Driving support device

Abstract

To perform the row traveling of vehicles while sufficiently satisfying the taste of an occupant relating to vehicle traveling.SOLUTION: The travel support device supports convoy travel of vehicles. The driving assistance device includes one or more processors. The one or more processors are configured to acquire, from a target vehicle, traveling preference information including traveling pattern preference information related to a desired traveling pattern, the traveling pattern preference information being information indicating an occupant's preference related to vehicle traveling, and execute a vehicle-queue formation support process for supporting formation of a vehicle queue for performing platooning based on the acquired traveling preference information. The platoon formation support process includes presenting the platoon to the occupant of the target vehicle via the HMI device of the target vehicle as a candidate for performing the platooning in cooperation with the target vehicle when a matching degree of the traveling preference information between the platoon and the target vehicle is higher than a first threshold value.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a technology for supporting vehicle platooning. [Background technology]

[0002] Patent Document 1 discloses a driving assistance device that assists a vehicle in merging into a group of vehicles traveling in a convoy. The driving assistance device acquires a most frequently occurring vehicle speed that indicates the preferred speed of the driver of the vehicle, and provides the driver with information about vehicles traveling at or near the most frequently occurring vehicle speed.

[0003] Patent Document 2 discloses a driving support system that supports platoon driving. The driving support system includes an on-board device in the pursuit vehicle, which notifies the pursuit target vehicle that has permission to pursue along with the matching distance to the destination. Patent Document 3 discloses a platoon control device that separates a target vehicle from the platoon and allows it to join the platoon, with the aim of optimizing the number of vehicles comprising the platoon.

[0004] Patent Document 4 discloses an HMI device that is mounted on a vehicle traveling in a platoon and has a screen that displays various information (e.g., the acceleration and deceleration states of other vehicles in the platoon, and the relative positions of the vehicles in the platoon). Patent Document 5 discloses a vehicle management device that acquires the congestion level of the road on which platooning is carried out and sets a standard for the number of vehicles in the platoon or the length of the platoon based on the acquired congestion level. Furthermore, Patent Document 6 discloses a power supply system that contributes to expanding the application of platooning by providing an incentive to a vehicle to travel as the lead vehicle in the platoon. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2020-042649 [Patent Document 2] Japanese Patent Publication No. 2022-032673 [Patent Document 3] Japanese Patent Application Publication No. 2019-179322 [Patent Document 4] Japanese Patent Application Laid-Open No. 2013-084147 [Patent Document 5] Japanese Patent Application Publication No. 2023-033359 [Patent Document 6] Japanese Patent Publication No. 2023-037371 Summary of the Invention [Problem to be solved by the invention]

[0006] It is desirable to be able to platoon vehicles while more fully satisfying the preferences of passengers regarding vehicle driving. [Means for solving the problem]

[0007] A driving assistance device according to the present disclosure assists vehicle platooning. The driving assistance device includes one or more processors. The one or more processors acquire driving preference information from a target vehicle, the driving preference information indicating occupant preferences regarding vehicle driving, including driving pattern preference information regarding a desired driving pattern, and execute a vehicle convoy formation assistance process that assists in forming a vehicle convoy for platooning based on the acquired driving preference information. The vehicle convoy formation assistance process includes, when a degree of agreement of the driving preference information between the vehicle convoy and the target vehicle is higher than a first threshold, presenting the vehicle convoy to an occupant of the target vehicle via an HMI device of the target vehicle as a candidate for cooperative platooning. [Effects of the Invention]

[0008] According to the present disclosure, the formation of a convoy of vehicles that travel in a convoy is supported by taking into consideration the desired driving pattern as the preferences of passengers regarding vehicle travel, thereby enabling the convoy to travel in a convoy while more fully satisfying the preferences. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a conceptual diagram for explaining an overview of a driving assistance system according to an embodiment; [Figure 2]1 is a block diagram showing an example of the configuration of a vehicle and a management server according to an embodiment; [Figure 3] 10 is a flowchart illustrating an example of the flow of a preference information acquisition process and a convoy formation support process according to an embodiment. [Figure 4] 10 is a flowchart showing a first example of the flow of the queue formation assistance process in step S3. [Figure 5] FIG. 10 is a supplementary diagram regarding the degree of match Dm2 of destination preference information. [Figure 6] 10 is a flowchart showing a second example of the flow of the convoy formation assistance process in step S3. [Figure 7] 10 is a flowchart showing an example of the flow of a vehicle queue formation assistance process involving a first vehicle queue reconstruction process. [Figure 8] 10 is a flowchart showing an example of the flow of a vehicle queue formation assistance process involving a second vehicle queue reconstruction process. DETAILED DESCRIPTION OF THE INVENTION

[0010] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0011] 1. Overview of driving assistance system FIG. 1 is a conceptual diagram for explaining an overview of a driving assistance system 1 according to this embodiment. The driving assistance system 1 is a system that supports platooning of vehicles 10. The driving assistance system 1 includes a plurality of vehicles 10 (10_1 to 10_N: N is an integer of 2 or more) and a management server (central server) 20. The plurality of vehicles 10 are targets of platooning assistance by the driving assistance system 1 ("target vehicles" according to the present disclosure). Platooning is performed, for example, on a motorway such as an expressway.

[0012] The management server 20 is capable of communicating with each of the multiple vehicles 10. The management server 20 assists in forming a vehicle convoy T for platooning by vehicles 10 whose passengers 2 have similar preferences (driving preferences) regarding vehicle driving. The management server 20 also controls the driving (platooning) of the formed vehicle convoy T. For example, the management server 20 controls the acceleration, deceleration, and lane changes of the formed vehicle convoy T. The management server 20 corresponds to an example of a "driving assistance device" according to the present disclosure.

[0013] The vehicle 10 may be a manually driven vehicle driven by a passenger 2 as a driver. In the example of a manually driven vehicle, the management server 20 transmits, for example, instructions regarding platooning (e.g., instructions for the driving speed, acceleration, deceleration, or lane change of the vehicle convoy T) to the HMI device 15 (see FIG. 2) of each vehicle 10 constituting the vehicle convoy T. As a result, the driver 2 of each vehicle 10 drives the vehicle 10 in accordance with the instructions. Alternatively, the instructions may be transmitted, for example, only to the leading vehicle 10 of the vehicle convoy T. As a result, the driver 2 of the leading vehicle 10 drives the leading vehicle 10 in accordance with the instructions, and the driver 2 of the following vehicle 10 drives the vehicle 10 so as to follow the preceding vehicle 10 (including the leading vehicle 10). Note that the "manually driven vehicle" referred to here may also include, for example, a "driving assistance vehicle" having an autonomous driving function (driving assistance function) that enables partial autonomous driving control (advanced driving assistance) of Level 2 or lower in the autonomous driving levels defined by the Society of Automotive Engineers (SAE) of the United States. In the example of the driving assistance vehicle, the driver 2 may use driving assistance control (for example, adaptive cruise control (ACC), lane keeping assistance control) when making the host vehicle 10 follow the leading vehicle 10.

[0014] Furthermore, the vehicle 10 may be an autonomous vehicle capable of autonomous driving. More specifically, the "autonomous vehicle" referred to here has an autonomous driving function of level 3 or higher among the autonomous driving levels. In the example of the autonomous vehicle, the management server 20, for example, remotely controls the platooning of each vehicle 10 constituting the vehicle convoy T. More specifically, the management server 20, for example, transmits instructions regarding the platooning to the control device 14 (see FIG. 2) of each vehicle 10. As a result, the control device 14 of each vehicle 10 controls the traveling device 13 (see FIG. 2) in accordance with the instructions. Alternatively, the management server 20 may directly remotely control the traveling device 13 of each vehicle 10. Furthermore, the remote control of the platooning of each vehicle 10 by the management server 20 may be performed, for example, only on the leading vehicle 10 of the vehicle convoy T. In this example, the control device 14 of the following vehicle 10 controls the autonomous driving of the following vehicle 10 so that the following vehicle 10 follows the preceding vehicle 10 (including the leading vehicle 10).

[0015] FIG. 2 is a block diagram showing an example of the configuration of the vehicle 10 and the management server 20 according to this embodiment.

[0016] As shown in FIG. 2, the vehicle 10 includes a communication device 11, a sensor group 12, a driving device 13, a control device 14, and an HMI (Human Machine Interface) device 15.

[0017] The communication device 11 communicates with the outside of the vehicle 10. For example, the communication device 11 performs wireless communication with the management server 20 via the communication network 3. The communication device 11 may also include a vehicle-to-vehicle communication device that enables communication between the vehicle 10 and a nearby vehicle 10 (i.e., vehicle-to-vehicle communication (V2V)).

[0018] The sensor group 12 includes a recognition sensor, a vehicle state sensor, a position sensor, etc. The recognition sensor recognizes (detects) the situation around the vehicle 10. Examples of the recognition sensor include a camera, a LIDAR (Laser Imaging Detection and Ranging), a radar, etc. The vehicle state sensor detects the state of the vehicle 10. Examples of the vehicle state sensor include a speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle sensor, etc. The position sensor detects the position and orientation of the vehicle 10. For example, the position sensor includes a GNSS (Global Navigation Satellite System) receiver.

[0019] The traveling device 13 is a device that operates the vehicle 10. The traveling device 13 includes a drive device, a braking device, and a steering device. The drive device includes, for example, at least one of an electric motor and an internal combustion engine for driving (accelerating) the vehicle 10. The braking device includes a brake actuator for braking (deceleration) the vehicle 10. The steering device includes an electric motor for steering the wheels of the vehicle 10.

[0020] The control device 14 controls the vehicle 10. The control device 14 includes one or more processors 16 (hereinafter simply referred to as processors 16) and one or more storage devices 17 (hereinafter simply referred to as storage devices 17). The processor 16 executes various processes. Examples of the processor 16 include a general-purpose processor, a specific-purpose processor, a central processing unit (CPU), a graphics processing unit (GPU), an application-specific integrated circuit (ASIC), and a field-programmable gate array (FPGA). The processor 16 can also be called processing circuitry. The storage device 17 stores various information. Examples of the storage device 17 include a volatile memory, a non-volatile memory, a hard disk drive (HDD), and a solid-state drive (SSD). The processor 16 executes a vehicle management program (computer program) including a vehicle control program. The vehicle management program is stored in the storage device 17. Alternatively, the vehicle management program may be recorded on a computer-readable recording medium or provided via the communication network 3. The functions of the control device 14 may be realized by cooperation between the processor 16 that executes a vehicle management program and the storage device 17 .

[0021] The various types of information stored in the storage device 17 include vehicle information Iv and driving preference information Ipv. The vehicle information Iv is information related to the vehicle 10, and includes, for example, vehicle state information, surrounding situation information, position information, vehicle type information, and mileage information. The vehicle state information is information indicating the state of the vehicle 10, such as vehicle speed (traveling speed), acceleration, and yaw rate, and is acquired, for example, using the sensor group 12 (vehicle state sensors). The surrounding situation information is information indicating the surrounding situation of the vehicle 10, and is acquired, for example, using the sensor group 12 (recognition sensors). The surrounding situation information may include object information related to objects around the vehicle 10 (e.g., other vehicles, white lines, traffic lights, signs, roadside structures). The position information is information indicating the position and orientation of the vehicle 10, and is acquired, for example, using the sensor group 12 (position sensors). The vehicle type information is information indicating the type of vehicle 10 (e.g., passenger car, truck, bus). The driving preference information Ipv will be described later.

[0022] The HMI device 15 is an interface between the vehicle 10 and the passenger 2, and is mounted on, for example, the vehicle 10. Specifically, the HMI device 15 has an output unit that outputs information to the passenger 2 and an input unit (e.g., a touch panel, an operation button, an operation switch, a microphone) to which the passenger 2 inputs information. The output unit includes, for example, a display device and a speaker. The display device is, for example, a display (e.g., a meter panel) mounted on the instrument panel of the vehicle 10, or a head-up display (HUD) that displays information on the windshield of the vehicle 10. The HMI device 15 notifies the passenger 2 of various information based on commands from the control device 14. The HMI device 15 also transmits information input by the passenger 2 to the control device 14. The HMI device 15 may have a navigation function that provides guidance on traveling the vehicle 10. Note that a mobile terminal (e.g., a smartphone or a tablet terminal) of the passenger 2 may be communicably connected to the control device 14, for example, via a wired or wireless connection, and function as the HMI device 15.

[0023] 2, the management server 20 includes a communication device 21, one or more processors 22 (hereinafter simply referred to as processors 22), and one or more storage devices 23 (hereinafter simply referred to as storage devices 23). The communication device 21 performs wireless communication with the vehicle 10 via the communication network 3.

[0024] The processor 22 executes various processes to support platooning of multiple vehicles 10. Examples of the processor 22 include a CPU, a GPU, an ASIC, and an FPGA. The processor 22 can also be called processing circuitry. The storage device 23 stores various types of information. Examples of the storage device 23 include a volatile memory, a non-volatile memory, an HDD, and an SSD. The processor 22 executes a driving assistance program (computer program). The driving assistance program is stored in the storage device 23. Alternatively, the driving assistance program may be recorded on a computer-readable recording medium, or may be provided via the communication network 3. The functions of the management server 20 may be realized by cooperation between the processor 22 that executes the driving assistance program and the storage device 23.

[0025] The various information stored in the storage device 23 includes driving preference information Ipv, vehicle convoy information It, and map information. The driving preference information Ipv is acquired from each vehicle 10. The vehicle convoy information It includes, for each individual vehicle convoy T, for example, a vehicle convoy ID (Identification), vehicle convoy driving information Itt, driving preference information Ipt, and vehicle convoy surrounding situation information Its. The vehicle convoy driving information Itt is information indicating the driving state of the vehicle convoy T, and includes, for example, the position, driving speed, and number of lane changes of the vehicle convoy T. The vehicle convoy driving information Itt can be acquired, for example, based on the vehicle information Iv from each vehicle 10. The driving preference information Ipt is information indicating the driving preferences of the vehicle convoy T, and can be identified, for example, by the method described in step S11 below. The vehicle convoy surrounding situation information Its is information indicating the surrounding situation of the vehicle convoy T, and includes, for example, information on vehicles surrounding the vehicle convoy T (including emergency vehicles) and road traffic information (e.g., traffic density, traffic volume, congestion, traffic regulations, and traffic accidents). The vehicle train surrounding situation information Its can be acquired, for example, based on vehicle information Iv (surrounding situation information) from each vehicle 10 or information from an external system (e.g., a road traffic information system). The map information includes information about the road on which the vehicle train T is traveling (e.g., road shape, lane information).

[0026] 2. Platooning support processing Here, a process for supporting the formation of a vehicle convoy T that travels in a convoy will be described. That is, in the preference information acquisition process, the management server 20 acquires "driving preference information Ipv" from each of the multiple vehicles 10 that are targets for platooning support. Then, in the convoy formation support process, the management server 20 supports the formation of a vehicle convoy T that travels in a convoy using vehicles 10 that have similar driving preferences among the multiple vehicles 10, based on the acquired driving preference information Ipv.

[0027] The driving preference information Ipv is information indicating the preferences of the passenger 2 (e.g., the driver) regarding driving of the vehicle 10. Specifically, the driving preference information Ipv includes at least driving pattern preference information Ipv1. The driving pattern preference information Ipv1 relates to the desired driving pattern of the passenger 2. The driving pattern can also be referred to as a driving mode.

[0028] Furthermore, the driving preference information Ipv may include, for example, destination preference information Ipv2 related to a desired destination together with the driving pattern preference information Ipv1. Alternatively, the driving preference information Ipv may include driving speed preference information Ipv3 related to a desired driving speed together with the driving pattern preference information Ipv1. Furthermore, the driving preference information Ipv may include both destination preference information Ipv2 and driving speed preference information Ipv3 together with the driving pattern preference information Ipv1.

[0029] (Desired driving pattern) The desired driving pattern may include, for example, any one or more of a "driving efficiency-oriented pattern," a "safety-oriented pattern," a "fuel-efficiency-oriented pattern," and a "punctuality-oriented pattern" as candidates for selection by passenger 2. The driving efficiency-oriented pattern is a pattern that emphasizes driving to arrive at the destination faster (e.g., actively overtaking). The safety-oriented pattern is a pattern that emphasizes driving to arrive at the destination more safely (e.g., tolerating arrival delays of less than a specified time). The fuel-efficiency-oriented pattern is a pattern that emphasizes fuel-efficient driving. The punctuality-oriented pattern is a pattern that emphasizes driving on time (e.g., arriving at each destination at a predetermined time, like a route bus).

[0030] The desired driving pattern may also be specified by, for example, at least one of a preference for "lane change frequency" and a preference for "speed range." Here, the lane change frequency refers to the number of lane changes per predetermined time, and the speed range refers to the magnitude of the allowable speed difference from the target speed set when the vehicle is traveling.

[0031] The driving pattern preference information Ipv1 for each vehicle 10 may be acquired in advance using the following method. That is, for example, the control device 14 of each vehicle 10 may request the occupant 2 to select (input) a desired driving pattern via the HMI device 15. More specifically, the control device 14 may request the occupant 2 to select a desired driving pattern from predetermined candidates (e.g., a driving efficiency-oriented pattern and a safety-oriented pattern). Alternatively, the control device 14 may request the occupant 2 to input a value that suits his or her preference from predetermined lane change frequency values. The same applies to the speed range.

[0032] Then, the control device 14 stores the desired driving pattern selected (input) by the passenger 2 as described above as driving pattern preference information Ipv1 in the storage device 17. Alternatively, the control device 14 may identify the desired driving pattern based on the driving history of the vehicle 10 while being driven by the passenger 2 in the past, and store the identified desired driving pattern as driving pattern preference information Ipv1 in the storage device 17. Furthermore, machine learning may be used to identify the desired driving pattern in this manner.

[0033] In addition, the desired driving pattern described above can also be said to indicate the priority of the passenger 2 with respect to driving the vehicle 10.

[0034] (desired destination) The destination preference information Ipv2 in each vehicle 10 may be acquired in advance by the following method. That is, for example, the control device 14 may request the passenger 2 to select (input) a desired destination via the HMI device 15. Then, when the desired destination is input into the HMI device 15, the control device 14 stores the input desired destination in the storage device 17 as the destination preference information Ipv2.

[0035] The HMI device 15 may also include a processor that generates a driving route Rv of the vehicle 10 based on the location information of the current location and destination of the vehicle 10 and map information. The information of the desired destination as the destination preference information Ipt2 may be a "destination direction (for example, see FIG. 5 described later)" specified by the driving route Rv to the destination.

[0036] (Desired driving speed) The travelling speed preference information Ipv3 for each vehicle 10 may be acquired in advance by, for example, the following method. That is, the control device 14 may request the passenger 2 to select (input) a desired travelling speed via the HMI device 15. More specifically, the control device 14 may request the passenger 2 to input a numerical value of the desired travelling speed (e.g., 80 km / h, 100 km / h). Alternatively, the control device 14 may request the passenger 2 to select the desired travelling speed as a rough speed range (e.g., low, medium, high) rather than a specific numerical value (set speed) of the desired travelling speed. Then, the control device 14 may store the desired travelling speed input (selected) by the passenger 2 in the storage device 17 as the travelling speed preference information Ipv3. Alternatively, for example, the control device 14 may identify the desired travelling speed based on the travelling history of the vehicle 10 while the passenger 2 was driving, and store the identified desired travelling speed in the storage device 17 as the travelling speed preference information Ipv3.

[0037] (others) The driving preference information Ipv may include information indicating the preferences of the passenger 2 regarding factors other than the desired driving pattern, desired destination, and desired driving speed. The other factors may be, for example, characteristics of the vehicles 10 that make up the vehicle convoy T. More specifically, the driving preference information Ipv may include information indicating, for example, a preference for platooning consisting only of the same type of vehicles 10 (e.g., trucks, passenger cars) and a preference for platooning that allows a mixture of different types of vehicles 10. Furthermore, the other factors may be, for example, inter-vehicle information (inter-vehicle time or inter-vehicle distance) between the preceding and following vehicles 10 during platooning, and therefore the driving preference information Ipv may include information indicating a preference regarding the length of the inter-vehicle time or inter-vehicle distance.

[0038] 3 is a flowchart showing an example of the flow of preference information acquisition processing and vehicle convoy formation support processing according to this embodiment. The processing of this flowchart is executed to support a vehicle 10 with driving preferences similar to those of the vehicle convoy T to join the vehicle convoy T. When multiple vehicle convoys T exist, the management server 20 executes the processing of this flowchart for each vehicle convoy T.

[0039] 3 is an expression that indicates not only the vehicle convoy T (i.e., the collection of multiple vehicles 10) itself after two or more vehicles 10 initially gather to form the convoy, but also one central vehicle 10 among the two or more vehicles 10 that initially gather to form the convoy. The central vehicle 10 may be identified, for example, as follows: That is, the management server 20 may identify a vehicle that has standard driving preference information Ipv among the two or more vehicles 10 as the central vehicle 10.

[0040] In FIG. 3, in step S1, the management server 20 (processor 22) determines whether or not the vehicle train T and its surrounding vehicles 10 have been recognized. Specifically, the management server 20 identifies the vehicle train T to be processed this time based on the vehicle train information It. Then, the management server 20 executes a process to recognize one or more surrounding vehicles 10 for the vehicle train T, for example, based on the position information of the identified vehicle train T and the position information of surrounding vehicles 10 that are not currently part of the vehicle train. Note that the one or more surrounding vehicles 10 may include not only vehicles 10 that are in motion, but also vehicles 10 that are stopped at a location such as a service area.

[0041] If one or more surrounding vehicles 10 are not recognized for the vehicle convoy T (step S1; No), the process proceeds to end. On the other hand, if one or more surrounding vehicles 10 are recognized (step S1; Yes), the process proceeds to step S2. Note that the processes of steps S2 and S3 may be executed when the management server 20 receives a request from a surrounding vehicle 10 to join the vehicle convoy T, instead of the process of step S1.

[0042] In step S2, the management server 20 acquires driving preference information Ipv from each of the vehicles 10 constituting the vehicle train T and each of one or more recognized surrounding vehicles 10 (preference information acquisition process). The acquired driving preference information Ipv is stored in the storage device 23. Thereafter, the process proceeds to step S3.

[0043] In step S3, the management server 20 executes a process of assisting the formation of a vehicle queue. The process of assisting the formation of a vehicle queue is executed, for example, as follows.

[0044] (First example) 4 is a flowchart showing a first example of the flow of the convoy formation assistance process in step S3. When multiple nearby vehicles 10 are recognized, the process shown in FIG.

[0045] 4, in step S11, the management server 20 determines whether the degree of match Dm between the driving preference information Ipt of the vehicle convoy T and the driving preference information Ipv of the surrounding vehicles 10 is higher than a predetermined threshold TH1 (corresponding to the "first threshold" according to the present disclosure). In addition, in step S11, when two or more vehicles 10 initially gather to form the vehicle convoy T, the degree of match Dm of the driving preference information Ipv between one vehicle 10 at the center of the convoy and the surrounding vehicles 10 is compared with the threshold TH1.

[0046] The degree of match Dm may be quantified, for example, in the form of a score SC. For example, the score SC may be calculated to be 0 when the driving preference information Ipt and the driving preference information Ipv are completely identical, and may be calculated to be larger as the difference between the driving preference information Ipt and the driving preference information Ipv is larger. In other words, the degree of match Dm increases as the score SC approaches 0. Therefore, when the score SC is lower than a predetermined threshold, the management server 20 determines that the degree of match Dm is higher than the threshold TH1.

[0047] More specifically, in an example in which the driving preference information Ipv includes driving pattern preference information Ipv1, destination preference information Ipv2, and driving speed preference information Ipv3, the management server 20 may calculate scores SC1, SC2, and SC3 corresponding to the respective degrees of match Dm1, Dm2, and Dm3, and calculate the score SC as the sum of the calculated scores SC1, SC2, and SC3. Furthermore, as shown in equation (1), each of the scores SC1, SC2, and SC3 may be multiplied by a coefficient K (e.g., K1, K2, and K3). The coefficient K may be determined so that the value of the coefficient K corresponding to the preference information that is desired to be more highly reflected in the score SC is greater than the values ​​of the other coefficients K. For example, in order to increase the degree to which the driving pattern preference information Ipv1 is reflected in the score SC, the coefficient K1 may be determined to be greater than at least one of the other coefficients K2 and K3. SC=SC1×K1+SC2×K2+SC3×K3 (1)

[0048] FIG. 5 is a supplementary diagram regarding the degree of match Dm2 of destination preference information. FIG. 5 illustrates an example of travel routes Rv1, Rv2, and Rv3 of three vehicles 10 (referred to as vehicles V1, V2, and V3). In FIG. 5, J1 and J2 are junctions where the vehicle travel directions branch off. In the example illustrated in FIG. 5, travel route Rv1 has destination directions D1, D2, and D3, travel route Rv2 has destination directions D1, D2, and D4, and travel route Rv3 has destination directions D1 and D5. In this example, from the perspective of vehicle V1, vehicle V2, which has a larger number of common destination directions (in other words, a longer platoonable section), is closer to vehicle V1 than vehicle V3 in terms of the preference for "destination direction," which is the destination preference information Ipv2. Therefore, in an example in which destination direction information is used as the destination preference information Ipv2, the degree of match Dm2 may be determined, for example, as follows. That is, if the destination preference information Ipt2 of the vehicle train T is equal to, for example, the destination preference information Ipv2 of the vehicle V1 in Figure 5, the degree of match Dm2 between the destination preference information Ipt2 and the destination preference information Ipv2 of the vehicle V2 may be determined to be higher than the degree of match Dm between the destination preference information Ipt2 and the destination preference information Ipv2 of the vehicle V3.

[0049] The driving preference information Ipt (Ipt1 to Ipt3) of the vehicle train T used in step S11 can be determined as follows based on the driving preference information Ipv (Ipv1 to Ipv3) of each vehicle 10 constituting the vehicle train T. That is, for example, statistical values ​​(e.g., mean value, variance, deviation (mean deviation, standard deviation)) calculated from the digitized driving preference information Ipv of each vehicle 10 constituting the vehicle train T may be used as the driving preference information Ipt of the vehicle train T.

[0050] Additionally, the driving pattern preference information Ipt1 of the vehicle train T may be determined as follows. That is, as can be seen from the processing shown in FIG. 4 , it can be said that each vehicle 10 constituting the vehicle train T has driving pattern preference information Ipv1 with a high degree of similarity Dm1. Therefore, if all the constituent vehicles 10 have a common desired driving pattern, the management server 20 may determine the common desired driving pattern (e.g., a driving efficiency-oriented pattern) as the driving pattern preference information Ipt1 (i.e., the desired driving pattern of the vehicle train T). Also, even if the desired driving pattern is not common to all the constituent vehicles 10, the management server 20 may determine the most common desired driving pattern among all the constituent vehicles 10 as the driving pattern preference information Ipt1. The same applies to the other destination preference information Ipt2 and driving speed preference information Ipt3 of the vehicle train T.

[0051] 4, if the degree of match Dm is equal to or less than the threshold value TH1 (step S11; No), the process proceeds to END. That is, the management server 20 excludes the surrounding vehicle 10 that is the subject of the current determination in step S11 from the vehicles 10 to be added to the vehicle train T. Note that if no surrounding vehicle 10 with a degree of match Dm higher than the threshold value TH1 is found, the management server 20 may lower the threshold value TH1 and execute the process shown in FIG. 4 again for one or more surrounding vehicles 10 recognized by the process of step S1.

[0052] On the other hand, if the degree of match Dm is higher than the threshold value TH1 (step S11; Yes), the processing proceeds to step S12. In step S12, the management server 20 presents the vehicle convoy T to the surrounding vehicle 10 that is the subject of the current determination in step S11 as a candidate for a convoy that the surrounding vehicle 10 will join (in other words, as a candidate for cooperative convoy driving). The presentation of the vehicle convoy T is made to the passenger 2 of the surrounding vehicle 10 via the HMI device 15. The presentation of the vehicle convoy T is made, for example, together with information necessary for the passenger 2 to determine whether or not to join the convoy T. Examples of this information include information on the degree of match Dm of driving preference information between the vehicle convoy T and the subject vehicle 10, information on the time required for the subject vehicle 10 to reach the convoy T, etc.

[0053] In step S13 following step S12, the management server 20 determines whether or not it has received intention information from the surrounding vehicle 10 that presented the vehicle convoy T, indicating that the passenger 2 has chosen to join the vehicle convoy T.

[0054] If no expression of intention information is received within a predetermined time from the presentation of the vehicle convoy T (step S13; No), the process proceeds to end. On the other hand, if expression of intention information is received (step S13; Yes), the process proceeds to step S14. In step S14, the management server 20 updates the vehicle convoy information It so that information about the current surrounding vehicle 10 that transmitted the expression of intention information is added.

[0055] (Second example) According to the first example described above, even if a vehicle convoy T is found whose matching degree Dm with the vehicle 10 is higher than the threshold value TH1, the vehicle convoy T may be traveling at a location far from the location of the vehicle 10. Depending on the passenger 2 of the vehicle 10, there is a possibility that they will want to select another vehicle convoy T that is closer to the location of their own vehicle 10, even if the matching degree Dm is lower than that of the above vehicle convoy T.

[0056] Therefore, the process of assisting the formation of a vehicle queue may be executed as in the following second example: Figure 6 is a flowchart showing a second example of the flow of the process of assisting the formation of a vehicle queue in step S3.

[0057] In step S21, the management server 20 determines whether the time TM required for the vehicle 10 to reach the vehicle train T is longer than a predetermined threshold TH2 (corresponding to the "second threshold" according to the present disclosure). Specifically, the management server 20 calculates the time TM based on, for example, the vehicle information Iv (position and traveling speed) and the vehicle train traveling information Itt (position and traveling speed) acquired from the vehicle 10.

[0058] If the time TM is longer than the threshold value TH2 (step S21; Yes), the process proceeds to END. That is, the management server 20 excludes the vehicle sequence T recognized this time by the process of step S11 from the vehicle sequence candidates to be presented to the vehicle 10 that is the target of this vehicle sequence formation support process. On the other hand, if the time TM is equal to or less than the threshold value TH2 (step S21; No), a determination is made of the degree of match Dm between the vehicle sequence T and the vehicle 10 (step S11).

[0059] The above-described process for assisting formation of a convoy T can be supported to appropriately satisfy the driving preferences of passengers 2 of vehicles 10 joining the convoy T. This allows passengers 2 of vehicles 10 to receive the benefits of joining the formation of the convoy T while minimizing the extent to which their own driving preferences are sacrificed. More specifically, the process for assisting formation of a convoy T in accordance with the present embodiment takes into account the desired driving pattern as the driving preference, making it possible to support the formation of a convoy T in which the driving preferences of passengers 2 are appropriately satisfied.

[0060] Furthermore, according to the convoy formation assistance process of this embodiment, when at least one of the desired destination and the desired driving speed is further taken into consideration as driving preferences along with the desired driving pattern, it becomes possible to assist in the formation of the convoy T so as to more appropriately satisfy the driving preferences of the passenger 2.

[0061] Furthermore, according to a second example of the convoy formation support process (see FIG. 6), the passenger 2 of the vehicle 10 can select the convoy T from the presented candidates, taking into consideration the time TM required for the vehicle 10 to reach the convoy T (i.e., the time distance to the convoy T).

[0062] Furthermore, the processing of step S1 (see FIG. 3) may be executed to recognize multiple vehicle convoys T. Then, in the convoy formation support processing, the management server 20 may identify multiple candidates for the convoy T to be presented to the passenger 2 of the surrounding vehicle 10, and present the identified multiple candidates to the passenger 2. This allows the passenger 2 to select the convoy T to join from the multiple candidates. This allows the passenger 2 to more proactively select a convoy T that will more appropriately satisfy his or her expectations.

[0063] (Merge support processing) Furthermore, the convoy formation support process may include a "merging support process" that supports the driving of the vehicle 10 of the passenger 2 to join the convoy T after the passenger 2 selects to join the convoy T. Specifically, in an example where the vehicle 10 is a manually driven vehicle (including the above-mentioned driving support vehicle), the merging support process may include, for example, notifying the passenger 2 via the HMI device 15 of at least one of a notification of the driving route until the vehicle 10 joins the convoy T, an instruction to change lanes, and an instruction on the driving speed. In an example where the vehicle 10 is the above-mentioned autonomously driven vehicle, the merging support process may include, for example, the management server 20 remotely controlling the driving of the vehicle 10 until it joins the convoy T. According to such a merging support process, even if the distance between the vehicle 10 and the convoy T at the time of selecting to join the convoy T is far, the management server 20, which has knowledge of the position information of both vehicles, can smoothly guide the vehicle 10 to the convoy T.

[0064] 3. Further processing related to platooning support To support platooning, the management server 20 may additionally execute at least one of the following: "first or second convoy reconfiguration process," "convoy information provision process," "congestion reduction process," "any one of the first to third driving control processes," "convoy dissolution process," "third convoy reconfiguration process," "first incentive granting process," and "second incentive granting process."

[0065] 3-1. First convoy reconstruction process If the vehicle convoy T is too long, the influence of the vehicle convoy T on surrounding vehicles will increase, and it will also be difficult to control the vehicle convoy T. For this reason, even if a vehicle convoy T with similar driving preference information is located near the vehicle 10, if the vehicle convoy T is too long, it is not appropriate to simply allow the vehicle 10 to join the vehicle convoy T.

[0066] Therefore, the management server 20 may execute the above-mentioned "vehicle queue formation support processing" in conjunction with the following "first vehicle queue formation support processing." Fig. 7 is a flowchart showing an example of the flow of the vehicle queue formation support processing in conjunction with the first vehicle queue formation support processing. Note that in Fig. 7, the first vehicle queue formation support processing is combined with the vehicle queue formation support processing shown in Fig. 4, but instead it may be combined with the vehicle queue formation support processing shown in Fig. 6.

[0067] 7, if the degree of match Dm is higher than the threshold value TH1 (step S11; Yes), the process proceeds to step S31. In step S31, if the surrounding vehicle 10 that is the subject of the current determination in step S11 has joined the vehicle convoy T that has been recognized by the processing of step S11, the management server 20 determines whether the number N of vehicles that make up the vehicle convoy T exceeds a predetermined threshold value TH3 (corresponding to the "third threshold value" according to the present disclosure). Information on the number N of vehicles is included, for example, in the above-mentioned vehicle convoy travel information Itt.

[0068] If the number of vehicles N does not exceed the threshold value TH3 (step S31; No), the same processing as that shown in Fig. 4 is executed. On the other hand, if the number of vehicles N exceeds the threshold value TH3 (step S31; Yes), the processing proceeds to step S32.

[0069] In step S32, the management server 20 executes a process of identifying two vehicle convoys T1 and T2 obtained by dividing the vehicle convoy T (herein also referred to as the "original vehicle convoy T0"). Specifically, the management server 20 determines the vehicles 10 belonging to each of the vehicle convoys T1 and T2 based on, for example, the position of each vehicle 10 in the original vehicle convoy T0. For example, each of the vehicle convoys T1 and T2 is determined so that vehicles 10 located close to each other are gathered together. In addition, the vehicles 10 belonging to each of the vehicle convoys T1 and T2 may be determined, for example, taking into account the driving preference information Ipv, so that vehicles 10 having similar driving preference information Ipv among the multiple vehicles 10 included in the original vehicle convoy T0 are gathered together. Note that the vehicle convoys T1 or T2 may be treated as the original vehicle convoy T0.

[0070] In step S33 following step S32, the management server 20 calculates the degree of match Dm between each of the identified vehicle convoys T1 and T2 and the surrounding vehicle 10 that is the subject of the current determination in step S11. Then, the management server 20 presents the vehicle convoy T1 or T2 with the higher degree of match Dm as a candidate for the vehicle convoy that the surrounding vehicle 10 will join. Thereafter, if the passenger 2 selects to join the presented vehicle convoy T1 or T2 (step S13; Yes), the process proceeds to step S34.

[0071] In step S34, the management server 20 instructs each of the vehicle convoys T1 and T2 identified in step S32 to platoon as a single vehicle convoy. That is, the management server 20 instructs the vehicles 10 included in the vehicle convoy T1 (more specifically, each vehicle 10 or the lead vehicle 10) to platoon as the vehicle convoy T1. Similarly, the management server 20 instructs the vehicles 10 included in the vehicle convoy T2 (more specifically, each vehicle 10 or the lead vehicle 10) to platoon as the vehicle convoy T2. This instruction includes an instruction to the vehicles 10 included in the vehicle convoys T1 or T2 to change lanes from the driving lane of the original vehicle convoy T0.

[0072] Although an example in which the original vehicle sequence T0 is divided into two vehicle sequences T1 and T2 has been described here, the first vehicle sequence reconstruction process may be executed to divide the original vehicle sequence T0 into three or more vehicle sequences. When the original vehicle sequence T0 is divided into three or more vehicle sequences, the vehicle sequence among the three or more vehicle sequences that has the highest degree of match Dm with the surrounding vehicle 10 is presented to the passenger 2 of the surrounding vehicle 10 as a candidate.

[0073] The above-described vehicle convoy formation assistance process involving the first vehicle convoy reconfiguration process makes it possible to prevent the vehicle convoy T from becoming too long, while supporting the formation of a vehicle convoy T that appropriately satisfies the driving preferences of the passengers 2 of each vehicle 10 joining the vehicle convoy T. Furthermore, the first vehicle convoy reconfiguration process does not simply reject the participation of a nearby vehicle 10 in a vehicle convoy T in which the number of vehicles N exceeds the threshold TH3. This prevents the nearby vehicle 10 from missing an opportunity to join the vehicle convoy T expected by the passengers 2.

[0074] 3-2. Second convoy reconstruction process If the number N of vehicles constituting the vehicle train T becomes too large, the variation in driving preferences among the constituent vehicles 10 may become large. As a result, it becomes difficult for a single vehicle train T to satisfy the driving preferences of all of the constituent vehicles 10.

[0075] Therefore, the management server 20 may execute the above-mentioned "vehicle queue formation support processing" in conjunction with the following "second vehicle queue formation support processing." Figure 8 is a flowchart showing an example of the flow of the vehicle queue formation support processing in conjunction with the second vehicle queue formation support processing. Note that in Figure 8, the second vehicle queue formation support processing is combined with the vehicle queue formation support processing shown in Figure 4, but instead it may be combined with the vehicle queue formation support processing shown in Figure 6.

[0076] In FIG. 8, if the degree of coincidence Dm is higher than the threshold TH1 (step S11; Yes), the process proceeds to step S41. In step S41, if the surrounding vehicle 10 that is the subject of the current determination in step S11 has joined the vehicle convoy T currently recognized by the processing of step S11, the management server 20 determines whether the variation Z of the driving preference information Ipv among the multiple vehicles 10 included in the vehicle convoy T exceeds a predetermined threshold TH4 (corresponding to the "fourth threshold" according to the present disclosure). This determination can be made, for example, as follows. That is, if there is a vehicle 10 in the vehicle convoy T whose degree of coincidence Dm is lower than a predetermined threshold with respect to a single vehicle 10 that is the center of the vehicle convoy T, the management server 20 may determine that the variation Z has exceeded the threshold TH4.

[0077] In addition, in an example where the score SC2 corresponding to the degree of match Dm2 for the destination preference information Ipv2 indicates a preference for the "destination direction" as described with reference to FIG. 5, the score SC that serves as the basis for the degree of match Dm for determining the variation Z may be calculated as shown in equation (2). That is, the score SC may be obtained, for example, by dividing the "product of the score SC2 related to the destination and the coefficient K2" from the sum of the "product of the score SC1 related to the driving pattern and the coefficient K1" and the "product of the score SC3 related to the driving speed and the coefficient K3." According to equation (2), when the sum "SC1×K1+SC3×K3" in equation (2) is the same, the score SC is larger when the score SC2 is small (i.e., when the number of common destination directions is large (in other words, when the platooning-enabled sections are long)) than when the score SC2 is large (i.e., when the platooning-enabled sections are few). As already described, the degree of match Dm increases as the score SC approaches 0. Therefore, using the score SC calculated by equation (2), the variation Z can be determined as follows: That is, the longer the section in which the vehicle convoy T can travel in convoy, the more likely it is that the determination regarding the variation Z (step S41) will be successful (i.e., the more strict the determination of the variation Z can be). On the other hand, if the section in which the vehicle convoy T can travel in convoy is short (in other words, if there is only a short section left in which the vehicle convoy can travel in convoy), the vehicle convoy T will be more likely to be maintained even if one or both of the other travel pattern preference information Ipv1 and travel speed preference information Ipv3 are slightly different. SC=(SC1×K1+SC3×K3) / (SC2×K2) ···(2)

[0078] If the variation Z does not exceed the threshold value TH4 (step S41; No), the same processing as the processing shown in Fig. 4 is executed. On the other hand, if the variation Z exceeds the threshold value TH4 (step S41; Yes), the processing proceeds to step S42.

[0079] In step S42, the management server 20 executes a process of identifying two vehicle convoys T3 and T4 obtained by dividing the vehicle convoy T (herein also referred to as "original vehicle convoy T0") so that the variation Z between the vehicle convoys T3 and T4 is smaller than that of the original vehicle convoy T0. Specifically, the management server 20 searches for and determines the constituent vehicles 10 of each of the vehicle convoys T3 and T4 from within the vehicle convoy T so that the variation Z between the constituent vehicles 10 in each of the vehicle convoys T3 and T4 is minimized. Note that the vehicle convoys T3 or T4 may be treated as the original vehicle convoy T0.

[0080] In step S43 following step S42, the management server 20 presents one of the identified vehicle convoys T3 and T4 as a candidate for the vehicle convoy to which the surrounding vehicle 10 will join. For example, similar to the processing of step S33, the management server 20 may present either the vehicle convoy T3 or T4 that has a higher degree of match Dm with the surrounding vehicle 10 that is the subject of the current determination in step S11. Thereafter, if the passenger 2 selects to join the presented vehicle convoy (step S13; Yes), the processing proceeds to step S44.

[0081] In step S44, the management server 20 instructs each of the vehicle convoys T3 and T4 identified in step S42 to travel in a convoy as a single vehicle convoy. This process is similar to the process in step S34.

[0082] Although an example in which the original vehicle convoy T0 is divided into two vehicle convoys T3 and T4 has been described here, the second vehicle convoy reconstruction process may be executed to divide the original vehicle convoy T0 into three or more vehicle convoys. When dividing the original vehicle convoy T0 into three or more vehicle convoys, the management server 20 searches for and determines the constituent vehicles 10 of each of the three or more vehicle convoys so that the variation Z between the constituent vehicles 10 in each of the three or more vehicle convoys is minimized.

[0083] 8, the second vehicle line reconstruction process may be executed separately from the vehicle line formation support process. That is, if the variation Z exceeds the threshold TH4 (step S41; Yes), the management server 20 may, for example, present vehicle line T (original vehicle line T0) as a candidate to the passengers of the surrounding vehicles 10. Then, the management server 20 may execute the second vehicle line reconstruction process (processing similar to the processing of steps S42 and S44) for the vehicle line T after the surrounding vehicles 10 have joined.

[0084] The second vehicle convoy reconfiguration process executed as described above corresponds to a process for dividing the vehicle convoy T into at least two vehicle convoys (e.g., T3 and T4) so ​​as to obtain at least two vehicle convoys with smaller variance Z than the vehicle convoy T (original vehicle convoy T0). This makes it possible to support the platooning of the vehicle convoy T while preventing the variance Z of the driving preference information Ipv of each vehicle 10 included in the vehicle convoy T from becoming excessive, for example, when a new vehicle 10 joins the vehicle convoy T. In addition, when the vehicle convoy formation support process is executed in conjunction with the second vehicle convoy reconfiguration process, it becomes possible to support the formation of a vehicle convoy T that appropriately satisfies the driving preferences of the passengers 2 of each vehicle 10 joining the vehicle convoy T while preventing the variance Z from becoming excessive, as described above.

[0085] The various processes related to the platooning support described above may be executed as follows. That is, instead of the management server 20 of the driving support system 1, for example, "one or more processors" mounted on one central vehicle 10 in the vehicle convoy T may execute the various processes using vehicle-to-vehicle communication. In this example, a device including one or more processors mounted on the vehicle 10 (e.g., at least one of the control device 14 and the HMI device 15) corresponds to another example of a "driving support device" according to the present disclosure. [Explanation of symbols]

[0086] 1 Driving assistance system, 2 Passenger, 10 Vehicle, 11, 21 Communication device, 12 Sensor group, 13 Driving device, 14 Control device, 15 HMI device, 16, 22 Processor, 17, 23 Storage device, 20 Management server, 300, 301, 302, 400, 401, 500, 501, 502 Convoy

Claims

1. A driving assistance device that assists vehicle platooning, one or more processors; the one or more processors: Acquire driving preference information from the target vehicle, the driving preference information indicating the passenger's preferences regarding vehicle driving, the driving preference information including driving pattern preference information regarding a desired driving pattern; executes a procession formation support process for supporting the formation of a procession of vehicles that travel in a procession based on the acquired driving preference information; The convoy formation support process includes, when a degree of coincidence of the driving preference information between the convoy and the target vehicle is higher than a first threshold, presenting the convoy to a passenger of the target vehicle via an HMI device of the target vehicle as a candidate for cooperating in the convoy traveling. Driving assistance device.

2. The driving assistance device according to claim 1, The driving preference information further includes at least one of destination preference information relating to a desired destination and driving speed preference information relating to a desired driving speed. Driving assistance device.

3. The driving assistance device according to claim 1 or 2, The convoy formation support process includes: calculating a time required for the target vehicle to reach the vehicle train based on information on the position and traveling speed of the target vehicle and information on the position and traveling speed of the vehicle train; If the time period is greater than a second threshold, removing the convoy from the candidates. Further includes Driving assistance device.

4. The driving assistance device according to claim 1 or 2, When the number of vehicles constituting the vehicle convoy exceeds a third threshold due to the target vehicle joining the vehicle convoy, the one or more processors: Identifying at least two vehicle convoys obtained by dividing the convoy; and presenting, via the HMI device, a vehicle convoy among the at least two vehicle convoys that has the highest degree of match with the target vehicle as the candidate to the passenger of the target vehicle. Driving assistance device.

5. The driving assistance device according to claim 1 or 2, When a variation in the driving preference information among a plurality of vehicles included in the vehicle convoy exceeds a fourth threshold, the one or more processors execute a process for dividing the vehicle convoy into at least two vehicle convoys such that at least two vehicle convoys having a smaller variation than the vehicle convoy are obtained. Driving assistance device.

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