Traffic flow control device and traffic flow control program

Abstract

To provide a traffic flow control device and a traffic flow control program that suppress an increase in energy consumption of a traffic flow.SOLUTION: A traffic flow control device comprises a communication unit 45, and a control unit 50, wherein: the control unit 50 acquires: information about a first controlling vehicle 11 communicating with the communication unit 45; information about a subsequent vehicle 15 traveling between the first controlling vehicle 11 and a second controlling vehicle 12 traveling behind the first controlling vehicle 11 and communicating with the communication unit 45; and information about a traffic light 20 located in front of the first controlling vehicle 11, and the control unit causes the first controlling vehicle 11 to behave in a manner that is based on consumption energy of the first controlling vehicle 11 and the subsequent vehicle 15 with respect to a behavior of the first controlling vehicle 11, which is obtained from the information about the first controlling vehicle 11, the information about the subsequent vehicle 15, and the information about the traffic light 20.SELECTED DRAWING: Figure 1

Description

[Technical field]

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

[0002] Conventionally, there is known a vehicle driving assistance system that determines the driving state of the vehicle based on the distance to an intersection, the speed of the vehicle, and signal information of a traffic light, as described in Patent Document 1. In this vehicle driving assistance system, acceleration / deceleration control is performed on the vehicle according to the driving state. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-299666 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the vehicle driving assistance system described in Patent Document 1, the following vehicle traveling behind the host vehicle may unnecessarily accelerate or decelerate in response to the acceleration or deceleration of the host vehicle. This causes the host vehicle and the following vehicle to waste fuel and electric energy. This increases the energy consumption in the traffic flow on the road on which the host vehicle and the following vehicle are traveling.

[0005] The present disclosure aims to provide a traffic flow control device and a traffic flow control program that suppress an increase in the energy consumption of traffic flow. [Means for solving the problem]

[0006] The invention described in claim 1 is a traffic flow control device comprising a communication unit (45), an acquisition unit (50) that acquires information about a first control vehicle (11) that communicates with the communication unit, information about a following vehicle (15) that travels between the first control vehicle and a second control vehicle (12) that travels behind the first control vehicle and communicates with the communication unit, and information about a forward object (20) located in front of the first control vehicle, and a control unit (50) that causes the first control vehicle to behave in a manner based on the energy consumed by the first control vehicle and the following vehicle in relation to the behavior of the first control vehicle, which is obtained from the information about the first control vehicle, the information about the following vehicle, and the information about the forward object.

[0007] The invention described in claim 11 is a traffic flow control program that causes a traffic flow control device to function as an acquisition unit (50) that acquires information about a first control vehicle (11) that communicates with a communication unit (45) of the traffic flow control device, information about a following vehicle (15) that travels between the first control vehicle and a second control vehicle (12) that travels behind the first control vehicle and communicates with the communication unit, and information about a forward object (20) located in front of the first control vehicle, and a control unit (50) that causes the first control vehicle to behave in a manner based on the energy consumed by the first control vehicle and the following vehicle in response to the behavior of the first control vehicle, which is obtained from the information about the first control vehicle, the information about the following vehicle, and the information about the forward object.

[0008] As a result, the first controlled vehicle behaves based on the energy consumed by the first controlled vehicle and the following vehicles, thereby suppressing an increase in the energy consumed by traffic flow on the road on which the first controlled vehicle and the following vehicles are traveling.

[0009] Note that the reference symbols in parentheses attached to each component indicate an example of the correspondence between the component and specific components described in the embodiments described below. [Brief description of the drawings]

[0010] [Figure 1] FIG. 1 is a configuration diagram of a system in which a traffic flow control device according to a first embodiment is used. [Diagram 2] 4 is a flowchart showing the processing of a control unit of the traffic flow control device. [Diagram 3] FIG. 4 is a relationship diagram between the deceleration of the first control vehicle and the energy consumption of the following vehicle. [Figure 4] 6 is a flowchart showing processing of a first controlled vehicle of the system. [Diagram 5] 6 is a relationship diagram showing the relationship between the deceleration of the first controlled vehicle and the energy consumption of the following vehicle and the first controlled vehicle. [Figure 6] FIG. 4 is a relationship diagram between deceleration and total energy consumption of a first control vehicle. [Figure 7] A diagram showing the relationship between time and the positions of the following vehicle, the first controlled vehicle, the non-controlled vehicle, and the traffic light. [Figure 8] A diagram showing the relationship between time and the speed of the following vehicle, the first controlled vehicle, the non-controlled vehicle, and the traffic light. [Figure 9] 6 is a flowchart showing the processing of a control unit of a traffic flow control device in a modified example of the first embodiment. [Figure 10] 10 is a flowchart showing processing of a first control vehicle in a modified example. [Figure 11] 10 is a flowchart showing the processing of a control unit of a traffic flow control device in a second embodiment. [Figure 12] FIG. 4 is a diagram showing the relationship between the deceleration of the first control vehicle and traffic volume. [Figure 13] 6 is a flowchart showing processing of a first control vehicle. [Figure 14] 10 is a flowchart showing the processing of a control unit of a traffic flow control device in a modified example of the second embodiment. [Figure 15] 10 is a flowchart showing processing of a first control vehicle in a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals, and the description thereof will be omitted.

[0012] (First embodiment) In the traffic flow control device of this embodiment, an increase in energy consumption of traffic flow is suppressed. For example, the traffic flow control device is used in a system 10 as shown in Fig. 1. First, the system 10 will be described.

[0013] The system 10 includes a first control vehicle 11, a second control vehicle 12, a following vehicle 15, a traffic light 20, an information acquisition device 30, and a traffic flow control device 40.

[0014] The first control vehicle 11 runs on a road. The first control vehicle 11 also includes a group of sensors (not shown). The group of sensors detects the state of the first control vehicle 11, such as the position, speed, and acceleration of the first control vehicle 11, and the state of the road, such as the gradient and curvature of the road on which the first control vehicle 11 runs. The group of sensors also detects the number of occupants of the first control vehicle 11, and the surrounding conditions of the first control vehicle 11, such as the relative position and relative speed of objects around the first control vehicle 11. The first control vehicle 11 also includes a microcomputer and the like, and has a CPU, a ROM, a flash memory, a RAM, an I / O, a communication interface, and a bus line connecting these components. The first control vehicle 11 also communicates with a traffic flow control device 40, which will be described later. The first control vehicle 11 also transmits information about the first control vehicle 11 to the traffic flow control device 40, which will be described later. The first control vehicle 11 also receives information from the traffic flow control device 40, which will be described later. Moreover, the first controlled vehicle 11 executes a program stored in the ROM of the first controlled vehicle 11, thereby performing driving control based on this received information.

[0015] The second control vehicle 12 travels behind the first control vehicle 11. Furthermore, the second control vehicle 12 communicates with a traffic flow control device 40, which will be described later, in the same manner as the first control vehicle 11. Furthermore, the second control vehicle 12 transmits information about the second control vehicle 12 to the traffic flow control device 40, which will be described later.

[0016] The following vehicle 15 runs between the first controlled vehicle 11 and the second controlled vehicle 12. In Fig. 1, the following vehicle 15 is shown in white in order to clearly distinguish the following vehicle 15 from the first controlled vehicle 11 and the second controlled vehicle 12. Furthermore, the first controlled vehicle 11 and the second controlled vehicle 12 are shown in a dot pattern.

[0017] The traffic light 20 is located in front of the first control vehicle 11. In addition, the traffic light 20 transmits information about the traffic light 20 to a traffic flow control device 40 described later.

[0018] The information acquisition device 30 is disposed on a road on which the first control vehicle 11, the second control vehicle 12, and the following vehicle 15 travel. Furthermore, the information acquisition device 30 acquires information about the following vehicle 15 by using a camera, image recognition, teacher data, machine learning, and the like. The information acquisition device 30 also transmits the acquired information to a traffic flow control device 40 described later. Note that, here, the information acquisition device 30 acquires information about the following vehicle 15 by using a camera, image recognition, teacher data, machine learning, and the like, but is not limited thereto. The information acquisition device 30 may acquire information about the following vehicle 15 by using a radar, Lidar, communication with the following vehicle 15, and the like. Lidar is an abbreviation for Light Detection and Ranging / Laser Imaging Detection and Ranging.

[0019] The traffic flow control device 40 is mainly composed of a microcomputer and includes a CPU, a ROM, a flash memory, a RAM, an I / O, and a bus line connecting these components. Furthermore, the traffic flow control device 40 is located in a different place from the first control vehicle 11, the second control vehicle 12, and the following vehicle 15. The traffic flow control device 40 also includes a communication unit 45 and a control unit 50.

[0020] The communication unit 45 is a communication interface or the like, and communicates with the first control vehicle 11, the second control vehicle 12, the traffic lights 20 and the information acquisition device 30.

[0021] The control unit 50 executes a program stored in the ROM of the traffic flow control device 40. As a result, the control unit 50 generates information for making the first controlled vehicle 11 behave in a manner based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11, based on information on the first controlled vehicle 11, the following vehicle 15, and the traffic light 20. For example, the control unit 50 generates information for making the first controlled vehicle 11 behave in a manner that minimizes the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Furthermore, the control unit 50 transmits the generated information to the first controlled vehicle 11. As a result, the first controlled vehicle 11 behaves in a manner based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Therefore, an increase in the energy consumption of the traffic flow is suppressed. The generation of information by the control unit 50 and the behavior of the first controlled vehicle 11 will be described in detail later.

[0022] The system 10 is configured as described above. Next, the generation of information for causing the first controlled vehicle 11 to behave in a manner based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 in response to the behavior of the first controlled vehicle 11 by execution of the program of the control unit 50 will be described with reference to the flowchart of Fig. 2. Note that the program of the control unit 50 is executed, for example, when the communication unit 45 communicates with the first controlled vehicle 11 and the second controlled vehicle 12.

[0023] In step S100, the control unit 50 acquires various information. Specifically, the control unit 50 acquires information about the first controlled vehicle 11 from the first controlled vehicle 11 via the communication unit 45. The information about the first controlled vehicle 11 includes, for example, the mass, position, speed, and type of the first controlled vehicle 11, the gradient and curvature of the road on which the first controlled vehicle 11 runs, and the usage history of the air conditioning, power steering, lights, and the like of the first controlled vehicle 11. Note that here, the type of vehicle includes legal types such as ordinary cars, compact cars, light cars, and large special-purpose cars, types by power such as engine cars and electric cars, and types by vehicle manufacturers.

[0024] Furthermore, the control unit 50 acquires information about the traffic light 20 from the traffic light 20 via the communication unit 45. The information about the traffic light 20 is, for example, the lighting state of the traffic light 20 and the time when the lighting state of the traffic light 20 changes.

[0025] Furthermore, the control unit 50 acquires information about the following vehicle 15 from the information acquisition device 30 via the communication unit 45. The information about the following vehicle 15 is, for example, the traffic density and the shape, size, speed, and type of the following vehicle 15. The traffic density is the number of vehicles per unit distance. The unit of the traffic density is, for example, vehicles / km.

[0026] Next, in step S102, the control unit 50 calculates the energy consumption of the following vehicle 15 with respect to the behavior of the first control vehicle 11.

[0027] Specifically, in order to calculate the energy consumption of the following vehicle 15, the control unit 50 calculates the force acting on the following vehicle 15 in response to the behavior of the first control vehicle 11 when the following vehicle 15 travels.

[0028] Here, the force acting when the vehicle travels is expressed as the sum of the acceleration / deceleration resistance, the rolling resistance and the air resistance, the gradient resistance, and the rolling resistance increase when traveling on a curve, as shown in the following relational expression (1). In relational expression (1), Fdrv(t) is the force acting when the vehicle travels at time t. m is the mass of the vehicle. The mass of the vehicle may also include the mass of the vehicle's occupants. For example, the mass of the occupants of the first controlled vehicle 11 is calculated by multiplying the number of occupants of the first controlled vehicle 11 detected by the sensor group of the first controlled vehicle 11 by a preset mass per occupant. The mass of the occupants of the following vehicle 15 is calculated by multiplying the number of occupants of the following vehicle 15 detected by the information acquisition device 30 by a preset mass per occupant. a is the acceleration of the vehicle. m×a is the acceleration / deceleration resistance of the vehicle. v(t) is the vehicle speed at time t. Fr(v(t)) is the sum of rolling resistance and air resistance at time t, and is a function of the vehicle speed. Furthermore, Fr(v(t)) is set by experiments, simulations, etc. so that the sum of rolling resistance and air resistance is calculated based on the vehicle speed. g is the gravitational acceleration. θ(t) is the gradient of the road on which the vehicle is traveling at time t. m×g×sin(θ(t)) is the gradient resistance at time t. Fc(t) is the increase in rolling resistance when traveling around a curve at time t, and is a function of the curvature of the road. Furthermore, Fc(t) is set by experiments, simulations, etc. so that the increase in rolling resistance when traveling around a curve is calculated based on the curvature of the road.

[0029]

number

[0030] Therefore, the control unit 50 calculates the mass of the following vehicle 15 from, for example, the shape, size, or type of the following vehicle 15 acquired in step S100. The control unit 50 also calculates the relative speed of the following vehicle 15 with respect to the first control vehicle 11 from the speeds of the first control vehicle 11 and the following vehicle 15 acquired in step S100. Furthermore, the control unit 50 calculates the average inter-vehicle distance from the traffic density acquired in step S100. The average inter-vehicle distance is, for example, the reciprocal of the traffic density.

[0031] Here, the behavior of the first controlled vehicle 11 is assumed to be deceleration. Then, the control unit 50 sets the deceleration of the first controlled vehicle 11 in order to calculate the relationship between the deceleration of the first controlled vehicle 11 and the energy consumption of the following vehicle 15, as described later. Furthermore, the control unit 50 calculates the deceleration of the following vehicle 15 using this set deceleration, the relative speed of the following vehicle 15 with respect to the first controlled vehicle 11 calculated above, the average inter-vehicle distance calculated above, and a following model. Note that the following model is, for example, a stimulus-response model.

[0032] The control unit 50 also calculates the position of the following vehicle 15 from the position of the first control vehicle 11 acquired in step S100 and the average inter-vehicle distance calculated above. Furthermore, the control unit 50 calculates the gradient and curvature of the road on which the following vehicle 15 is traveling, from the calculated position of the following vehicle 15 and map information previously stored in the traffic flow control device 40.

[0033] Therefore, the control unit 50 calculates the acceleration / deceleration resistance of the following vehicle 15 from the calculated mass of the following vehicle 15 and the set deceleration of the first control vehicle 11. The control unit 50 also calculates the sum of the rolling resistance and the air resistance of the following vehicle 15 from the speed of the following vehicle 15 acquired in step S100 and a preset function. Furthermore, the control unit 50 calculates the gradient resistance of the following vehicle 15 from the calculated mass of the following vehicle 15, the gravitational acceleration, and the calculated gradient of the road on which the following vehicle 15 is traveling. The control unit 50 also calculates an increase in rolling resistance when the following vehicle 15 travels on a curve from the calculated curvature of the road on which the following vehicle 15 is traveling and a preset function.

[0034] Therefore, the control unit 50 calculates the sum of the calculated acceleration / deceleration resistance, rolling resistance and air resistance, gradient resistance, and the sum of the increased rolling resistance when traveling around a curve. In this way, the control unit 50 calculates the force acting on the following vehicle 15 when it travels. Furthermore, the control unit 50 changes the deceleration of the first controlled vehicle 11 set above, and calculates the force acting on the following vehicle 15 when it travels for each deceleration of the first controlled vehicle 11. In this way, the control unit 50 calculates the force acting on the following vehicle 15 when it travels in response to the behavior of the first controlled vehicle 11.

[0035] Next, the control unit 50 calculates the power that the following vehicle 15 should output in response to the behavior of the first controlled vehicle 11 from the force acting on the following vehicle 15 when traveling in response to the behavior of the first controlled vehicle 11 calculated above.

[0036] Here, the power that the vehicle should output is expressed as the sum of the force applied when the vehicle runs and the vehicle speed multiplied together, and the power required for purposes other than the vehicle running, as shown in the following relational expression (2). In the following relational expression (2), Pdrv(t) is the power that the vehicle should output at time t. Fdrv(t) is the force applied when the vehicle runs at time t, as above. v(t) is the vehicle speed at time t, as above. Paux is the power required for purposes other than the vehicle running, and is the power consumed by the vehicle's air conditioning, power steering, lights, etc.

[0037]

number

[0038] Furthermore, the power required for purposes other than vehicle travel varies depending on the vehicle travel conditions and the vehicle type. Furthermore, the following vehicle 15 travels on the same road as the first controlled vehicle 11 travels on. Therefore, the control unit 50 calculates the power required for purposes other than vehicle travel of the following vehicle 15 from the usage history of the air conditioning, power steering, lights, etc. of the first controlled vehicle 11 acquired in step S100, the type of the following vehicle 15 acquired in step S100, and the map. Note that the map for calculating the power required for purposes other than vehicle travel of the following vehicle 15 is set by experiments, simulations, etc.

[0039] Then, the control unit 50 calculates the power to be output by the following vehicle 15 from the calculated power required for purposes other than traveling of the following vehicle 15, the calculated force applied when the following vehicle 15 travels, and the speed of the following vehicle 15 acquired in step S100. The control unit 50 also calculates the power to be output by the following vehicle 15 for each deceleration of the first controlled vehicle 11. In this way, the control unit 50 calculates the power to be output by the following vehicle 15 in response to the behavior of the first controlled vehicle 11.

[0040] Next, the control unit 50 calculates the power consumption of the following vehicle 15 in response to the behavior of the first controlled vehicle 11 from the power that the following vehicle 15 should output in response to the behavior of the first controlled vehicle 11 calculated above.

[0041] Here, for example, when the vehicle is an engine vehicle equipped with a CVT or the like, the power consumption of the vehicle is expressed by dividing the power that the vehicle should output by a value obtained by multiplying the engine efficiency and the CVT transmission efficiency, as shown in the following relational expression (3). Note that CVT is an abbreviation for Continuously Variable Transmission. In addition, in the following relational expression (3), Pfuel(t) is the fuel consumption power of the vehicle at time t, and corresponds to the power consumption of the vehicle. As above, Pdrv(t) is the power that the vehicle should output at time t. ηeng(Peng) is the engine efficiency of the vehicle. ηmec(Peng) is the CVT transmission efficiency of the vehicle. Furthermore, ηeng(Peng) and ηmec are set in advance by experiments, simulations, etc., so that Pfuel(t) is calculated.

[0042]

number

[0043] Therefore, when the type of the following vehicle 15 acquired in step S100 is an engine vehicle, the control unit 50 calculates the power consumption of the following vehicle 15 from the power that should be output by the following vehicle 15 calculated above and the preset engine efficiency and CVT transmission efficiency. The control unit 50 also calculates the power consumption of the following vehicle 15 for each deceleration of the first controlled vehicle 11. In this way, the control unit 50 calculates the power consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.

[0044] Furthermore, for example, when the vehicle is an electric vehicle, the power consumption of the vehicle is expressed as the sum of the battery output power of the vehicle and the battery loss of the vehicle, as shown in the following relational expression (4-1). In the following relational expression (4-1), Pelc(t) is the electric power consumption power of the vehicle at time t and corresponds to the power consumption of the vehicle. Pbat(Pdrv(t)) is the battery output power of the vehicle at time t. Pdrv(t) is the power that the vehicle should output at time t, as above. Pbtl{Pbat(Pdrv(t))} is the battery loss of the vehicle at time t.

[0045] The vehicle battery output power is expressed using the power to be output by the vehicle, the motor efficiency of the vehicle, and the transmission efficiency of the vehicle gears, as shown in the following relational expression (4-2). In the following relational expression (4-2), ηmot is the motor efficiency of the vehicle, and ηmec(Pelc) is the transmission efficiency of the vehicle gears. ηmot and ηmec(Pelc) are set in advance by experiments, simulations, etc., so that Pbat(Pdrv(t)) is calculated.

[0046] Furthermore, the battery loss of the vehicle is expressed using the internal resistance of the vehicle battery, the output power of the vehicle battery, and the voltage of the vehicle battery, as shown in the following relational expression (4-3). In the following relational expression (4-3), Rbat is the internal resistance of the vehicle battery, and Vbat is the voltage of the vehicle battery. Rbat and Vbat are set in advance according to the specifications of the vehicle and the battery, etc.

[0047]

number

[0048] Therefore, when the type of the following vehicle 15 acquired in step S100 is an electric vehicle, the control unit 50 calculates the battery output power of the following vehicle 15 from the calculated power to be output by the following vehicle 15 and the preset motor efficiency and gear transmission efficiency. The control unit 50 also calculates the battery loss of the following vehicle 15 from the calculated battery output power of the following vehicle 15 and the preset internal resistance and voltage of the battery of the following vehicle 15.

[0049] Therefore, the control unit 50 calculates the sum of the calculated battery output power and battery loss of the following vehicle 15. In this way, the control unit 50 calculates the power consumption of the following vehicle 15. Furthermore, the control unit 50 calculates the power consumption of the following vehicle 15 for each deceleration of the first controlled vehicle 11. In this way, the control unit 50 calculates the power consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11.

[0050] Then, the control unit 50 calculates the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 from the power consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 calculated above.

[0051] Here, it is assumed that the traffic light 20 is lit red. At this time, if a vehicle stops in front of the traffic light 20, the vehicle will decelerate excessively, and the energy consumption of the vehicle will increase. For this reason, the vehicle does not stop in front of the traffic light 20, but passes through the traffic light 20 after the traffic light 20 turns green, thereby suppressing the increase in the vehicle's energy consumption. For this reason, the vehicle decelerates when the traffic light 20 is red, and accelerates when the traffic light 20 changes from red to green, thereby suppressing the increase in the vehicle's energy consumption. Therefore, the smaller the energy consumed when the vehicle decelerates before the traffic light 20 changes state, the more the increase in the vehicle's energy consumption is suppressed.

[0052] For this reason, the control unit 50 multiplies the power consumption of the following vehicle 15 for the behavior of the first controlled vehicle 11 calculated above by the time for the lighted state of the traffic light 20 to be switched, calculated in step S100. As a result, the control unit 50 calculates the energy consumption of the following vehicle 15 for the behavior of the first controlled vehicle 11 as shown in Fig. 3. As a result, the control unit 50 generates information for making the first controlled vehicle 11 behave in a manner based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 for the behavior of the first controlled vehicle 11. Thereafter, the processing of the control unit 50 proceeds to step S104. Note that, in Fig. 3, for example, the energy consumption of each of the five following vehicles 15 for the absolute value of the deceleration of the first controlled vehicle 11 is shown.

[0053] Next, in step S104, the control unit 50 transmits the information on the following vehicle 15 and the information on the traffic light 20 acquired in step S100 to the first controlled vehicle 11 via the communication unit 45. The control unit 50 also transmits the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 calculated in step S102 to the first controlled vehicle 11 via the communication unit 45. As a result, as will be described later, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Thereafter, the processing of the control unit 50 ends.

[0054] As described above, the control unit 50 generates information for making the first controlled vehicle 11 behave in a manner based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 in response to the behavior of the first controlled vehicle 11, based on information on the first controlled vehicle 11, the following vehicle 15, and the traffic light 20. Next, the behavior of the first controlled vehicle 11 as a result of the execution of a program of the first controlled vehicle 11 will be described with reference to the flowchart of Fig. 4. Note that the program of the first controlled vehicle 11 is executed, for example, when the ignition or power of the first controlled vehicle 11 is turned on.

[0055] In step S200, the first control vehicle 11 determines, for example, whether or not it is able to receive a signal from the control unit 50. As a result, the first control vehicle 11 determines whether or not communication with the communication unit 45 is normal. When communication between the first control vehicle 11 and the communication unit 45 is not normal, i.e., when there is an abnormality, the processing of the first control vehicle 11 proceeds to step S218. On the other hand, when communication with the communication unit 45 is normal, the processing of the first control vehicle 11 proceeds to step S202.

[0056] In step S202 following step S200, the first control vehicle 11 acquires information about the following vehicle 15, information about the traffic lights 20, and the energy consumption of the following vehicle 15 for the behavior of the first control vehicle 11 from the control unit 50. In addition, the first control vehicle 11 acquires information about the first control vehicle 11 and its surrounding conditions from the sensor group of the first control vehicle 11.

[0057] Next, in step S204, the first controlled vehicle 11 calculates the energy consumption of the first controlled vehicle 11 in response to its own behavior, in the same manner as the calculation of the energy consumption of the following vehicle 15 in response to the behavior of the first controlled vehicle 11 described above.

[0058] Specifically, the first control vehicle 11 calculates the acceleration / deceleration resistance of the first control vehicle 11 from the mass of the first control vehicle 11 and the deceleration of the first control vehicle 11 as a variable. Furthermore, the first control vehicle 11 calculates the sum of the rolling resistance and the air resistance of the first control vehicle 11 from the speed of the first control vehicle 11 and a preset function. Furthermore, the first control vehicle 11 calculates the gradient resistance of the first control vehicle 11 from the mass of the first control vehicle 11, the gravitational acceleration, and the gradient of the road on which the first control vehicle 11 runs. Furthermore, the first control vehicle 11 calculates the increase in rolling resistance when the first control vehicle 11 runs on a curve from the curvature of the road on which the first control vehicle 11 runs and a preset function.

[0059] Therefore, the first controlled vehicle 11 calculates the sum of the calculated acceleration / deceleration resistance, rolling resistance and air resistance, gradient resistance, and the sum of the increased rolling resistance when traveling around a curve. In this way, the first controlled vehicle 11 calculates the force acting on the first controlled vehicle 11 when it travels. In addition, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11, and calculates the force acting on the first controlled vehicle 11 when it travels for each deceleration of the first controlled vehicle 11. In this way, the first controlled vehicle 11 calculates the force acting on the first controlled vehicle 11 when it travels in response to the behavior of the first controlled vehicle 11.

[0060] Next, the first controlled vehicle 11 calculates the power required for purposes other than driving the first controlled vehicle 11 from the usage history of the air conditioning, power steering, lights, etc. of the first controlled vehicle 11. Furthermore, the control unit 50 calculates the power that the first controlled vehicle 11 should output from this calculated power required for purposes other than driving the first controlled vehicle 11, the force applied when the first controlled vehicle 11 is driving calculated above, and the speed of the first controlled vehicle 11. Furthermore, the first controlled vehicle 11 calculates the power that the first controlled vehicle 11 should output for each deceleration of the first controlled vehicle 11. In this way, the first controlled vehicle 11 calculates the power that the first controlled vehicle 11 should output for the behavior of the first controlled vehicle 11.

[0061] Next, when the type of the first controlled vehicle 11 is an engine vehicle, the first controlled vehicle 11 calculates the power consumption of the first controlled vehicle 11 from the power that the first controlled vehicle 11 should output calculated above and the preset engine efficiency and CVT transmission efficiency. Furthermore, the first controlled vehicle 11 calculates the power consumption of the first controlled vehicle 11 for each deceleration of the first controlled vehicle 11. In this way, the first controlled vehicle 11 calculates the power consumption of the first controlled vehicle 11 for the behavior of the first controlled vehicle 11.

[0062] Furthermore, when the type of the first control vehicle 11 is an electric vehicle, the first control vehicle 11 calculates the battery output power of the first control vehicle 11 from the calculated power to be output by the first control vehicle 11 and the preset motor efficiency and gear transmission efficiency. Furthermore, the first control vehicle 11 calculates the battery loss of the first control vehicle 11 from the calculated battery output power of the first control vehicle 11 and the preset internal resistance and voltage of the first control vehicle 11. Furthermore, the first control vehicle 11 calculates the sum of the calculated battery output power and battery loss of the first control vehicle 11. As a result, the first control vehicle 11 calculates the power consumption of the first control vehicle 11. Furthermore, the first control vehicle 11 calculates the power consumption of the first control vehicle 11 for each deceleration of the first control vehicle 11. As a result, the first control vehicle 11 calculates the power consumption of the first control vehicle 11 for the behavior of the first control vehicle 11.

[0063] Then, the first control vehicle 11 multiplies the power consumption of the first control vehicle 11 for the behavior of the first control vehicle 11 calculated above by the time at which the light state of the traffic light 20 is switched, acquired in step S202. As a result, the first control vehicle 11 calculates the energy consumption of the first control vehicle 11 for the behavior of the first control vehicle 11 as shown in Fig. 5. Note that Fig. 5 shows the energy consumption of the first control vehicle 11 in addition to the energy consumption of each of the five following vehicles 15 for the absolute value of the deceleration of the first control vehicle 11. Also, in Fig. 5, in order to clarify the energy consumption of the first control vehicle 11 and the energy consumption of the following vehicles 15, the energy consumption of each of the five following vehicles 15 is shown by a broken line. Furthermore, the energy consumption of the first control vehicle 11 is shown by a solid line.

[0064] 4, next, in step S206, the first controlled vehicle 11 calculates a behavior based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. For example, here, the first controlled vehicle 11 calculates a behavior in which the sum of the energy consumed by the following vehicle 15 and the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11 is minimized.

[0065] Specifically, the first controlled vehicle 11 adds the energy consumption of the following vehicle 15 acquired in step S202 and the energy consumption of the first controlled vehicle 11 calculated in step S204. As a result, the first controlled vehicle 11 calculates the total energy consumption for the absolute value of the deceleration of the first controlled vehicle 11, as shown in Fig. 6. The first controlled vehicle 11 also calculates the deceleration of the first controlled vehicle 11 that minimizes the calculated total energy consumption. As a result, the first controlled vehicle 11 calculates the behavior that minimizes the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11.

[0066] 4, next, in step S208, the first controlled vehicle 11 calculates a driving force corresponding to the behavior of the first controlled vehicle 11 calculated in step S206 based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15. Note that hereinafter, the driving force corresponding to the behavior of the first controlled vehicle 11 based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 is referred to as an energy-priority driving force.

[0067] For example, the first control vehicle 11 calculates the energy prioritized driving force by using the deceleration of the first control vehicle 11 that minimizes the total energy consumption calculated in step S206 and a map. The map for calculating the energy prioritized driving force is set by experiments, simulations, or the like.

[0068] Next, in step S210, the first controlled vehicle 11 calculates, from the information acquired in step S202, a driving force corresponding to a content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11. Note that, here, the driving force corresponding to a content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is set as the other priority driving force.

[0069] For example, the content different from the energy consumption of the following vehicle 15 and the first control vehicle 11 is traffic volume. Note that traffic volume is the number of vehicles passing a certain point per unit time. The unit of traffic volume is, for example, vehicles / h.

[0070] In this case, the first control vehicle 11 corrects the speed of the following vehicle 15 and the speed of the first control vehicle 11 based on, for example, the speed of the following vehicle 15 acquired in step S202, the lighting state of the traffic light 20 and the time when the lighting state changes, and the speed of the first control vehicle 11. For example, when the traffic light 20 is red, the speeds of the following vehicle 15 and the first control vehicle 11 are likely to decrease. Therefore, at this time, the first control vehicle 11 decreases the speed of the following vehicle 15 and the speed of the first control vehicle 11 as the time when the lighting state of the traffic light 20 changes becomes longer. Furthermore, when the traffic light 20 is green, the speeds of the following vehicle 15 and the first control vehicle 11 are likely to increase. Therefore, at this time, the first controlled vehicle 11 increases the speed of the following vehicle 15 and the speed of the first controlled vehicle 11 as the time it takes for the lighted state of the traffic light 20 to change becomes longer.

[0071] In addition, the first controlled vehicle 11 calculates the harmonic mean of these corrected speeds of the following vehicle 15 and the first controlled vehicle 11. Note that the harmonic mean is the reciprocal of the arithmetic mean of the reciprocals of certain numbers.

[0072] Then, the first controlled vehicle 11 multiplies the harmonic mean speed calculated above by the traffic density acquired in step S202. In this way, the first controlled vehicle 11 calculates the traffic volume. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11, and calculates the traffic volume for each deceleration of the first controlled vehicle 11. In this way, the first controlled vehicle 11 calculates the traffic volume for the deceleration of the first controlled vehicle 11.

[0073] Moreover, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 at which the traffic volume is maximum, based on the traffic volume for the calculated deceleration of the first controlled vehicle 11. Furthermore, the first controlled vehicle 11 calculates the other priority driving force from the calculated deceleration and a map. The map for calculating the other priority driving force is set by experiments, simulations, or the like.

[0074] Also, for example, the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the drivability of the first controlled vehicle 11. In this case, the first controlled vehicle 11 calculates a value related to the drivability of the first controlled vehicle 11 from, for example, the deceleration of the first controlled vehicle 11 and a map. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11 and calculates a value related to the drivability of the first controlled vehicle 11 for each deceleration of the first controlled vehicle 11. As a result, the first controlled vehicle 11 calculates a value related to the drivability of the first controlled vehicle 11 with respect to the deceleration of the first controlled vehicle 11. Note that the map for the value related to the drivability is set by an experiment, a simulation, or the like.

[0075] Furthermore, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 that maximizes the value related to the drivability of the first controlled vehicle 11 from the value related to the drivability of the first controlled vehicle 11 with respect to the deceleration of the first controlled vehicle 11 calculated above. The first controlled vehicle 11 also calculates the other priority driving force from this calculated deceleration and the map.

[0076] Also, for example, the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the safety of the first controlled vehicle 11 and its surroundings. In this case, the first controlled vehicle 11 calculates a value related to safety from, for example, the distance from the first controlled vehicle 11 to a surrounding object and the relative speed of the surrounding object to the first controlled vehicle 11 obtained from the sensor group of the first controlled vehicle 11, and a map. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11 and calculates a value related to safety for each deceleration of the first controlled vehicle 11. As a result, the first controlled vehicle 11 calculates a value related to safety for the deceleration of the first controlled vehicle 11.

[0077] Moreover, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 that maximizes the safety-related value from the safety-related value for the deceleration of the first controlled vehicle 11 calculated above. Furthermore, the first controlled vehicle 11 calculates the other priority driving force from this calculated deceleration and the map.

[0078] Next, in step S212, the first control vehicle 11 selects which of the energy prioritized driving force calculated in step S208 and the other priority driving force calculated in step S210 is to be given priority.

[0079] Here, a relatively small driving force of the first control vehicle 11 has a relatively small effect on the first control vehicle 11 and its surroundings. For this reason, for example, the first control vehicle 11 compares the energy priority driving force and the other priority driving force. As a result, the first control vehicle 11 selects which of the energy priority driving force and the other priority driving force to prioritize. Then, when the energy priority driving force is equal to or less than the other priority driving force, the first control vehicle 11 prioritizes the energy priority driving force. Then, the processing of the first control vehicle 11 proceeds to step S214. Also, when the energy priority driving force is greater than the other priority driving force, the first control vehicle 11 prioritizes the other priority driving force. Then, the processing of the first control vehicle 11 proceeds to step S216.

[0080] In step S214 following step S212, the first controlled vehicle 11 performs driving corresponding to the energy-prioritized driving force calculated in step S208. As a result, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Here, the first controlled vehicle 11 behaves in such a way that the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 is minimized. For example, when the behavior of the first controlled vehicle 11 is deceleration, as shown in FIG. 7, a non-controlled vehicle that is not processed by the control unit 50 and the first controlled vehicle 11 stops in front of the traffic light 20. In contrast, the first controlled vehicle 11 and the following vehicle 15 pass through the traffic light 20 without stopping in front of the traffic light 20. At this time, the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 is minimized. Thereafter, the processing of the first controlled vehicle 11 returns to step S200. In FIG. 7, the positions of the first controlled vehicle 11, the following vehicle 15, and the traffic light 20 are shown with respect to time. In FIG. 7, the positions of the non-controlled vehicles, which are not processed by the control unit 50 and the first controlled vehicle 11, are shown by a dashed line Pnon. Furthermore, the position of the first controlled vehicle 11 is shown by a solid line Pc1. Furthermore, the position of the following vehicle 15 is shown by a solid line Pf. Furthermore, the position of the traffic light 20 when the light is red is shown by a solid line Pt. Furthermore, when the behavior of the first controlled vehicle 11 is deceleration, the first controlled vehicle 11 and the following vehicle 15 may perform deceleration regeneration or coasting. Coasting refers to coasting with the accelerator of the vehicle off.

[0081] 4, in step S216 following step S212, the first controlled vehicle 11 performs driving corresponding to the other priority driving force calculated in step S210. As a result, the behavior of the first controlled vehicle 11 is changed to a behavior corresponding to a content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11.

[0082] For example, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is traffic volume, the first controlled vehicle 11 behaves in such a way that the traffic volume is maximized. Also, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the drivability of the first controlled vehicle 11, the first controlled vehicle 11 behaves in such a way that the value related to the drivability of the first controlled vehicle 11 is maximized. Furthermore, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the safety of the first controlled vehicle 11 and its surroundings, the first controlled vehicle 11 behaves in such a way that the value related to the safety is maximized. After that, the processing of the first controlled vehicle 11 returns to step S200.

[0083] In step S218 following step S200, there is an abnormality in the communication between the first control vehicle 11 and the communication unit 45. At this time, the first control vehicle 11 cannot obtain information about the following vehicle 15 and information about the traffic light 20 from the control unit 50. Therefore, at this time, the first control vehicle 11 behaves as it did before the communication with the communication unit 45 became abnormal. For example, the first control vehicle 11 behaves based on the energy consumption of the first control vehicle 11 and the following vehicle 15 for the behavior of the first control vehicle 11 calculated before the communication with the communication unit 45 became abnormal. As a result, even if there is an abnormality in the communication with the communication unit 45, the first control vehicle 11 can continue to behave based on the energy consumption of the first control vehicle 11 and the following vehicle 15 for the behavior of the first control vehicle 11. Thereafter, the processing of the first control vehicle 11 returns to step S200. In addition, when there is an abnormality in communication with the communication unit 45, the first control vehicle 11 may behave in such a way that the traffic volume, values ​​related to the drivability or values ​​related to safety of the first control vehicle 11 are maximized compared to before the communication with the communication unit 45 became abnormal.

[0084] As described above, the first controlled vehicle 11 performs the process. Next, a description will be given of how the traffic flow control device 40 suppresses an increase in the energy consumption of the traffic flow.

[0085] In the traffic flow control device 40 of the first embodiment, the control unit 50 serves as an acquisition unit that acquires information about the first controlled vehicle 11, information about the following vehicle 15, and information about the traffic light 20. The control unit 50 also causes the first controlled vehicle 11 to perform a behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11, which is obtained from the acquired information. For example, the control unit 50 causes the first controlled vehicle 11 to perform a behavior that minimizes the sum of the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Also, for example, here, in step S102 of the control unit 50, the energy consumption of the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 is calculated. Furthermore, in step S204 of the first controlled vehicle 11, the energy consumption of the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11 is calculated. Then, in step S214, the first controlled vehicle 11 executes a behavior based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Moreover, the behavior based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 is, for example, deceleration. Furthermore, the information on the following vehicle 15 includes the type of the following vehicle 15. Note that the traffic light 20 corresponds to the forward object.

[0086] As a result, the first controlled vehicle 11 behaves based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15, thereby suppressing the increase in energy consumption of traffic flow on the road on which the first controlled vehicle 11 and the following vehicle 15 are traveling.

[0087] Moreover, the traffic flow control device 40 of the first embodiment also provides the following effects.

[0088] [1-1] The traffic flow control device 40 is placed in a location different from the first control vehicle 11, the second control vehicle 12 and the following vehicle 15.

[0089] This eliminates the need for the first controlled vehicle 11 to calculate the energy consumption of the following vehicle 15 in response to the behavior of the first controlled vehicle 11. This reduces the burden of calculation processing on the first controlled vehicle 11.

[0090] [1-2] In steps S210, S212, and S216, the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 to a behavior corresponding to a content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11.

[0091] For example, the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 based on the traffic volume for the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 to a behavior that maximizes the traffic volume for the behavior of the first controlled vehicle 11. This allows the first controlled vehicle 11 to travel in a heavy traffic volume.

[0092] Also, for example, the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 based on a value related to the drivability of the first controlled vehicle 11. For example, the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 to a behavior that maximizes the value related to the drivability of the first controlled vehicle 11. This allows the first controlled vehicle 11 to travel with high drivability.

[0093] Furthermore, for example, the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 based on the value related to the safety of the first controlled vehicle 11. For example, the first controlled vehicle 11 changes the behavior of the first controlled vehicle 11 to a behavior that maximizes the value related to the safety of the first controlled vehicle 11. This allows the first controlled vehicle 11 to travel safely.

[0094] [1-3] When there is an abnormality in communication with the communication unit 45 in steps S200 and S218, the first controlled vehicle 11 behaves based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 before the communication with the communication unit 45 became abnormal.

[0095] As a result, even if an abnormality occurs in communication with the communication unit 45, the first controlled vehicle 11 can continue to behave based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15.

[0096] (Modification 1 of the first embodiment) In the above-mentioned first embodiment, the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the deceleration of the first controlled vehicle 11 is calculated as the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. In contrast, the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the deceleration timing of the first controlled vehicle 11 as shown in FIG. 8 may be calculated as the energy consumption of the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. Even in such a case, the same effect as that of the first embodiment is obtained. Note that FIG. 8 shows the speed of the first controlled vehicle 11 and the following vehicle 15 with respect to time, and the speed of the non-controlled vehicle which is a vehicle not processed by the control unit 50 and the first controlled vehicle 11. In addition, in FIG. 8, the speed of the first controlled vehicle 11 is shown by a solid line as Vc1. Furthermore, the speed of the following vehicle 15 is shown by a solid line as Vf. The speed of a non-controlled vehicle, which is a vehicle not processed by the control unit 50 and the first controlled vehicle 11, is indicated by a dashed line as Vnon. Furthermore, the deceleration timing of the first controlled vehicle 11 is indicated as Tb.

[0097] (Modification 2 of the first embodiment) In the above-described first embodiment, in steps S204 to S210, the first controlled vehicle 11 calculates the energy consumption, the behavior based on the energy consumption, the energy prioritized driving force, and the other priority driving force of the first controlled vehicle 11. Alternatively, instead of the first controlled vehicle 11, the control unit 50 may calculate the energy consumption, the behavior based on the energy consumption, the energy prioritized driving force, and the other priority driving force of the first controlled vehicle 11.

[0098] 9, in step S100, the control unit 50 acquires information about the first controlled vehicle 11, information about the following vehicle 15, and information about the traffic light 20. In step S102 following step S100, the control unit 50 calculates the energy consumption of the following vehicle 15 in response to the behavior of the first controlled vehicle 11 in the same manner as described above.

[0099] In step S110 following step S102, the control unit 50 calculates the energy consumption of the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11, similar to the processing of step S204 for the first controlled vehicle 11.

[0100] Next, in step S112, the control unit 50 calculates a behavior based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11, similar to the processing in step S206 for the first controlled vehicle 11. For example, the control unit 50 calculates a behavior in which the sum of the energy consumed by the following vehicle 15 and the first controlled vehicle 11 with respect to the behavior of the first controlled vehicle 11 is minimized.

[0101] Next, in step S114, the control unit 50 calculates the energy prioritized driving force in the same manner as in the process of step S208 for the first controlled vehicle 11.

[0102] Next, in step S116, the control unit 50 calculates the other priority driving force in the same manner as in the process of step S210 for the first controlled vehicle 11.

[0103] Next, in step S118, the control unit 50 transmits information on the energy prioritized driving force calculated in step S114 and the other priority driving force calculated in step S116 to the first controlled vehicle 11 via the communication unit 45. As a result, the control unit 50 causes the first controlled vehicle 11 to behave in a manner based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 in response to the behavior of the first controlled vehicle 11.

[0104] Further, as shown in the flowchart of FIG. 10, in step S200, the first controlled vehicle 11 determines whether or not communication with the communication unit 45 is normal. When communication between the first controlled vehicle 11 and the communication unit 45 is not normal, i.e., when there is an abnormality, the processing of the first controlled vehicle 11 proceeds to step S218. In step S218, the first controlled vehicle 11 behaves in the same manner as before communication with the communication unit 45 became abnormal, as described above. Furthermore, when communication between the first controlled vehicle 11 and the communication unit 45 is normal, the processing of the first controlled vehicle 11 proceeds to step S202.

[0105] In step S202 following step S200, the first control vehicle 11 acquires information relating to the energy prioritized driving force and the other prioritized driving force from the control unit 50.

[0106] In step S212 following step S202, the first controlled vehicle 11 selects whether to give priority to the energy prioritized driving force or the other priority driving force acquired in step S202. When the energy priority driving force is given priority, the process of the first controlled vehicle 11 proceeds to step S214. When the other priority driving force is given priority, the process of the first controlled vehicle 11 proceeds to step S216.

[0107] In step S214 following step S212, the first controlled vehicle 11 executes driving corresponding to the energy prioritized driving force acquired in step S202. As a result, the first controlled vehicle 11 behaves based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 behaves in such a way that the sum of the energy consumed by the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11 is minimized. Thereafter, the processing of the first controlled vehicle 11 returns to step S200.

[0108] In step S216 following step S212, the first controlled vehicle 11 performs driving corresponding to the other priority driving force acquired in step S202. This changes the behavior of the first controlled vehicle 11 to a behavior corresponding to a content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11. Thereafter, the processing of the first controlled vehicle 11 returns to step S200.

[0109] In this way, even if the control unit 50 and the first controlled vehicle 11 perform the processing, the same effects as those of the first embodiment are achieved.

[0110] Second embodiment In the first embodiment, the control unit 50 causes the first controlled vehicle 11 to behave in a manner that is based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 with respect to the behavior of the first controlled vehicle 11. In contrast, in the second embodiment, the control unit 50 causes the first controlled vehicle 11 to behave in a manner that is based on the traffic volume with respect to the behavior of the first controlled vehicle 11. For example, the control unit 50 causes the first controlled vehicle 11 to behave in a manner that maximizes the traffic volume with respect to the behavior of the first controlled vehicle 11.

[0111] Specifically, as shown in the flowchart of FIG. 11, the control unit 50 acquires information on the first control vehicle 11, information on the following vehicle 15, and information on the traffic light 20 in step S100.

[0112] In step S120 following step S100, the control unit 50 calculates the traffic volume for the behavior of the first controlled vehicle 11.

[0113] For example, the control unit 50 calculates the relative speed of the following vehicle 15 with respect to the first controlled vehicle 11 from the speed of the first controlled vehicle 11 and the speed of the following vehicle 15 acquired in step S100. Furthermore, the control unit 50 calculates the average inter-vehicle distance from the traffic density acquired in step S100.

[0114] Here, the behavior of the first controlled vehicle 11 is assumed to be deceleration. Then, the control unit 50 sets the deceleration of the first controlled vehicle 11 in order to calculate the relationship between the deceleration of the first controlled vehicle 11 and the traffic volume, as described later. Furthermore, the control unit 50 calculates the deceleration of the following vehicle 15 using this set deceleration, the relative speed of the following vehicle 15 to the first controlled vehicle 11 calculated above, the average inter-vehicle distance calculated above, and the following model.

[0115] The control unit 50 also corrects the speed of the following vehicle 15 from the speed of the following vehicle 15 acquired in step S100, the on state of the traffic light 20 and the time when the on state changes, and the calculated deceleration of the following vehicle 15. The control unit 50 also corrects the speed of the first controlled vehicle 11 from the speed of the first controlled vehicle 11 acquired in step S100, the on state of the traffic light 20 and the time when the on state changes, and the set deceleration of the first controlled vehicle 11.

[0116] In addition, the control unit 50 calculates the harmonic mean of the corrected speed of the following vehicle 15 and the speed of the first control vehicle 11 .

[0117] Then, the control unit 50 multiplies the harmonic mean speed calculated above by the traffic density acquired in step S202. In this way, the control unit 50 calculates the traffic volume. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11 and calculates the traffic volume for each deceleration of the first controlled vehicle 11. In this way, the first controlled vehicle 11 calculates the traffic volume for the deceleration of the first controlled vehicle 11 as shown in Fig. 12. In this way, the first controlled vehicle 11 calculates the traffic volume for the behavior of the first controlled vehicle 11.

[0118] In step S104 following step S120, the control unit 50 transmits the information regarding the following vehicle 15 and the information regarding the traffic light 20 acquired in step S100 to the first controlled vehicle 11 via the communication unit 45. The control unit 50 also transmits the traffic volume for the behavior of the first controlled vehicle 11 calculated in step S120 to the first controlled vehicle 11 via the communication unit 45. As a result, the control unit 50 causes the first controlled vehicle 11 to perform a behavior based on the traffic volume for the behavior of the first controlled vehicle 11. Thereafter, the processing of the control unit 50 ends.

[0119] As described above, the control unit 50 generates information for causing the first controlled vehicle 11 to behave in a manner based on traffic volume with respect to the behavior of the first controlled vehicle 11, based on information regarding the first controlled vehicle 11, the following vehicle 15, and the traffic light 20. Next, the behavior of the first controlled vehicle 11 as a result of the program execution of the first controlled vehicle 11 will be described with reference to the flowchart of FIG.

[0120] In step S200, the first control vehicle 11 determines whether or not communication with the communication unit 45 is normal. If communication between the first control vehicle 11 and the communication unit 45 is not normal, i.e., if there is an abnormality, the processing of the first control vehicle 11 proceeds to step S232. On the other hand, if communication with the communication unit 45 is normal, the processing of the first control vehicle 11 proceeds to step S202.

[0121] In step S202 following step S200, the first controlled vehicle 11 acquires information about the following vehicle 15, information about the traffic lights 20, and traffic volume for the behavior of the first controlled vehicle 11 from the control unit 50. In addition, the first controlled vehicle 11 acquires information about the first controlled vehicle 11 from the sensor group of the first controlled vehicle 11.

[0122] In step S220 following step S202, the first controlled vehicle 11 calculates a behavior based on the traffic volume for the behavior of the first controlled vehicle 11. For example, here, the first controlled vehicle 11 calculates a behavior in which the traffic volume for the behavior of the first controlled vehicle 11 is maximum.

[0123] 12, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 at which the traffic volume for the behavior of the first controlled vehicle 11 is maximized from the traffic volume for the behavior of the first controlled vehicle 11 acquired in step S202. In this way, the first controlled vehicle 11 calculates the behavior at which the traffic volume for the behavior of the first controlled vehicle 11 is maximized.

[0124] 13, next, in step S222, the first controlled vehicle 11 calculates a driving force corresponding to the behavior based on the traffic volume for the behavior of the first controlled vehicle 11 calculated in step S220. In the following, the driving force corresponding to the behavior based on the traffic volume for the behavior of the first controlled vehicle 11 is referred to as a traffic volume priority driving force.

[0125] For example, the first controlled vehicle 11 calculates the traffic volume priority driving force by using the deceleration of the first controlled vehicle 11 that maximizes the traffic volume for the behavior of the first controlled vehicle 11 calculated in step S220 and a map. The map for calculating the traffic volume priority driving force is set by experiments, simulations, or the like.

[0126] Next, in step S224, the first control vehicle 11 calculates a driving force according to a content other than the traffic volume from the information acquired in step S202. Note that, here, the driving force according to a content other than the traffic volume is set as the other priority driving force.

[0127] For example, the content other than the traffic volume is the energy consumption of the following vehicle 15 and the first controlled vehicle 11. In this case, the first controlled vehicle 11 calculates the energy consumption of the following vehicle 15 and the first controlled vehicle 11 with respect to the deceleration of the first controlled vehicle 11 in the same manner as described above.

[0128] Furthermore, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 that minimizes the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11 from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 with respect to the calculated deceleration of the first controlled vehicle 11. Furthermore, the first controlled vehicle 11 calculates the other priority driving force from this calculated deceleration and a map. The map for calculating the other priority driving force is set by experiment, simulation, or the like.

[0129] Also, for example, the content different from the traffic volume is the drivability of the first controlled vehicle 11. In this case, the first controlled vehicle 11 calculates a value related to the drivability of the first controlled vehicle 11 from, for example, the deceleration of the first controlled vehicle 11 and a map. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11 and calculates a value related to the drivability of the first controlled vehicle 11 for each deceleration of the first controlled vehicle 11. In this way, the first controlled vehicle 11 calculates a value related to the drivability of the first controlled vehicle 11 with respect to the deceleration of the first controlled vehicle 11. Note that the map for the value related to the drivability is set by an experiment, a simulation, or the like.

[0130] Furthermore, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 that maximizes the value related to the drivability of the first controlled vehicle 11 from the value related to the drivability of the first controlled vehicle 11 with respect to the deceleration of the first controlled vehicle 11 calculated above. The first controlled vehicle 11 also calculates the other priority driving force from this calculated deceleration and the map.

[0131] Also, for example, the content different from the traffic volume is the safety of the first controlled vehicle 11 and its surroundings. In this case, the first controlled vehicle 11 calculates a value related to safety from, for example, the distance from the first controlled vehicle 11 to a surrounding object and the relative speed of the surrounding object to the first controlled vehicle 11 obtained from the sensor group of the first controlled vehicle 11, and a map. Furthermore, the first controlled vehicle 11 changes the deceleration of the first controlled vehicle 11, and calculates a value related to safety for each deceleration of the first controlled vehicle 11. In this way, the first controlled vehicle 11 calculates a value related to safety for the deceleration of the first controlled vehicle 11.

[0132] Moreover, the first controlled vehicle 11 calculates the deceleration of the first controlled vehicle 11 that maximizes the safety-related value from the safety-related value for the deceleration of the first controlled vehicle 11 calculated above. Furthermore, the first controlled vehicle 11 calculates the other priority driving force from this calculated deceleration and the map.

[0133] Next, in step S226, the first control vehicle 11 selects whether to give priority to the traffic volume priority driving force calculated in step S222 or the other priority driving force calculated in step S224.

[0134] For example, the first controlled vehicle 11 compares the traffic volume priority driving force and the other priority driving force in the same manner as described above. As a result, the first controlled vehicle 11 selects whether to prioritize the traffic volume priority driving force or the other priority driving force. Then, when the traffic volume priority driving force is equal to or less than the other priority driving force, the first controlled vehicle 11 prioritizes the traffic volume priority driving force. Then, the processing of the first controlled vehicle 11 proceeds to step S228. Also, when the traffic volume priority driving force is greater than the other priority driving force, the first controlled vehicle 11 prioritizes the other priority driving force. Then, the processing of the first controlled vehicle 11 proceeds to step S230.

[0135] In step S228 following step S226, the first controlled vehicle 11 executes driving corresponding to the traffic volume prioritized driving force calculated in step S222. As a result, the first controlled vehicle 11 behaves based on the traffic volume for the behavior of the first controlled vehicle 11. Here, the first controlled vehicle 11 behaves in such a way that the traffic volume for the behavior of the first controlled vehicle 11 is maximized. After that, the processing of the first controlled vehicle 11 returns to step S200.

[0136] In step S230 following step S226, the first controlled vehicle 11 performs driving corresponding to the other priority driving force calculated in step S224. As a result, the behavior of the first controlled vehicle 11 is changed to behavior corresponding to a content other than the traffic volume.

[0137] For example, when the content other than the traffic volume is the energy consumption of the following vehicle 15 and the first controlled vehicle 11, the first controlled vehicle 11 behaves in such a way that the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is minimized. Note that at this time, the first controlled vehicle 11 may behave in such a way that the energy consumption of the following vehicle 15 is minimized, instead of the sum of the energy consumption of the following vehicle 15 and the first controlled vehicle 11. Furthermore, the first controlled vehicle 11 may behave in such a way that the energy consumption of the first controlled vehicle 11 is minimized.

[0138] Also, for example, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the drivability of the first controlled vehicle 11, the first controlled vehicle 11 behaves in such a way that the value related to the drivability of the first controlled vehicle 11 is maximized. Furthermore, for example, when the content different from the energy consumption of the following vehicle 15 and the first controlled vehicle 11 is the safety of the first controlled vehicle 11 and its surroundings, the first controlled vehicle 11 behaves in such a way that the value related to the safety is maximized. Thereafter, the processing of the first controlled vehicle 11 returns to step S200.

[0139] In step S232 following step S200, there is an abnormality in the communication between the first control vehicle 11 and the communication unit 45. At this time, the first control vehicle 11 cannot acquire information on the following vehicle 15, information on the traffic light 20, and traffic volume for the behavior of the first control vehicle 11 from the control unit 50. Therefore, the first control vehicle 11 behaves as it did before the communication with the communication unit 45 became abnormal. For example, the first control vehicle 11 behaves based on the traffic volume for the behavior of the first control vehicle 11 calculated before the communication with the communication unit 45 became abnormal. As a result, even if there is an abnormality in the communication with the communication unit 45, the first control vehicle 11 can continue to behave based on the traffic volume for the behavior of the first control vehicle 11. Thereafter, the processing of the first control vehicle 11 returns to step S200. Note that, when there is an abnormality in the communication with the communication unit 45, the first control vehicle 11 may behave in such a way that the energy consumption of the following vehicle 15 and the first control vehicle 11 is minimized, as it did before the communication with the communication unit 45 became abnormal. In addition, when there is an abnormality in communication with the communication unit 45, the first controlled vehicle 11 may behave in such a way that the drivability-related value or safety-related value of the first controlled vehicle 11 is maximized as compared to before the communication with the communication unit 45 became abnormal.

[0140] As described above, the first controlled vehicle 11 performs the process. Next, the traffic flow control device 40 of the second embodiment has the following effects.

[0141] [2] In the vehicle driving assistance system described in Patent Document 1, the following vehicle traveling behind the host vehicle may unnecessarily accelerate or decelerate in response to the acceleration or deceleration of the host vehicle. This causes a decrease in the traffic volume in the traffic flow on the road on which the host vehicle and the following vehicle 15 are traveling.

[0142] In contrast, in the traffic flow control device 40 of the second embodiment, the control unit 50 serves as an acquisition unit that acquires information on the first controlled vehicle 11, information on the following vehicle 15, and information on the traffic light 20. The control unit 50 causes the first controlled vehicle 11 to perform a behavior based on the traffic volume for the behavior of the first controlled vehicle 11, which is obtained from the acquired information. For example, the control unit 50 causes the first controlled vehicle 11 to perform a behavior that maximizes the traffic volume for the behavior of the first controlled vehicle 11. Also, for example, here, the control unit 50 calculates the traffic volume for the behavior of the first controlled vehicle 11 in step S120. Furthermore, the first controlled vehicle 11 calculates the behavior based on the traffic volume for the behavior of the first controlled vehicle 11 in step S220. Then, the first controlled vehicle 11 performs the behavior based on the traffic volume for the behavior of the first controlled vehicle 11 in step S228. Moreover, the behavior based on the energy consumption of the first controlled vehicle 11 and the following vehicle 15 in relation to the behavior of the first controlled vehicle 11 is, for example, deceleration.

[0143] As a result, the first controlled vehicle 11 behaves based on the traffic volume, thereby suppressing a decrease in the traffic volume of the traffic flow on the road on which the first controlled vehicle 11 and the following vehicle 15 are traveling. Furthermore, the second embodiment provides the same effects as those described in [1-1], [1-2] and [1-3] above.

[0144] (Modification 1 of the second embodiment) In the above-described second embodiment, the traffic volume for the deceleration of the first controlled vehicle 11 is calculated as the traffic volume for the behavior of the first controlled vehicle 11. In contrast, the traffic volume for the deceleration timing of the first controlled vehicle 11 may be calculated as the traffic volume for the behavior of the first controlled vehicle 11. Even in such a case, the same effects as those of the second embodiment are achieved.

[0145] (Modification 2 of the second embodiment) In the second embodiment, the first control vehicle 11 calculates the behavior based on the traffic volume, the traffic volume priority driving force, and the other priority driving force in steps S220 to S224. Alternatively, instead of the first control vehicle 11, the control unit 50 may calculate the behavior based on the traffic volume, the traffic volume priority driving force, and the other priority driving force.

[0146] 14, in step S100, the control unit 50 acquires information about the first controlled vehicle 11, information about the following vehicle 15, and information about the traffic light 20 in the same manner as described above. In step S120 following step S100, the control unit 50 calculates the traffic volume for the behavior of the first controlled vehicle 11 in the same manner as described above.

[0147] In step S122 following step S120, the control unit 50 calculates a behavior based on the traffic volume for the behavior of the first controlled vehicle 11, similar to the processing of step S220 for the first controlled vehicle 11. For example, the control unit 50 calculates a behavior in which the traffic volume for the behavior of the first controlled vehicle 11 is maximum.

[0148] Next, in step S124, the control unit 50 calculates a traffic volume priority driving force in the same manner as the processing of the first controlled vehicle 11 in step S222.

[0149] Next, in step S126, the control unit 50 calculates the other priority driving force in the same manner as in the process of step S224 for the first controlled vehicle 11.

[0150] Next, in step S128, the control unit 50 transmits information on the traffic volume priority driving force calculated in step S124 and the other priority driving force calculated in step S126 to the first controlled vehicle 11 via the communication unit 45. As a result, the control unit 50 causes the first controlled vehicle 11 to behave in a manner based on the traffic volume with respect to the behavior of the first controlled vehicle 11.

[0151] Furthermore, as shown in the flowchart of FIG. 15, in step S200, the first controlled vehicle 11 determines whether or not communication with the communication unit 45 is normal. When communication between the first controlled vehicle 11 and the communication unit 45 is not normal, i.e., when there is an abnormality, the processing of the first controlled vehicle 11 proceeds to step S232. In step S232, the first controlled vehicle 11 behaves in the same manner as before communication with the communication unit 45 became abnormal, as described above. Furthermore, when communication between the first controlled vehicle 11 and the communication unit 45 is normal, the processing of the first controlled vehicle 11 proceeds to step S202.

[0152] In step S202 following step S200, the first control vehicle 11 acquires information relating to the traffic volume priority driving force and the other priority driving force from the control unit 50.

[0153] In step S226 following step S202, the first controlled vehicle 11 selects whether to give priority to the traffic volume priority driving force or the other priority driving force acquired in step S202. When the traffic volume priority driving force is given priority, the process of the first controlled vehicle 11 proceeds to step S228. When the other priority driving force is given priority, the process of the first controlled vehicle 11 proceeds to step S230.

[0154] In step S228 following step S226, the first controlled vehicle 11 executes driving corresponding to the traffic volume prioritized driving force acquired in step S202. As a result, the first controlled vehicle 11 behaves based on the traffic volume for the behavior of the first controlled vehicle 11. For example, the first controlled vehicle 11 behaves in such a way that the traffic volume for the behavior of the first controlled vehicle 11 is maximized. After that, the processing of the first controlled vehicle 11 returns to step S200.

[0155] In step S230 following step S226, the first controlled vehicle 11 performs driving corresponding to the other priority driving force acquired in step S202. This changes the behavior of the first controlled vehicle 11 to a behavior corresponding to a content other than the traffic volume. After that, the processing of the first controlled vehicle 11 returns to step S200.

[0156] In this way, even if the control unit 50 and the first controlled vehicle 11 perform the processing, the same effects as those of the second embodiment are achieved.

[0157] (Other embodiments) The present disclosure is not limited to the above-described embodiments, and appropriate modifications can be made to the above-described embodiments. Furthermore, in each of the above-described embodiments, it goes without saying that the elements constituting the embodiments are not necessarily essential, except in cases where they are particularly clearly stated as essential or where they are clearly considered essential in principle.

[0158] The acquisition unit, the control unit, and the method thereof described in the present disclosure may be realized by a dedicated computer provided by configuring a processor and a memory programmed to execute one or more functions embodied in a computer program. Alternatively, the acquisition unit, the control unit, and the method thereof described in the present disclosure may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the acquisition unit, the control unit, and the method thereof described in the present disclosure may be realized by one or more dedicated computers configured by a combination of a processor and a memory programmed to execute one or more functions and a processor configured with one or more hardware logic circuits. In addition, the computer program may be stored in a computer-readable non-transitory tangible recording medium as instructions executed by a computer.

[0159] In each of the above embodiments, the behavior of the first controlled vehicle 11 is exemplified by deceleration of the first controlled vehicle 11. In contrast, the behavior of the first controlled vehicle 11 is not limited to deceleration of the first controlled vehicle 11, and may be acceleration of the first controlled vehicle 11.

[0160] Specifically, the first controlled vehicle 11 may behave based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 in response to the acceleration, acceleration timing, etc. of the first controlled vehicle 11. For example, the first controlled vehicle 11 behaves in such a way that the sum of the energy consumed by the first controlled vehicle 11 and the following vehicle 15 in response to the acceleration, acceleration timing, etc. of the first controlled vehicle 11 is minimized.

[0161] Furthermore, the first control vehicle 11 may behave based on the traffic volume relative to the acceleration, acceleration timing, etc. of the first control vehicle 11. For example, the first control vehicle 11 may behave in such a way that the traffic volume relative to the acceleration, acceleration timing, etc. of the first control vehicle 11 is maximized.

[0162] Furthermore, the behavior of the first control vehicle 11 may be changed to a behavior based on drivability for the acceleration, acceleration timing, etc. of the first control vehicle 11. For example, the behavior of the first control vehicle 11 is changed to a behavior that maximizes a value related to drivability for the acceleration, acceleration timing, etc. of the first control vehicle 11.

[0163] Furthermore, the behavior of the first controlled vehicle 11 may be changed to a behavior based on the safety of the first controlled vehicle 11 and its surroundings with respect to the acceleration, acceleration timing, etc. of the first controlled vehicle 11. For example, the behavior of the first controlled vehicle 11 is changed to a behavior that maximizes a value related to safety with respect to the acceleration, acceleration timing, etc. of the first controlled vehicle 11.

[0164] In each of the above embodiments, a traffic light 20 is given as an example of a forward object located in front of the first control vehicle 11. In contrast, the forward object is not limited to the traffic light 20, and may be, for example, a stationary object such as a railroad crossing or a road sign, or a wall on the road such as a guide rail. Furthermore, the forward object may be a moving object such as a vehicle or a crossing pedestrian.

[0165] In the above first embodiment, the behavior based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 in response to the behavior of the first controlled vehicle 11 is a behavior in which the sum of the energy consumed by the first controlled vehicle 11 and the following vehicle 15 in response to the behavior of the first controlled vehicle 11 is minimized. In contrast, the behavior based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 in response to the behavior of the first controlled vehicle 11 is not limited to a behavior in which the sum of the energy consumed by the first controlled vehicle 11 and the following vehicle 15 in response to the behavior of the first controlled vehicle 11 is minimized.

[0166] For example, behavior based on the energy consumed by the first controlled vehicle 11 and the following vehicle 15 in response to the behavior of the first controlled vehicle 11 may be behavior that consumes less energy than the energy consumed by the first controlled vehicle 11 and the following vehicle 15 in response to the current behavior of the first controlled vehicle 11.

[0167] In addition, the behavior based on the energy consumption of the first control vehicle 11 and the following vehicle 15 with respect to the behavior of the first control vehicle 11 may be a change in the route and path of the first control vehicle 11, etc. For example, when the energy consumption of the first control vehicle 11 and the following vehicle 15 at the current time is equal to or greater than a threshold, the traffic flow control device 40 outputs a signal to the first control vehicle 11 to change the route and path of the first control vehicle 11. As a result, the route and path on which the first control vehicle 11 is currently traveling are changed to a route and path that reduces the energy consumption of the first control vehicle 11 and the following vehicle 15. Therefore, an increase in the energy consumption of the first control vehicle 11 and the following vehicle 15 is suppressed. The threshold value for the energy consumption is set by experiment or simulation so that the route and path of the first control vehicle 11 are changed.

[0168] In the above second embodiment, the behavior based on the traffic volume for the behavior of the first controlled vehicle 11 is the behavior with the maximum traffic volume for the behavior of the first controlled vehicle 11. In contrast, the behavior based on the traffic volume for the behavior of the first controlled vehicle 11 is not limited to the behavior with the maximum traffic volume for the behavior of the first controlled vehicle 11.

[0169] For example, the behavior based on the traffic volume for the behavior of the first controlled vehicle 11 may be a behavior that increases the traffic volume compared to the current traffic volume for the behavior of the first controlled vehicle 11.

[0170] Furthermore, the behavior of the first controlled vehicle 11 based on the traffic volume may be a change in the route and path of the first controlled vehicle 11, etc. For example, when the current traffic volume of the first controlled vehicle 11 and the following vehicle 15 is below a threshold, the traffic flow control device 40 outputs a signal to the first controlled vehicle 11 to change the route and path of the first controlled vehicle 11. This causes the route and path on which the first controlled vehicle 11 is currently traveling to be changed to a route and path that increases the traffic volume. The threshold value related to the traffic volume is set by experiment or simulation so that the route and path of the first controlled vehicle 11 is changed.

[0171] In each of the above embodiments, the first controlled vehicle 11 is controlled by the traffic flow control device 40. In contrast, the second controlled vehicle 12 may be controlled by the traffic flow control device 40 in the same manner as the first controlled vehicle 11.

[0172] Further, the traffic flow control device 40 may control the traffic light 20 and the like based on information on the first control vehicle 11, information on the following vehicle 15, and information on the traffic light 20. For example, when the calculated energy consumption of the first control vehicle 11 and the following vehicle 15 is equal to or greater than a threshold, the traffic light 20 on the road on which the first control vehicle 11 and the following vehicle 15 travel is green. At this time, the traffic flow control device 40 may extend the time during which the traffic light 20 is green. This makes it easier for the first control vehicle 11 and the following vehicle 15 to pass through the traffic light 20. Therefore, unnecessary acceleration and deceleration of the first control vehicle 11 and the following vehicle 15 is suppressed. Therefore, an increase in the energy consumption of the first control vehicle 11 and the following vehicle 15 is suppressed. Furthermore, a decrease in the traffic volume in the traffic flow on the road on which the first control vehicle 11 and the following vehicle 15 travel is suppressed. The threshold value for the energy consumption is set by experiment or simulation so that it is calculated as a case where the energy consumption of the first control vehicle 11 and the following vehicle 15 is relatively large.

[0173] In each of the above embodiments, the traffic flow control device 40 is arranged at a location different from the first control vehicle 11, the second control vehicle 12, and the following vehicle 15, but is not limited to this. The traffic flow control device 40 may be arranged at the first control vehicle 11 and the second control vehicle 12.

[0174] (In view of the present disclosure) As is apparent from the above description of the embodiments, the disclosure of this specification includes at least the following aspects.

[0175] (assignment) In the vehicle driving assistance system described in Patent Document 1, the following vehicle traveling behind the host vehicle may unnecessarily accelerate or decelerate in response to the acceleration or deceleration of the host vehicle. This causes the host vehicle and the following vehicle to waste fuel and electric energy. This increases the energy consumption in the traffic flow on the road on which the host vehicle and the following vehicle are traveling. [Point 1-1] A communication unit (45); an acquisition unit (50) that acquires information regarding a first control vehicle (11) that communicates with the communication unit, information regarding a following vehicle (15) that travels between the first control vehicle and a second control vehicle (12) that travels behind the first control vehicle and communicates with the communication unit, and information regarding a forward object (20) located in front of the first control vehicle; a control unit (50) that causes the first controlled vehicle to perform a behavior based on the energy consumption of the first controlled vehicle and the following vehicle with respect to the behavior of the first controlled vehicle, the behavior being obtained from information about the first controlled vehicle, information about the following vehicle, and information about the forward object; A traffic flow control device comprising: [Point 1-2] The traffic flow control device according to aspect 1-1, wherein the control unit causes the first controlled vehicle to behave in a manner that minimizes the sum of the energy consumed by the first controlled vehicle and the following vehicle in response to the behavior of the first controlled vehicle. [Points 1-3] The traffic flow control device according to aspect 1-1 or 1-2, wherein the communication unit, the acquisition unit and the control unit are arranged in a location different from that of the first control vehicle, the second control vehicle and the following vehicle. [Points 1-4] A traffic flow control device described in any one of aspects 1-1 to 1-3, in which the first control vehicle changes the behavior of the first control vehicle based on traffic volume, which is the number of vehicles passing a certain point per unit time, for the behavior of the first control vehicle. [Points 1-5] The traffic flow control device according to any one of Aspects 1-1 to 1-4, wherein the first controlled vehicle changes a behavior of the first controlled vehicle based on a value related to the drivability of the first controlled vehicle. [Points 1-6] The traffic flow control device according to any one of Aspects 1-1 to 1-5, wherein the first controlled vehicle changes a behavior of the first controlled vehicle based on a value related to safety of the first controlled vehicle. [Point 1-7] A traffic flow control device according to any one of Aspects 1-1 to 1-6, wherein the behavior of the first controlled vehicle based on the energy consumption of the first controlled vehicle and the following vehicle relative to the behavior of the first controlled vehicle is deceleration. [Point 1-8] A traffic flow control device according to any one of Aspects 1-1 to 1-7, wherein the forward object is a traffic light. [Point 1-9] A traffic flow control device described in any one of Viewpoints 1-1 to 1-8, in which, when there is an abnormality in communication with the communication unit, the first controlled vehicle behaves based on the energy consumption of the first controlled vehicle and the following vehicle relative to the behavior of the first controlled vehicle before the communication with the communication unit became abnormal. [Points 1-10] The traffic flow control device according to any one of Aspects 1-1 to 1-9, wherein the information about the following vehicle includes a type of the following vehicle. [Point 1-11] A traffic flow control device, an acquisition unit (50) that acquires information about a first control vehicle (11) that communicates with a communication unit (45) of the traffic flow control device, information about a following vehicle (15) that travels between the first control vehicle and a second control vehicle (12) that travels behind the first control vehicle and communicates with the communication unit, and information about a forward object (20) located in front of the first control vehicle; and A traffic flow control program that functions as a control unit (50) that causes the first controlled vehicle to perform behavior based on the energy consumed by the first controlled vehicle and the following vehicle in relation to the behavior of the first controlled vehicle, which behavior is obtained from information about the first controlled vehicle, information about the following vehicle, and information about the object in front.

[0176] (assignment) In the vehicle driving assistance system described in Patent Document 1, the following vehicle traveling behind the host vehicle may unnecessarily accelerate or decelerate in response to the acceleration or deceleration of the host vehicle. This causes a decrease in the traffic volume in the traffic flow on the road on which the host vehicle and the following vehicle 15 are traveling.

[0177] [Point 2-1] A communication unit (45); an acquisition unit (50) that acquires information regarding a first control vehicle (11) that communicates with the communication unit, information regarding a following vehicle (15) that travels between the first control vehicle and a second control vehicle (12) that travels behind the first control vehicle and communicates with the communication unit, and information regarding a forward object (20) located in front of the first control vehicle; a control unit (50) that causes the first controlled vehicle to perform a behavior based on a traffic volume, which is the number of vehicles passing a certain point per unit time, for the behavior of the first controlled vehicle, the traffic volume being obtained from information about the first controlled vehicle, information about the following vehicle, and information about the forward object; A traffic flow control device comprising: [Point 2-2] The traffic flow control device according to aspect 2-1, wherein the control unit causes the first controlled vehicle to perform a behavior that maximizes the traffic volume for the behavior of the first controlled vehicle. [Point 2-3] The traffic flow control device according to aspect 2-1 or 2-2, wherein the communication unit, the acquisition unit and the control unit are arranged in a location different from that of the first control vehicle, the second control vehicle and the following vehicle. [Point 2-4] The traffic flow control device according to any one of Aspects 2-1 to 2-3, wherein the first control vehicle changes the behavior of the first control vehicle based on the energy consumption of the following vehicle with respect to the behavior of the first control vehicle. [Point 2-5] The traffic flow control device according to any one of Aspects 2-1 to 2-4, wherein the first control vehicle changes the behavior of the first control vehicle based on the energy consumption of the first control vehicle for the behavior of the first control vehicle. [Point 2-6] The traffic flow control device according to any one of Aspects 2-1 to 2-5, wherein the first controlled vehicle changes a behavior of the first controlled vehicle based on a value related to the drivability of the first controlled vehicle. [Point 2-7] The traffic flow control device according to any one of Aspects 2-1 to 2-6, wherein the first controlled vehicle changes a behavior of the first controlled vehicle based on a value related to safety of the first controlled vehicle. [Point 2-8] The traffic flow control device according to any one of Aspects 2-1 to 2-7, wherein the behavior of the first controlled vehicle based on the traffic volume for the behavior of the first controlled vehicle is deceleration. [Point 2-9] A traffic flow control device according to any one of Aspects 2-1 to 2-8, wherein the forward object is a traffic light. [Point 2-10] A traffic flow control device described in any one of Viewpoints 2-1 to 2-9, wherein when there is an abnormality in communication with the communication unit, the first controlled vehicle behaves based on the traffic volume relative to the behavior of the first controlled vehicle before the communication with the communication unit became abnormal. [Point 2-11] A traffic flow control device, an acquisition unit (50) that acquires information about a first control vehicle (11) that communicates with a communication unit (45) of the traffic flow control device, information about a following vehicle (15) that travels between the first control vehicle and a second control vehicle (12) that travels behind the first control vehicle and communicates with the communication unit, and information about a forward object (20) located in front of the first control vehicle; and A traffic flow control program that causes the first controlled vehicle to function as a control unit (50) that causes the first controlled vehicle to behave in a manner based on traffic volume, which is the number of vehicles passing a certain point per unit time, obtained from information about the first controlled vehicle, information about the following vehicle, and information about the object in front. [Explanation of symbols]

[0178] 10. System 11 First control vehicle 12 Second control vehicle 15 Following vehicle 20 Traffic Lights 40 Traffic flow control device 45 Communications Department 50 Control section

Claims

1. A communication unit (45); an acquisition unit (50) that acquires information regarding a first control vehicle (11) that communicates with the communication unit, information regarding a following vehicle (15) that travels between the first control vehicle and a second control vehicle (12) that travels behind the first control vehicle and communicates with the communication unit, and information regarding a forward object (20) located in front of the first control vehicle; a control unit (50) that causes the first control vehicle to perform a behavior based on the energy consumption of the first control vehicle and the following vehicle with respect to the behavior of the first control vehicle, the behavior being obtained from information about the first control vehicle, information about the following vehicle, and information about the forward object; A traffic flow control device comprising:

2. The traffic flow control device according to claim 1 , wherein the control unit causes the first controlled vehicle to behave in a manner that minimizes a sum of energy consumption of the first controlled vehicle and the following vehicle in response to the behavior of the first controlled vehicle.

3. The traffic flow control device according to claim 1 or 2, wherein the communication unit, the acquisition unit and the control unit are arranged in different locations from the first controlled vehicle, the second controlled vehicle and the following vehicle.

4. 3. A traffic flow control device according to claim 1 or 2, wherein the first control vehicle changes its behavior based on traffic volume, which is the number of vehicles passing a certain point per unit time, for the behavior of the first control vehicle.

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

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

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

8. 3. The traffic flow control device according to claim 1, wherein the forward object is a traffic signal.

9. A traffic flow control device as described in claim 1 or 2, wherein when there is an abnormality in communication with the communication unit, the first controlled vehicle behaves based on the energy consumption of the first controlled vehicle and the following vehicle relative to the behavior of the first controlled vehicle before the communication with the communication unit became abnormal.

10. The traffic flow control device according to claim 1 or 2, wherein the information about the following vehicle includes a type of the following vehicle.

11. A traffic flow control device, an acquisition unit (50) that acquires information about a first control vehicle (11) that communicates with a communication unit (45) of the traffic flow control device, information about a following vehicle (15) that travels between the first control vehicle and a second control vehicle (12) that travels behind the first control vehicle and communicates with the communication unit, and information about a forward object (20) located in front of the first control vehicle; and A traffic flow control program that functions as a control unit (50) that causes the first controlled vehicle to perform behavior based on the energy consumption of the first controlled vehicle and the following vehicle in relation to the behavior of the first controlled vehicle, which behavior is obtained from information regarding the first controlled vehicle, information regarding the following vehicle, and information regarding the object in front.

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