Traffic flow control device and traffic flow control program

Abstract

A traffic flow control device has a communication unit and a control unit. The control unit receives information about a first controlled vehicle that is in communication with the communication unit, information about a following vehicle that is between the first controlled vehicle and a second controlled vehicle behind the first controlled vehicle and is in communication with the communication unit, and information about a traffic light that is positioned in front of the first controlled vehicle.The control unit causes the first controlled vehicle to behave based on the energy consumption of the first controlled vehicle and the following vehicle in relation to the behavior of the first controlled vehicle, whereby the energy consumption is obtained from the information relating to the first controlled vehicle, the information relating to the following vehicle and the information relating to the traffic light.

Description

BackgroundTechnical area

[0001] The present invention relates to a traffic flow control apparatus and a traffic flow control program. Related state of the art

[0002] Conventionally, as described in JP 2008-299666 A, a vehicle drive assist system is known that determines a driving state of a host vehicle based on a distance to an intersection, a speed of the host vehicle, and traffic light information. In this vehicle drive assist system, acceleration / deceleration control of the host vehicle is performed depending on the driving state.

[0003] In the vehicle drive assist system described in JP 2008-299666 A, a following vehicle traveling behind the host vehicle may accelerate / decelerate unnecessarily depending on the acceleration / deceleration of the host vehicle. As a result, the host vehicle and the following vehicle waste fuel and electrical energy. Consequently, energy consumption in a traffic flow on a road on which the host vehicle and the following vehicle are traveling increases. Summary

[0004] It is therefore desirable to provide a traffic flow control apparatus and a traffic flow control program that avoid an increase in energy consumption in a traffic flow.

[0005] A first aspect of the present invention provides a traffic flow control device comprising: a communication unit; an acquisition unit that acquires information regarding a first controlled vehicle that is in communication with the communication unit, information regarding a following vehicle that travels between the first controlled vehicle and a second controlled vehicle traveling behind the first controlled vehicle and that is in communication with the communication unit, and information regarding a forward object positioned in front of the first controlled vehicle;and a control unit that causes the first controlled vehicle to behave based on an energy consumption of the first controlled vehicle and the following vehicle with respect to a behavior of the first controlled vehicle, the energy consumption being obtained from the information regarding the first controlled vehicle, the information regarding the following vehicle, and the information regarding the object in front;

[0006] Furthermore, a second aspect of the present invention provides a non-transitory computer-readable storage medium storing a traffic flow control program for causing a computer to perform the following: obtaining information relating to a first controlled vehicle that is in communication with a communication unit of the traffic flow control device, information relating to a following vehicle that is traveling between the first controlled vehicle and a second controlled vehicle traveling behind the first controlled vehicle and is in communication with the communication unit, and information relating to a forward object positioned in front of the first controlled vehicle;and causing the first controlled vehicle to behave based on an energy consumption of the first controlled vehicle and the following vehicle with respect to a behavior of the first controlled vehicle, wherein the energy consumption is obtained from the information regarding the first controlled vehicle, the information regarding the following vehicle, and the information regarding the object in front;

[0007] As a result, the first controlled vehicle behaves based on the energy consumption of the first controlled vehicle and the following vehicle. Consequently, an increase in energy consumption in a traffic flow on a road on which the first controlled vehicle and the following vehicle are traveling is suppressed.

[0008] The reference numerals in parentheses added to the constituent elements and the like show examples of corresponding relationships between the constituent elements and the like and specific constituent elements and the like explained in the embodiments described below. Brief description of the drawings Fig. 1 shows a structural diagram of a system in which a traffic flow control apparatus according to a first embodiment is applied. Fig. 2 shows a flowchart of a process executed by a control unit of the traffic flow control device. Fig. 3 shows a diagram of a relationship between a deceleration of a first controlled vehicle and an energy consumption of a following vehicle. Fig. Figure 4 shows a flowchart of a process performed by the first controlled vehicle in the system. Fig. 5 is a diagram showing a relationship between a deceleration of the first controlled vehicle and an energy consumption of the following vehicle and the first controlled vehicle. Fig. 6 shows a diagram of a relationship between a deceleration of the first controlled vehicle and the total energy consumption. Fig. 7 shows a diagram of a relationship between the time and positions of the following vehicle, the first controlled vehicle, a non-controlled vehicle, and a traffic light. Fig. 8 shows a diagram of a relationship between the time and speeds of the following vehicle, the first controlled vehicle, the non-controlled vehicle and the traffic light. Fig. 9 is a flowchart showing a process executed by the control unit of the traffic flow control apparatus in a modification according to the first embodiment. Fig. 10 shows a flowchart of a process executed by the first controlled vehicle in the modification. Fig. 11 shows a flowchart of a process executed by a control unit of a traffic flow control apparatus of a second embodiment. Fig. 12 is a diagram showing a relationship between a deceleration of a first controlled vehicle and a traffic volume. Fig. 13 shows a flowchart of a process executed by the first controlled vehicle. Fig. 14 is a flowchart showing a process executed by the control unit of the traffic flow control apparatus in a modification according to the second embodiment. Fig. 15 shows a flowchart of a process executed by the first controlled vehicle in the modification. Description of the embodiments

[0009] Embodiments are described below with reference to the drawings. The sections that are identical or equivalent in the described embodiments below bear the same reference numerals. Their descriptions are omitted. First embodiment

[0010] A traffic flow control device according to a present embodiment avoids an increase in energy consumption in a traffic flow. For example, the traffic flow control device can be applied in a system 10 as shown in Fig. 1. First, the system 10 is described.

[0011] 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.

[0012] The first controlled vehicle 11 travels on a road. The first controlled vehicle 11 has a sensor group (not shown). The sensor group detects a state of the first controlled vehicle 11 and a state of the road. The state of the first controlled vehicle 11 includes a position, a speed, an acceleration, and the like of the first controlled vehicle 11. The state of the road includes a gradient (slope), a curvature (curve), and the like of the road on which the first controlled vehicle 11 travels. The sensor group also detects a number of occupants in the first controlled vehicle 11, an environmental state of the first controlled vehicle 11, and the like. The environmental state of the first controlled vehicle 11 includes a relative position, a relative speed, and the like of an object in the vicinity of the first controlled vehicle 11.In addition, the first controlled vehicle 11 includes a microcomputer and the like, and has a central processing unit (CPU), a read-only memory (ROM), a flash memory (flash memory), a random access memory (RAM), an input / output (I / O), a communication interface, a bus line connecting these components, and the like. The first controlled vehicle 11 communicates with the traffic flow control device 40, which will be described below. The first controlled vehicle 11 transmits information related to the first controlled vehicle 11 to the traffic flow control device 40, which will be described below. The first controlled vehicle 11 also receives information from the traffic flow control device 40, which will be described below.Furthermore, the first controlled vehicle 11 executes driving control based on the received information by implementing a program stored in the ROM of the first controlled vehicle.

[0013] The second controlled vehicle 12 travels behind the first controlled vehicle 11. In a manner similar to the first controlled vehicle 11, the second controlled vehicle 12 communicates with the traffic flow control device 40 described below. The second controlled vehicle 12 transmits information related to the second controlled vehicle 12 to the traffic flow control device 40 described below.

[0014] The following vehicle 15 drives behind the first controlled vehicle 11 and the second controlled vehicle 12. Fig. 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 pattern.

[0015] The traffic light 20 is positioned in front of the first controlled vehicle 11. The traffic light 20 transmits information related to the traffic light 20 to the traffic flow control device 40 described below.

[0016] 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 travel. The information acquisition device 30 acquires information related to the following vehicle 15 using a camera, image recognition, data teaching, machine learning, and the like. Furthermore, the information acquisition device 30 transmits the acquired information to the traffic flow control device 40 described below. Here, while the information acquisition device 30 acquires information related to the following vehicle 15 using a camera, image recognition, data teaching, machine learning, and the like, the information acquisition device 30 is not limited to this.The information acquisition device 30 can acquire information related to the following vehicle 15 using radio, LiDAR, communication with the following vehicle 15, and the like. LiDAR is an abbreviation for Light Detection and Ranging / Laser Imaging Detection and Ranging.

[0017] The traffic flow control device 40 is mainly constructed by a microcomputer and the like, and includes a CPU, a ROM, a flash memory, a RAM, an I / O, a bus line connecting these components, and the like. Furthermore, the traffic flow control device 40 is arranged at a location different from the first controlled vehicle 11, the second controlled vehicle 12, and the following vehicle 15. The traffic flow control device 40 further includes a communication unit 45 and a control unit 50.

[0018] 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.

[0019] The control unit 50 implements 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, with respect 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 so as to minimize a sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Furthermore, 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 with respect to the behavior of the first controlled vehicle 11. Consequently, an increase in energy consumption in the traffic flow is avoided. The details of the information generation by the control unit 50 and the behavior of the first controlled vehicle 11 are described below.

[0020] The system 10 is constructed as described above. The generation of information that causes the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11, which is carried out by the control unit 50 implementing (executing) the program, is described below with reference to a flowchart in Fig. 2. Here, the control unit 50 can, for example, implement (execute) the program when the communication unit 45 communicates with the first controlled vehicle 11 and the second controlled vehicle 12.

[0021] At 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 a mass, position, speed, and type of the first controlled vehicle 11, a gradient (ascent / decline) and curvature (curve) of the road on which the first controlled vehicle 11 is traveling, and an application history of an air conditioner, assisted steering (steering aid, power steering, etc.), lights, and the like of the first controlled vehicle 11.Here, the type of vehicle includes a legal classification such as a large vehicle (so-called full-size car), a small-size vehicle, a light vehicle or a large customized vehicle, a type based on power / propulsion such as an internal combustion engine vehicle or an electric vehicle, a type based on the vehicle manufacturer and the like.

[0022] In addition, the control unit 50 obtains the 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 a lighting state of the traffic light 20 and a time point at which the lighting state of the traffic light 20 changes.

[0023] Furthermore, the control unit 50 obtains 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 a traffic density and a shape, size, speed, and type of the following vehicle 15. Here, the traffic density is the number of vehicles present per unit distance. A unit of traffic density may, for example, be vehicles per kilometer.

[0024] Thereafter, at step S102, the control unit 50 calculates the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.

[0025] More specifically, to calculate the energy consumption of the following vehicle 15, the control unit 50 calculates a force applied when the following vehicle 15 is traveling with respect to the behavior of the first controlled vehicle 11.

[0026] Here, the force applied when the vehicle is traveling is expressed by a sum of acceleration / deceleration resistance, a sum of rolling resistance and air resistance, a gradient resistance (resistance related to incline / gradient), and an increase amount of rolling resistance when cornering, as expressed by the relative expression (1) below. Here, in the relative expression (1) shown below: Fdrv (t) denotes the force applied when the vehicle is traveling at a time t; and m denotes the mass of the vehicle. The mass of the vehicle may also include the mass of the vehicle's occupants.For example, the mass of the occupants of the first controlled vehicle 11 can be calculated by the number of occupants in the first controlled vehicle 11 detected by the sensor group of the first controlled vehicle 11 multiplied by a predetermined mass per occupant. Furthermore, for example, the mass of the occupants in the following vehicle 15 can be calculated by the number of occupants in the following vehicle 15 detected by the information acquisition device 30 multiplied by a predetermined mass per occupant. Furthermore, "a" denotes an acceleration of the vehicle; "m × a" denotes an acceleration / deceleration resistance of the vehicle; v(t) denotes a vehicle speed at time t; and Fr(v(t)) denotes the sum of the rolling resistance and the air resistance at time t, which is a function of the vehicle speed.In addition, Fr(v(t)) is determined through experiments, simulations, and the like so that the sum of the rolling resistance and air resistance is calculated based on the vehicle speed. In addition, "g" denotes the acceleration due to gravity; θ(t) denotes the gradient of the road on which the vehicle is traveling at time t; m × g × sin(θ(t)) denotes the gradient resistance at time t; and Fc(t) denotes the amount of increase in rolling resistance when cornering at time t, which is a function of the curvature of the road. In addition, Fc(t) is determined through experiments, simulations, and the like so that the amount of increase in rolling resistance when cornering is calculated based on the curvature of the road. Fdrv(t)=m×a+Fr(v(t))+m×g×sin(θ(t))+Fc(t)

[0027] Therefore, the control unit 50 can, for example, calculate the mass of the following vehicle 15 from the shape, size, or type of the following vehicle 15 obtained in step S100. Furthermore, the control unit 50 calculates the relative speed of the following vehicle 15 with respect to the first controlled vehicle 11 from the speed of the first controlled vehicle 11 and the speed of the following vehicle 15 obtained in step S100. Furthermore, the control unit 50 calculates an average inter-vehicle distance from the traffic density obtained in step S100. Here, the average inter-vehicle distance can be, for example, a reciprocal of the traffic density.

[0028] Furthermore, the behavior of the first controlled vehicle 11 is assumed to be a deceleration. The control unit 50 adjusts the deceleration of the first controlled vehicle 11 to calculate a relationship between the deceleration of the first controlled vehicle 11 and the energy consumption of the following vehicle 15, as described below.

[0029] Furthermore, the control unit 50 calculates the deceleration of the following vehicle 15 using the specified deceleration, the calculated relative speed of the following vehicle 15 to the first controlled vehicle 11, the calculated average inter-vehicle distance, and a so-called tracking model. The tracking model can be, for example, a so-called stimulus-response model.

[0030] The control unit 50 also calculates the position of the following vehicle 15 from the position of the first controlled vehicle 11 obtained in step S100 and the calculated average inter-vehicle distance. Furthermore, the control unit 50 calculates the gradient and curvature of the road on which the following vehicle 15 is traveling from the calculated position of the following vehicle 15 and association information (map information) previously stored in the traffic flow control device 40.

[0031] Therefore, the control unit 50 calculates the acceleration / deceleration resistance of the following vehicle 15 from the calculated mass of the following vehicle 15 and the set deceleration of the first controlled vehicle 11. Furthermore, the control unit 50 calculates the sum of the rolling resistance and the air resistance of the following vehicle 15 from the speed of the following vehicle 15 obtained at step S100 and a function set in advance. Furthermore, the control unit 50 calculates the gradient resistance of the following vehicle 15 from the calculated mass of the following vehicle 15, the acceleration due to gravity, and the calculated gradient of the road on which the following vehicle 15 is traveling.The control unit 50 also calculates the amount of increase in rolling resistance of the following vehicle 15 when it travels in a curve, based on the calculated curvature of the road on which the following vehicle 15 travels and a function that is set in advance.

[0032] Therefore, the control unit 50 performs a calculation from the sum of the calculated acceleration / deceleration resistance, the sum of the rolling resistance and air resistance, the gradient resistance, and the amount of increase in rolling resistance when cornering. The control unit 50 thereby calculates the force applied when the following vehicle 15 is traveling. Furthermore, the control unit 50 changes the set deceleration of the first controlled vehicle 11 and calculates the force applied when the following vehicle 15 is traveling for each deceleration of the first controlled vehicle 11. As a result, the control unit 50 calculates the force applied when the vehicle 15 is traveling with respect to the behavior of the first controlled vehicle 11.

[0033] Next, the control unit 50 calculates the force / power output by the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 from the calculated force applied when the following vehicle 15 travels with respect to the behavior of the first controlled vehicle 11.

[0034] Here, the power to be output by the vehicle is expressed by a sum of a value obtained by the power applied when the vehicle is running multiplied by the vehicle speed and a power required for purposes other than vehicle running, as shown in the relational expression (2) shown below.Here, in the following relational expression (2): Pdrv(t) denotes the power to be output by the vehicle at time t; Fdrv(t) denotes the force applied when the vehicle is traveling at time t as described above; v(t) denotes the vehicle speed at time t as described above; and Paux denotes the power required for purposes other than vehicle traveling and is the power consumed by the vehicle's air conditioner, assisted steering, lights, and the like. Pdrv(t)=Fdrv(t)×v(t)+Paux

[0035] In addition, the power required for purposes other than vehicle travel changes depending on the driving state of the vehicle and the type of vehicle. Furthermore, 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 driving the following vehicle 15 from the usage history of the air conditioner, assisted steering, lights, and the like of the first controlled vehicle 11 obtained at step S100, the type of the following vehicle 15 obtained at step S100, and a map (map information). Here, the map for calculating the power required for purposes other than driving the following vehicle 15 is determined through experiments, simulations, and the like.

[0036] Then, the control unit 50 calculates the power to be output by the following vehicle 15 from the calculated power required for purposes other than driving the following vehicle 15, the calculated force applied when the following vehicle 15 is traveling, and the speed of the following vehicle 15 obtained at 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 thereby calculates the power to be output by the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.

[0037] Thereafter, the control unit 50 calculates the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 from the calculated power to be output by the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.

[0038] Here, for example, when the vehicle may be an internal combustion engine vehicle mounted with a CVT or the like, the energy consumption of the vehicle is expressed by a value obtained by dividing the power output of the vehicle by a value obtained by multiplying the engine efficiency by the CVT transmission efficiency, as shown in relational expression (3) below. Here, CVT is an abbreviation of Continuously Variable Transmission.Furthermore, in the following relational expression (3): Pfuel(t) denotes the fuel power consumption of the vehicle at time t and corresponds to the energy consumption of the vehicle; Pdrv(t) denotes the power output of the vehicle at time t, as described above; ηeng (Peng) denotes the internal combustion engine efficiency of the vehicle; and ηmec(Peng) denotes the CVT transmission efficiency of the vehicle. Furthermore, ηeng (Peng) and ηmec are previously determined through experiments, simulations, and the like to calculate Pfuel(t). Pfuel(t)=Pdrv(t)ηeng(Peng)×ηmec(Peng)

[0039] Therefore, if the type of the following vehicle 15 obtained at step S100 is an internal combustion engine vehicle, the control unit 50 calculates the energy consumption of the following vehicle 15 from the calculated power to be output by the following vehicle 15 and the internal combustion engine efficiency and the CVT transmission efficiency set in advance. Furthermore, 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 thereby calculates the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.

[0040] Moreover, for example, when the vehicle is an electric vehicle, the energy consumption of the vehicle can be expressed by a sum of the battery output of the vehicle and the battery loss of the vehicle, as shown in relational expression (4-1) below. Here, in relational expression (4-1) below: Pelc(t) denotes the electric power consumption of the vehicle at time t and corresponds to the energy consumption of the vehicle; Pbat(Pdrv(t)) denotes the battery output of the vehicle at time t; Pdrv(t) denotes the power to be output by the vehicle at time t, as described above; and Pbtl{Pbat(Pdrv(t))} denotes the battery loss of the vehicle at time t.

[0041] Furthermore, the battery output of the vehicle is expressed using the vehicle's output power, the vehicle's motor efficiency, and the transmission efficiency of a transmission in the vehicle, as shown in relational expression (4-2) below. Here, in relational expression (4-2), ηmot denotes the vehicle's motor efficiency; ηmec (Pelc) denotes the transmission efficiency of the transmission in the vehicle. Furthermore, ηmot and ηmec (Pelc) are previously determined through experiments, simulations, and the like, so that Pbat(Pdrv(t)) is calculated.

[0042] Furthermore, the battery loss of the vehicle is expressed using an internal resistance of a battery in the vehicle, the battery output of the vehicle, and an electric voltage of the battery in the vehicle, as shown in the following relational expression (4-3). Here, in the following relational expression (4-3): Rbat denotes the internal resistance of the battery in the vehicle; and Vbat denotes the electric voltage of the battery in the vehicle. Rbat and Vbat are previously determined based on the vehicle and battery specifications, etc. Pelc(t)=Pbat(Pdrv(t))+Pbtl{Pbat(Pdrv(t))} Pbat(Pdrv(t))={Pdrv(t)ηmot×ηmec(Pelc)(Pdrv(t)≥0)ηmot×ηmec(Pelc)×Pdrv(t)(Pdrv(t)<0) Pbtl{Pbat(Pdrv(t))}=Rbat×(Pbat(Pdrv(t))Vbat)2

[0043] Therefore, when the type of the following vehicle 15 obtained at step S100 is an electric vehicle, the control unit 50 calculates the battery output of the following vehicle 15 from the calculated power to be output by the following vehicle 15 and the motor efficiency and transmission efficiency of the transmission that are set in advance. Furthermore, the control unit 50 calculates the battery loss of the following vehicle 15 from the calculated battery output of the following vehicle 15 and the internal resistance and voltage of the battery of the following vehicle 15 as set in advance.

[0044] 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 thereby calculates the energy consumption of the following vehicle 15. Furthermore, 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 thereby calculates the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.

[0045] Then, the control unit 50 calculates the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 from the calculated energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.

[0046] Here, it is assumed that traffic light 20 is red. At this time, when the vehicle stops in front of traffic light 20, the vehicle's energy consumption increases due to severe deceleration. Therefore, the increase in vehicle energy consumption is represented by the vehicle that does not stop in front of traffic light 20 and passes traffic light 20 after traffic light 20 turns green. Thus, the increase in vehicle energy consumption is suppressed by the vehicle that decelerates when traffic light 20 is red and accelerates when traffic light 20 changes from red to green. Therefore, the increase in vehicle energy consumption is further suppressed as the energy consumption decreases while the vehicle decelerates until traffic light 20 turns green.

[0047] Therefore, the control unit 50 multiplies the calculated energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 by the time at which the illumination state of the traffic light 20 changes, as calculated in step S100. The control unit 50 thereby calculates the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 as shown in Fig. 3. As a result, the control unit 50 generates information that causes the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Subsequently, the process executed by the control unit 50 proceeds to step S104. Here, Fig. 3, for example, show the respective energy consumption of the five following vehicles 15 in relation to an absolute value of the deceleration of the first controlled vehicle 15.

[0048] Thereafter, at step S104, the control unit 50 transmits the information regarding the following vehicle 15 and the information regarding the traffic light 20 obtained at step S100 to the first controlled vehicle 11 through the communication unit 45. Furthermore, the control unit 50 transmits the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11, which is calculated at 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 with respect to the behavior of the first controlled vehicle 11. Thereafter, the process executed by the control unit 50 is terminated.

[0049] As described above, the control unit 50 generates the information that causes the first controlled vehicle 11 to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11, based on the information related to the first controlled vehicle 11, the following vehicle 15, and the traffic light 20. The behavior of the first controlled vehicle 11 as a result of the first controlled vehicle 11 executing a program is described below with reference to a flowchart in Fig. 4. For example, the program of the first controlled vehicle 11 can be executed (implemented) when the ignition or power of the first controlled vehicle 11 can be switched on.

[0050] For example, at step S200, the first controlled vehicle 11 determines whether a signal from the control unit 50 can be received. The first controlled vehicle 11 thereby determines whether communication with the communication unit 45 is normal. If the communication between the first controlled vehicle 11 and the communication unit 45 is not normal, that is, if an abnormality has occurred, the process executed by the first controlled vehicle 11 proceeds to step S218. Furthermore, if the communication with the communication unit 45 is normal, the process executed by the first controlled vehicle 11 proceeds to step S202.

[0051] In step S202 following step S200, the first controlled vehicle 11 obtains from the control unit 50 the information relating to the following vehicle 15, the information relating to the traffic light 20, and the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Furthermore, the first controlled vehicle 11 obtains information relating to the first controlled vehicle 11 and its environmental state from the sensor group of the first controlled vehicle 11.

[0052] Thereafter, at step S204, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 with respect 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 with respect to the behavior of the first controlled vehicle 11 described above.

[0053] More specifically, the first controlled vehicle 11 calculates the acceleration / deceleration resistance of the first controlled vehicle 11 from the mass of the first controlled vehicle 11 and the deceleration of the first controlled vehicle 11 serving as a variable. Furthermore, the first controlled vehicle 11 calculates the sum of the rolling resistance and the air resistance of the first controlled vehicle 11 from the speed of the first controlled vehicle 11 and a function that is set in advance. The first controlled vehicle 11 also calculates the gradient resistance of the first controlled vehicle 11 from the mass of the first controlled vehicle 11, the acceleration due to gravity, and the gradient of the road on which the first controlled vehicle 11 is traveling.In addition, the first controlled vehicle 11 calculates the amount of increase in rolling resistance of the first controlled vehicle 11 when traveling in a curve from the curvature of the road on which the first controlled vehicle 11 is traveling and a function that is set in advance.

[0054] Therefore, the first controlled vehicle 11 calculates the sum of the calculated acceleration / deceleration resistance, the sum of the rolling resistance and air resistance, the gradient resistance, and the amount of increase in rolling resistance when cornering. The first controlled vehicle 11 thereby calculates the force applied when the first controlled vehicle 11 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 11 is traveling for each deceleration of the first controlled vehicle 11. The first controlled vehicle 11 thereby calculates the force applied when the first controlled vehicle 11 is traveling, with respect to the behavior of the first controlled vehicle 11.

[0055] Thereafter, the first controlled vehicle 11 calculates the power required for purposes other than driving the first controlled vehicle 11 from the usage history of the air conditioner, steering assist, lights, and the like of the first controlled vehicle 11. In addition, the first controlled vehicle 11 calculates the power to be output by the first controlled vehicle from the calculated power required for purposes other than driving the first controlled vehicle 11, the calculated force applied when the first controlled vehicle 11 is traveling, 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 11 for each deceleration of the first controlled vehicle 11.The first controlled vehicle 11 thereby calculates the power to be delivered by the first controlled vehicle 11 in relation to the behavior of the first controlled vehicle 11.

[0056] Next, if the type of the first controlled vehicle 11 is an internal combustion engine vehicle, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 from the calculated power to be output by the first controlled vehicle 11 and the internal combustion engine efficiency and the CVT transmission efficiency as set above. Furthermore, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 for each deceleration of the first controlled vehicle 11. The first controlled vehicle 11 thereby calculates the energy consumption of the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11.

[0057] Furthermore, when the type of the first controlled vehicle 11 is an electric vehicle, the first controlled vehicle 11 calculates the battery output of the first controlled vehicle 11 from the calculated power to be output by the first controlled vehicle 11 and the motor efficiency and transmission efficiency of the transmission as previously set. Furthermore, the first controlled vehicle 11 calculates the battery loss of the first controlled vehicle 11 from the calculated battery output of the first controlled vehicle 11 and the internal resistance and electric voltage of the first controlled vehicle 11 as previously set. The first controlled vehicle 11 further calculates the sum of the calculated battery output and the battery loss of the first controlled vehicle 11. The first controlled vehicle 11 thereby 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. The first controlled vehicle 11 thereby calculates the energy consumption of the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11.

[0058] Then, the first controlled vehicle 11 multiplies the calculated energy consumption of the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11 by the time at which the illumination state of the traffic light 20 changes, this information being obtained in step S202. The first controlled vehicle 11 thereby calculates the energy consumption of the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11 as shown in Fig. 5. Here, Fig. 5 the energy consumption of the first controlled vehicle 11 in addition to the respective energy consumption of the five following vehicles 15 relative to the absolute value of the deceleration of the first controlled vehicle 11. In addition, in Fig. 5, in order to distinguish the energy consumption of the first controlled vehicle 11 from the energy consumption of the following vehicle 15, the energy consumption of each of the five following vehicles 15 is shown by a dashed line. Furthermore, the energy consumption of the first controlled vehicle 11 is shown by a solid line.

[0059] With further reference to Fig. 4, then, at 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 with respect to the behavior of the first controlled vehicle 11. For example, here, the first controlled vehicle 11 may calculate the behavior by which the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11 is minimized.

[0060] More specifically, the first controlled vehicle 11 adds the energy consumption of the following vehicle 15 obtained in step S202 and the energy consumption of the first controlled vehicle 11 calculated in step S204. The first controlled vehicle 11 thereby calculates the total energy consumption relative to the absolute value of the deceleration of the first controlled vehicle 11, as shown in Fig. 6. The first controlled vehicle 11 also calculates the deceleration of the first controlled vehicle 11 at which the calculated total energy consumption is minimized. The first controlled vehicle 11 thereby calculates the behavior at which the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is minimized.

[0061] With further reference to Fig. 4, thereafter, at step S208, the first controlled vehicle 11 calculates the driving force corresponding to the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11, as calculated at 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 with respect to the behavior of the first controlled vehicle 11 will be referred to as the energy-prioritized driving force.

[0062] For example, the first controlled vehicle 11 may calculate the energy-prioritized driving force using the deceleration of the first controlled vehicle 11 at which the total energy consumption calculated in step S206 is minimized and a map. Here, the map for calculating the energy-prioritized driving force is determined through experiments, simulations, and the like.

[0063] Next, at step S210, the first controlled vehicle 11 calculates the driving force corresponding to the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle from the information obtained at step S202. Here, the driving force corresponding to the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is referred to as the otherwise prioritized driving force.

[0064] For example, the content that differs from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 can be a traffic volume. Here, the traffic volume is the number of vehicles passing a certain point per unit of time. A unit of traffic volume can be, for example, vehicles / hour.

[0065] In this case, for example, the first controlled vehicle 11 may 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, the illumination state of the traffic light 20, the time at which the illumination state changes, and the speed of the first controlled vehicle 11, as obtained at step S202. For example, when the traffic light 20 is red, the speeds of the following vehicle 15 and the first controlled vehicle 11 may tend to decrease. Therefore, at this time, the first controlled vehicle 11 reduces the speed of the following vehicle 15 and the speed of the first controlled vehicle 11 as the time period at which the illumination state of the traffic light 20 changes becomes longer.In addition, when 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, the first controlled vehicle 11 increases the speed of the following vehicle 15 and the speed of the first controlled vehicle 11 as the time period for the illumination state of the traffic light 20 changes becomes longer.

[0066] In addition, the first controlled vehicle 11 calculates the harmonic mean of the corrected speeds of the following vehicle 15 and the first controlled vehicle 11. Here, the harmonic mean is a reciprocal of the arithmetic mean of a reciprocal of each number.

[0067] The first controlled vehicle 11 then multiplies the calculated harmonic mean speed by the traffic density obtained in step S202. The first controlled vehicle 11 thereby calculates the traffic volume. Additionally, 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. The first controlled vehicle 11 thereby calculates the traffic volume relative to the deceleration of the first controlled vehicle 11.

[0068] Furthermore, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 at which the traffic volume is maximized from the calculated traffic volume relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the otherwise prioritized driving force from the calculated deceleration and a mapping. Here, the mapping for calculating the otherwise prioritized driving force is determined through experiments, simulations, and the like.

[0069] Furthermore, the content that differs from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be, for example, the drivability of the first controlled vehicle 11. In this case, for example, the first controlled vehicle 11 may calculate a value related to the drivability of the first controlled vehicle 11 from the deceleration of the first controlled vehicle 11 and a map. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11 and calculates the value related to the drivability of the first controlled vehicle 11 for each deceleration of the first controlled vehicle 11. The first controlled vehicle 11 thereby calculates the value related to the drivability of the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11.The assignment of the value in relation to driving behavior is determined through tests, simulations and the like.

[0070] In addition, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 at which the value related to the driving behavior of the first controlled vehicle 11 is maximized from the calculated value related to the driving behavior of the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the otherwise prioritized driving force from the calculated deceleration and a mapping.

[0071] Furthermore, the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be, for example, the safety of the first controlled vehicle 11 and its surroundings. In this case, the first controlled vehicle 11 may, for example, calculate a value related to safety based on a distance from the first controlled vehicle 11 to a surrounding object and a relative speed of the surrounding object to the first controlled vehicle 11 obtained by the sensor group of the first controlled vehicle 11, and a mapping. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11 and calculates the value related to safety for each deceleration of the first controlled vehicle 11.The first controlled vehicle 11 thereby calculates the value relating to safety relative to the deceleration of the first controlled vehicle 11.

[0072] The first controlled vehicle 11 also calculates the deceleration of the first controlled vehicle 11 at which the value related to safety is maximized from the calculated value related to safety relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the otherwise prioritized driving force from the calculated deceleration and a mapping.

[0073] Thereafter, at step S212, the first controlled vehicle 11 selects whether to prioritize the energy-prioritized driving force calculated at step S208 or the otherwise prioritized driving force calculated at step S210.

[0074] Here, a relatively lower driving force of the first controlled vehicle 11 has a relatively smaller effect on the first controlled vehicle 11 and its surroundings. For this reason, the first controlled vehicle 11 can, for example, compare the energy-prioritized driving force and the otherwise prioritized driving force. The first controlled vehicle 11 thereby selects whether to prioritize the energy-prioritized driving force or the otherwise prioritized driving force. Then, the first controlled vehicle 11 prioritizes the energy-prioritized driving force when the energy-prioritized driving force is equal to or less than the otherwise prioritized driving force. Subsequently, the process executed by the first controlled vehicle 11 proceeds to step S214.Furthermore, if the energy-prioritized driving force is greater than the otherwise prioritized driving force, the first controlled vehicle 11 prioritizes the otherwise prioritized driving force. Subsequently, the process executed by the first controlled vehicle 11 proceeds to step S216.

[0075] In step S214 following step S212, the first controlled vehicle 11 executes driving according to the energy-prioritized 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 with respect to the behavior of the first controlled vehicle 11. Here, the first controlled vehicle 11 behaves such that the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 is minimized. For example, if the behavior of the first controlled vehicle 11 may be a deceleration, as shown in Fig. 7, a non-controlled vehicle, which is a vehicle not handled by the control unit 50 and the first controlled vehicle 11, stops before the traffic light 20. In contrast, the first controlled vehicle 11 and the following vehicle 15 pass the traffic light 20 without stopping before 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 executed by the first controlled vehicle 11 returns to step S200. Here, Fig. 7 shows the positions of the first controlled vehicle 11, the following vehicle 15 and the traffic light 20 relative to time. In addition, Fig. 7, a position of the non-controlled vehicle, which is a vehicle not handled by the control unit 50 and the first controlled vehicle 11, is shown by Pnon and a dashed line. In addition, a position of the first controlled vehicle 11 is shown by Pc1 and a solid line. A position of the following vehicle 15 is shown by Pf and a solid line. A position of the traffic light 20 when it is red is shown by Pt and a solid line. In addition, when the behavior of the first controlled vehicle 11 is deceleration, the first controlled vehicle 11 and the following vehicle 15 may perform deceleration regeneration or so-called coasting (engine boost). Coasting refers to coasting in a state where an accelerator pedal (acceleration) of the vehicle is turned off.

[0076] With further reference to Fig. 4, at step S216 following step S212, the first controlled vehicle 11 executes driving according to the otherwise prioritized driving force calculated at step S210. As a result, the behavior of the first controlled vehicle 11 is changed to the behavior corresponding to a content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11.

[0077] For example, if the content that differs between the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be the traffic volume, the first controlled vehicle will behave to maximize the traffic volume. Furthermore, if the content that differs between the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be the driving behavior of the first controlled vehicle 11, the first controlled vehicle 11 may behave to maximize the value related to the driving behavior of the first controlled vehicle 11.Furthermore, for example, if the content that differs from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be the safety of the first faulty vehicle 11 and its surroundings, the first controlled vehicle 11 may behave to maximize the value related to safety. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200.

[0078] In step S218 following step S200, an abnormality has occurred in the communication between the first controlled vehicle 11 and the communication unit 45. At this time, the first controlled vehicle 11 cannot obtain the information regarding the following vehicle 15 and the information regarding the traffic light 20 from the control unit 50. Therefore, at this time, the first controlled vehicle 11 behaves as it did before the abnormality occurred in 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 with respect to the behavior of the first controlled vehicle 11 as calculated before the abnormality occurred in communication with the communication unit 45.As a result, even if an abnormality has occurred in 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 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200. Here, if an abnormality has occurred in communication with the communication unit 45, the first controlled vehicle 11 can behave to maximize the traffic volume, the drivability value, or the safety value of the first controlled vehicle 11 before the abnormality occurred in communication with the communication unit 45.

[0079] The first controlled vehicle 11 executes the process as described above. The suppression / prevention of an increase in energy consumption in a traffic flow by the traffic flow control device 40 will be described below.

[0080] In a traffic flow control device 40 according to the first embodiment, the control unit 50 serves as an acquisition unit that acquires 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. Furthermore, 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 with respect to the behavior of the first controlled vehicle 11, as obtained from the acquired information. For example, the control unit 50 may cause the first controlled vehicle 11 to behave so as to minimize the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.Furthermore, for example, in step S102, the control unit 50 may calculate the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Furthermore, in step S204, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 with respect to the behavior of 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 with respect to the behavior of the first controlled vehicle 11. Furthermore, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 may be, for example, deceleration. Furthermore, the information related to the following vehicle 15 may include the type of the following vehicle 15.Here, traffic light 20 corresponds to an object in front.

[0081] 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, 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 is suppressed / avoided.

[0082] In addition, the traffic flow control device 40 according to the first embodiment achieves the following effects.

[0083] [1 - 1] The traffic flow control device 40 is arranged at a different location and not on the first controlled vehicle 11, the second controlled vehicle 12 and the following vehicle 15.

[0084] As a result, the first controlled vehicle 11 no longer needs to calculate the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Consequently, a calculation process burden on the first controlled vehicle 11 is suppressed / avoided.

[0085] [1 - 2] At step S210, step S212, and step S216, the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 to a behavior according to the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11.

[0086] For example, the first controlled vehicle 11 may change the behavior of the first controlled vehicle 11 based on the traffic volume relative to the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 may set the behavior of the first controlled vehicle 11 to a behavior that maximizes the traffic volume relative to the behavior of the first controlled vehicle 11. Consequently, the first controlled vehicle 11 may travel in heavy traffic (dense traffic).

[0087] Furthermore, the first controlled vehicle 11 can, for example, change the behavior of the first controlled vehicle 11 based on a value related to the driving behavior 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 in which the value related to the driving behavior of the first controlled vehicle 11 is maximized. Consequently, the first controlled vehicle 11 can drive with high driving behavior.

[0088] Furthermore, the first controlled vehicle 11 can change the behavior of the first controlled vehicle 11 based on a 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. Consequently, the first controlled vehicle 11 can travel with high safety.

[0089] [1 - 3] At step S200 and step S218, when an abnormality has occurred in the communication with the communication unit 45, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 before the occurrence of the abnormality in the communication with the communication unit 45.

[0090] Consequently, 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 11 and the following vehicle 15. Modification 1 according to the first embodiment

[0091] According to the first embodiment 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 with respect to the behavior of the first controlled vehicle 11. In contrast, as the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect 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 a deceleration time of the first controlled vehicle 11 can be calculated as shown in Fig. 8. Even in such a case, similar effects to those in the first embodiment can be achieved. Here, the speeds of the first controlled vehicle 11 and the following vehicle 15 and a speed of a non-controlled vehicle, which is a vehicle not handled by the control unit 50 and the first controlled vehicle 11, are shown relative to time. Fig. In Figure 8, the speed of the first controlled vehicle 11 is shown by Vc1 and a solid line. The speed of the following vehicle 15 is shown by Vf and a solid line. The speed of the non-controlled vehicle, which is a vehicle not handled by the control unit 50 and the first controlled vehicle 11, is shown by Vnon and a dashed line. Furthermore, the deceleration time of the first controlled vehicle 11 is shown by Tb. Modification 2 according to the first embodiment

[0092] According to the above-described embodiment, at steps S204 to S210, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11, the behavior based on the energy consumption, the energy-prioritized driving force, and the other-prioritized driving force. In contrast, instead of the first controlled vehicle 11, the control unit 50 may calculate the energy consumption of the first controlled vehicle 11, the behavior based on the energy consumption, the energy-prioritized driving force, and the other-prioritized driving force.

[0093] More specifically, as shown in the flowchart of Fig. 9, at S100, the control unit 50 processes the information relating to the first controlled vehicle 11, the information relating to the following vehicle 15, and the information relating to the traffic light 20. At step S102 following step S100, the control unit 50 calculates the energy consumption of the following vehicle 15 in relation to the behavior of the first controlled vehicle 11 in a manner similar to that described above.

[0094] In step S110 following step S102, the control unit 50 calculates the energy consumption of the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11 in a manner similar to the process performed by the first controlled vehicle 11 in step S204.

[0095] Next, at 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 with respect to the behavior of the first controlled vehicle 11 in a manner similar to the process performed by the first controlled vehicle 11 at 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 with respect to the behavior of the first controlled vehicle 11.

[0096] Thereafter, at step S114, the control unit 50 calculates the energy-prioritized driving force in a manner similar to the process performed by the first controlled vehicle 11 at step S208.

[0097] Thereafter, at step S116, the control unit 50 calculates the otherwise prioritized driving force in a manner similar to the process performed by the first controlled vehicle 11 at step S210.

[0098] Thereafter, at step S118, the control unit 50 transmits the information regarding the energy-prioritized driving force calculated at step S114 and the information regarding the otherwise prioritized driving force calculated at 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 with respect to the behavior of the first controlled vehicle 11.

[0099] It also determines how this is done in a flowchart in Fig. 10, at step S200, the first controlled vehicle 11 checks whether communication with the communication unit 45 is normal. If the communication between the first controlled vehicle 11 and the communication unit 45 is not normal, that is, if an abnormality has occurred, the process executed by the first controlled vehicle 11 proceeds to step S218. At step S218, the first controlled vehicle 11 behaves as before the occurrence of the abnormality in communication with the communication unit 45 in a manner similar to that described above. In addition, if the communication between the first controlled vehicle 11 and the communication unit 45 is normal, the process executed by the first controlled vehicle 11 proceeds to step S202.

[0100] In step S202 following step S200, the first controlled vehicle 11 obtains the information regarding the energy-prioritized driving force and the otherwise prioritized driving force from the control unit 50.

[0101] At step S212 following step S202, the first controlled vehicle 11 selects whether to prioritize the energy-prioritized driving force or the otherwise prioritized driving force obtained at step S202. If the energy-prioritized driving force is prioritized, the process executed by the first controlled vehicle 11 proceeds to step S214. Furthermore, if the otherwise prioritized driving force is prioritized, the process executed by the first controlled vehicle 11 proceeds to step S216. At step S214 following step S212, the first controlled vehicle 11 performs driving according to the energy-prioritized driving force obtained at 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 with respect to the behavior of the first controlled vehicle 11.For example, the first controlled vehicle 11 may behave such that the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 is minimized with respect to the behavior of the first controlled vehicle 11. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200.

[0102] In step S216 following step S212, the first controlled vehicle 11 performs driving according to the otherwise prioritized driving force obtained in step S202. As a result, the behavior of the first controlled vehicle 11 is changed to a behavior corresponding to the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200.

[0103] Even if the control unit 50 and the first controlled vehicle 11 execute the processes in the manner described above, effects similar to those in the first embodiment are achieved. Second embodiment

[0104] 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 with respect to the behavior of the first controlled vehicle 11. In contrast, according to the second embodiment, the control unit 50 causes the first controlled vehicle 11 to behave based on the traffic volume with respect to the behavior of the first controlled vehicle 11. For example, the control unit 50 may cause the first controlled vehicle 11 to behave such that the traffic volume is maximized with respect to the behavior of the first controlled vehicle 11.

[0105] More precisely, as shown in a flow chart in Fig. 11, at step S100, the control unit 50 receives the information relating to the first controlled vehicle 11, the information relating to the following vehicle 15, and the information relating to the traffic light 20.

[0106] In step S120 following step S100, the control unit 50 calculates the traffic volume with respect to the behavior of the first controlled vehicle 11.

[0107] For example, the control unit 50 may calculate the relative speed of the following vehicle 15 to the first controlled vehicle 11 from the speed of the first controlled vehicle 11 and the speed of the following vehicle 15 obtained in step S100. The control unit 50 also calculates the average inter-vehicle distance from the traffic density obtained in step S100.

[0108] Furthermore, here, the behavior of the first controlled vehicle 11 is the deceleration. The control unit 50 sets the deceleration of the first controlled vehicle 11 to calculate a relationship between the deceleration of the first controlled vehicle 11 and the traffic volume, as described below. Furthermore, 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 to the first controlled vehicle 11, the calculated average inter-vehicle distance, and a tracking model.

[0109] Furthermore, the control unit 50 corrects the speed of the following vehicle 15 based on the speed of the following vehicle 15 obtained at step S100, the illumination state of the traffic light 20, the time at which the illumination state changes, and the calculated deceleration of the following vehicle 15. Furthermore, the control unit 50 corrects the speed of the first controlled vehicle 11 based on the speed of the first controlled vehicle 11 obtained at step S100, the illumination state of the traffic light 20, the time at which the illumination state changes, and the set deceleration of the first controlled vehicle 11.

[0110] In addition, the control unit 50 calculates a harmonic mean of the corrected speeds of the following vehicle 15 and the first controlled vehicle 11.

[0111] The control unit 50 then multiplies the calculated harmonic mean speed by the traffic density obtained in step S100. The control unit 50 thereby calculates the traffic volume. Furthermore, 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. The control unit 50 thereby calculates the traffic volume relative to the deceleration of the first controlled vehicle 11, as shown in Fig. 12. As a result, the control unit 50 calculates the traffic volume related to the behavior of the first controlled vehicle 11.

[0112] In step S104 following step S120, the control unit 50 transmits the information regarding the following vehicle 15 and the information regarding the traffic light 20 obtained in step S100 to the first controlled vehicle 11 through the communication unit 45. Furthermore, 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 process executed by the control unit 50 is terminated.

[0113] As described above, the control unit 50 generates information to cause the first controlled vehicle 11 to behave based on the traffic volume relating to the behavior of the first controlled vehicle 11, based on the information relating to the first controlled vehicle 11, the following vehicle 15 and the traffic light 20. The behavior of the first controlled vehicle 11 as a result of the first controlled vehicle executing (implementing) a program will be described below with reference to a flowchart of Fig. 13 explained.

[0114] At step S200, the first controlled vehicle 11 determines whether communication with the communication unit 45 is normal. If the communication between the first controlled vehicle 11 and the communication unit 45 is not normal, that is, if an abnormality has occurred, the process executed by the first controlled vehicle 11 proceeds to step S232. Furthermore, if communication with the communication unit 45 is normal, the process executed by the first controlled vehicle 11 proceeds to step S202.

[0115] In step S202 following step S200, the first controlled vehicle 11 obtains the information related to the following vehicle 15, the information related to the traffic light 20, and the traffic volume related to the behavior of the first controlled vehicle 11 from the control unit 50. The first controlled vehicle 11 also obtains the information related to the first controlled vehicle 11 from the sensor group of the first controlled vehicle 11.

[0116] In step S220 following step S202, the first controlled vehicle 11 calculates the behavior based on the traffic volume with respect to the behavior of the first controlled vehicle 11. For example, here, the first controlled vehicle 11 may calculate the behavior by which the traffic volume is maximized with respect to the behavior of the first controlled vehicle 11.

[0117] More precisely, how this is calculated in Fig. 12, the first controlled vehicle 11 determines the deceleration of the first controlled vehicle 11 at which the traffic volume with respect to the behavior of the first controlled vehicle 11 is maximized from the traffic volume with respect to the behavior of the first controlled vehicle 11 obtained at step S202. The first controlled vehicle 11 thereby calculates the behavior by which the traffic volume with respect to the behavior of the first controlled vehicle 11 is maximized.

[0118] With further reference to Fig. 13, thereafter, at step S222, the first controlled vehicle 11 calculates the driving force corresponding to the traffic volume-based behavior with respect to the behavior of the first controlled vehicle 11 calculated at step S220. Hereinafter, the driving force corresponding to the traffic volume-based behavior with respect to the behavior of the first controlled vehicle 11 will be referred to as the traffic volume-prioritized driving force. For example, the first controlled vehicle 11 may calculate the traffic volume-prioritized driving force using the deceleration of the first controlled vehicle 11 at which the traffic volume is maximized with respect to the behavior of the first controlled vehicle 11 and a map. Here, the map for calculating the traffic volume-prioritized driving force is determined through experiments, simulations, and the like.

[0119] Next, at step S224, the first controlled vehicle 11 calculates the driving force corresponding to a content different from the traffic volume from the information acquired at step S202. Here, the driving force related to the content different from the traffic volume is referred to as the otherwise prioritized driving force.

[0120] For example, the content other than the traffic volume may be the 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.

[0121] Furthermore, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 at which the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is minimized from 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 the otherwise prioritized driving force from the calculated deceleration and a map. Here, the map for calculating the otherwise prioritized driving force is determined through experiments, simulations, and the like.

[0122] Furthermore, the content other than the traffic volume may be, for example, the driving behavior of the first controlled vehicle 11. In this case, the first controlled vehicle 11 may, for example, calculate a value related to the driving behavior of the first controlled vehicle 11 from the deceleration of the first controlled vehicle 11 and a map. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11 and calculates the value related to the driving behavior of the first controlled vehicle 11 for each deceleration of the first controlled vehicle 11. The first controlled vehicle 11 thereby calculates the value related to the driving behavior of the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11. Here, the map for the value related to the driving behavior is determined through experiments, simulations, and the like.

[0123] The first controlled vehicle 11 also calculates a deceleration of the first controlled vehicle 11 at which the value related to the driving behavior of the first controlled vehicle 11 is maximized from the calculated value related to the driving behavior of the first controlled vehicle 11 relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the otherwise prioritized driving force from the calculated deceleration and a mapping.

[0124] Furthermore, the content other than the traffic volume may be, for example, the safety of the first controlled vehicle 11 and its surroundings. In this case, the first controlled vehicle 11 may, for example, calculate a value related to safety based on a distance from the first controlled vehicle 11 to a surrounding object and a relative speed of the surrounding object to the first controlled vehicle 11, which are obtained from the sensor group of the first controlled vehicle 11, and a mapping (map information). Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11 and calculates the value related to safety for each deceleration of the first controlled vehicle 11. The first controlled vehicle 11 thereby calculates the value related to safety relative to the deceleration of the first controlled vehicle 11.

[0125] The first controlled vehicle 11 also calculates the deceleration of the first controlled vehicle 11 at which the value related to safety is maximized from the calculated value related to safety relative to the deceleration of the first controlled vehicle 11. The first controlled vehicle 11 also calculates the otherwise prioritized driving force from the calculated deceleration and a mapping.

[0126] Thereafter, at step S226, the first controlled vehicle 11 selects whether to prioritize the traffic volume-prioritized driving force calculated at step S222 or the otherwise prioritized driving force calculated at step S224.

[0127] For example, the first controlled vehicle 11 may compare the traffic volume-prioritized driving force and the otherwise prioritized driving force in a manner similar to that described above. The first controlled vehicle 11 thereby selects whether to prioritize the traffic volume-prioritized driving force or the otherwise prioritized driving force. Furthermore, if the traffic volume-prioritized driving force is equal to or less than the otherwise prioritized driving force, the first controlled vehicle 11 prioritizes the traffic volume-prioritized driving force. Subsequently, the process executed by the first controlled vehicle 11 proceeds to step S2128. Furthermore, if the traffic volume-prioritized driving force is greater than the otherwise prioritized driving force, the first controlled vehicle 11 prioritizes the otherwise prioritized driving force.Subsequently, the process executed by the first controlled vehicle 11 proceeds to step S230.

[0128] In step S228 following step S226, the first controlled vehicle 11 performs driving according to the traffic volume-prioritized driving force calculated in step S222. As a result, the first controlled vehicle 11 behaves based on the traffic volume with respect to the behavior of the first controlled vehicle 11. Here, the first controlled vehicle 11 behaves so that the traffic volume is maximized with respect to the behavior of the first controlled vehicle 11. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200.

[0129] In step S230 following step S226, the first controlled vehicle 11 performs driving according to the otherwise prioritized driving force calculated in step S224. As a result, the behavior of the first controlled vehicle 11 is changed to the behavior based on the content other than the traffic volume.

[0130] For example, if the content different from the traffic volume may be the energy consumption of the following vehicle 15 and the first controlled vehicle 11, the first controlled vehicle 11 may behave to minimize 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 to minimize the energy consumption of the following vehicle 15, rather than the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11. Moreover, the first controlled vehicle 11 may behave to minimize the energy consumption of the first controlled vehicle 11.

[0131] In addition, for example, when the content that differs from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be the driving behavior of the first controlled vehicle 11, the first controlled vehicle 11 may behave so as to maximize the value related to the driving behavior of the first controlled vehicle 11. Furthermore, for example, when the content that differs from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 may be the safety of the first controlled vehicle 11 and its surroundings, the first controlled vehicle 11 may behave so as to maximize the value related to safety. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200.

[0132] In step S232 following step S200, an abnormality has occurred in the communication between the first controlled vehicle 11 and the communication unit 45. At this time, the first controlled vehicle 11 cannot obtain from the control unit 50 the information regarding the following vehicle 15, the information regarding the traffic light 20, and the traffic volume related to the behavior of the first controlled vehicle 11. Therefore, the first controlled vehicle 11 behaves as it did before the occurrence of an abnormality in 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 occurrence of an abnormality in communication with the communication unit 45.As a result, even if an abnormality occurs in communication with the communication unit 45, the first controlled vehicle 11 can continue the behavior based on the traffic volume with respect to the behavior of the first controlled vehicle 11. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200. Here, if an abnormality occurs in communication with the communication unit 45, the first controlled vehicle 11 can behave to minimize the energy consumption of the following vehicle 15 and the first controlled vehicle 11 before the occurrence of an abnormality in communication with the communication unit 45.In addition, when an abnormality occurs in communication with the communication unit 45, the first controlled vehicle 11 can behave so as to maximize the value related to the driving behavior or the value related to the safety of the first controlled vehicle 11 before an abnormality occurred in communication with the communication unit 45.

[0133] The first controlled vehicle 11 executes the process as described above. Furthermore, the traffic flow control device 40 according to the second embodiment achieves the following effects.

[0134] [2] In the vehicle drive support system described in JP 2008-299666 A, a following vehicle traveling behind the host vehicle may perform unnecessary acceleration / deceleration depending on the acceleration / deceleration of the host vehicle. As a result, the traffic volume of a traffic flow on a road on which the host vehicle and the following vehicle 15 are traveling is reduced.

[0135] In contrast, in the traffic flow control device 40 of the second embodiment, the control unit 50 functions as an acquisition unit that acquires 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. Furthermore, 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 obtained from the acquired information. For example, the control unit 50 may cause the first controlled vehicle 11 to behave so as to maximize the traffic volume related to the behavior of the first controlled vehicle 11. Furthermore, here, for example, the traffic volume related to the behavior of the first controlled vehicle 11 may be calculated by the control unit 50 at step S120.In addition, the behavior based on the traffic volume with respect to the behavior of the first controlled vehicle 11 is calculated by the first controlled vehicle 11 at step S220. In step S228, the first controlled vehicle 11 behaves based on the traffic volume with respect 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 with respect to the behavior of the first controlled vehicle 11 may be, for example, a deceleration.

[0136] As a result, since the first controlled vehicle 11 behaves based on the traffic volume, a decrease in traffic volume in the traffic flow on the road on which the first controlled vehicle 11 and the following vehicle 15 are traveling is suppressed / avoided. Furthermore, according to the second embodiment, similar effects as described in [1-1], [1-2], and [1-3] are achieved. Modification 1 of the second embodiment

[0137] According to the second embodiment 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. In contrast, the traffic volume relative to the deceleration time of the first controlled vehicle 11 can be calculated as the traffic volume related to the behavior of the first controlled vehicle 11. Even in such a case, similar effects to those of the second embodiment can be achieved. Modification 2 of the second embodiment

[0138] According to the second embodiment described above, in steps S220 to S224, the first controlled vehicle 11 calculates the behavior based on the traffic volume, the traffic volume-prioritized driving force, and the other-prioritized driving force. In contrast, instead of the first controlled vehicle 11, the control unit 50 may calculate the behavior based on the traffic volume, the traffic volume-prioritized driving force, and the other-prioritized driving force.

[0139] More precisely, as shown in a flow chart in Fig. 14, at step S100, the control unit 50 calculates 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 in a similar manner as described above. At 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 similar manner as described above.

[0140] In step S122 following step S120, the control unit 50 calculates the behavior based on the traffic volume with respect to the behavior of the first controlled vehicle 11 in a similar manner to the process in step S220 by the first controlled vehicle 11. For example, the control unit 50 may calculate the behavior by which the traffic volume is maximized with respect to the behavior of the first controlled vehicle 11.

[0141] Next, at step S124, the control unit 50 calculates the traffic volume-prioritized driving force in a similar manner to the process at step S222 by the first controlled vehicle 11. Next, at step S126, the control unit 50 calculates the otherwise prioritized driving force in a similar manner to the process at step S224 by the first controlled vehicle 11.

[0142] Next, at step S128, the control unit 50 transmits the information regarding the traffic volume-prioritized driving force calculated at step S124 and the otherwise prioritized driving force calculated at 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 with respect to the behavior of the first controlled vehicle 11.

[0143] It also determines how this is done in a flowchart in Fig. 15, at step S200, the first controlled vehicle 11 checks whether communication with the communication unit 45 is normal. If the communication between the first controlled vehicle 11 and the communication unit 45 is not normal, that is, if an abnormality has occurred, the process executed by the first controlled vehicle 11 proceeds to step S232. At step S232, the first controlled vehicle 11 behaves as before the occurrence of an abnormality in communication with the communication unit 45 in a manner similar to that described above. In addition, if the communication between the first controlled vehicle 11 and the communication unit 45 is normal, the process executed by the first controlled vehicle 11 proceeds to step S202.

[0144] In step S202 following step S200, the first controlled vehicle 11 obtains the information regarding the traffic volume-prioritized driving force and the otherwise prioritized driving force from the control unit 50.

[0145] At step S226 following step S202, the first controlled vehicle 11 selects which driving force is to be prioritized from the traffic volume-prioritized driving force and the otherwise prioritized driving force obtained at step S202. If the traffic volume-prioritized driving force is prioritized, the process executed by the first controlled vehicle 11 proceeds to step S228. Furthermore, if the otherwise prioritized driving force is prioritized, the process executed by the first controlled vehicle 11 proceeds to step S230.

[0146] In step S228 following step S226, the first controlled vehicle 11 performs driving according to the traffic volume-prioritized driving force obtained in step S202. The first controlled vehicle 11 thereby behaves based on the traffic volume with respect to the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 may behave to maximize the traffic volume with respect to the behavior of the first controlled vehicle 11. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200.

[0147] In step S230 following step S226, the first controlled vehicle 11 performs driving according to the otherwise prioritized driving force obtained in step S202. As a result, the behavior of the first controlled vehicle 11 is changed to the behavior based on the content other than the traffic volume. Subsequently, the process executed by the first controlled vehicle 11 returns to step S200.

[0148] Even if the control unit 50 and the first controlled vehicle 11 execute the processes in the manner described above, effects similar to those of the second embodiment are achieved. Further examples

[0149] The present invention is not limited to the above-described embodiments. The embodiments can be modified as appropriate. Furthermore, it goes without saying that in each of the above-described embodiments, an element configuring an embodiment is not essential unless it is specifically stated that it is necessary, it is clearly understood that it is necessary in principle, or the like.

[0150] The acquisition unit, the control unit, and a method thereof described in the present invention may be updated by a dedicated computer provided by a processor and a memory, the processor being programmed to perform one or more functions implemented by a computer program. Alternatively, the acquisition unit, the control unit, and a method thereof described in the present invention may be updated by a dedicated computer provided by a processor configured by a single dedicated hardware logic circuit or more. As a further alternative, the acquisition unit, the control unit, and a method thereof described in the present invention may be updated by a single dedicated computer or more.The assigned computer may be configured by a combination of a processor programmed to perform one or more functions, memory, and a processor configured by a single or more hardware logic circuits. Furthermore, the computer program may be stored on a non-transitory, physical, computer-readable storage medium as instructions that are executed by the computer.

[0151] According to the embodiments described above, the deceleration of the first controlled vehicle 11 is set forth as the behavior of the first controlled vehicle 11. In contrast, the behavior of the first controlled vehicle 11 is not limited to a deceleration of the first controlled vehicle 11 and may be an acceleration of the first controlled vehicle 11.

[0152] More 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 an acceleration, an acceleration time, and the like of the first controlled vehicle 11. For example, the first controlled vehicle 11 may behave so as to minimize the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 relative to the acceleration, the acceleration time (acceleration period), and the like of the first controlled vehicle 11.

[0153] Furthermore, the first controlled vehicle 11 may behave based on the traffic volume relative to the acceleration, acceleration period, and the like of the first controlled vehicle 11. For example, the first controlled vehicle 11 may behave to maximize the traffic volume relative to the acceleration, acceleration period, and the like of the first controlled vehicle 11.

[0154] Furthermore, the behavior of the first controlled vehicle 11 may be changed to a behavior based on the driving behavior relative to the acceleration, acceleration period, and the like of the first controlled vehicle 11. For example, the behavior of the first controlled vehicle 11 may be changed to a behavior in which a value related to the driving behavior is maximized relative to the acceleration, acceleration period, and the like of the first controlled vehicle 11.

[0155] Furthermore, the behavior of the first controlled vehicle 11 may be changed to a behavior based on the safety of the first controlled vehicle 11 and its surroundings relative to the acceleration, acceleration period, and the like of the first controlled vehicle 11. For example, the behavior of the first controlled vehicle 11 may be changed to a behavior in which a value related to safety is maximized relative to the acceleration, acceleration period, and the like of the first controlled vehicle 11.

[0156] According to the embodiments described above, the traffic light 20 is specified as a forward object positioned in front of the first controlled vehicle 11. In contrast, the forward object is not limited to the traffic light 20 and may be a stationary object such as a rail crossing or a traffic sign, or a wall on the road such as a guide rail (guardrail). Furthermore, the forward object may be a moving object such as a vehicle or a pedestrian crossing the road.

[0157] According to the first embodiment described above, the behavior by which the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 is minimized is specified as the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle with respect to the behavior of the first controlled vehicle 11. In contrast, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 is not limited to the behavior by which the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 is minimized.

[0158] For example, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 may be a behavior by which the energy consumption is lower than the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 at a current time.

[0159] Furthermore, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 may be a change in the road / lane or route of the first controlled vehicle 11, or the like. For example, when the current energy consumption of the first controlled vehicle 11 and the following vehicle 15 may be 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 road / lane and route of the first controlled vehicle 11. As a result, the first controlled vehicle 11 changes the road / lane and route on which the first controlled vehicle 11 is currently traveling to a road / lane and route where the energy consumption of the first controlled vehicle 11 and the following vehicle 15 is reduced.Therefore, an increase in the energy consumption of the first controlled vehicle 11 and the following vehicle 15 is avoided. Here, the limit value with respect to energy consumption is set through experiments or simulations by changing the road / lane and route of the first controlled vehicle 11.

[0160] According to the second embodiment described above, the behavior in which the traffic volume is a maximum with respect to the behavior of the first controlled vehicle 11 is specified as the behavior based on the traffic volume with respect to the behavior of the first controlled vehicle 11. In contrast, the behavior based on the traffic volume with respect to the behavior of the first controlled vehicle 11 is not limited to the behavior in which the traffic volume is a maximum with respect to the behavior of the first controlled vehicle 11.

[0161] For example, the behavior based on the traffic volume with respect to the behavior of the first controlled vehicle 11 may be a behavior in which the traffic volume is larger than the traffic volume with respect to the behavior of the first controlled vehicle 11 at the current time.

[0162] Furthermore, the traffic volume-based behavior related to the behavior of the first controlled vehicle 11 may be a change in the road / lane and route of the first controlled vehicle 11, or the like. For example, if the current traffic volume of the first controlled vehicle 11 and the following vehicle 15 may be less than a threshold value, the traffic flow control device 40 may output a signal to the first controlled vehicle 11 to change the road / lane and route of the first controlled vehicle 11. As a result, the first controlled vehicle 11 changes the road / lane and route on which the first controlled vehicle 11 is currently traveling to a road / lane and route where the traffic volume is increased (thereby increasing the traffic volume).Here, the limit value with respect to the traffic volume is determined by tests or simulations in such a way that the road / lane and route of the first controlled vehicle 11 are changed.

[0163] According to the embodiments described above, the first controlled vehicle 11 is controlled by the traffic flow control device 40. In contrast, a second controlled vehicle 12 can be controlled by the traffic flow control device 40 in a manner similar to the first controlled vehicle 11.

[0164] Furthermore, 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(s) 20. For example, it can be assumed that the light of the traffic light 20 on the road on which the first controlled vehicle 11 and the following vehicle 15 are traveling is green in a 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. At this time, the traffic flow control device 40 can extend the time period for which the traffic light is lit green. As a result, the first controlled vehicle 11 and the following vehicle 15 can pass the traffic light 20 even more easily.Therefore, unnecessary acceleration / deceleration of the first controlled vehicle 11 and the following vehicle 15 is suppressed / avoided. An increase in the energy consumption of the first controlled vehicle 11 and the following vehicle 15 is thereby avoided. Furthermore, a decrease in the traffic volume on the road on which the first controlled vehicle 11 and the following vehicle 15 are traveling is avoided. Here, the threshold value regarding energy consumption is set through experiments or simulations so that the calculation is such that the energy consumption of the first controlled vehicle 11 and the following vehicle 15 is relatively high.

[0165] According to the embodiments described above, the traffic flow control device 40 is arranged at a location different from the first controlled vehicle 11, the second controlled vehicle 12, and the following vehicle 15. However, the invention 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. Aspects of the present invention

[0166] As is apparent from the description of the embodiments set forth above, the disclosure of the present description includes at least the following aspects. Technical problem

[0167] In the vehicle drive assist system described in JP 2008-209666 A, a following vehicle traveling behind a host vehicle may accelerate / decelerate unnecessarily in response to the host vehicle's acceleration / deceleration. As a result, the host vehicle and the following vehicle waste fuel and electric power. Consequently, energy consumption in the traffic flow on the road on which the host vehicle and the following vehicle are traveling increases. Aspect 1-1

[0168] A traffic flow control device has a communication unit (45); an acquisition unit (50) that acquires information relating to a first controlled vehicle (11) that is in communication with the communication unit, information relating to a following vehicle (15) that travels between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and that is in communication with the communication unit, and information relating to a forward object (20) that is positioned in front of the first controlled vehicle;and a control unit (50) that causes the first controlled vehicle to behave based on an energy consumption of the first controlled vehicle and the following vehicle with respect to a behavior of the first controlled vehicle, the energy consumption being obtained from the information relating to the first controlled vehicle, the information relating to the following vehicle, and the information relating to the object in front; Aspect 1-2

[0169] The traffic flow control device according to aspect 1-1, wherein: the control unit causes the first controlled vehicle to behave so as to minimize a sum of the energy consumption of the first controlled vehicle and the following vehicle with respect to the behavior of the first controlled vehicle. Aspects 1-3

[0170] 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 a location different from the first controlled vehicle, the second controlled vehicle, and the following vehicle. Aspects 1-4

[0171] The 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 a traffic volume related to the behavior of the first controlled vehicle, wherein the traffic volume is a number of vehicles passing at a certain point per unit time. Aspects 1-5

[0172] 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 behavior of the first controlled vehicle. Aspects 1-6

[0173] 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. Aspects 1-7

[0174] The traffic flow control device according to any one of aspects 1-1 to 1-6, wherein: the behavior of the first controlled vehicle is a delay based on the energy consumption of the first controlled vehicle and the following vehicle with respect to the behavior of the first controlled vehicle. Aspects 1-8

[0175] The traffic flow control device according to any one of aspects 1-1 to 1-7, wherein: the forward object is a traffic light. Aspects 1-9

[0176] The 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 power consumption of the first controlled vehicle and the following vehicle with respect to the behavior of the first controlled vehicle before the occurrence of an abnormality in communication with the communication unit. Aspects 1-10

[0177] The traffic flow control apparatus according to any one of aspects 1-1 to 1-9, wherein: the information regarding the following vehicle includes a type of the following vehicle. Aspects 1-11

[0178] A non-transitory computer-readable storage medium storing a traffic flow control program for causing a computer to perform the following: obtaining information relating to a first controlled vehicle (11) in communication with a communication unit (45) of the traffic flow control device, information relating to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and in communication with the communication unit, and information relating to a forward object (20) positioned in front of the first controlled vehicle;and causing the first controlled vehicle to behave based on an energy consumption of the first controlled vehicle and the following vehicle with respect to a behavior of the first controlled vehicle, wherein the energy consumption is obtained from the information regarding the first controlled vehicle, the information regarding the following vehicle, and the information regarding the object in front; Aspects 1-12

[0179] A traffic flow control method comprises: obtaining information relating to a first controlled vehicle (11) which is in communication with a communication unit (45), information relating to a following vehicle (15) which is traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and is in communication with the communication unit, and information relating to a forward object (20) which is positioned in front of the first controlled vehicle;and causing the first controlled vehicle to behave based on an energy consumption of the first controlled vehicle and the following vehicle with respect to a behavior of the first controlled vehicle, wherein the energy consumption is obtained from the information regarding the first controlled vehicle, the information regarding the following vehicle, and the information regarding the object in front; Technical problem

[0180] In the vehicle drive assist system described in JP 2008-299666 A, a following vehicle traveling behind a host vehicle may unnecessarily accelerate / decelerate in response to the acceleration / deceleration of the host vehicle. As a result, a traffic volume of a traffic flow on a road on which the host vehicle and the following vehicle are traveling increases. Aspect 2-1

[0181] A traffic flow control device comprising: a communication unit (45); an acquisition unit (50) that acquires information relating to a first controlled vehicle (11) that is in communication with the communication unit, information relating to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and in communication with the communication unit, and information relating to a forward object (20) positioned in front of the first controlled vehicle;and a control unit (50) that causes the first controlled vehicle to behave based on a traffic volume related to the behavior of the first controlled vehicle, the traffic volume being obtained from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the object in front, the traffic volume being a number of vehicles passing through a certain point per unit time; Aspect 2-2

[0182] The traffic flow control device according to aspect 2-1, wherein: the control unit causes the first controlled vehicle to behave so as to maximize the traffic volume with respect to the behavior of the first controlled vehicle. Aspect 2-3

[0183] 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 a location different from the first controlled vehicle, the second controlled vehicle, and the following vehicle. Aspects 2-4

[0184] The 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 an energy consumption of the following vehicle with respect to the behavior of the first controlled vehicle. Aspects 2-5

[0185] The 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 with respect to the behavior of the first controlled vehicle. Aspects 2-6

[0186] 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 behavior of the first controlled vehicle. Aspects 2-7

[0187] 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. Aspects 2-8

[0188] 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 with respect to the behavior of the first controlled vehicle is a delay. Aspects 2-9

[0189] The traffic flow control device according to any one of aspects 2-1 to 2-8, wherein: the forward object is a traffic light. Aspects 2-10

[0190] The traffic flow control device according to any one of aspects 2-1 to 2-9, wherein: when an abnormality occurs in communication with the communication unit, the first controlled vehicle behaves based on the traffic volume with respect to the behavior of the first controlled vehicle before the occurrence of an abnormality in communication with the communication unit. Aspect 2-11

[0191] A non-transitory computer-readable storage medium storing a traffic flow control program that causes a computer to perform the following: obtaining information relating to a first controlled vehicle (11) that is in communication with a communication unit (45) of a traffic flow control device, information relating to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and in communication with the communication unit, and information relating to a forward object (20) positioned in front of the first controlled vehicle;and causing the first controlled vehicle to behave based on a traffic volume related to a 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 object in front, wherein the traffic volume is a number of vehicles passing past a certain point per unit time; Aspect 2-12

[0192] A traffic flow control method comprises: obtaining information relating to a first controlled vehicle (11) in communication with the communication unit, information relating to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and in communication with the communication unit, and information relating to a forward object (20) positioned 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, the traffic volume being obtained from the information related to the first controlled vehicle, the information related to the following vehicle, and the information related to the object in front, the traffic volume being a number of vehicles passing a certain point per unit time; QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] JP 2008-299666 A [0002, 0003, 0134, 0180] JP 2008-209666 A

[0167]

Claims

[1] Traffic flow control device with: a communication unit (45); an acquisition unit (50) that acquires information relating to a first controlled vehicle (11) that is in communication with the communication unit, information relating to a following vehicle (15) that travels between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and that is in communication with the communication unit, and information relating to a forward object (20) that is positioned in front of the first controlled vehicle; and a control unit (50) that causes the first controlled vehicle to behave based on an energy consumption of the first controlled vehicle and the following vehicle with respect to a behavior of the first controlled vehicle, the energy consumption being obtained from the information relating to the first controlled vehicle, the information relating to the following vehicle and the information relating to the object in front. [2] Traffic flow control device according to claim 1, wherein: the control unit causes the first controlled vehicle to behave in such a way that a sum of the energy consumption of the first controlled vehicle and the following vehicle is minimized with respect to the behavior of the first controlled vehicle. [3] Traffic flow control device according to claim 1 or 2, wherein: the communication unit, the acquisition unit and the control unit are arranged at a location different from the first controlled vehicle, the second controlled vehicle and the following vehicle. [4] Traffic flow control device according to claim 1 or 2, wherein: the first controlled vehicle changes the behavior of the first controlled vehicle based on a traffic volume with respect to the behavior of the first controlled vehicle, wherein the traffic volume is a number of vehicles passing at a given point per unit time. [5] Traffic flow control device according to claim 1 or 2, wherein: the first controlled vehicle changes the behavior of the first controlled vehicle on the basis of a value relating to the driving behavior of the first controlled vehicle. [6] Traffic flow control device according to claim 1 or 2, wherein: the first controlled vehicle changes the behavior of the first controlled vehicle on the basis of a value related to the safety of the first controlled vehicle. [7] Traffic flow control device according to claim 1 or 2, wherein: the behavior of the first controlled vehicle based on the energy consumption of the first controlled vehicle and the following vehicle with respect to the behavior of the first controlled vehicle is a delay. [8] Traffic flow control device according to claim 1 or 2, wherein: the object in front is a traffic light. [9] Traffic flow control device according to claim 1 or 2, 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 with respect to the behavior of the first controlled vehicle before the occurrence of an abnormality in communication with the communication unit. [10] Traffic flow control device according to claim 1 or 2, wherein: the information relating to the following vehicle includes a type of the following vehicle. [11] A non-transitory computer-readable storage medium storing a traffic flow control program for causing a computer to: Obtaining information relating to a first controlled vehicle (11) that is in communication with a communication unit (45) of the traffic flow control device, information relating to a following vehicle (15) traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and in communication with the communication unit, and information relating to a forward object (20) positioned in front of the first controlled vehicle; and Causing the first controlled vehicle to behave based on an energy consumption of the first controlled vehicle and the following vehicle with respect to a behavior of the first controlled vehicle, wherein the energy consumption is obtained from the information relating to the first controlled vehicle, the information relating to the following vehicle, and the information relating to the object in front. [12] Traffic flow control procedure with: Obtaining information relating to a first controlled vehicle (11) which is in communication with a communication unit (45), information relating to a following vehicle (15) which is traveling between the first controlled vehicle and a second controlled vehicle (12) traveling behind the first controlled vehicle and which is in communication with the communication unit, and information relating to a forward object (20) which is positioned in front of the first controlled vehicle; and Causing the first controlled vehicle to behave based on an energy consumption of the first controlled vehicle and the following vehicle with respect to a behavior of the first controlled vehicle, wherein the energy consumption is obtained from the information relating to the first controlled vehicle, the information relating to the following vehicle, and the information relating to the object in front.

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