicle 11 returns to step S200.

[0126] In step S216 after step S212, the first controlled vehicle 11 performs driving corresponding to the other priority driving force acquired in step S202. As a result, the behavior of the first controlled vehicle 11 is changed to a behavior corresponding to the content of energy consumption different from that of the following vehicle 15 and the first controlled vehicle 11.

[0127] Even if the control unit 50 and the first controlled vehicle 11 perform processing in the manner described above, effects similar to those according to the first embodiment can be achieved.

[0128] (Second Embodiment)

[0129] According to the first embodiment, the control unit 50 causes the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11. Conversely, according to the second embodiment, the control unit 50 causes the first controlled vehicle 11 to behave based on the traffic volume related to the behavior of the first controlled vehicle 11. For example, the control unit 50 may cause the first controlled vehicle 11 to behave in a manner that maximizes the traffic volume related to the behavior of the first controlled vehicle 11.

[0130] Specifically, Fig.11 As shown in the flowchart of , in step S100 , the control unit 50 obtains information related to the first controlled vehicle 11 , information related to the following vehicle 15 , and information related to the traffic light 20 .

[0131] In step S120 following step S100 , the control unit 50 calculates the traffic volume related to the behavior of the first controlled vehicle 11 .

[0132] For example, the control unit 50 may calculate the relative speed of the following vehicle 15 with respect to the first controlled vehicle 11 according to the speed of the first controlled vehicle 11 and the speed of the following vehicle 15 acquired in step S100. The control unit 50 also calculates the average inter-vehicle distance according to the traffic density acquired in step S100.

[0133] In addition, here, the behavior of the first controlled vehicle 11 is deceleration. The control unit 50 sets the deceleration of the first controlled vehicle 11 to calculate the relationship between the deceleration of the first controlled vehicle 11 and the traffic volume, as described below. In addition, the control unit 50 calculates the deceleration of the following vehicle 15 using the set deceleration, the calculated relative speed of the following vehicle 15 relative to the first controlled vehicle 11, the calculated average vehicle distance, and the tracking model.

[0134] In addition, the control unit 50 corrects the speed of the following vehicle 15 based on the speed of the following vehicle 15 acquired in step S100, the lighting state of the traffic light 20, the time when the lighting state changes, and the calculated deceleration of the following vehicle 15. In addition, the control unit 50 corrects the speed of the first controlled vehicle 11 based on the speed of the first controlled vehicle 11 acquired in step S100, the lighting state of the traffic light 20, the time when the lighting state changes, and the set deceleration of the first controlled vehicle 11.

[0135] Furthermore, the control unit 50 calculates the harmonic mean of the correction speeds of the following vehicle 15 and the first controlled vehicle 11 .

[0136] Then, the control unit 50 multiplies the calculated harmonic mean speed by the traffic density acquired in step S100. The control unit 50 thus calculates the traffic volume. In addition, the control unit 50 changes the deceleration of the first controlled vehicle 11, and calculates the traffic volume for each deceleration of the first controlled vehicle 11. Thus, the control unit 50 calculates the traffic volume relative to the deceleration of the first controlled vehicle 11, as shown in FIG. Fig.12 As a result, the control unit 50 calculates the traffic volume related to the behavior of the first controlled vehicle 11.

[0137] In step S104 following step S120, the control unit 50 transmits the information related to the following vehicle 15 and the information related to the traffic light 20 acquired in step S100 to the first controlled vehicle 11 through the communication unit 45. In addition, the control unit 50 transmits the traffic volume related to the behavior of the first controlled vehicle 11 calculated in step S120 to the first controlled vehicle 11 through the communication unit 45. As a result, the control unit 50 causes the first controlled vehicle 11 to behave based on the traffic volume related to the behavior of the first controlled vehicle 11. Subsequently, the processing performed by the control unit 50 ends.

[0138] As described above, the control unit 50 generates information for causing the first controlled vehicle 11 to behave based on information about the traffic volume related to the behavior of the first controlled vehicle 11, based on information about the first controlled vehicle 11, the following vehicle 15, and the traffic light 20. Fig.13 The flowchart in is used to describe the behavior of the first controlled vehicle 11 as a result of the first controlled vehicle 11 executing the program.

[0139] In step S200, the first controlled vehicle 11 determines whether the communication with the communication unit 45 is normal. When the communication between the first controlled vehicle 11 and the communication unit 45 is not normal, that is, when an abnormality occurs, the process performed by the first controlled vehicle proceeds to step S232. In addition, when the communication with the communication unit 45 is normal, the process performed by the first controlled vehicle 11 proceeds to step S202.

[0140] In step S202 after step S200, the first controlled vehicle 11 acquires information related to the following vehicle 15, information related to the traffic light 20, and traffic volume related to the behavior of the first controlled vehicle 11 from the control unit 50. The first controlled vehicle 11 also acquires information related to the first controlled vehicle from the sensor group in the first controlled vehicle 11.

[0141] In step S220 after step S202, the first controlled vehicle 11 calculates a behavior based on the traffic volume related to the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 may calculate a behavior that maximizes the traffic volume related to the behavior of the first controlled vehicle 11.

[0142] Specifically, Fig.12 As shown, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 that maximizes the traffic volume related to the behavior of the first controlled vehicle 11 based on the traffic volume related to the behavior of the first controlled vehicle 11 obtained in step S202. Thus, the first controlled vehicle 11 calculates the behavior that maximizes the traffic volume related to the behavior of the first controlled vehicle 11.

[0143] Back to Fig.13 Then, in step S222, the first controlled vehicle 11 calculates a driving force corresponding to the behavior based on the traffic volume related to the behavior of the first controlled vehicle 11 calculated in step S220. Hereinafter, the driving force corresponding to the behavior based on the traffic volume related to the behavior of the first controlled vehicle 11 will be referred to as a traffic volume priority driving force.

[0144] For example, the first controlled vehicle 11 can calculate the traffic volume priority driving force using the deceleration of the first controlled vehicle 11 and a map that maximizes the traffic volume related to the behavior of the first controlled vehicle 11. Here, the map for calculating the traffic volume priority driving force is set by experiments, simulations, and the like.

[0145] Next, in step S224, the first controlled vehicle 11 calculates a driving force corresponding to a content other than the traffic volume based on the information acquired in step S202. Here, the driving force corresponding to a content other than the traffic volume will be referred to as other priority driving force.

[0146] For example, content other than traffic volume may be energy consumption of the following vehicle 15 and the first controlled vehicle 11. In this case, the first controlled vehicle 11 calculates the energy consumption of the following vehicle 15 and the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11 in a manner similar to that described above.

[0147] In addition, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11a that minimizes the sum of the energy consumption of the following vehicle 15 and the energy consumption of the first controlled vehicle 11, based on the calculated energy consumption of the following vehicle 15 and the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates other priority driving forces based on the calculated deceleration and the mapping. Here, the mapping for calculating other priority driving forces is set by experiments, simulations, etc.

[0148] In addition, for example, content other than the traffic volume may be the driving performance of the first controlled vehicle 11. In this case, for example, the first controlled vehicle 11 may calculate a value related to the driving performance of the first controlled vehicle 11 based on the deceleration of the first controlled vehicle 11 and a mapping. In addition, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11, and calculates a value related to the driving performance of the first controlled vehicle 11 for each deceleration in the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates a value related to the driving performance of the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11. Here, the mapping of the value related to the driving performance is set by experiments, simulations, and the like.

[0149] The first controlled vehicle 11 also calculates the deceleration of the first controlled vehicle 11 that maximizes the value related to the driving performance of the first controlled vehicle 11 based on the calculated value related to the driving performance of the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates other priority driving forces based on the calculated deceleration and mapping.

[0150] Furthermore, for example, content other than the traffic volume may be the safety of the first controlled vehicle 11 and its surroundings. In this case, for example, the first controlled vehicle 11 may calculate a value related to safety based on the distance from the first controlled vehicle 11 to the surrounding objects and the relative speed of the surrounding objects relative to the first controlled vehicle 11 acquired from the sensor group of the first controlled vehicle 11 and the mapping. In addition, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11, and calculates a value related to safety for each deceleration of the first controlled vehicle 11. Thus, the first controlled vehicle 11 calculates a value related to safety relative to the deceleration of the first controlled vehicle 11.

[0151] The first controlled vehicle 11 also calculates the deceleration of the first controlled vehicle 11 that maximizes the safety-related value based on the calculated safety-related value relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates other priority driving forces based on the calculated deceleration and the map.

[0152] Next, in step S226, the first controlled vehicle 11 selects which of the traffic volume priority driving force calculated in step S222 and the other priority driving force calculated in step S224 is prioritized.

[0153] For example, the first controlled vehicle 11 may compare the traffic volume priority driving force and other priority driving forces in a manner similar to that described above. The first controlled vehicle 11 thereby selects which of the traffic volume priority driving force and other priority driving forces is prioritized. In addition, when the traffic volume priority driving force is equal to or less than the other priority driving forces, the first controlled vehicle 11 sets the traffic volume priority driving force as priority. Subsequently, the processing performed by the first controlled vehicle 11 proceeds to step S228. In addition, when the traffic volume priority driving force is greater than the other priority driving forces, the first controlled vehicle 11 sets the other priority driving forces as priority. Subsequently, the processing performed by the first controlled vehicle 11 proceeds to step S230.

[0154] In step S228 following step S226, the first controlled vehicle 11 performs driving corresponding to the traffic volume priority driving force calculated in step S222. As a result, the first controlled vehicle 11 behaves based on the traffic volume related to the behavior of the first controlled vehicle 11. Here, the first controlled vehicle 11 behaves in a manner that maximizes the traffic volume related to the behavior of the first controlled vehicle 11. Subsequently, the processing performed by the first controlled vehicle 11 returns to step S200.

[0155] In step S230 following step S226, the first controlled vehicle 11 performs driving corresponding to the other priority driving force calculated in step S224. As a result, the behavior of the first controlled vehicle 11 is changed to a behavior based on content other than the traffic volume.

[0156] For example, when the content other than the traffic volume is the energy consumption of the following vehicle 15 and the first controlled vehicle 11, the first controlled vehicle 11 may behave in a manner that minimizes the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11. Here, at this time, the first controlled vehicle 11 may behave in a manner that minimizes the energy consumption of the following vehicle 15, rather than minimizing the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11. In addition, the first controlled vehicle 11 may behave in a manner that minimizes the energy consumption of the first controlled vehicle 11.

[0157] Furthermore, for example, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the driving performance of the first controlled vehicle 11, the first controlled vehicle 11 may behave in a manner to maximize the value related to the driving performance of the first controlled vehicle 11. Furthermore, for example, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the safety of the first controlled vehicle and its surroundings, the first controlled vehicle 11 may behave in a manner to maximize the value related to safety. Subsequently, the processing performed by the first controlled vehicle 11 returns to step S200.

[0158] In step S232 after step S200, an abnormality occurs in the communication between the first controlled vehicle 11 and the communication unit 45. At this time, the first controlled vehicle 11 cannot obtain information related to the following vehicle 15, information related to the traffic light 20, and the traffic volume relative to the behavior of the first controlled vehicle 11 from the control unit 50. Therefore, the first controlled vehicle 11 behaves in the same manner as before the abnormality occurs in the communication with the communication unit 45. For example, the first controlled vehicle 11 may behave based on the traffic volume related to the behavior of the first controlled vehicle 11 calculated before the abnormality occurs in the communication with the communication unit 45. As a result, even if the abnormality occurs in the communication with the communication unit 45, the first controlled vehicle 11 may continue to behave based on the traffic volume related to the behavior of the first controlled vehicle 11. Subsequently, the processing performed by the first controlled vehicle 11 returns to step S200. Here, when the abnormality occurs in the communication with the communication unit 45, the first controlled vehicle 11 may behave in a manner that minimizes the energy consumption of the following vehicle 15 and the first controlled vehicle 11 before the abnormality occurs in the communication with the communication unit 45. Furthermore, when abnormality occurs in communication with the communication unit 45 , the first controlled vehicle 11 may behave in such a manner as to maximize a value related to drivability or a value related to safety before abnormality occurs in communication with the communication unit 45 .

[0159] The first controlled vehicle 11 performs the processing as described above. Next, the traffic flow control device 40 according to the second embodiment can achieve the following effects.

[0160] [2] In the vehicle driving assistance system described in JP2008-299666A, the following vehicle traveling behind the own vehicle may perform unnecessary acceleration / deceleration according to the acceleration / deceleration of the own vehicle. As a result, the traffic volume on the road on which the own vehicle and the following vehicle 15 are traveling can be reduced.

[0161] On the contrary, in the traffic flow control device 40 according to the second embodiment, the control unit 50 functions as an acquisition unit that acquires information related to the first controlled vehicle 11, information related to the following vehicle 15, and information related to the traffic light 20. In addition, the control unit 50 causes the first controlled vehicle 11 to behave based on the traffic volume related to the behavior of the first controlled vehicle 11 acquired from the acquired information. For example, the control unit 50 may cause the first controlled vehicle 11 to behave in a manner that maximizes the traffic volume related to the behavior of the first controlled vehicle 11. In addition, for example, here, the traffic volume related to the behavior of the first controlled vehicle 11 may be calculated by the control unit 50 in step S120. In addition, in step S220, the behavior based on the traffic volume related to the behavior of the first controlled vehicle 11 is calculated by the first controlled vehicle 11. In step S228, the first controlled vehicle 11 behaves based on the traffic volume related to the behavior of the first controlled vehicle 11. In addition, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 may be, for example, deceleration.

[0162] As a result, since the first controlled vehicle 11 behaves based on the traffic volume, it is possible to suppress a reduction in the traffic volume in the traffic flow on the road on which the first controlled vehicle and the following vehicle 15 are traveling. In addition, according to the second embodiment, effects similar to those described in [1-1], [1-2], and [1-3] above can be achieved.

[0163] (According to Modification 1 of the Second Embodiment)

[0164] According to the second embodiment as described above, the traffic volume relative to the deceleration of the first controlled vehicle 11 is calculated as the traffic volume related to the behavior of the first controlled vehicle 11. Conversely, as the traffic volume related to the behavior of the first controlled vehicle 11, the traffic flow relative to the deceleration timing of the first controlled vehicle 11 can be calculated. Even in this case, an effect similar to that according to the second embodiment can be achieved.

[0165] (According to Modification 2 of the Second Embodiment)

[0166] According to the second embodiment as described above, in steps S220 to S224, the first controlled vehicle 11 calculates the behavior based on traffic volume, traffic volume priority driving force and other priority driving forces. Conversely, the control unit 50 can replace the first controlled vehicle 11 to calculate the behavior based on traffic volume, traffic volume priority driving force and other priority driving forces.

[0167] Specifically, Fig.14As shown in the flowchart of , in step S100, the control unit 50 obtains information related to the first controlled vehicle 11, information related to the following vehicle 15, and information related to the traffic light 20 in a manner similar to that described above. In step S120 following step S100, the control unit 50 calculates the traffic volume related to the behavior of the first controlled vehicle 11 in a manner similar to that described above.

[0168] In step S122 after step S120, the control unit 50 calculates the behavior based on the traffic volume related to the behavior of the first controlled vehicle 11 in a process similar to the process performed by the first controlled vehicle 11 in step S220. For example, the control unit 50 may calculate the behavior that maximizes the traffic volume related to the behavior of the first controlled vehicle 11.

[0169] Next, in step S124, the control unit 50 calculates the traffic volume priority driving force in a process similar to the process performed by the first controlled vehicle 11 in step S222.

[0170] Next, in step S126, the control unit 50 calculates other priority driving forces in a process similar to the process performed by the first controlled vehicle 11 in step S224.

[0171] Next, in step S128, the control unit 50 transmits information related to the traffic volume priority driving force calculated in step S124 and the other priority driving forces calculated in step S126 to the first controlled vehicle 11 through the communication unit 45. As a result, the control unit 50 causes the first controlled vehicle 11 to behave based on the traffic volume related to the behavior of the first controlled vehicle 11.

[0172] In addition, if Fig.15 As shown in the flowchart of , in step S200, the first controlled vehicle 11 determines whether the communication with the communication unit 45 is normal. When the communication between the first controlled vehicle 11 and the communication unit 45 is not normal, that is, when an abnormality occurs, the processing performed by the first controlled vehicle proceeds to step S232. In step S232, the first controlled vehicle 11 behaves in a manner similar to that described above and in the same manner as before the abnormality occurs in the communication with the communication unit 45. In addition, when the communication between the first controlled vehicle 11 and the communication unit 45 is normal, the processing performed by the first controlled vehicle 11 proceeds to step S202.

[0173] In step S202 following step S200 , the first controlled vehicle 11 acquires information related to the traffic volume priority driving force and other priority driving forces from the control unit 50 .

[0174] In step S226 after step S202, the first controlled vehicle 11 selects which of the traffic volume priority driving force and other priority driving forces acquired in step S202 is prioritized. When the traffic volume priority driving force is prioritized, the processing performed by the first controlled vehicle 11 proceeds to step S228. In addition, when other priority driving forces are prioritized, the processing performed by the first controlled vehicle 11 proceeds to step S230.

[0175] In step S228 following step S226, the first controlled vehicle 11 performs driving corresponding to the traffic volume priority driving force acquired in step S202. Thus, the first controlled vehicle 11 behaves based on the traffic volume related to the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 may behave in a manner that maximizes the traffic volume related to the behavior of the first controlled vehicle 11. Subsequently, the processing performed by the first controlled vehicle 11 returns to step S200.

[0176] In step S230 after step S226, the first controlled vehicle 11 performs driving corresponding to the other priority driving force acquired in step S202. As a result, the behavior of the first controlled vehicle 11 is changed to a behavior based on content different from the traffic volume. Subsequently, the processing performed by the first controlled vehicle 11 returns to step S200.

[0177] Even if the control unit 50 and the first controlled vehicle 11 perform processing in the manner described above, effects similar to those according to the second embodiment can be achieved.

[0178] (Other embodiments)

[0179] The present disclosure is not limited to the embodiments described above. The embodiments may be modified as appropriate. In addition, in each of the above embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential unless specifically designated as essential, clearly considered to be essential in principle, etc.

[0180] The acquisition unit, control unit and method thereof described in the present disclosure may be implemented by a special-purpose computer, which is provided by, for example, a processor and a memory, and the above-mentioned processor is programmed to provide one or more functions implemented by a computer program. Alternatively, the acquisition unit, control unit and method thereof described in the present disclosure may be implemented by a special-purpose computer, which is provided by a processor consisting of a single special-purpose hardware logic circuit or more special-purpose hardware logic circuits. Also alternatively, the acquisition unit, control unit and method thereof described in the present disclosure may be implemented by a single special-purpose computer or more special-purpose computers. The special-purpose computer may be composed of a processor programmed to provide one or more functions, a memory and a processor consisting of a single hardware logic circuit or a plurality of hardware logic circuits. In addition, the computer program may be stored as an instruction executed by a computer in a non-temporary computer-readable tangible storage medium that can be read by a computer.

[0181] According to the above embodiment, deceleration of the first controlled vehicle 11 is given as the behavior of the first controlled vehicle 11. Conversely, the behavior of the first controlled vehicle 11 is not limited to deceleration of the first controlled vehicle 11, but may be acceleration of the first controlled vehicle 11.

[0182] Specifically, the first controlled vehicle 11 may behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 relative to the acceleration, acceleration moment, etc. of the first controlled vehicle 11. For example, the first controlled vehicle 11 may behave in a manner that minimizes the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 relative to the acceleration, acceleration moment, etc. of the first controlled vehicle 11.

[0183] In addition, the first controlled vehicle 11 can behave based on the traffic volume relative to the acceleration, acceleration time, etc. of the first controlled vehicle 11. For example, the first controlled vehicle 11 can behave in a manner that maximizes the traffic volume relative to the acceleration, acceleration time, etc. of the first controlled vehicle 11.

[0184] In addition, the behavior of the first controlled vehicle 11 can be changed to a behavior based on driving performance relative to the acceleration, acceleration timing, etc. of the first controlled vehicle 11. For example, the behavior of the first controlled vehicle 11 can be changed to a behavior that maximizes a value related to driving performance relative to the acceleration, acceleration timing, etc. of the first controlled vehicle 11.

[0185] In addition, the behavior of the first controlled vehicle 11 can be changed to a behavior based on the safety of the first controlled vehicle 11 and its surroundings relative to the acceleration, acceleration moment, etc. of the first controlled vehicle 11. For example, the behavior of the first controlled vehicle 11 can be changed to a behavior that maximizes a value related to safety relative to the acceleration, acceleration moment, etc. of the first controlled vehicle 11.

[0186] According to the embodiment as described above, the traffic light 20 is given as the front object located in front of the first controlled vehicle 11. On the contrary, the front object is not limited to the traffic light 20, and may be a stationary object such as a railway crossing or a road sign, or a wall on the road such as a guide rail. In addition, the front object may be a moving object such as a vehicle or a pedestrian crossing the road.

[0187] According to the first embodiment as described above, as a behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11, a behavior that minimizes the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 is given. Conversely, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 is not limited to the behavior that minimizes the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11.

[0188] For example, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 can be a behavior that makes the energy consumption less than the energy consumption of the first controlled vehicle 11 and the following vehicle 15 at the current time related to the behavior of the first controlled vehicle 11.

[0189] In addition, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 related to the behavior of the first controlled vehicle 11 may be a change of the lane or route of the first controlled vehicle 11, etc. For example, when the current energy consumption of the first controlled vehicle 11 and the following vehicle 15 is equal to or greater than a threshold value, the traffic flow control device 40 may output a signal to the first controlled vehicle 11 to change the lane and route of the first controlled vehicle 11. As a result, the first controlled vehicle 11 changes the lane and route currently traveled by the first controlled vehicle 11 to a lane and path that can reduce the energy consumption of the first controlled vehicle 11 and the following vehicle 15. Therefore, the increase in the energy consumption of the first controlled vehicle 11 and the following vehicle 15 can be suppressed. Here, the threshold value related to energy consumption is set by experiment or simulation, so as to change the lane and route of the first controlled vehicle 11.

[0190] According to the second embodiment as described above, the behavior that maximizes the traffic volume related to the behavior of the first controlled vehicle 11 is given as the behavior based on the traffic volume related to the behavior of the first controlled vehicle 11. Conversely, the behavior based on the traffic volume related to the behavior of the first controlled vehicle 11 is not limited to the behavior that maximizes the traffic volume related to the behavior of the first controlled vehicle 11.

[0191] For example, the behavior based on the traffic volume associated with the behavior of the first controlled vehicle 11 may be a behavior that makes the traffic volume greater than the traffic volume at the current time associated with the behavior of the first controlled vehicle 11 .

[0192] In addition, the behavior based on the traffic volume related to the behavior of the first controlled vehicle 11 may be a change in the lane and route of the first controlled vehicle 11, etc. For example, when the current traffic volume of the first controlled vehicle 11 and the following vehicle 15 is less than a threshold value, the traffic flow control device 40 may output a signal to the first controlled vehicle 11 to change the lane and route of the first controlled vehicle 11. As a result, the first controlled vehicle 11 changes the lane and route currently traveled by the first controlled vehicle 11 to a lane and path with increased traffic volume. Here, the threshold value related to the traffic volume is set by experiment or simulation, thereby changing the lane and route of the first controlled vehicle 11.

[0193] According to the embodiment as described above, the first controlled vehicle 11 is controlled by the traffic flow control device 40. Conversely, the second controlled vehicle 12 may be controlled by the traffic flow control device 40 in a similar manner to the first controlled vehicle 11.

[0194] In addition, the traffic flow control device 40 can control the traffic light 20 and the like based on the information related to the first controlled vehicle 11, the information related to the following vehicle 15, and the information related to the traffic light 20. For example, in the case where the calculated energy consumption of the first controlled vehicle 11 and the following vehicle 15 is equal to or greater than the threshold value, it can be assumed that the light of the traffic light 20 on the road on which the first controlled vehicle and the following vehicle are traveling is green. At this time, the traffic flow control device 40 can extend the time when the traffic light 20 is green. As a result, the first controlled vehicle 11 and the following vehicle 15 can pass the traffic light 20 more easily. Therefore, it is possible to suppress unnecessary acceleration / deceleration of the first controlled vehicle 11 and the following vehicle 15. Thus, it is possible to suppress an increase in the energy consumption of the first controlled vehicle 11 and the following vehicle 15. In addition, it is possible to suppress a decrease in the amount of traffic on the road on which the first controlled vehicle 11 and the following vehicle 15 are traveling. Here, the threshold value related to energy consumption is set by experiment or simulation in such a way that the energy consumption calculated as the first controlled vehicle 11 and the following vehicle 15 is relatively large.

[0195] According to the embodiment described above, the traffic flow control device 40 is arranged at a position different from the first controlled vehicle 11, the second controlled vehicle 12 and the following vehicle 15. However, it is not limited thereto. The traffic flow control device 40 may be arranged in the first controlled vehicle 11 and the second controlled vehicle 12.

[0196] (Aspects of the present disclosure)

[0197] It can be clearly seen from the description of the above embodiments that the disclosure according to this specification includes at least the following aspects.

[0198] (Technical Issues)

[0199] In the vehicle driving assistance system described in JP2008-299666, a following vehicle traveling behind the own vehicle may accelerate / decelerate unnecessarily in response to the acceleration / deceleration of the own vehicle. As a result, the own vehicle and the following vehicle waste fuel and electric energy. Therefore, energy consumption in the traffic flow on the road on which the own vehicle and the following vehicle travel increases.

[0200] [Aspect 1-1]

[0201] A traffic flow control device comprises: a communication unit (45); an acquisition unit (50), the acquisition unit acquiring information related to a first controlled vehicle (11) communicating with the communication unit, information related to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object (20) located in front of the first controlled vehicle; and a control unit (50), the control unit causing the first controlled vehicle to behave based on energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle, the energy consumption being acquired from information related to the first controlled vehicle, information related to the following vehicle, and information related to the front object.

[0202] [Aspect 1-2]

[0203] The traffic flow control device according to aspect 1-1, wherein the control unit causes the first controlled vehicle to behave in a manner that minimizes the sum of energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle 11.

[0204] [Aspects 1-3]

[0205] The traffic flow control device according to aspect 1-1 or 1-2, wherein the communication unit, the acquisition unit and the control unit are arranged at positions different from those of the first controlled vehicle, the second controlled vehicle and the following vehicle.

[0206] [Aspects 1-4]

[0207] A traffic flow control device according to any one of aspects 1-1 to 1-3, wherein the first controlled vehicle changes the behavior of the first controlled vehicle based on the traffic volume related to the behavior of the first controlled vehicle, and the traffic volume is the number of vehicles passing a certain point per unit time.

[0208] [Aspects 1-5]

[0209] The traffic flow control device according to any one of aspects 1-1 to 1-4, wherein the first controlled vehicle changes the behavior of the first controlled vehicle based on a value related to the driving performance of the first controlled vehicle.

[0210] [Aspects 1-6]

[0211] The traffic flow control device according to any one of aspects 1-1 to 1-5, wherein the first controlled vehicle changes the behavior of the first controlled vehicle based on a value related to the safety of the first controlled vehicle.

[0212] [Aspects 1-7]

[0213] A traffic flow control device according to any one of aspects 1-1 to 1-6, wherein the behavior of the first controlled vehicle based on the energy consumption of the first controlled vehicle and the behavior of the following vehicle 15 related to the behavior of the first controlled vehicle is deceleration.

[0214] [Aspects 1-8]

[0215] The traffic flow control device according to any one of aspects 1-1 to 1-7, wherein the above-mentioned front object is a traffic light.

[0216] [Aspects 1-9]

[0217] A traffic flow control device according to any one of aspects 1-1 to 1-8, wherein, when an abnormality occurs in communication with the communication unit, the first controlled vehicle behaves based on the energy consumption of the first controlled vehicle and the following vehicle 15 related to the behavior of the first controlled vehicle before the abnormality occurs in communication with the communication unit.

[0218] [Aspects 1-10]

[0219] The traffic flow control device according to any one of aspects 1-1 to 1-9, wherein the information related to the following vehicle includes the type of the following vehicle.

[0220] [Aspects 1-11]

[0221] A non-temporary computer-readable storage medium storing a traffic flow control program, wherein the traffic flow control program enables a computer to: obtain information related to a first controlled vehicle (11) communicating with a communication unit (45) of the traffic flow control device, information related to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object (20) located in front of the first controlled vehicle; and enable the first controlled vehicle to behave based on energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle 11, wherein the energy consumption is obtained from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the front object.

[0222] [Aspects 1-12]

[0223] A traffic flow control method comprises: obtaining information related to a first controlled vehicle (11) communicating with a communication unit, information related to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object (20) located in front of the first controlled vehicle; and causing the first controlled vehicle to behave based on energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle 11, wherein the energy consumption is obtained from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the front object.

[0224] (Technical Issues)

[0225] In the vehicle driving assistance system described in JP2008-299666, the following vehicle traveling behind the own vehicle may accelerate / decelerate unnecessarily in response to the acceleration / deceleration of the own vehicle. As a result, the traffic volume of the traffic flow on the road where the own vehicle and the following vehicle are traveling may be reduced.

[0226] [Aspect 2-1]

[0227] A traffic flow control device comprises: a communication unit (45); an acquisition unit (50), the acquisition unit acquiring information related to a first controlled vehicle (11) communicating with the communication unit, information related to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object (20) located in front of the first controlled vehicle; and a control unit (50), the control unit causing the first controlled vehicle to behave based on a traffic volume related to the behavior of the first controlled vehicle, the traffic volume being acquired from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the front object, the traffic volume being the number of vehicles passing a certain point per unit time.

[0228] [Aspect 2-2]

[0229] The traffic flow control device according to aspect 2-1, wherein the control unit causes the first controlled vehicle to behave in a manner that maximizes a traffic volume associated with the behavior of the first controlled vehicle.

[0230] [Aspect 2-3]

[0231] The traffic flow control device according to aspect 2-1 or 2-2, wherein the communication unit, the acquisition unit and the control unit are arranged at positions different from those of the first controlled vehicle, the second controlled vehicle and the following vehicle.

[0232] [Aspects 2-4]

[0233] A traffic flow control device according to any one of aspects 2-1 to 2-3, wherein the first controlled vehicle changes the behavior of the first controlled vehicle based on the energy consumption of the following vehicle related to the behavior of the first controlled vehicle.

[0234] [Aspects 2-5]

[0235] A traffic flow control device according to any one of aspects 2-1 to 2-4, wherein the first controlled vehicle changes the behavior of the first controlled vehicle based on the energy consumption of the first controlled vehicle related to the behavior of the first controlled vehicle.

[0236] [Aspect 2-6]

[0237] The traffic flow control device according to any one of aspects 2-1 to 2-5, wherein the first controlled vehicle changes the behavior of the first controlled vehicle based on a value related to the driving performance of the first controlled vehicle.

[0238] [Aspect 2-7]

[0239] The traffic flow control device according to any one of aspects 2-1 to 2-6, wherein the first controlled vehicle changes the behavior of the first controlled vehicle based on a value related to the safety of the first controlled vehicle.

[0240] [Aspect 2-8]

[0241] The traffic flow control device according to any one of aspects 2-1 to 2-7, wherein the behavior of the first controlled vehicle based on the traffic volume related to the behavior of the first controlled vehicle is deceleration.

[0242] [Aspect 2-9]

[0243] A traffic flow control device according to any one of Aspects 2-1 to 2-8, wherein the front object is a traffic light.

[0244] [Aspect 2-10]

[0245] A traffic flow control device according to any one of aspects 2-1 to 2-9, wherein, when an abnormality occurs in communication with the above-mentioned communication unit, the above-mentioned first controlled vehicle behaves based on the traffic volume related to the behavior of the above-mentioned first controlled vehicle before the abnormality occurs in communication with the above-mentioned communication device.

[0246] [Aspect 2-11]

[0247] A non-temporary computer-readable storage medium storing a traffic flow control program, wherein the traffic flow control program enables a computer to: obtain information related to a first controlled vehicle (11) communicating with a communication unit (45) of the traffic flow control device, information related to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object (20) located in front of the first controlled vehicle; and enable the first controlled vehicle to behave based on a traffic volume related to the behavior of the first controlled vehicle, wherein the traffic volume is obtained from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the front object, and the traffic volume is the number of vehicles passing a certain point per unit time.

[0248] [Aspect 2-12]

[0249] A traffic flow control method comprises: obtaining information related to a first controlled vehicle (11) communicating with a communication unit (45) of the traffic flow control device, information related to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object (20) located in front of the first controlled vehicle; and causing the first controlled vehicle to behave based on a traffic volume related to the behavior of the first controlled vehicle, wherein the traffic volume is obtained from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the front object, and the traffic volume is the number of vehicles passing a certain point per unit time.

Claims

1. A traffic flow control device, comprising: Communication unit; an acquisition unit that acquires information related to a first controlled vehicle communicating with the communication unit, information related to a following vehicle traveling between the first controlled vehicle and a second controlled vehicle traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object located in front of the first controlled vehicle; as well as A control unit that causes the first controlled vehicle to behave based on energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle, wherein the energy consumption is obtained from information related to the first controlled vehicle, information related to the following vehicle, and information related to the object ahead.

2. The traffic flow control device according to claim 1, characterized in that: The control unit causes the first controlled vehicle to behave in such a manner as to minimize the sum of energy consumption of the first controlled vehicle and the following vehicle in relation to the behavior of the first controlled vehicle.

3. The traffic flow control device according to claim 1 or 2, characterized in that: The communication unit, the acquisition unit, and the control unit are arranged at a position different from the first controlled vehicle, the second controlled vehicle, and the following vehicle.

4. The traffic flow control device according to claim 1 or 2, characterized in that: The first controlled vehicle changes the behavior of the first controlled vehicle based on a traffic volume associated with the behavior of the first controlled vehicle, the traffic volume being the number of vehicles passing a certain point per unit time.

5. The traffic flow control device according to claim 1 or 2, characterized in that: The first controlled vehicle changes a behavior of the first controlled vehicle based on a value related to a drivability of the first controlled vehicle.

6. The traffic flow control device according to claim 1 or 2, characterized in that: The first controlled vehicle changes a behavior of the first controlled vehicle based on a value related to safety of the first controlled vehicle.

7. The traffic flow control device according to claim 1 or 2, characterized in that: The behavior of the first controlled vehicle and the following vehicle in relation to the behavior of the first controlled vehicle based on the energy consumption of the first controlled vehicle is deceleration.

8. The traffic flow control device according to claim 1 or 2, characterized in that: The front object is a traffic light.

9. The traffic flow control device according to claim 1 or 2, characterized in that: When abnormality occurs in communication with the communication unit, the first controlled vehicle behaves based on energy consumption of the first controlled vehicle and the following vehicle in relation to behavior of the first controlled vehicle before abnormality occurs in communication with the communication unit.

10. The traffic flow control device according to claim 1 or 2, characterized in that: The information related to the following vehicle includes the type of the following vehicle.

11. A non-transitory computer-readable storage medium storing a traffic flow control program, the traffic flow control program enabling a computer to: acquiring information related to a first controlled vehicle communicating with a communication unit of a traffic flow control device, information related to a following vehicle traveling between the first controlled vehicle and a second controlled vehicle traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object located in front of the first controlled vehicle; and The first controlled vehicle is caused to behave based on energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle, wherein the energy consumption is obtained from information related to the first controlled vehicle, information related to the following vehicle, and information related to the object ahead.

12. A traffic flow control method, comprising: Acquire information related to a first controlled vehicle communicating with a communication unit, information related to a following vehicle traveling between the first controlled vehicle and a second controlled vehicle traveling behind the first controlled vehicle and communicating with the communication unit, and information related to a front object located in front of the first controlled vehicle; as well as The first controlled vehicle is caused to behave based on energy consumption of the first controlled vehicle and the following vehicle related to the behavior of the first controlled vehicle, wherein the energy consumption is obtained from information related to the first controlled vehicle, information related to the following vehicle, and information related to the object ahead.

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