Vehicle traffic control system

Abstract

Problem: It should be possible to reduce the load on a server device that controls the movement of a vehicle and to deal with driving disruptions immediately. Means for the solution: In a server device (3) of a traffic control system (1), a preprocessing processor (41) records a position of a vehicle (2) in a database (5). A control information generator (42) periodically generates individual control information regarding the vehicles (2) using the information in the database (5) and sends the individual control information to each vehicle (2). Each vehicle (2) controls the travel of the respective vehicle using the latest individual control information received from the server device (3).In the server device (3), an emergency processor (43) is activated when the received driving information includes information that the driving of another vehicle is obstructed, which generates and transmits information containing information that the driving of another vehicle is obstructed as individual control information with respect to each of the vehicles (2).

Description

Technical area

[0001] The invention relates to a vehicle traffic control system. State of the art

[0002] For vehicles, including cars, an automated driving technology has been developed that detects a driving state of a vehicle based on, for example, an image captured by an exterior camera mounted in the vehicle and controls the driving of the vehicle using the detected information.

[0003] However, when controlling the travel of the subject vehicle based on detection information from a sensor of the subject vehicle, such as the vehicle exterior camera mounted in the subject vehicle, the travel control is basically control based on information in a field of view of the subject vehicle.

[0004] Thus, a server device may collect driving information regarding a plurality of vehicles, generate an individual control value for each vehicle based on, for example, the positions of the plurality of vehicles, and send the individual control values ​​to the plurality of vehicles.

[0005] Furthermore, Patent Literature 1 proposes a lane change route instruction device that is mounted in a vehicle and generates and provides an individual travel route for each vehicle with respect to a plurality of vehicles in the surrounding area.

[0006] By using the server device or the lane change route instruction device, each vehicle can control the travel of the vehicle in question based on the control value or the travel route obtained based on information that is not available within the field of view of the vehicle in question. Furthermore, it is expected that each vehicle and other vehicles in the vicinity of each vehicle can basically achieve smooth and stable travel with fewer sudden changes, without interfering with each other. Literature listPatent literature Patent Literature 1: International Publication WO 2021 / 038741 A1 Patent Literature 2: Unexamined Japanese Patent Application Publication JP 2022- 9 988 A Summary of the inventionProblem to be solved by the invention

[0007] However, if a server device or a lane-change route instruction device according to Patent Literature 1 generates an individual travel route or individual control value for all vehicles under the control of the server device or the lane-change route instruction device, it is expected that the devices will quickly experience excessive processing loads. Thus, both devices appear difficult to use for a wider control range.

[0008] In particular, when the lane change route guidance device mounted on a vehicle, as described in Patent Literature 1, aims to generate the individual travel route not only for the vehicle in question but also for multiple other vehicles in the surrounding area, the lane change route guidance device must have an unnecessarily high processing capacity only for the vehicle that has the lane change route guidance device. However, the design of each vehicle with such high processing capacity directly impacts the purchase price of the respective vehicle.

[0009] For automated driving control of a vehicle, Patent Literature 2 discloses sending accident information from, for example, a server device to the vehicle and detecting an accident as an event.

[0010] Furthermore, in an environment where vehicles are moving, a vehicle may, for example, experience a malfunction and stop on a road, or an occupant may exit a vehicle stopped on a road.

[0011] Even in a driving environment in these situations where the movement of vehicles is impeded, a vehicle's driving control system must be able to deal with the situation immediately.

[0012] As described above, in a driving control of a vehicle, it is desirable to achieve automated driving of the vehicle, reduce processing loads for a vehicle and a server device used together with the vehicle, and enable immediate handling of situations in which the driving of vehicles is hindered, if any. Means to solve the problem

[0013] One aspect of the invention provides a vehicle traffic control system including vehicles and a server device. The vehicles each have a travel control unit configured to generate control values ​​for controlling the travel of a corresponding one of the vehicles as a subject vehicle. The server device is configured to generate individual control information regarding each of the vehicles based on travel information regarding the vehicles and transmits the individual control information to the vehicles.

[0014] The driving control unit of each of the vehicles is configured to generate a control value for driving control of the respective vehicle using the most recently received individual control information addressed to the respective vehicle, upon receiving the individual control information addressed to the respective vehicle from the server device. The server device includes a server communication device, a database, a preprocessing processor, a control information generator, and an emergency processor.

[0015] The server communication device is configured to receive the driving information from each of the vehicles. The database is configured to collect and store the driving information relating to each of the vehicles. The preprocessing processor is configured, when the receiving device receives the driving information, to record information relating to at least one driving position of one of the vehicles to which the driving information relates. The control information generator is configured to periodically generate the individual control information relating to each of the vehicles using the information stored in the database.

[0016] The emergency processor is designed to be activated when the driving information received by the receiving device contains information that the travel of another vehicle is being obstructed. The emergency processor is designed to generate and transmit information corresponding to the information that the travel of another vehicle is being obstructed by using the information stored in the database as individual control information regarding each of the vehicles. Effects of the invention

[0017] The invention uses the server device to control the travel of multiple vehicles. Each of the multiple vehicles has a travel control unit that generates a control value to control the travel of the vehicle as the respective vehicle.

[0018] Further, the server device generates the individual control information regarding each of the plurality of vehicles based on the driving information regarding the plurality of vehicles and transmits the individual control information to the plurality of vehicles. When the driving control unit of each of the plurality of vehicles receives the individual control information addressed to the respective vehicle from the server device, the driving control unit of each of the plurality of vehicles generates the control value for the driving control of the respective vehicle using the most recently received individual control information addressed to the respective vehicle.

[0019] In this way, by using the travel control unit mounted in the plurality of vehicles, the server device can perform traffic control for the travel of the plurality of vehicles without generating an individual control value that differs between the vehicles. The server device can then perform traffic control for the travel of the plurality of vehicles with a lower processing load compared to generating the individual control value for each vehicle, even when a control range of the server device is expanded or the number of vehicles to be controlled increases.

[0020] Furthermore, the server device according to the invention comprises a database in which the driving information relating to each of the plurality of vehicles is collected and stored. When the receiving device receives the driving information, the preprocessing processor of the server device records the information relating to at least the driving position of the vehicle to which the driving information relates in the database. Furthermore, the control information generator of the server device periodically generates the individual control information relating to each of the plurality of vehicles using the information stored in the database.

[0021] On the other hand, the emergency processor of the server device is activated when the travel information received by the receiving device contains information that the travel of another vehicle is obstructed. Accordingly, the preprocessing processor and the control information generator in the server device are activated when no situation has occurred in which the travel of vehicles is obstructed. The periodic processing during normal operation of the server device increases or decreases depending on the number of vehicles to be controlled. The processing capacity of the server device can be easily determined based on the number of vehicles suspected to be within its control range. Furthermore, the server device is expected to be able to continue to generate the individual control information for each of the multiple vehicles stably and without interference.

[0022] When a situation occurs in which the travel of vehicles is obstructed, the server device according to the invention activates the emergency processor based on the travel information received from the server communication device. The emergency processor generates and transmits, using the information stored in the database, the information corresponding to the information that the travel of another vehicle is obstructed as individual control information regarding each of the plurality of vehicles. The individual control information generated by the emergency processor is transmitted to each vehicle in the same way as the individual control information periodically generated by the control information generator.

[0023] Thus, when a situation occurs in which the travel of vehicles is obstructed, the travel control unit of each vehicle can receive the individual control information generated by the emergency processor without waiting for receipt of the individual control information generated by the control information generator. Furthermore, the individual control information corresponds to the information that the travel of another vehicle is obstructed. Consequently, when a situation occurs in which the travel of the vehicle in question is obstructed, the travel control unit of each vehicle can immediately receive the individual control information to be used to cope with the situation and immediately control the travel of the vehicle in question in accordance with the individual control information without waiting for receipt of the individual control information generated by the control information generator.

[0024] Furthermore, even when directly handling such a situation where the movement of vehicles is obstructed, the server device does not need to generate an individual control value for each vehicle. Thus, the processing content and processing load of the server device when a situation where the movement of vehicles is obstructed tend not to be excessively high compared to normal operation without a situation where the movement of vehicles is obstructed.

[0025] As described above, the invention makes it possible to achieve driving control for automated driving of a vehicle, to reduce processing loads for a vehicle and a server device used together with the vehicle, and to enable immediate handling of a situation in which the travel of vehicles is obstructed, if any. Short description of the drawings

[0026] The drawings show in: Fig. 1 is a configuration diagram of a vehicle traffic control system according to a first embodiment of the invention. Fig. 2 an explanatory diagram of a control system of a car according to Fig. 1. Fig. 3 a hardware configuration representation of a server device according to Fig. 1. Fig. 4 a flowchart of a traffic control for the travel of several cars in the traffic control system according to Fig. 1. Fig. 5 a flowchart of a preprocessing control by a server CPU according to Fig. 2. Fig. 6 a flowchart of an emergency processing control by the server CPU according to Fig. 2. Fig. 7 is a flowchart of a control information generation control by the server CPU according to Fig. 2. Fig. 8 is a flowchart of a driving control under the traffic control by a driving control device of the car according to Fig. 3. Fig. 9 is an explanatory diagram of a driving environment in which a car traveling on a two-lane road encounters a malfunction and has stopped on the road. Fig. 10 is an explanatory diagram of a driving environment in which, after stopping on the road according to Fig. 9 a no-entry zone and a no-entry warning zone are specified. Fig. 11 is an explanatory diagram of a driving environment in which a car traveling on a two-lane road caused a single accident and stopped on the road. Fig. 12 an explanatory illustration of a driving environment in which, after the individual accident according to Fig. 11 a no-entry zone is specified for all lanes of the road. Fig. 13 is a flowchart of an emergency processing control to be executed by a server CPU in a vehicle traffic control system according to a second embodiment of the invention. Fig. 14 is an explanatory diagram of a driving environment in which an occupant gets out of a car that has a malfunction and is stopped on a two-lane road. Fig. 15 is an explanatory diagram of a driving environment in which a transit warning area is displayed after a passenger has exited the vehicle according to Fig. 14 is updated to a no-entry zone. Description of embodiments

[0027] Some embodiments of the invention will be described below with reference to the drawings. First embodiment

[0028] Fig. 1 is a configuration diagram of a vehicle traffic control system 1 according to a first embodiment of the invention.

[0029] The traffic control system 1 according to Fig. 1 comprises a plurality of cars 2 and a server device 3. The plurality of cars 2 travel on a road 90. The server device 3 sends and receives information to and from the plurality of cars 2 via a communication system 6.

[0030] An example of vehicles here are cars 2. Other examples of vehicles include trucks, buses, motorcycles, and personal mobility. According to Fig. 1 the several cars 2 drive on the two-lane road 90, which has a first lane 91 and a second lane 92.

[0031] The communication system 6 comprises a plurality of base stations 7 and a communication network 8. The plurality of base stations 7 are located along the road 90. The plurality of base stations 7 are coupled to the communication network 8. The base stations 7 can be configured, for example, for commercial 5G or for an advanced transportation system, such as ADAS (Advanced Driver-Assistance Systems). The communication network 8 can comprise, for example, a carrier communication network that provides the base stations for 5G, or the internet that is coupled to the carrier communication network.

[0032] The server device 3 has a server main body 4 and a server database 5. The server main body 4 is coupled to the communication network 8 of the communication system 6. The server database 5 is coupled to the server main body 4. In principle, the server device 3 can be coupled to the Internet of the communication system 6. The server device 3 can also be coupled to the carrier communication network. Furthermore, the server device 3 can also have not just one server main body 4, but rather a plurality of server main bodies 4 that execute control in a distributed manner in cooperation with one another. The plurality of server main bodies 4 can, for example, be hierarchically organized. The plurality of server main bodies 4 at the lowest level in the hierarchy can, for example, be coupled to the carrier communication network in a distributed manner according to each of their areas thereof.

[0033] Such server main bodies 4 can be realized, for example, by control devices of the base stations for 5G.

[0034] The server device 3 according to Fig. 1 carries out traffic control for the plurality of cars 2 in a control area which is formed in the drawing by zones of at least three base stations 7.

[0035] Furthermore, Fig. 1 satellite of a GNSS (Global Navigation Satellite System). The GNSS satellites transmit signals containing information regarding their positions and time to the ground. A GNSS receiver can obtain information regarding the position and time of the GNSS receiver 21 by receiving the signals from the multiple GNSS satellites. The position and time of each GNSS receiver can be used as a probable position and time, which are less susceptible to error with respect to the position and time of another GNSS receiver.

[0036] Fig. Fig. 2 is an explanatory view of a control system 10 of the car 2 according to Fig. 1.

[0037] The Fig. 1 several cars shown 2 can do this in Fig. 2 shown control system 10.

[0038] The control system 10 of the car 2 according to Fig. 2 comprises a vehicle network 17 and a plurality of control devices coupled thereto. The control device can generally comprise a CPU (central processing unit), a memory, a timer, an input / output unit, and an internal bus to which these are coupled. The input / output unit is coupled to the vehicle network 17. A control unit is implemented in the control device in that the CPU executes a program stored in the memory. Fig. 2 illustrates, as the plurality of control devices, a sensor control device 11, a travel control device 12, a drive control device 13, a steering control device 14, a brake control device 15, and a vehicle-external communication control device 16. The control system 10 of the car 2 may also include other control devices, for example, an operation control device or the like.

[0039] The vehicle network 17 can be configured for these vehicles, e.g., a CAN (Control Area Network) or LIN (Local Interconnect Network). The vehicle network 17 can comprise a commonly used network, such as IEEE 802.3 (IEEE = Institute of Electrical and Electronics Engineers) or IEEE 802.11. By using such a vehicle network 17, information can be delivered to and output from other control devices via the vehicle network 17.

[0040] The sensor control device 11 controls the operation of various sensors of the respective vehicle mounted in the car 2. The sensor control device 11 outputs detection information from the various sensors of the respective vehicle or processed information to other control devices via the vehicle network 17. Fig. 2, a GNSS receiver 21 and a vehicle exterior camera 22 are coupled to the sensor control device 11 as examples of the sensors of the vehicle in question. Furthermore, a vehicle speed sensor, a steering sensor, an acceleration sensor, and the like can be coupled to the sensor control device 11.

[0041] The GNSS receiver 21 generates information regarding the position and time of the car 2.

[0042] The vehicle exterior camera 22 captures an image of the surroundings of the car 2 traveling, for example, on the road 90. The vehicle exterior camera 22 can be a monocular camera, a compound eye camera, or a 360-degree camera. It is desirable for the vehicle exterior camera 22 to capture at least a forward view of the traveling car 2. The sensor control device 11 can generate information regarding the relative distances and directions of other cars in the surroundings of the vehicle in question based on the image captured by the vehicle exterior camera 22.

[0043] The vehicle speed sensor detects the speed of the car 2.

[0044] The steering sensor detects a steering wheel angle of a steering wheel (not shown) of car 2.

[0045] The acceleration sensor detects an acceleration rate of the car 2. By using a sensor that detects acceleration rates in three axial directions as the acceleration sensor, the sensor control device 11 can generate information regarding angular acceleration rates in the yaw, pitch, and roll directions of the car 2.

[0046] A communication device 23 is coupled to the vehicle external communication control device 16. The communication device 23 is mounted in the car 2. The communication device 23 establishes a wireless communication path with the base station 7, with which communication is available. The vehicle external communication control device 16 controls the operation of the communication device 23 and sends and receives information to and from the server device 3 via the communication device 23 and the base station 7. For example, the vehicle external communication control device 16 outputs information that the communication device 23 receives from the server device 3 or the base station 7 to another control device via the vehicle network 17.The vehicle external communication control device 16 sends information input from another control device via the vehicle network 17 to the server device 3 via the communication device 23 and the base station 7.

[0047] The drive control device 13 is coupled to elements of a drive system mounted in the car 2, e.g., an internal combustion engine, an electric motor, and a transmission. The internal combustion engine generates driving power using, for example, gasoline or hydrogen as fuel. The motor generates driving power using electrical energy. The drive control device 13 controls the operation of these elements of the drive system based on control values ​​acquired via the vehicle network 17.

[0048] The steering control device 14 is coupled, for example, to a steering device mounted in the car 2. The steering control device 14 controls the operation of the steering device based on the control values ​​acquired via the vehicle network 17.

[0049] The brake control device 15 is coupled to a braking device mounted in the car 2. The brake control device 15 controls the operation of the braking device based on the control values ​​acquired via the vehicle network 17.

[0050] The driving control device 12 controls the driving of the car 2. When causing the car 2 to drive by means of automated driving without operation by an occupant, the driving control device 12 acquires information regarding a driving state of the subject vehicle and information regarding the surroundings of the subject vehicle from the sensor control device 11 and generates a control value corresponding to the information.

[0051] For example, if it is determined that another moving body is approaching in front of the subject vehicle based on the last image taken by the vehicle exterior camera 22, the travel control device 12 generates a control value for the brake control device 15 to cause the subject vehicle to decelerate or stop.

[0052] When it is determined, based on the last image taken by the vehicle exterior camera 22, that the stopped vehicle in question is ready to start again, the travel control device 12 generates a control value for the drive control device 13 to cause the vehicle in question to accelerate.

[0053] When it is determined, based on the last image captured by the vehicle exterior camera 22, that the subject vehicle is about to deviate from the lane in which the subject vehicle is traveling, the travel control device 12 generates a control value for the steering control device 14 to change the traveling direction of the subject vehicle.

[0054] When the driving control device 12 compares the position of the GNSS receiver 21 with the high-precision map data 51 and determines that the subject vehicle needs to turn right or left or change lanes, the driving control device 12 further generates a control value for the steering control device 14 to change the traveling direction of the subject vehicle.

[0055] Through such autonomous determination and control based on the detection by the sensors of the vehicle in question, the driving control device 12 can cause the car 2 to drive by means of automated driving.

[0056] Fig. 3 is a hardware configuration diagram of the server device 3 according to Fig. 1.

[0057] The server device 3 according to Fig. 3 comprises a server communication device 31, a server GNSS receiver 32, the server database 5, a server memory 33, a server CPU 34 and an internal bus 35 to which these are coupled.

[0058] The server communication device 31 is coupled to the communication network 8 of the communication system 6. The server communication device 31 sends and receives information to and from the communication device 23 mounted in the car 2. The server communication device 31 can receive driving information from each of the plurality of cars 2.

[0059] The server GNSS receiver 32 generates information regarding the position and time of the server device 3. The time generated by the server GNSS receiver 32 can be identical with high accuracy to the time generated by the GNSS receiver 21 of each car 2.

[0060] The server database 5 collects and stores various types of data to be used by the server device 3 for traffic control of the plurality of cars 2. Examples of such data include the driving information regarding each car 2. The server database 5 may include, for example, the high-precision map data 51, a traffic rule database 52, a vehicle position behavior database 53, and the like, as described later.

[0061] The server memory 33 stores data, such as programs to be executed by the server CPU 34.

[0062] The server CPU 34 reads and executes the programs stored in the server memory 33. Thus, a control unit is implemented in the server device 3, which controls the operation of the server device 3. The control unit may, for example, have functions including a preprocessing processor 41, a control information generator 42, and an emergency processor 43, as described later.

[0063] When using the server device 3 to control the travel of the plurality of cars 2, there are the concept of controlling the travel of each car 2 by a remote controller and the concept of controlling the travel of each car 2 by the traffic controller.

[0064] In remote control, the server device 3 generates and transmits a control value to be used by each car 2 for its control as an individual control value. In this case, it is desirable for the server device 3 to process the driving state or driving environment of each of the plurality of cars 2 through its own processing and generate the individual control value suitable for the travel of each car 2.

[0065] In contrast, during traffic control, the server device 3 generates and transmits individual control information corresponding to the driving state of each car 2. The individual control information indicates, for example, a control request related to driving control of the car 2 that prevents interference with other cars.

[0066] Such individual control information may be information that indicates, for example, a control request for acceleration, maintaining speed, deceleration, stopping, a speed range (upper and lower limits), maintaining the lane, or changing lanes for each car 2. The individual control information may contain this information, for example, as flag values. In contrast to the individual control value, which can be used directly by, for example, the drive control device 13 in each car 2, the individual control information may be information to be used by the driving control device 12 of each car 2 to generate a control value for its driving control.

[0067] In remote control, each car 2 receives an individual control value received from the server device 3 and outputs the individual control value to, for example, the drive control device 13 of the subject vehicle. The travel of each car 2 is thus controlled by the server device 3. Each car 2 can control the travel of the subject vehicle based on the individual control value obtained based on information such as a remote driving environment that cannot be obtained within a field of view of the subject vehicle. It appears that each car 2 and other cars around each car 2 can achieve smooth and stable travel with fewer sudden changes without interfering with each other, compared to a case where travel is controlled only based on information from the subject vehicle's sensors.

[0068] However, during remote control, the server device 3 is subjected to a high processing load. For example, the server device 3 performing remote control needs to associate the information collected from the multiple cars 2 with the high-precision map data 51 or the like, determine interference based on the associated information, generate a course for each car 2 to suppress the interference, and generate the individual control value that can be used by each car 2 based on the course.

[0069] When using the server device 3 to remotely control the travel of a plurality of cars 2, the number of processable cars 2 tends to be limited even when using the server CPU 34 with high processing power. It is not easy to use the server device 3 for remote control in a wide control area where a large number of cars 2 are likely to travel.

[0070] For this reason, in the present embodiment, traffic control is used as control by the server device 3 instead of the remote control. The traffic control server device 3 can generate and transmit information generated in a previous stage as individual control information without generating an individual control value for each car 2. The traffic control server device 3 can generate, as individual control information, information regarding the above-described control request related to the driving control of the car 2.

[0071] However, even if the server device 3 uses traffic control, its processing capacity is limited.

[0072] Furthermore, when using the traffic control, it is also desirable that the server device 3, when, for example, a situation occurs in which the travel of the cars 2 on the road 90 on which the plurality of cars 2 are traveling is obstructed, generates information regarding the control request related to the travel control of the car 2 to cope with the situation.

[0073] For example, car 2 may stop due to a disturbance on a road or be involved in an accident. Furthermore, a passenger may get out of car 2 while stopped on a road. When such events occur, even in traffic control, it is desirable for server device 3 to generate and transmit individual control information for each car 2 so that each car 2 can control its travel to cope with the event. In particular, it is desirable for server device 3 to transmit corresponding information quickly to avoid large delays in transmitting the information to each car 2.

[0074] As described above, it is desirable to optimize the driving control of the car 2 in order to reduce the processing loads of the car 2 and the server device 3 used with the car 2 and to enable coping with this situation when a situation occurs on the road 90 on which the car 2 is traveling that hinders the travel of the car 2.

[0075] Fig. Fig. 4 is a flowchart of traffic control for the travel of the plurality of cars 2 in the traffic control system 1 according to Fig. 1. It should be noted that in Fig. 4 with reference to the drawing only one car 2 is shown.

[0076] Fig. Figure 4 illustrates the driving control device 12 mounted in the car 2, as well as the preprocessing processor 41, the control information generator 42, and the emergency processor 43 implemented in the server device 3. Time runs from top to bottom.

[0077] Furthermore, Fig. 4 represents the high-precision map data 51, the traffic rule database 52, and the vehicle position behavior database 53 as the server database 5 of the server device 3. These can be stored in the server database 5 of the server device 3.

[0078] Here the solid lines in Fig. 4 is executed for basic traffic control by the preprocessing processor 41 and the control information generator 42. On the other hand, the processing indicated by dashed lines is processing that is executed only when a situation occurs in which the travel of the cars 2 is obstructed, to cope with the situation.

[0079] The step numbers of the corresponding processes in Fig. 4 correspond to the later in Fig. 5 to 8 described.

[0080] The high-precision map data 51 may be high-precision map data 51 relating to the road 90 on which the cars 2 can travel, e.g., the road 90. The high-precision map data 51 generally includes, e.g., information relating to each lane of the road 90 and detailed information relating to intersections. For example, Fig. 1 illustrates the road 90 having multiple lanes 91 and 92. For such a road 90, the high-precision map data 51 may include information regarding a first line segment S1 connecting the center of the first lane 91 and information regarding a second line segment S2 connecting the center of the second lane 92. As described above, using the high-precision map data 51 including detailed information regarding the road 90, the server device 3 can identify not only the road on which each car 2 travels, but also the lane on which each car 2 travels, as well as a position on the lane, e.g., regarding the multiple cars 2 traveling on the road 90.

[0081] When the server communication device 31 receives new driving information, the preprocessing processor 41 generally records information regarding at least one driving position of the car 2 to which the driving information relates in the vehicle position behavior database 53.

[0082] Thus, the vehicle position behavior database 53 essentially stores the positions and behaviors of multiple vehicles traveling within an area controlled by the server device 3. It is desirable for the vehicle position behavior database 53 to store information regarding, for example, the positions of all cars 2 under the control of the server device 3, including those for which no individual control information is generated. For example, an intersection camera for ADAS can capture an image of essentially all cars 2 passing through an intersection.

[0083] Based on such information, the vehicle position behavior database 53 can, for example, store the positions of all cars 2 under the control of the server device 3. Thus, the vehicle position behavior database 53 collects and stores the driving information regarding all cars 2 under the control of the server device 3. Furthermore, in the vehicle position behavior database 53, the driving information regarding the plurality of cars 2 can also be associated with identification information assigned for each car 2.

[0084] The control information generator 42 generates and transmits the individual control information different between the cars 2 with respect to each of the plurality of cars 2 using the information stored in the vehicle position behavior database 53 basically periodically.

[0085] The emergency processor 43 is activated only if the driving information newly received by the communication device 23 contains information that the travel of other cars is impeded.

[0086] At this time, the information that the travel is obstructed by other cars included in the travel information may be, for example, information indicating that the car 2 that sent the travel information has stopped on the road, or detection information of the car 2 corresponding to the information indicating that the car 2 has stopped on the road.

[0087] The emergency processor 43 basically identifies the position of the car 2 that sent the travel information containing information that the travel is obstructed by other cars, and records a passage control area for prohibiting or suppressing the travel of other vehicles in the traffic rule database 52 with respect to the position.

[0088] Thus, the traffic regulation database 52 stores regulation information regarding the road 90 on which the plurality of cars 2 are traveling. The traffic regulation database 52 stores passage regulation information including a passage prohibition area 96 and a passage warning area 97, as described later.

[0089] Furthermore, the traffic control database 52 may also store, for example, traffic control information that is not included in the driving information transmitted by each car 2. For example, an advanced transportation system or the like generates traffic control information corresponding to a situation on the road 90. Such traffic control information or the like may also be stored in the traffic control database 52. In this way, the traffic control database 52 may contain quasi-dynamic information regarding the current road 90.

[0090] In such a traffic control system 1, the server device 3 can basically generate a plurality of individual control information items under control by the pre-processing processor 41 and the control information generator 42 to repeatedly generate a plurality of individual control information items to control the travel of the plurality of cars 2 traveling under the control. For the car 2 receiving the individual control information, the travel control device 12 of the car 2 can generate the control value according to a control request in the individual control information using the individual control information received from the server device 3, and control the travel of the respective vehicle through automated driving. The plurality of cars 2 execute the travel control under the control of the server device 3 basically according to the control of the server device 3. This allows the plurality of cars 2 to travel safely without interfering with each other.

[0091] For example, the travel control device 12 of the car 2 detects, as shown by the solid lines in Fig. 4, in step ST1, the vehicle information relating to the subject vehicle is obtained. In step ST2, the driving control device 12 sends the vehicle information as driving information relating to the subject vehicle to the server device 3. Furthermore, in step ST4, the driving control device 12 generates the control value for driving control using the vehicle information relating to the subject vehicle acquired in step ST1.

[0092] In step ST5, the driving control device 12 executes the driving control of the vehicle in question. The driving control device 12 of the car 2 periodically executes such autonomous driving control as shown in Fig. 4, in which steps ST1 to ST5 are repeated. This allows the driving control device 12 to check the last driving state and continue to control the driving of the vehicle in question so that it can handle the driving state at any time.

[0093] In the server device 3, upon receiving and acquiring new driving information from each car 2 in step ST11, the pre-processing processor 41 calculates a position on the driving lane (hereinafter referred to as vehicle S position) of the car 2 in step ST14. Further, the pre-processing processor 41 reads the high-precision map data 51. In step ST17, the pre-processing processor 41 generates a vehicle behavior plan for the car 2 according to, for example, a shape of the road 90. In step ST18, the pre-processing processor 41 records the generated vehicle behavior plan in the vehicle position behavior database 53.

[0094] The preprocessing processor 41 repeats the processes in steps ST11 to ST18 each time new driving information is received from each car 2. As a result, the vehicle position behavior database 53 stores the vehicle behavior map corresponding to the last driving state of each of the plurality of cars 2. The vehicle behavior map may include information such as acceleration, speed maintenance, deceleration, stopping, the speed range (upper and lower limits), lane keeping, or lane change of each car 2.

[0095] In the server device 3, the control information generator 42 periodically reads information from the vehicle position behavior database 53 in step ST21. In step ST23, the control information generator 42 determines an obstruction of each car 2. In step ST24, the control information generator 42 generates individual control information corresponding to the obstruction. In step ST25, the control information generator 42 sends the individual control information to each car 2. In this case, the travel control device 12 of the car 2 can control the travel of the subject vehicle by generating a control value that basically follows the individual control information using the latest vehicle information concerning the subject vehicle acquired by the server device 3 together with the individual control information acquired in step ST1.

[0096] It should be noted that even after the car 2 basically controls the travel of the subject vehicle according to the individual control information, there is a possibility that the travel state of the car 2 cannot sufficiently suppress, for example, an obstruction appropriately. In such a case, the server device 3 generates and transmits the next piece of individual control information containing a similar control request to the previous one. By repeating the travel control according to the individual control information containing the similar control request, the travel of the car 2 is expected to approach the travel state corresponding to a determination result regarding an obstruction or the like in the server device 3, and the car 2 is expected to enter the relevant travel state.

[0097] Furthermore, in the traffic control system 1, the server device 3 includes the emergency processor 43 separate from the preprocessing processor 41 and the control information generator 42, which are constantly activated for the above-described traffic control. The emergency processor 43 is activated only upon the occurrence of an event that obstructs the travel of other cars. A control system including the emergency processor 43 will be described in detail below. Here, as an example of an event that obstructs the travel of other cars, a case where the car 2 is parked or stopped due to a malfunction or is involved in an accident on the road will be described.

[0098] Fig. 5 is a flowchart of preprocessing control by the server CPU 34 according to Fig. 2.

[0099] The server CPU 34 performs the preprocessing control according to Fig. 5 as processing by the preprocessing processor 41 repeatedly.

[0100] In step ST10, the preprocessing processor 41 determines whether new driving information has been received and acquired from the server communication device 31. If no new driving information has been acquired, the preprocessing processor 41 repeats this process. Upon the acquisition of new driving information, the preprocessing processor 41 causes the flow to proceed to step ST11.

[0101] In step ST11, the preprocessing processor 41 determines, based on the new driving information, whether the car 2 that transmitted the driving information is parked on the road or stopped. For example, if the driving information includes information regarding the position on the lane as the position of the car 2 and information indicating a vehicle speed of 0, the preprocessing processor 41 may determine that the car 2 that transmitted the new driving information is parked on the road or stopped.

[0102] In this case, the preprocessing processor 41 assumes that a driving obstruction has occurred on the road and causes the flow to proceed to step ST12. If the car 2 that sent the new driving information is not parked or stopped on the road, the preprocessing processor 41 assumes that no driving obstruction has occurred on the road and causes the flow to proceed to step ST19.

[0103] In step ST19, the pre-processing processor 41 determines, based on the new driving information, whether the car 2 that transmitted the driving information is involved in an accident on the road. For example, if the driving information includes information regarding the position in the lane, such as the position of the car 2, and information indicating the activation of an airbag of the car 2, the pre-processing processor 41 may determine that the car 2 that transmitted the new driving information is involved in an accident on the road.

[0104] In this case, the pre-processing processor 41 causes the flow to proceed to step ST12. Through the determination in step ST11 and step ST19, the pre-processing processor 41 determines whether a driving incident has occurred on the road and causes the flow to proceed to step ST12 if a driving incident has occurred. Conversely, if the pre-processing processor 41 determines that the car 2 is not involved in an accident on the road, the pre-processing processor 41 assumes that no driving incident has occurred on the road and causes the flow to proceed to step ST13.

[0105] In step ST12, the preprocessing processor 41 initiates an interruption in the server device 3. Thus, the preprocessing processor 41 initiates the interruption if the newly received travel information from the server communication device 31 includes information that the travel of other cars is being obstructed. After that, the preprocessing processor 41 causes the flow to proceed to step ST13.

[0106] Starting at step ST13, the preprocessing processor 41 starts generating information recorded in the vehicle position behavior database 53 for the car 2 to which the newly received driving information relates. The preprocessing processor 41 first reads the high-precision map data 51.

[0107] In step ST14, the preprocessing processor 41 calculates the vehicle S position based on position information regarding the car 2 included in the newly received driving information and the high-precision map data 51. The vehicle S position indicates the lane on which the car 2, to which the driving information relates, is traveling, and the position on the lane.

[0108] In step ST15, the preprocessing processor 41 updates the reliability of the newly received driving information. For example, if driving information from the car 2 from which the driving information was received is periodically received at intervals equal to or less than a predetermined threshold time, the preprocessing processor 41 updates the reliability to a high level. On the other hand, if the driving information is received intermittently, for example, not periodically, the preprocessing processor 41 updates the reliability to a lower level. In this case, the reliability gradually decreases as the state in which the driving information is received intermittently continues.

[0109] In step ST16, the preprocessing processor 41 reads data from the traffic rule database 52.

[0110] In step ST17, the preprocessing processor 41 generates a vehicle behavior plan for the car 2 from which the new driving information has been received by using the information acquired in the processes up to step ST16.

[0111] The preprocessing processor 41 generates the vehicle behavior plan indicating a travel plan of the car 2, basically based on, for example, the vehicle S position and a route of the car 2 from which the new travel information has been received.

[0112] It should be noted that if the traffic rule database 52 contains, for example, regulations for road 90 that have an influence on the driving plan of the car 2 from which the new driving information has been received, the preprocessing processor 41 generates a vehicle behavior plan that enables driving that also takes into account the regulations for road 90.

[0113] The vehicle behavior plan generated by these processes may include, for example, information regarding acceleration of the car 2, information regarding maintaining speed, information regarding deceleration, information regarding stopping, information regarding the speed range (upper and lower limits), information regarding keeping the lane, information regarding a lane change, and the like.

[0114] In step ST18, the preprocessing processor 41 records the information generated in the processes up to step ST17 in the vehicle position behavior database 53 and updates the vehicle position behavior database 53. Thereafter, the preprocessing processor 41 terminates this control.

[0115] Fig. 6 is a flowchart of emergency processing control by the server CPU 34 according to Fig. 2.

[0116] The server CPU 34 performs the emergency processing control according to Fig. 6 as processing by the emergency processor 43.

[0117] In step ST31, the emergency processor 43 determines whether an interruption has occurred in the server device 3. The preprocessing processor 41 initiates the interruption in step ST12 in Fig. 5 only when the newly received travel information from the server communication device 31 includes information that the travel is obstructed by other cars. In this case, the emergency processor 43 determines that an interruption has occurred in the server device 3 and causes the flow to proceed to step ST32. On the other hand, if no interruption has occurred in the server device 3, the emergency processor 43 repeats this process.

[0118] Because the interruption is initiated by the preprocessing processor 41, the emergency processor 43 is thus activated earlier than the control information generator 42, which periodically generates the individual control information.

[0119] In step ST32, the emergency processor 43 identifies a parking or stopping position of car 2 on the road that is believed to be obstructing the travel of other cars. The emergency processor 43 can calculate the vehicle S position as the parking or stopping position on the road. After that, the emergency processor 43 causes the flow to proceed to step ST38.

[0120] In step ST38, the emergency processor 43 determines whether the situation in which the travel of other vehicles is impeded is due to an accident. This determination may be fundamentally similar to that in step ST19. If the travel impediment is due to an accident, the emergency processor 43 causes the flow to proceed to step ST39. If the travel impediment is not due to an accident, the emergency processor 43 causes the flow to proceed to step ST33.

[0121] Starting at step ST33, the emergency processor 43 starts generating the passage control area. The emergency processor 43 first generates the passage prohibition area 96, which prohibits other vehicles from traveling in the lane where the car 2 is parked or stopped, which is assumed to obstruct the travel of other cars. Here, the passage prohibition area 96 may be, for example, an area with a predetermined length in a direction opposite to the traveling direction of the lane, based on the vehicle S position calculated in step ST32. The length of the passage prohibition area 96 may be predetermined as a length that allows other cars to stop before the vehicle S position, for example, based on information regarding a speed limit for the lane or road 90.

[0122] In step ST34, the emergency processor 43 generates the passage warning area 97, which suppresses the travel of other vehicles, for a remaining lane different from the lane in which the car 2 is parked or stopped, which is assumed to obstruct the travel of other cars. Here, the remaining lane may be a lane that permits travel in the same direction as the lane for which the passage prohibition area 96 is specified, or an oncoming lane that permits travel in an opposite direction. If the road 90 including the lane for which the passage prohibition area 96 is specified has three or more lanes, the emergency processor 43 may generate the passage warning area 97 for some of them or for all of them, for example, depending on the shape of the road 90, such as a median.

[0123] Furthermore, the passage warning area 97 may, for example, be an area with a predetermined length in a direction opposite to the traveling direction of the lane, starting from the vehicle S position calculated in step ST32. The length of the passage warning area 97 may be set as a length that allows other vehicles to sufficiently decelerate before the vehicle S position, for example, based on the information regarding the speed limit for the lane or road 90. After that, the emergency processor 43 causes the flow to proceed to step ST35.

[0124] In contrast, in step ST39, the emergency processor 43 generates the no-passage zone 96, which prohibits the passage of other vehicles, not only for the lane in which the car 2 involved in the accident is causing the obstruction, but generally for all lanes of the road. The no-passage zone 96 may, for example, be an area with a predetermined length in a direction opposite to the direction of travel of the lane, starting from the vehicle S position calculated in step ST32. The length of the no-passage zone 96 may be specified as a length that allows other vehicles to stop before the vehicle S position, for example, based on information about a speed limit for the lane or road 90. The emergency processor 43 then causes the process to proceed to step ST35.

[0125] In step ST35, the emergency processor 43 records the information generated in step ST34 in the traffic rule database 52 to update the traffic rule database 52.

[0126] Thus, the traffic regulation database 52 stores, for example, the passage regulation information including the no-passage area 96 and the no-passage warning area 97 for each lane of the road 90 around the position of the car 2 parked or stopped on the road.

[0127] Starting at step ST40, the emergency processor 43 begins processing to generate and transmit the individual control information to be sent to each car 2 potentially affected by the driving obstruction. The emergency processor 43 first selects, from all the cars 2 under control, all the cars 2 potentially affected by the driving obstruction. For example, the emergency processor 43 may read data from the traffic rule database 52 and select all the cars 2 that are assumed to travel in the no-entry zone 96 or the no-entry warning zone 97 if they continue their current travel. The emergency processor 43 may also simply select all the cars 2 within a predetermined radius centered on the vehicle S position of the car 2 that presents the driving obstruction.

[0128] In step ST41, the emergency processor 43 generates individual control information to be used to cope with the driving impediment, with respect to each of the cars 2 selected in step ST40. The individual control information in this case contains a control request to slow down or stop in order to reduce the speed compared to, for example, a situation without driving impediment. The emergency processor 43 can generate the individual control information, for example, by executing the process in step ST51 in Fig. 5 and in step ST52 in Fig. 4 generate.

[0129] In step ST42, the emergency processor 43 sends the individual control information generated in step ST41 to each car 2. Thus, when the server device 3 receives the driving information from, for example, the car 2 parked or stopped on the road, it is possible for each car 2 to immediately receive the individual control information corresponding to the driving information from the server device 3.

[0130] The emergency processor 43 then terminates this control.

[0131] As described above, the emergency processor 43 is activated based on an interruption by the preprocessing processor 41 only when the newly received travel information from the server communication device 31 includes information that the travel of other cars is being obstructed. The emergency processor 43 can generate and transmit information corresponding to the information that the travel of other cars is being obstructed by using the information stored in the server database 5 as individual control information regarding each of the plurality of cars 2.

[0132] After such control by the emergency processor 43, the preprocessing processor 41 reads in step ST16 in Fig. 5 Data from the traffic rules database 52.

[0133] If the no-entry zone 96 is stored in the traffic regulation database 52, the preprocessing processor 41 generates a vehicle behavior plan in step ST17, which includes, for example, a control request to stop for car 2, which is assumed to be traveling within the no-entry zone 96. In step ST18, the preprocessing processor 41 records the vehicle behavior plan in the vehicle position behavior database 53.

[0134] If the transit warning area 97 is stored in the traffic regulation database 52, the preprocessing processor 41 generates a vehicle behavior plan in step ST17, which includes, for example, a control request to decelerate for car 2, which is assumed to be traveling within the transit warning area 97. In step ST18, the preprocessing processor 41 records the vehicle behavior plan in the vehicle position behavior database 53.

[0135] Fig. Fig. 7 is a flowchart of control information generation control by the server CPU 34 according to Fig. 2.

[0136] The server CPU 34 performs the control information generation control according to Fig. 7 as the processing by the control information generator 42. Thus, the server CPU 34 continues to periodically send the individual control information to the plurality of cars 2 under control.

[0137] If the interruption in processing by the preprocessor 41 according to Fig. 5, the server CPU 34 executes the emergency processing control according to Fig. 6 the control information generation control according to Fig. 7 out.

[0138] In step ST21, the control information generator 42 reads data from the vehicle position behavior database 53.

[0139] When there is a car 2 parked or stopped in a lane that obstructs the travel of other cars, the no-passage area 96 and the no-passage warning area 97 around the parked or stopped car 2 are set in the vehicle position behavior database 53.

[0140] In step ST22, the control information generator 42 selects an unprocessed car 2 from the plurality of cars 2 about which information is stored in the vehicle position behavior database 53.

[0141] In step ST23, the control information generator 42 determines the presence or absence of interference between the car 2 selected in step ST22 and other cars by using the information stored in the vehicle position behavior database 53.

[0142] An obstruction may not only be the position of the selected car 2 overlapping with the position of another car, but also the distance between the vehicles becoming equal to or smaller than a threshold. For example, if a following car is traveling at a higher speed than a preceding car, there is a possibility that the inter-vehicle distance between the following car and the preceding car will become equal to or smaller than the threshold depending on the speed difference. The control information generator 42 can determine the presence or absence of such an obstruction with respect to, for example, the inter-vehicle distance by using a threshold or the like.

[0143] In step ST24, the control information generator 42 generates the individual control information regarding the car 2 selected in step ST22.

[0144] For example, when determining that an obstruction described above exists with respect to the preceding car, the control information generator 42 may generate the individual control information including a control request for maintaining the speed or deceleration even if the vehicle position behavior database 53 includes information regarding, for example, acceleration or maintaining the speed.

[0145] On the other hand, when it is determined that there is no interference with other cars, the control information generator 42 may use the information stored in the vehicle position behavior database 53 as it is to generate the individual control information.

[0146] When the no-entry area 96 is stored in the traffic rule database 52, the preprocessing processor 41 generates individual control information including, for example, a control request to stop for the car 2, which is assumed to be traveling in the area of ​​the no-entry area 96.

[0147] When the transit warning area 97 is stored in the traffic rule database 52, the preprocessing processor 41 generates individual control information including, for example, a control request to slow down for the car 2, which is assumed to be traveling in the area of ​​the transit warning area 97.

[0148] In this way, the control information generator 42 generates, as individual control information, information including a control request for acceleration, speed maintenance, deceleration, stop, speed range (upper limit and lower limit), lane keeping, or lane change for each car 2, instead of the control value to be used for driving control by each car 2.

[0149] Furthermore, the control information generator 42 generates individual control information for each car 2 potentially affected by the driving impairment, which control information includes a control request to slow down or stop in order to reduce the speed compared to, for example, a case without driving impairment.

[0150] In step ST25, the control information generator 42 sends the individual control information generated in step ST24 from the server communication device 31 to the corresponding car 2.

[0151] In step ST26, the control information generator 42 determines whether the selection for all cars 2 for which information is stored in the vehicle position behavior database 53 has been completed. If the selection of all cars 2 has not yet been completed, the control information generator 42 causes the flow to return to step ST22. In this case, the control information generator 42 repeats the processes from step ST22 to step ST26, and generates and transmits the individual control information regarding the new car 2. When the selection of all cars 2 is completed, the control information generator 42 terminates this control.

[0152] As described above, when the traffic regulation database 52 contains the transit regulation area, the control information generator 42 generates and transmits individual control information for deceleration or stopping for the car 2 that is likely to travel within the transit regulation area. For the car 2 that intends to travel within the transit regulation area stored in the traffic regulation database 52, the control information generator 42 generates and transmits individual control information for reducing speed compared to the car 2 that is likely to travel within an area for which such information is not stored.

[0153] Fig. Fig. 8 is a flowchart of the driving control under the traffic control by the driving control device 12 according to Fig. 3.

[0154] The driving control device 12 of each of the plurality of cars 2 traveling under the control of the server device 3 performs the driving control under the traffic control according to Fig. 8 repeatedly.

[0155] When the driving control device 12 executes the driving control under the control of the server device 3, the communication device 23 of the subject car 2 normally periodically receives the individual control information from the server device 3. The vehicle-external communication control device outputs the individual control information received from the communication device 23 to the driving control device 12 via the vehicle network 17. The driving control device 12 can collect and record the individual control information in the memory.

[0156] In step ST1, the driving control device 12 collects and acquires the vehicle information, such as information indicating the driving state of the subject vehicle and information regarding the driving environment around the subject vehicle, from, for example, the sensor control device 11 of the subject vehicle. Note that the information to be acquired, for example, from the sensor control device 11 of the subject vehicle may be acquired in advance and stored, for example, in the memory of the driving control device 12. Here, the vehicle information may include, for example, information regarding the positions, directions, speeds, acceleration rates, and traveling directions of the subject vehicle and other vehicles around the subject vehicle, which are included, for example, in the images captured by the in-vehicle camera.

[0157] The driving control device 12 can process the information acquired, for example, by the sensor control device 11 to generate this information. Furthermore, the vehicle information can include, for example, information indicating operating states, control contents, and control results of, for example, the drive control device 13, the steering control device 14, and the brake control device 15. Furthermore, the vehicle information can also include information regarding the time generated by the GNSS receiver 21.

[0158] In step ST2, the driving control device 12 transmits the driving information based on the vehicle information acquired in step ST1 to the server device 3 using the vehicle external communication control device 16. The vehicle external communication control device 16 transmits the driving information inputted by the driving control device 12 to the server device 3 via the communication device 23 and the base station 7.

[0159] The driving information may contain information used by the server device 3 in its control. The driving information may be the vehicle information itself or a portion of the vehicle information. For traffic control, the server device 3 requires information regarding the position of each car 2 as a minimum.

[0160] In step ST3, the driving control device 12 acquires the latest individual control information acquired from the server device 3.

[0161] In step ST4, the travel control device 12 generates the control value for controlling the travel of the subject vehicle based on the information acquired up to step ST3.

[0162] When the individual control information addressed to the subject vehicle is received from the server device 3, the travel control device 12 basically follows the received individual control information addressed to the subject vehicle and generates the control value for the travel control of the subject vehicle so that it also corresponds to the vehicle information.

[0163] On the other hand, when no individual control information addressed to the subject vehicle is received from the server device 3, the travel control device 12 then generates the control value for the travel control of the subject vehicle so as to correspond to the vehicle information.

[0164] Thus, the driving control device 12 generates, for example, a control value that causes acceleration of the car 2, a control value that causes maintenance of speed, a control value that causes deceleration, a control value that causes stopping, a control value that causes maintenance of speed in the speed range (upper limit and lower limit), a control value that causes steering to keep the vehicle in the lane, and a control value that causes steering to change lanes.

[0165] In step ST5, the driving control device 12 outputs the control value generated in step ST4 via the vehicle network 17 to each of the control devices that executes driving control of the subject vehicle. Thus, the driving control device 13 executes, for example, control to adjust a driving power to the control value. The steering control device 14 executes control to adjust the steering angle, including a steering direction, to the control value. The braking control device 15 executes control to adjust a braking force to the control value.

[0166] Thereafter, the driving control device 12 terminates this control.

[0167] Fig. 9 is an explanatory diagram of a driving environment in which the car 2 traveling on the two-lane road 90 has a malfunction and has stopped on the road.

[0168] Fig. 10 is an explanatory diagram of a driving environment in which, after stopping on the road according to Fig. 9 the no-entry zone 96 and the no-entry warning zone 97 are specified.

[0169] Fig. 9 and Fig. 10 depicts the road 90 with the first lane 91 and the second lane 92, on which the cars 2 can travel in the same direction. Furthermore, the first line segment S1 in the high-precision map data 51 is depicted overlapping the center of the first lane 91. The second line segment S2 in the high-precision map data 51 is depicted overlapping the center of the second lane 92.

[0170] When the server device 3 performs remote control based on the individual control information, each car is basically subjected to remote control such that it travels along the first line segment S1 or the second line segment S2. Note that the server device 3 may generate the individual control information, for example, taking into account a driver characteristic. In this case, the course of each car based on the individual control information allows each car to travel along a route shifted within the travel lane of the first line segment S1 or the second line segment S2 at substantially constant intervals in a vehicle width direction.

[0171] As in Fig. 9, a second car 62 is traveling behind a first car 61 in the first lane 91. A fourth car 64 is traveling behind a third car 63 in the second lane 92. The third car 63 is traveling essentially side by side with the first car 61.

[0172] The first car 61, the second car 62, the third car 63, and the fourth car 64 travel under the control of the server device 3. The control information generator 42 of the server device 3 repeatedly generates and transmits, for example, the individual control information that requests each of the first car 61, the second car 62, the third car 63, and the fourth car 64 to continue the current travel of each car. In this case, the first car 61, the second car 62, the third car 63, and the fourth car 64 basically control the travel of each car so that the Fig. The state shown in Figure 9 is maintained.

[0173] In such a driving environment, e.g., when the first car 61 is malfunctioning, the first car 61 generally slows down and generally remains stationary in the first lane 91 on which the first car 61 is traveling. The first car 61 parks or stops in the first lane 91, ie, on the road. The first car 61 parked or stopped on the road transmits in step ST2 in Fig. 8 Driving information indicating that the vehicle in question is parked or stopped in the first lane 91, ie on the road, to the server device 3.

[0174] Upon detecting the driving information from the first car 61 parked or stopped on the road, the pre-processing processor 41 of the server device 3 determines in step ST11 in Fig. 5 that the first car 61 is parked or stopped on the street, and initiates an interruption in step ST12. The emergency processor 43 of the server device 3 determines in step ST31 in Fig. 6 that an interrupt has been initiated and starts processing with priority over the control information generator 42.

[0175] The emergency processor 43 first specifies the passage control area, which includes the no-passage area 96 and the no-passage warning area 97, for the road 90 on which the first car 61 is parked or stopped. Fig. 10, the no-entry zone 96 is specified for the first lane 91 on which the first car 61 is parked or stopped, and the no-entry warning zone 97 is specified for the second lane 92 adjacent to the first lane 91.

[0176] Further, the emergency processor 43 determines, for example, an obstruction between each of the second to fourth cars 62 to 64 and the no-passage area 96 and the no-passage warning area 97, and generates and transmits in step ST41 in Fig. 6 the individual control information according to the provision. As in Fig. As shown in Figure 10, the emergency processor 43 of the server device 3 can generate individual control information, for example, requesting the second car 62 to stop in the no-entry zone 96. The emergency processor 43 can generate individual control information, for example, requesting the third car 63 to maintain its current speed and leave the no-entry warning zone 97. The emergency processor 43 can generate individual control information, for example, requesting the fourth car 64 to pass the no-entry warning zone 97 while slowing down to a speed that allows for an immediate stop.

[0177] Consequently, the second car stops 62, as in Fig. 10, in the no-entry zone 96. The third car 63 leaves the no-entry warning zone 97. The fourth car 64 travels at a low speed, allowing an immediate stop, and passes the no-entry warning zone 97.

[0178] Fig. 11 is an explanatory diagram of a driving environment in which the car 2 traveling on a two-lane road 90 caused a single accident and stopped on the road.

[0179] Fig. 12 is an explanatory diagram of a driving environment in which, after the single accident according to Fig. 11 the no-entry zone is specified for all lanes 91 and 92 of road 90.

[0180] As in Fig. 11, the second car 62 is driving behind the first car 61 in the first lane 91. The fourth car 64 is driving behind the third car 63 in the second lane 92.

[0181] The first car 61, the second car 62, the third car 63, and the fourth car 64 travel under the control of the server device 3. The control information generator 42 of the server device 3 repeatedly generates and transmits, for example, individual control information that requests each of the first car 61, the second car 62, the third car 63, and the fourth car 64 to maintain the current travel of each car. In this case, the first car 61, the second car 62, the third car 63, and the fourth car 64 basically control the travel of each car so that the Fig. The state shown in Figure 9 is maintained.

[0182] In such a driving environment, for example, if the first car 61 is involved in a single accident on the first lane 91, the first car 61 basically slows down and stops on the first lane 91 on which the first car 61 is traveling. The first car 61 stops on the first lane 91, that is, on the road. In step ST2 in Fig. 8, the first car 61 that has stopped on the road sends driving information indicating that the vehicle in question has stopped due to an accident in the first lane 91, ie on the road, to the server device 3.

[0183] Upon detecting the driving information from the first car 61 that has stopped on the road due to an accident, the pre-processing processor 41 of the server device 3 determines in step ST19 in Fig. 5 that the first car 61 has stopped due to an accident on the road and initiates an interruption in step ST12. The emergency processor 43 of the server device 3 determines in step ST31 in Fig. 6 that an interrupt has been initiated and starts processing with priority over the control information generator 42.

[0184] The emergency processor 43 first specifies the passage control area, which includes the no-passage area 96, for all lanes 91 and 92 of the road 90 on which the first car 61 has stopped due to the accident. Fig. 12, the no-entry zone 96 is specified for the first lane 91, on which the first car 61 has stopped due to the accident, and the second lane 92 adjacent to the first lane 91.

[0185] Further, the emergency processor 43 determines, for example, an obstruction between each of the second to fourth cars 62 to 64 and the no-passage area 96, and generates and sends individual control information after the determination in step ST41 in Fig. 6. For example, the emergency processor 43 may determine that each of the second through fourth cars 62 through 64 and the no-entry zone 96 are interfering with each other, and generate and transmit individual control information that causes each car to stop. As shown in Fig. 12, the emergency processor 43 of the server device 3 can generate individual control information by which, for example, the second car 62 is requested to stop in the no-entry zone 96 of the first lane 91.

[0186] The emergency processor 43 can generate individual control information, for example, requesting the third car 63 to stop in the no-entry zone 96 of the second lane 92. The emergency processor 43 can generate individual control information, for example, requesting the fourth car 64 to stop in the no-entry zone 96 of the second lane 92.

[0187] Consequently, as in Fig. 12, the second car 62, the third car 63 and the fourth car 64 are in the no-entry zone 96 in front of an accident site.

[0188] As described above, in the present embodiment, the server device 3 is used to control the travel of the plurality of cars 2. Each of the plurality of cars 2 has a travel control device 12 that generates the control value for controlling the travel of the car 2 as a subject vehicle.

[0189] Further, the server device 3 generates the individual control information regarding each of the plurality of cars 2 based on the driving information regarding the plurality of cars 2, and sends the individual control information to the plurality of cars 2. Specifically, for example, as individual control information different between the cars 2, the server device 3 generates information (the individual control information) including a control request for acceleration, deceleration, stopping, lane keeping, or lane changing of each car 2 regarding each of the plurality of cars 2, instead of the control value to be used for driving control by each car 2.

[0190] When the travel control device 12 of each of the plurality of cars 2 receives the individual control information addressed to the respective vehicle from the server device 3, the travel control device 12 of each of the plurality of cars 2 generates the control value for the travel control of the respective vehicle using the received individual control information addressed to the respective vehicle. In this way, the server device 3 can perform traffic control for the travel of the plurality of cars 2 by using the travel control device 12 mounted in the plurality of cars 2, without generating an individual control value that differs between the cars 2 with respect to the plurality of cars 2.

[0191] The server device 3 can perform the traffic control for traveling the plurality of cars 2 with a smaller processing load compared to generating the individual control value for each car 2, even if the control range of the server device 3 is expanded or the number of cars 2 to be controlled increases.

[0192] Furthermore, the server device 3 according to the present embodiment includes the server database 5 in which the driving information for each of the plurality of cars 2 is collected and stored. The preprocessing processor 41 of the server device 3, when the server communication device 31 receives new driving information, records the information regarding at least the driving position of the car 2 from which the driving information was received in the server database 5. Furthermore, the control information generator 42 of the server device 3 periodically generates the individual control information, which differs among the cars 2, for the plurality of cars 2 using the information stored in the server database 5.In contrast, the emergency processor 43 of the server device 3 is activated only when the newly received travel information from the server communication device 31 includes information that the travel of another vehicle is obstructed. Accordingly, when no situation has occurred in which the travel of the cars 2 is obstructed, only the preprocessing processor 41 and the control information generator 42 in the server device 3 are activated. The periodic processing in a normal operation of the server device 3 increases or decreases according to the number of cars 2 to be controlled. A processing capacity of the server device 3 can be easily determined based on the number of cars 2 assumed within its control range. Furthermore, the server device 3 is expected to be able to generate the individual control information that differs between the cars 2 with respect to each of the plurality of cars 2 stably and without errors.

[0193] When a situation occurs in which the travel of cars 2 is obstructed, the server device 3 according to the present embodiment activates the emergency processor 43 based on the newly received travel information from the server communication device 31. The emergency processor 43 generates and transmits the information corresponding to the information that the travel of other cars is obstructed as individual control information regarding each of the plurality of cars 2 by using the information stored in the server database 5.

[0194] The individual control information generated by the emergency processor 43 is sent to each car 2 in the same way as the individual control information periodically generated by the control information generator 42. Thus, the travel control device 12 of each car 2 can receive the latest individual control information generated by the emergency processor 43 activated when a situation occurs in which the travel of cars 2 is obstructed, without waiting for the receipt of the individual control information generated by the control information generator 42. Furthermore, the individual control information corresponds to the information that the travel of other cars is obstructed.

[0195] Consequently, when a situation occurs in which the travel of the vehicle in question is hindered, the travel control device 12 of each car 2 can immediately receive the individual control information to be used to cope with the situation and control the travel of the vehicle in question according to the individual control information without waiting for the receipt of the individual control information generated by the control information generator 42. For example, as indicated by a dashed arrow in Fig. 4, in the process of executing the driving control (step ST5) immediately after a situation occurs in which another car obstructs the travel of the vehicle in question, the driving control device 12 of each car 2 immediately starts the driving control to cope with the obstruction situation.

[0196] Furthermore, even when immediately dealing with such a situation in which the travel of cars 2 is obstructed, the server device 3 does not need to generate an individual control value for each car 2. The processing contents and processing load of the server device 3 when a situation in which the travel of cars 2 is obstructed occurs tend not to be excessively high compared to normal operation without a situation in which the travel of cars 2 is obstructed.

[0197] As described above, the present embodiment makes it possible to achieve driving control for automated driving of the car 2, to reduce the processing loads for the car 2 and the server device 3 used together with the car 2, and to enable immediate handling of situations in which the driving of the car 2 is obstructed, if any. Second embodiment

[0198] Next, the vehicle traffic control system 1 according to a second embodiment of the invention will be described.

[0199] Hereinafter, features similar to those of the above-described embodiment are denoted by the same reference numerals, and repeated descriptions thereof will be omitted. The following mainly describes differences from the above-described embodiment.

[0200] In the present embodiment, an example of dealing with an event that obstructs the travel of other cars will be described, namely, the case where an occupant gets out of the car 2 parked or stopped on the road, in addition to the case where the car 2 parks or stops on the road.

[0201] In this case, the preprocessing processor 41 of the server device 3 determines in step ST11 in Fig. 5 that a driving obstruction has occurred on the road, and causes the flow to proceed to step ST12 not only when the car 2 is parked or stopped on the road, but also when an occupant gets out of the car 2 parked or stopped on the road. The preprocessor 41 causes an interruption in step ST12 even when an occupant gets out of the car 2 parked or stopped on the road.

[0202] Fig. 13 is a flowchart of an emergency processing control to be executed by the server CPU in the vehicle traffic control system 1 according to the second embodiment of the invention.

[0203] The server CPU 34 performs the emergency processing control according to Fig. 13 as processing by the emergency processor 43.

[0204] The steps ST31 to ST35 in Fig. 13 are similar to those in Fig. 6. Note that when the emergency processor 43 determines in step ST38 that there is no accident, the emergency processor 43 causes the flow to proceed to step ST36.

[0205] In step ST36, the emergency processor 43 determines a cause for the interruption.

[0206] In the present embodiment, as an event that obstructs the travel of other cars, a case where an occupant gets out of the car 2 parked or stopped on the road is also assumed.

[0207] Thus, the emergency processor 43 can determine whether the cause of the interruption is the exit of an occupant from the parked or stopped car 2.

[0208] When the driving information received from the car 2 includes information regarding a result of detecting the opening and closing of a door 65, the emergency processor 43 can determine whether an occupant has gotten out of the car 2 parked or stopped on the road based on the result of detecting the opening and closing of the door 65.

[0209] If an occupant has disembarked, the emergency processor 43 assumes that the cause of the interruption is the disembarkation of an occupant and causes the flow to proceed to step ST37.

[0210] If no passenger has exited, the emergency processor 43 assumes that the cause of the interruption is not the exit of a passenger and causes the flow to proceed to step ST33.

[0211] It should be noted that the emergency processor 43 may also determine a cause for the interruption other than a passenger exiting the vehicle. For example, if the processor initiates an interruption for three or more driving impairments, the emergency processor 43 may determine multiple causes for the interruption to vary the processes depending on the cause of the interruption.

[0212] Step ST37 is a process executed when the car 2 is parked or stopped on the road and a passenger gets out of the car 2. In this case, the emergency processor 43 executes update processing for the passenger who got out of the car 2 to change the passage warning area 97 already set in step ST34 to the passage prohibition area 96. After that, the emergency processor 43 causes the flow to proceed to step ST35, updates the information regarding the passage warning area 97 stored in the traffic regulation database 52 to information regarding the passage prohibition area 96, and records the information. After that, the emergency processor 43 terminates this control.

[0213] Thus, the no-entry warning zone 97 specified around the car 2 parked or stopped on the road is updated in the traffic regulation database 52 to the no-entry zone 96. The traffic regulation database 52 stores the information regarding the no-entry zone 96 for basically all lanes. The subsequent processing by the emergency processor 43 is similar to that in the above-described embodiment.

[0214] After such control by the emergency processor 43, the preprocessing processor 41 reads in step ST16 in Fig. 5 Data from the traffic rules database 52.

[0215] If the no-entry zone 96 is stored in the traffic regulation database 52, the preprocessing processor 41 generates the vehicle behavior plan, including, for example, a control request to stop for the car 2, which is assumed to be traveling within the no-entry zone 96, in step ST17. In step ST18, the preprocessing processor 41 records the vehicle behavior plan in the vehicle position behavior database 53.

[0216] Further, the control information generator 42 generates and transmits, using the traffic rule database 52, individual control information for requesting the car 2 to slow down and stop in the no-entry area 96 when it is assumed that the car 2 is traveling in the no-entry area 96.

[0217] Fig. 14 is an explanatory diagram of a driving environment in which an occupant 66 gets out of the car 2 which has a malfunction and is stopped on the two-lane road 90. Fig. 14 sets the driving status Fig. 13.

[0218] Fig. Fig. 15 is an explanatory diagram of a driving environment in which the transit warning area 97 is displayed after a passenger 66 gets off according to Fig. 14 is updated to the no-entry zone 96.

[0219] According to Fig. 14, the second car 62 has already stopped in the no-entry zone 96 of the first lane 91 due to the fact that the first car 61 has parked or stopped on the road due to a disturbance. The third car 63 has left the no-entry warning zone 97 of the second lane 92. The fourth car 64 is traveling in the no-entry warning zone 97 of the second lane 92 at a low speed, allowing for an immediate stop.

[0220] As in Fig. 14, the occupant 66 of the first car 61 parked or stopped in the first lane 91 has gotten out of the first car 61 and is walking in the second lane 92. The occupant 66 is walking behind the third car 63, which has passed the transit warning area 97 of the second lane 92.

[0221] When an occupant 66 gets out, the parked or stopped first car 61 sends travel information containing information that the occupant 66 has gotten out to the server device 3.

[0222] Upon detecting the driving information from the first car 61 parked or stopped on the road, the pre-processing processor 41 of the server device 3 determines in step ST11 in Fig. 5 that the passenger 66 has exited the first car 61 parked or stopped in the first lane 91, and initiates an interruption in step ST12. The emergency processor 43 of the server device 3 determines in step ST31 in Fig. 13 that an interrupt has been initiated and starts processing with priority over the control information generator 42.

[0223] The emergency processor 43 first determines in step ST36 that the occupant 66 has exited and updates, as shown in Fig. 15, in step ST37, the passage warning area 97 of the second lane 92 is changed to the no-passage area 96. The passage control information for the second lane 92 stored in the traffic control database 52 is updated from the no-passage warning area 97 to the no-passage area 96.

[0224] Further, the emergency processor 43 determines an obstruction between each of the second to fourth cars 62 to 64 and the no-passage area 96 using the traffic rule database 52, and generates and sends the individual control information after the determination in step ST41 in Fig. 13. As in Fig. 15, the emergency processor 43 of the server device 3 can generate individual control information by which, for example, the second car 62 is requested to stop in the no-entry zone 96 of the first lane 91.

[0225] The emergency processor 43 can generate individual control information, for example, requesting the fourth car 64 to stop in the no-entry zone 96 of the second lane 92. In contrast, the control information generator 42 can later generate individual control information for the third car 63, which has already passed the no-entry zone 96 of the second lane 92, requesting the third car 63 to continue its current journey in the second lane 92.

[0226] Consequently, as in Fig. 15, the second car 62 continues to stop in the no-entry zone 96 of the first lane 91. The fourth car 64 stops in the no-entry zone 96 of the second lane 92. The third car 63, which has already passed the no-entry zone 96 of the second lane 92, continues its current journey in the second lane 92.

[0227] As described above, in the present embodiment, when the driving information newly received by the server communication device 31 after the entry-prohibited area 96 and the entry-warning area 97 are recorded in the traffic regulation database 52 includes information related to the exit of the passenger 66 from the car 2, the entry-warning area 97 stored in the traffic regulation database 52 can be updated to the entry-prohibited area 96. Based on the updated traffic regulation database 52, the server device 3 can switch the traffic control of the plurality of cars 2 according to a new cause of driving obstruction.

[0228] As described above, in the present embodiment, when the driving information newly received by the server communication device 31 after the entry prohibition area 96 and the entry warning area 97 are recorded in the traffic regulation database 52 includes information regarding the disembarkation of an occupant 66 from the car 2, the entry warning area 97 stored in the traffic regulation database 52 can be updated to the entry prohibition area 96.

[0229] The above-described embodiments are preferred examples of embodiments of the invention. However, the invention is not limited thereto, and various modifications and changes may be made as long as they do not deviate from the scope of the gist of the invention. List of reference symbols 1 traffic control system 2 Car (vehicle) 3 Server device 4 Server main body 5 Server database 6 Communication system 7 Base station 8 Communication network 10 Control system 11 Sensor control device 12 Driving control device 13 Drive control device 14 Steering control device 15 Brake control device 16 Vehicle external communication control device 17 Vehicle network 21 GNSS receivers 22 vehicle exterior camera 23 Communication device 31 Server communication device 32 server GNSS receivers 33 server storage 34 server CPUs 35 internal bus 41 Preprocessing processor 42 Control information generators 43 Emergency Processor 51 high-precision map data 52 Traffic rules database 53 Vehicle Position Behavior Database 61 first car 62 second car 63 third car 64 fourth car 65 Door 66 inmates 90 Street 91 first lane 92 second lane 96 No-entry zone 97 Transit warning zone S1 first line segment S2 second line segment 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] WO 2021 / 038741 A1

[0006] JP 2022-9 988 A

[0006]

Claims

[1] Vehicle traffic control system including: - vehicles each having a driving control unit designed to generate control values ​​to control the driving of a corresponding one of the vehicles as the vehicle in question; and - a server device configured to generate individual control information regarding each of the vehicles based on driving information regarding the vehicles, and to send the individual control information to the vehicles, - wherein the driving control unit of each of the vehicles is configured to generate, upon receipt of the individual control information addressed to the relevant vehicle from the server device, a control value for driving control of the relevant vehicle using the latest received individual control information addressed to the relevant vehicle, the server device comprising: - a server communication device designed to receive the driving information from each of the vehicles, - a database designed to collect and store driving information relating to each of the vehicles, - a pre-processing processor configured to record, when the receiving device receives the driving information, information relating to at least one driving position of a vehicle among the vehicles to which the driving information relates in the database, - a control information generator configured to periodically generate the individual control information relating to each of the vehicles using the information stored in the database, and - an emergency processor configured to be activated when the driving information received by the receiving device includes information that the travel of another vehicle is being obstructed, and wherein the emergency processor is configured, upon activation, to generate and transmit information corresponding to the information that the travel of another vehicle is being obstructed by using the information stored in the database as individual control information with respect to each of the vehicles. [2] Vehicle traffic control system according to claim 1, wherein the preprocessing processor is designed to cause an interruption if the driving information received by the receiving device contains information that the travel of another vehicle is impeded, and wherein the emergency processor is adapted to be activated earlier than the control information generator by initiating the interruption by the preprocessing processor. [3] Vehicle traffic control system according to claim 1 or 2, The emergency processor is designed for the following measures: - identifying a position of the vehicle to which the driving information received by the receiving device relates, and - Recording a transit control area for prohibiting or suppressing the travel of the other vehicle in the database before generating the individual control information regarding each of the vehicles using the information stored in the database, and if the transit control area is stored in the database, - Generating and sending individual control information to slow down or stop for a vehicle that is likely to drive in the transit control area. [4] Vehicle traffic control system according to claim 3, wherein the emergency processor is designed to take the following measures: if the driving information received by the receiving device from a vehicle traveling on a road with lanes contains, as information that the travel of another vehicle is obstructed, information indicating an accident involving the vehicle that sent the driving information, or detection information of the vehicle corresponding to the information indicating the accident involving the vehicle, - Recording a no-passage zone that prohibits the other vehicle from traveling as a passage control zone in the database for all lanes on which the vehicle that sent the travel information is traveling, and when the driving information received by the receiving device from a vehicle traveling on a road with lanes includes, as information that the travel of another vehicle is obstructed, information indicating that the vehicle that sent the driving information is stopping on the road, or detection information of the vehicle corresponding to the information indicating that the vehicle is stopping on the road, - Recording the no-passage area that prohibits the other vehicle from traveling as the passage regulation area in the database for the lane on which the vehicle that sent the traveling information is traveling, and - Recording a transit warning area that suppresses the other vehicle's travel as a transit control area in the remaining lane database. [5] A vehicle traffic control system according to claim 4, wherein the emergency processor is designed to take the following action: if the driving information received by the receiving device after the no-entry zone and the no-entry warning zone have been recorded in the database contains information regarding the exit of a passenger from the vehicle, - Updating the transit warning zone stored in the database to the no-transit zone. [6] The vehicle traffic control system according to claim 5, wherein the emergency processor and the control information generator are configured to, when the passage control area is stored in the database, generate and transmit individual control information for reducing speed for the vehicle likely to travel in the passage control area compared to a vehicle likely to travel in an area for which no passage control area is stored in the database.

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