Driving support device, driving support method, and driving support program

Abstract

To support vehicle traveling so that the whole road can be effectively utilized without disturbing order in a road having a specific lane where a specific kind of vehicle is made to preferentially travel.SOLUTION: The travel support device supports vehicle travel. The driving assistance device includes one or more processors. The one or more processors are configured to execute the travel management processing when a target vehicle of a type different from a specific type is traveling on a road having a specific lane in which a vehicle of the specific type is preferentially traveled. The travel management process includes a travel permission process of permitting the target vehicle to travel in the specific lane when the target vehicle is performing platooning, and an entry suppression process of suppressing entry of the target vehicle into the specific lane when the target vehicle is not performing platooning.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present disclosure relates to a technology for assisting vehicle driving. [Background technology]

[0002] Patent Document 1 discloses a driving assistance device that assists a vehicle in merging into a group of vehicles that are traveling in a convoy.

[0003] Patent Document 2 discloses a vehicle management device that acquires the congestion level of a 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 3 discloses a power supply system that contributes to expanding the application of platooning by providing an incentive to a vehicle to drive as the lead vehicle in the platoon. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2020-042649 [Patent Document 2] Japanese Patent Application Publication No. 2023-033359 [Patent Document 3] Japanese Patent Publication No. 2023-037371 Summary of the Invention [Problem to be solved by the invention]

[0005] On a road with designated lanes (e.g., dedicated lanes or priority lanes) that give priority to certain types of vehicles (e.g., trucks or buses), when a different type of vehicle (e.g., passenger cars) travels in a convoy, it is possible that the designated lane will be empty while all other lanes are congested. This situation can be considered as potentially wasting traffic capacity on the entire road. [Means for solving the problem]

[0006] A driving assistance device according to the present disclosure assists vehicle driving. The driving assistance device includes one or more processors. The one or more processors execute a driving management process when a target vehicle of a type different from the specific type is traveling on a road having a specific lane that gives priority to vehicles of a specific type. The driving management process includes a driving permission process that permits the target vehicle to travel in the specific lane when the target vehicle is traveling in a formation, and an entry prevention process that prevents the target vehicle from entering the specific lane when the target vehicle is not traveling in a formation.

[0007] A driving assistance method according to the present disclosure is a method for a computer to assist in vehicle driving. The driving assistance method includes executing a driving management process when a target vehicle of a type different from the specific type is traveling on a road having a specific lane that gives priority to vehicles of a specific type. The driving management process includes a driving permission process that allows the target vehicle to travel in the specific lane when the target vehicle is traveling in a formation, and an entry prevention process that prevents the target vehicle from entering the specific lane when the target vehicle is not traveling in a formation.

[0008] A driving assistance program according to the present disclosure is executed by a computer that assists vehicle driving. The driving assistance program causes the computer to execute a driving management process when a target vehicle of a type different from the specific type is traveling on a road having a specific lane that gives priority to vehicles of a specific type. The driving management process includes a driving permission process that allows the target vehicle to travel in the specific lane when the target vehicle is traveling in a formation, and an entry prevention process that prevents the target vehicle from entering the specific lane when the target vehicle is not traveling in a formation. [Effects of the Invention]

[0009] According to the present disclosure, by allowing target vehicles of a different type from the specified type to travel in a specified lane on the condition that they are traveling in a convoy, it becomes possible to make effective use of the entire road without disrupting order. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a conceptual diagram for explaining an overview of a driving assistance system according to an embodiment; [Figure 2] 2 is a block diagram showing an example of the configuration of a target vehicle and a management server according to an embodiment; FIG. [Figure 3] 10 is a flowchart illustrating a process of assisting vehicle convoy formation according to an embodiment. [Figure 4] 10 is a flowchart showing an example of the flow of the queue formation support 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 for explaining an outline of a process of providing vehicle train information according to an embodiment. [Figure 7] 1 is a diagram for explaining an overview of issues that arise when a target vehicle is traveling and a travel management process as a solution to those issues. [Figure 8] 10 is a flowchart showing an example of the flow of a driving management process according to an embodiment. [Figure 9] 10 is a flowchart showing a first example of the entry inhibition process in step S34. [Figure 10] 10 is a flowchart showing a second example of the entry inhibition process in step S34. [Figure 11] 10 is a flowchart showing a third example of the entry inhibition process in step S34. [Figure 12] 10 is a flowchart showing a fourth example of the entry inhibition process in step S34. [Figure 13] 10 is a diagram for explaining further issues that may arise when the target vehicle is traveling, and the manner in which the traveling management process is executed as a solution to these issues. FIG. [Figure 14] 10 is a flowchart showing another example of the flow of the driving management process according to the embodiment. [Figure 15] 10 is a flowchart illustrating a congestion reduction process according to an embodiment. [Figure 16]10 is a flowchart illustrating a first incentive granting process according to an embodiment. [Figure 17] 10 is a flowchart illustrating a second incentive granting process according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0012] 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 assists vehicle driving. The driving assistance system 1 includes a plurality of vehicles 10 and a management server (central server) 20. The plurality of vehicles 10 are targets for which vehicle driving assistance is provided by the driving assistance system 1 ("target vehicles" according to the present disclosure).

[0013] The management server 20 is capable of communicating with each of the multiple vehicles 10. In this embodiment, the management server 20 assists the vehicles 10 in forming a convoy T (see, for example, FIG. 7) to platoon. More specifically, the convoy formation support by the management server 20 may, for example, assist in the formation of a convoy of vehicles 10 among the multiple vehicles 10 whose occupants 2 have similar preferences (driving preferences) regarding vehicle driving (see "Convoy Formation Support Processing" described below). The management server 20 also controls the driving (platooning) of the formed convoy T. For example, the management server 20 controls the acceleration, deceleration, and lane changes of the formed convoy T. Platooning is performed, for example, on a motorway such as an expressway. The management server 20 corresponds to an example of a "driving support device" according to the present disclosure.

[0014] 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.

[0015] 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).

[0016] 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.

[0017] 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.

[0018] 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)).

[0019] 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.

[0020] 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.

[0021] 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 .

[0022] 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.

[0023] 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.

[0024] 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.

[0025] The processor 22 executes various processes for supporting 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.

[0026] 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, and road traffic information (e.g., traffic density, traffic volume, congestion, traffic regulations, 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). More specifically, the lane information included in the road information includes information about "specific lanes Ls." The specific lanes Ls are driving lanes (e.g., dedicated lanes, priority lanes) that allow "specific types of vehicles" to travel preferentially. The specific types of vehicles are vehicles of a different type from the vehicle 10, which is the "target vehicle." As an example, the specific types of vehicles are trucks or buses, and the vehicle 10 is a passenger car.

[0027] 2. Vehicle driving assistance processing 2-1. Convoy formation support processing To support the formation of a convoy, the management server 20 acquires "driving preference information Ipv" from each of the multiple vehicles 10 whose driving support is to be provided. Then, in the convoy formation support process, the management server 20 supports the formation of a convoy T that travels in convoy using vehicles 10 that have similar driving preferences among the multiple vehicles 10, based on the acquired driving preference information Ipv.

[0028] 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, as an example, the driving preference information Ipv includes driving pattern preference information Ipv1 related to a desired driving pattern, destination preference information Ipv2 related to a desired destination, and driving speed preference information Ipv3 related to a desired driving speed. The driving pattern can also be referred to as a driving mode. In another example, the driving preference information Ipv may include only one or two of the driving pattern preference information Ipv1, destination preference information Ipv2, and driving speed preference information Ipv3.

[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 for explaining the process of assisting vehicle convoy formation according to this embodiment. The process of this flowchart is executed to assist 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 process 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. 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. Fig. 4 is a flowchart showing an example of the flow of the process of assisting the formation of a vehicle queue in step S3. When multiple nearby vehicles 10 are recognized, the process shown in Fig. 4 is executed for each of the nearby vehicles 10.

[0044] 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 value TH. 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 value TH.

[0045] 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 TH.

[0046] 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)

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 4, if the degree of match Dm is equal to or less than the threshold value TH (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 TH is found, the management server 20 may lower the threshold value TH and execute the process shown in FIG. 4 again for one or more surrounding vehicles 10 recognized by the process of step S1.

[0051] On the other hand, if the degree of match Dm is higher than the threshold value TH (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. 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 host vehicle 10, information on the time required for the host vehicle 10 to reach the convoy T, etc.

[0052] 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.

[0053] 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.

[0054] The above-described convoy formation assistance process makes it possible to assist in the formation of a convoy T that appropriately satisfies the driving preferences of the passengers 2 of each vehicle 10 joining the convoy T. This allows the passengers 2 of each vehicle 10 to receive the benefits of joining the formation of the convoy T while minimizing the extent to which they have to sacrifice their own driving preferences. In addition, the driving preference information Ipv used in this embodiment makes it possible to assist in the formation of the convoy T while appropriately considering the driving preferences of the passengers 2 of each vehicle 10 based on at least one of the desired driving pattern, the desired destination, and the desired driving speed.

[0055] 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.

[0056] (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.

[0057] 2-1-1. Vehicle convoy information provision processing Even if the vehicle 10 is provided with information necessary for deciding whether to join the convoy T when the convoy T is presented to the vehicle 10 (see step S12), it may be difficult for the passenger 2 of the vehicle 10 to determine whether the convoy T really matches the driving preferences of the vehicle 10. In other words, if the passenger 2 of the vehicle 10 cannot know in advance how the convoy driving (e.g., driving speed, arrival time at destination, frequency of lane changes) will be performed if the vehicle 10 joins the convoy T, it may happen that the driving preferences of the passenger 2 do not match the convoy driving of the convoy T after the vehicle 10 actually joins the convoy T.

[0058] Furthermore, when a vehicle 10 in a convoy T is already traveling in convoy, the way the convoy T travels in convoy may change, for example, in response to the addition of a new vehicle 10 to the convoy T or a change in the driving environment of the convoy T. In other words, the driving conditions of the convoy T may change over time since the initial formation of the convoy T, and may no longer match the driving preferences of the passengers 2 in the vehicles 10. Furthermore, passengers 2 whose driving preferences no longer match may wish to leave the convoy T. However, unless passengers 2 can accurately know the current driving conditions of the convoy T, it is difficult for them to properly understand whether the driving conditions of the convoy T match their own driving preferences.

[0059] Therefore, the management server 20 may execute the following "vehicle train information provision process." Figure 6 is a flowchart for explaining an outline of the vehicle train information provision process according to this embodiment.

[0060] In step S21, the management server 20 determines whether the time has come to present the vehicle 10 with the vehicle convoy T (see step S12) and whether the vehicle 10 is traveling in a convoy in the vehicle convoy T. As a result, if the time has not come to present the vehicle convoy T or the vehicle 10 is not traveling in a convoy (step S21; No), the processing proceeds to end. On the other hand, if the time has come to present the vehicle convoy T or the vehicle 10 is traveling in a convoy (step S21; Yes), the processing proceeds to step S22.

[0061] In step S22, the management server 20 executes a process of providing vehicle train information. Specifically, the management server 20 provides the vehicle 10, which is the subject of determination in the process of step S21, with the vehicle train information It regarding the vehicle 10 via the HMI device 15 of the vehicle 10.

[0062] The provided vehicle convoy information It may include, for example, current vehicle convoy travel information Itt. Examples of the current vehicle convoy travel information Itt include the number of vehicles constituting the vehicle convoy T, travel speed, lane change frequency, travel preference information Ipt for the vehicle convoy T, and statistical values ​​of the travel preference information Ipv of the vehicles 10 constituting the vehicle convoy T. Examples of the statistical values ​​are the variance or average value of each value of the travel preference information Ipv1 to Ipv3. More specifically, the travel preference information Ipt referred to here is a value used in the actual convoy travel of the vehicle convoy T. Examples of the value include the desired travel speed used as the target speed of the vehicle convoy T, the desired destination used as the destination of the vehicle convoy T, etc.

[0063] The provided convoy information It may also include information regarding the operation of the convoy T. Examples of this information include the estimated time of arrival of the convoy T at the destination as the convoy T, at least one of a section on the travel route to the destination of the vehicle 10 for which information is provided where convoy travel is possible and the final point of that section, the estimated time of passing a certain point on the travel route, and at least one of the time and distance since the formation of the convoy T.

[0064] According to the above-described process of providing vehicle convoy information, it is possible to provide information to a vehicle 10 that is about to join the convoy T or to a vehicle 10 that is already traveling in convoy T, that will be useful for passengers 2 to enjoy the convoy traveling more comfortably.

[0065] 2-2. Driving management processing FIG. 7 is a diagram for explaining an overview of issues that arise when a vehicle 10 travels and the travel management process as a solution to those issues. FIG. 7 shows a road having a specific lane (e.g., a dedicated lane, a priority lane) that gives priority to certain types of vehicles (e.g., trucks, buses). FIG. 7 also shows travel lanes L1 and L2 along with the specific lane Ls. Travel lane L1 is adjacent to the specific lane Ls, and travel lane L2 is adjacent to the travel lane L1 on the opposite side of the specific lane Ls. FIG. 7 shows a vehicle 10 that is a target of assistance by the travel assistance system 1 and a vehicle Vy that is not a target of assistance as examples of vehicles traveling in travel lanes L1 and L2.

[0066] Vehicles 10 may travel in a convoy on a road having a specific lane Ls, but the specific lane Ls is not always used by a specific type of vehicle Vx. That is, as illustrated in the left diagram of FIG. 7, a situation can be assumed in which the other lanes (e.g., L1 and L2) are congested, but the specific lane Ls is empty. This situation can also be considered as a potential waste of traffic capacity on the entire road. In addition, it is desirable for vehicle platooning to be carried out while satisfying the need to maximize the benefits to society as a whole by forming a convoy.

[0067] Therefore, in this embodiment, the management server 20 (processor 22) executes the "driving management process" as follows. Figure 8 is a flowchart showing an example of the flow of the driving management process according to this embodiment. The process shown in Figure 8 is executed, for example, for each individual vehicle 10 that is traveling.

[0068] In step S31, the management server 20 determines whether or not there is a specific lane Ls on the road on which the vehicle 10 is traveling (more specifically, the section of the road on which the vehicle 10 is currently traveling). Specifically, the management server 20 determines whether or not there is a specific lane Ls based on, for example, vehicle information Iv (location information) and map information (lane information) acquired from the vehicle 10. As a result, if there is no specific lane Ls (step S31; No), the process proceeds to end. On the other hand, if there is a specific lane Ls (step S31; Yes), the process proceeds to step S32.

[0069] In step S32, the management server 20 determines whether the vehicles 10 are traveling in a formation based on the vehicle convoy information It. As a result, if the vehicles 10 are traveling in a formation (step S32; Yes), the process proceeds to step S33.

[0070] In step S33, the management server 20 executes a "driving permission process" included in the driving management process. That is, as illustrated in the diagram on the right side of Fig. 7, the management server 20 permits the vehicle 10 to drive in the specific lane Ls on the condition that the vehicle 10 is driving in a convoy. That is, according to the driving permission process, the vehicle convoy T to which the vehicle 10 belongs is granted the right to drive in the specific lane Ls.

[0071] Specifically, when the vehicle 10 is a manually driven vehicle (including the above-mentioned driving assistance vehicle), the travel permission process includes, for example, sending a notification indicating that the specific lane Ls is available to the vehicle convoy T to the HMI device 15 of the vehicle 10. The notification may be sent to the HMI device 15 of each vehicle 10 included in the vehicle convoy T, or may be sent only to the HMI device 15 of the lead vehicle 10 of the vehicle convoy T.

[0072] Furthermore, if the vehicle 10 is the autonomous vehicle described above, the travel permission process may include, for example, transmitting information indicating that the specific lane Ls is available to the control device 14 of the vehicle 10. Furthermore, the travel permission process may include, for example, transmitting an instruction to the vehicle 10 to cause the vehicle convoy T to change lanes to the specific lane Ls, on the condition that the management server 20 determines that the specific lane Ls is available based on the vehicle convoy surrounding situation information Its. More specifically, the instruction may be transmitted to each vehicle 10 included in the vehicle convoy T. Then, the control device 14 of each vehicle 10 that receives the instruction may control the traveling device 13 to change lanes in accordance with the instruction. Alternatively, the instruction may be transmitted so that the management server 20 can directly remotely control the traveling device 13 of each vehicle 10 to change lanes. Furthermore, the information or instruction described herein may be transmitted only to the leading vehicle 10 of the vehicle convoy T. In addition, even if the vehicle 10 is an autonomous vehicle, the management server 20 may also perform the above-mentioned notification using the HMI device 15 to inform the passenger 2 of the vehicle 10 that a specific lane Ls is available.

[0073] On the other hand, if the vehicle 10 is not traveling in a formation (step S32; No), the process proceeds to step S34. In step S34, the management server 20 executes an "entry suppression process" included in the driving management process. That is, since the vehicle 10 is not traveling in a formation, the management server 20 suppresses the entry of the vehicle 10 into the specific lane Ls. The vehicles 10 that are subject to this entry suppression process include vehicles 10a and 10b. As illustrated in the diagram on the right side of FIG. 7, the vehicle 10a is a vehicle 10 that is traveling alone in a driving lane other than the specific lane Ls (e.g., L1 or L2). The vehicle 10b is a vehicle 10 that entered the specific lane Ls without permission and is traveling alone in the specific lane Ls. The management server 20 executes the entry suppression process, for example, as follows.

[0074] 2-2-1. Various examples of intrusion prevention processing (First example) FIG. 9 is a flowchart showing a first example of the entry inhibition process in step S34.

[0075] If the vehicle 10 is a manually driven vehicle (including the above-mentioned driving assistance vehicle), the entry suppression process in step S41 involves sending a notification (entry suppression notification) to the HMI device 15 of the vehicle 10 requesting that the vehicle 10 not enter the specific lane Ls. The entry suppression notification is sent to both vehicles 10a and 10b (see FIG. 7). More specifically, the content of the entry suppression notification may be, for example, "Truck-only lane cannot be used." The entry suppression notification using the HMI device 15 is performed, for example, using at least one of a screen display and a voice.

[0076] The entry suppression notification may be issued once during the trip of the vehicle 10, for example. Alternatively, the entry suppression notification may be repeatedly issued each time the travel distance of the vehicle 10 increases by a predetermined distance or each time the travel time of the vehicle 10 elapses for a predetermined period of time. The entry suppression notification may also be issued on the condition that the vehicle 10 is traveling in a lane adjacent to the specific lane Ls (e.g., L1). In other words, the entry suppression notification may be issued so as to exclude the vehicle 10 traveling in a lane other than the adjacent lane (e.g., L2). The management server 20 may also issue the entry suppression notification when, for example, it predicts that the vehicle 10 is about to change lanes from the adjacent lane to the specific lane Ls. The management server 20 may make such predictions when the following conditions are met, for example, based on various vehicle information Iv acquired from the vehicle 10. In other words, the management server 20 may make such predictions when, for example, "it recognizes that the lateral position of the vehicle 10 traveling in the adjacent lane has approached the specific lane Ls," "it recognizes that the passenger 2 of the vehicle 10 traveling in the adjacent lane has operated its turn signal to change lanes toward the specific lane Ls," or "it recognizes that the vehicle 10 has changed lanes from a non-adjacent lane (e.g., L2) of the specific lane Ls to an adjacent lane (e.g., L1)."

[0077] Furthermore, if the vehicle 10b continues to travel in the specific lane Ls despite having been issued the above-mentioned entry suppression notification to the vehicle 10b that is traveling in the specific lane Ls without permission, the entry suppression process may include changing the manner in which the entry suppression notification is executed so as to strongly urge the passengers 2 of the vehicle 10b to refrain from entering. Specifically, if the vehicle 10b continues to travel in the specific lane Ls, the management server 20 may execute at least one of, for example, "issuing the entry suppression notification with a warning sound," "increasing the frequency of the entry suppression notification," and "increasing the volume of the entry suppression notification."

[0078] If the vehicle 10 is the above-described autonomous vehicle, the entry suppression process in step S41 is to instruct the vehicle 10 not to enter the specific lane Ls (entry suppression instruction). The entry suppression instruction is issued to both the vehicles 10a and 10b. More specifically, the entry suppression instruction may include, for example, requesting the control device 14 to exclude the specific lane Ls from the selection targets for driving lanes in the autonomous driving control of the vehicle 10. Furthermore, the entry suppression instruction issued to the vehicle 10b already traveling in the specific lane Ls may include, for example, requesting the control device 14 of the vehicle 10b to change lanes to depart from the specific lane Ls. Alternatively, the entry suppression instruction issued to the vehicle 10b may include, for example, directly remotely controlling the driving device 13 of the vehicle 10b to change lanes to depart from the specific lane Ls.

[0079] In addition, if the vehicle 10 is an autonomous vehicle, the management server 20 may not only issue an entry prohibition instruction, but also issue the above-mentioned entry prohibition notification for the purpose of informing the passengers 2 of the vehicle 10.

[0080] According to the first example described above, it is possible to reliably prevent the vehicle 10 from entering the specific lane Ls, including causing the vehicle 10b traveling in the specific lane Ls to leave the specific lane Ls.

[0081] (Second and third examples) The entry prevention process according to the second and third examples targets a vehicle 10b (see FIG. 7) that is traveling in the specific lane Ls without permission (more specifically, that continues to travel alone in the specific lane Ls). The entry prevention process according to the second and third examples is to impose a "functional restriction that restricts vehicle function F1" when the vehicle 10b is traveling in the specific lane Ls without permission, compared to when the vehicle 10b is not traveling in the specific lane Ls (i.e., when the vehicle 10b is traveling in a travel lane other than the specific lane Ls).

[0082] 10 is a flowchart showing a second example of the entry prevention process in step S34. In the second example, the various automatic driving functions of the vehicle 10b correspond to "vehicle function F1."

[0083] In step S51, the management server 20 determines whether the driving lane of the vehicle 10 determined to be traveling alone (step S32; No) is the specific lane Ls, for example, based on the vehicle information Iv from the vehicle 10. As a result, if the driving lane of the vehicle 10 is not the specific lane Ls (step S51; No), that is, if the vehicle 10 is vehicle 10a (see FIG. 7), the process proceeds to end. On the other hand, if the driving lane of the vehicle 10 is the specific lane Ls (step S51; Yes), that is, if the vehicle 10 is vehicle 10b, the process proceeds to step S52.

[0084] In step S52, the management server 20 instructs the control device 14 of the vehicle 10b that is the subject of the determination in step S51 to lower the level of the autonomous driving function (the autonomous driving level described above) of the vehicle 10b, as the above-mentioned function restriction. For example, prohibiting the use of higher-level functions (e.g., at least one of a hands-off function and an eyes-off function) of the advanced driving assistance system provided in the vehicle 10b, which is an autonomous driving vehicle, corresponds to lowering the autonomous driving level. Also, in the example of the vehicle 10b, which is a driving assistance vehicle, prohibiting at least one of the ACC and lane following assist control described above corresponds to lowering the autonomous driving level.

[0085] According to the second example described above, by executing the entry suppression process, it is possible to take measures to discourage the passenger 2 of the vehicle 10b from wanting to leave the specific lane Ls.

[0086] Next, FIG. 11 is a flowchart showing a third example of the entry suppression process in step S34. In the third example, the autonomous driving function of the vehicle 10b includes an eyes-off function as well as a hands-off function. When the eyes-off function is activated, the passenger (driver) 2, who is released from driving operations, is permitted to perform "secondary activities (e.g., watching videos (e.g., movies) or videos, operating a mobile device, reading)" other than driving operations while the vehicle is traveling. In the third example, a function related to providing a secondary activity (e.g., a media playback function) corresponds to "vehicle function F1."

[0087] 11, if the vehicle 10 determined to be traveling alone is vehicle 10b (step S51; Yes), the process proceeds to step S61. The entry suppression process in step S61 is a function restriction to restrict the secondary activity of occupant 2 of vehicle 10b while the eyes-off function is activated.

[0088] Specifically, the management server 20 instructs the vehicle 10b to control the "in-vehicle equipment" so that the secondary activity is restricted. The in-vehicle equipment here is the HMI device 15 or other equipment, and has a media playback function for viewing images or videos as an example of the vehicle function F1. The control device 14 of the vehicle 10b controls the in-vehicle equipment so that use of the media playback function is restricted (e.g., so that the media playback function is unavailable) in accordance with the instruction from the management server 20. Note that the control of the in-vehicle equipment may be performed accompanied by notifying the occupant 2 using the HMI device 15 that use of the vehicle function F1, such as the media playback function, has been restricted.

[0089] In the third example described above, the entry suppression process is also executed, so that a measure can be taken to discourage the passenger 2 of the vehicle 10b from wanting to leave the specific lane Ls.

[0090] (Example 4) As with the second and third examples, the entry suppression processing of the fourth example targets a vehicle 10b that is traveling in a specific lane Ls without permission (more specifically, that continues to travel alone in the specific lane Ls).

[0091] Fig. 12 is a flowchart showing a fourth example of the entry prevention process in step S34. In Fig. 12, if the vehicle 10 determined to be traveling alone is vehicle 10b (step S51; Yes), the process proceeds to step S71. The entry prevention process in step S71 involves sending the following notification to the HMI device 15 of vehicle 10b.

[0092] That is, the notification in step S71 indicates that if the vehicle 10b does not leave the specific lane Ls, for example, within a predetermined time, the financial benefit of the vehicle 10b performing platooning will be invalidated. The financial benefit here refers to, for example, the invalidation of a discount on the toll fee that would be obtained if the vehicle 10b joined the convoy T on a toll road (e.g., expressway) and performed platooning.

[0093] In addition, the notification in step S71 may indicate that, instead of invalidating the above-mentioned financial benefit, if vehicle 10b does not leave the specific lane Ls, for example, within a specified time, an additional toll (fee for using the toll road) will be charged to vehicle 10b.

[0094] In the fourth example described above, the entry suppression process can also be executed to take measures to discourage the passenger 2 of the vehicle 10b from leaving the specific lane Ls.

[0095] As described above, according to the driving management process of this embodiment, even vehicles 10 of a type different from the specific type of vehicle Vx are permitted to drive in the specific lane Ls, provided that they are driving in a convoy. When multiple vehicles 10 are driving in a convoy under the management of the management server 20, it can be said that the behavior of the multiple vehicles 10 (i.e., the convoy T) is managed in an orderly manner. Therefore, according to the driving management process, it is possible to effectively utilize the entire road without disrupting order. This leads to increasing the benefits to society as a whole that come from forming convoys.

[0096] 2-2-2. Driving management process taking into account congestion in specific lanes FIG. 13 is a diagram illustrating a further issue that arises when the vehicle 10 is traveling, and how the travel management process is executed as a solution to that issue. The travel management process described above has the effect of reducing wasted traffic capacity on the entire road having the specific lane Ls. On the other hand, as illustrated in FIG. 13, it is possible that the specific lane Ls may become congested to some extent by a specific type of vehicle Vx that should have priority. If the vehicle convoy T is permitted to enter the specific lane Ls when the specific lane Ls is congested by the vehicle Vx in this way, the vehicle Vx may be prevented from traveling smoothly in the specific lane Ls.

[0097] Therefore, the driving management process according to this embodiment may be executed as follows: Fig. 14 is a flowchart showing another example of the flow of the driving management process according to this embodiment.

[0098] 14, if the vehicles 10 are traveling in a formation on a road that has a specific lane Ls (step S32; Yes), the process proceeds to step S81. In step S81, the management server 20 determines whether the specific lane Ls is congested by a specific type of vehicle Vx based on the "congestion information Ic of the specific lane Ls." This determination can be made, for example, as follows.

[0099] The congestion information Ic is information on the traffic density (vehicles / km) or traffic volume (vehicles / h) of the vehicle Vx in a predetermined section of the specific lane Ls. This predetermined section is a section on the specific lane Ls located around the current position of the vehicle convoy T to which the currently processed vehicle 10 belongs. The length of the predetermined section may be constant throughout the road having the specific lane Ls, or may be determined to vary depending on, for example, the following importance score. This importance score is obtained by scoring the importance of each area of ​​the road having the specific lane Ls in advance. For example, an area with a merging or branching lane may be considered to be more important than other areas. In order to more accurately grasp the characteristics of an area with high importance, the length of the predetermined section may be determined to be shorter as the importance score increases. The traffic density (or traffic volume) of the vehicle Vx in the predetermined section determined in this manner may be calculated based on, for example, the above-mentioned vehicle convoy surrounding situation information Its, map information (lane information), and vehicle type information. If the traffic density (or traffic volume) calculated in this manner is equal to or greater than a threshold, the management server 20 determines that the specific lane Ls is congested by a specific type of vehicle Vx. In addition, like the length of the predetermined section described above, the threshold may be constant throughout the road having the specific lane Ls, but may also be determined to be smaller, for example, as the importance score increases.

[0100] If the specific lane Ls is not congested by the vehicle Vx (step S81; No), a travel permission process is executed (step S33). On the other hand, if the specific lane Ls is congested by the vehicle Vx (step S81; Yes), as also shown in Fig. 13, an entry suppression process is executed (step S34) even if the vehicle 10 in the vehicle convoy T is traveling in formation. In other words, even if the vehicle 10 is traveling in formation, if the specific lane Ls is congested by the vehicle Vx, the vehicle 10 is not permitted to travel in the specific lane Ls.

[0101] 14, when a certain number of vehicles Vx that should be given priority are present in the specific lane Ls, the entry of the vehicle train T into the specific lane Ls is also suppressed. By taking into consideration the usage status of the specific lane Ls by the vehicles Vx in this way, it is possible to appropriately maintain a smooth driving environment for the vehicles Vx in the specific lane Ls and effectively utilize the entire road without disrupting order.

[0102] 3. Further processing related to vehicle driving assistance For vehicle travel assistance, the management server 20 may additionally execute at least one of the following "congestion reduction process," "first incentive granting process," and "second incentive granting process."

[0103] 3-1. Congestion reduction process It is known that congestion occurs when traffic volume on a road exceeds a certain threshold, and road traffic managers monitor traffic volume. However, to date, little attention has been paid to convoy driving control aimed at controlling road traffic flow in terms of suppressing traffic volume concentration and preventing congestion.

[0104] Therefore, in this embodiment, the management server 20 may execute the "congestion reduction process" as follows: Fig. 15 is a flowchart for explaining the congestion reduction process according to this embodiment.

[0105] In step S91, the management server 20 determines whether the traffic volume in the road section on which the vehicle convoy T including multiple vehicles 10 is traveling in convoy has exceeded a predetermined threshold. This determination can be made, for example, based on the vehicle convoy travel information Itt (location information), the vehicle convoy surrounding situation information Its (road traffic information), and map information. This threshold is, for example, determined in advance as a value that can determine that congestion will occur if the traffic volume exceeds the threshold. If the traffic volume in the road section does not exceed the threshold (step S91; No), the process proceeds to End. On the other hand, if the traffic volume exceeds the threshold (step S91; Yes), the process proceeds to step S92. Note that the determination in step S91 can also be made in the same way using traffic density instead of traffic volume.

[0106] In step S92, the management server 20 executes congestion reduction processing. That is, the management server 20 instructs the vehicle train T to accelerate or decelerate, or to change lanes, so as to increase the distance DST between the vehicle train T and a group of vehicles (a peripheral vehicle group) present around the vehicle train T. This instruction may be given to each vehicle 10 included in the vehicle train T, or may be given only to the leading vehicle 10 of the vehicle train T. The management server 20 can calculate the distance DST based on, for example, the vehicle train travel information Itt (position information) and the position information of the peripheral vehicle group. The position information of the peripheral vehicle group may be acquired based on, for example, the vehicle train surrounding situation information Its, or may be acquired via communication with each vehicle included in the peripheral vehicle group.

[0107] More specifically, the group of surrounding vehicles that is the target of the congestion reduction process may be present in one or more driving lanes in any one, two, or three of the directions ahead, behind, left, and right of the vehicle train T. The congestion reduction process may be executed, for example, as follows, based on the vehicle train surrounding situation information Its. That is, if a group of surrounding vehicles is present in any one, two, or three of the directions ahead, behind, left, and right of the vehicle train T, and the remaining directions are clear, the management server 20 executes at least one of accelerating or decelerating and changing lanes to move the vehicle train T in the remaining directions in order to increase the distance DST. Below, several specific examples of measures (at least one of accelerating or decelerating and changing lanes) depending on the direction in which the group of surrounding vehicles is present will be described.

[0108] For example, when the surrounding vehicle group G1 is located behind (in front of) the vehicle group T and the front (rear) of the driving lane of the vehicle group T is empty, the management server 20 may instruct the vehicle group T to accelerate (decelerate) so as to increase the distance DST to the surrounding vehicle group G1.

[0109] For example, when the surrounding vehicle group G2 is in the driving lane to the left (right) of the vehicle group T, if the driving lane to the right (left) of the driving lane of the vehicle group T is empty, the management server 20 may instruct the vehicle group T to change lanes to the driving lane to the right (left) so as to increase the distance DST to the surrounding vehicle group G2. Also, if the driving lane ahead (behind) of the vehicle group T is empty, the management server 20 may instruct the vehicle group T to accelerate (decelerate) so as to increase the distance DST to the surrounding vehicle group G2.

[0110] For example, when the surrounding vehicle groups G3 and G4 are present behind (in front of) and to the left of the vehicle group T, respectively, and the lane in front (behind) of the driving lane to the right of the vehicle group T is empty, the management server 20 may instruct the vehicle group T to accelerate (decelerate) and change lanes to the driving lane to the right so as to increase the distance DST to each of the surrounding vehicle groups G3 and G4.

[0111] For example, when the surrounding vehicle groups G5, G6, and G7 are present behind (in front of), to the left, and to the right of the vehicle group T, respectively, and the front (rear) of the driving lane of the vehicle group T is empty, the management server 20 may instruct the vehicle group T to accelerate (decelerate) so as to increase the distance DST to each of the surrounding vehicle groups G5, G6, and G7.

[0112] According to the congestion alleviation process described above, it is possible to appropriately control road traffic flow so as to suppress the concentration of traffic volume on the road by utilizing the driving control of the vehicle train T. In addition, such driving control of the vehicle train T may affect not only the driving of the vehicle train T itself, but also the driving of other vehicles driving around the vehicle train T. Therefore, it is expected that the effect of appropriately controlling the entire road traffic flow so as to suppress the concentration of traffic volume is also achieved.

[0113] 3-2. Incentive granting process Even if forming a convoy brings benefits to the road as a whole or to society as a whole, if the incentive felt by each individual vehicle is weak, it is difficult to increase the willingness of occupants of each vehicle to join the convoy in the first place. As a result, convoys themselves are less likely to form. This can be said to be a loss of benefits that would be brought to society as a whole.

[0114] 3-2-1. First incentive granting process Therefore, the management server 20 may execute the "first incentive granting process" as follows: Figure 16 is a flowchart for explaining the first incentive granting process according to this embodiment.

[0115] In step S101, the management server 20 determines whether a new vehicle 10 has joined the vehicle convoy T, for example, based on the vehicle convoy information It and map information. When a new vehicle 10 joins the vehicle convoy T, the vehicle convoy information It is updated (see step S14). Therefore, the management server 20 can determine whether a new vehicle 10 has joined the vehicle convoy T, based on the vehicle convoy information It. If a new vehicle 10 has not joined (step S101; No), the process proceeds to end. On the other hand, if a new vehicle 10 has joined (step S101; Yes), the process proceeds to step S102.

[0116] In step S102, the management server 20 executes a process (first incentive granting process) to open up the "vehicle function F2," which is restricted for use by a vehicle 10 that has joined the vehicle convoy T when the vehicle is not platooning, to the vehicle 10 only when the vehicle is platooning. As a premise, each vehicle 10 that communicates with the management server 20 is configured to be able to switch between restricting and opening the vehicle function F2 (i.e., removing the restriction) in response to an instruction from the management server 20.

[0117] The vehicle function F2 may include, for example, an automatic driving function (including a driving assistance function that assists the passenger 2 (driver) in driving). The automatic driving function may be provided, for example, by the control device 14 that controls the driving device 13 using the sensor group 12. The automatic driving function that is unlocked by the first incentive granting process may be, for example, a higher-level function (e.g., a hands-off function, an eyes-off function) of an advanced driving assistance system that the vehicle 10 is equipped with.

[0118] The vehicle 10 may also be equipped with a seat that has a function of massaging the passenger 2. The vehicle function F2 that is activated by the first incentive granting process may include, for example, the massage function.

[0119] Furthermore, the HMI device 15 or other in-vehicle devices mounted on the vehicle 10 may have at least one of a meter display function, an audio function, and a media playback function. The vehicle function F2 unlocked by the first incentive granting process may include, for example, at least one of a specific meter display function, a specific audio function, and a specific media playback function (e.g., a media playback function for viewing images (e.g., movies) or videos while eyes are off).

[0120] 3-2-2. Second incentive granting process The management server 20 may execute a "second incentive granting process" instead of or in addition to the first incentive granting process as follows: Figure 17 is a flowchart for explaining the second incentive granting process according to this embodiment.

[0121] In step S111, the management server 20 determines whether a new vehicle 10 has joined the vehicle convoy T on a toll road (e.g., an expressway) based on, for example, the vehicle convoy information It and map information. If a new vehicle 10 has not joined (step S111; No), the process proceeds to end. On the other hand, if a new vehicle 10 has joined (step S111; Yes), the process proceeds to step S112.

[0122] In step S112, the management server 20 executes a process (second incentive granting process) to provide the passengers 2 of the vehicle 10 that has joined the vehicle convoy T on the toll road with a "financial benefit" associated with using the toll road.

[0123] Specifically, providing a monetary benefit to the passenger 2 may include, for example, a discount on the toll fee for the vehicle 10 that has joined the vehicle convoy T. More specifically, the discount on the toll fee may be based on, for example, the distance traveled by the vehicle 10 during convoy travel, or may be a discount on the fee for the section traveled during convoy travel. Furthermore, providing a monetary benefit may include a discount on the regular toll fee for the toll road for a predetermined period (e.g., one month, three months, or six months) on the assumption that the vehicle 10 will travel in convoy travel. Furthermore, providing a monetary benefit may be, for example, a coupon or points provided in conjunction with the performance of convoy travel on a toll road. More specifically, the coupon may be issued, for example, in response to having performed convoy travel on a toll road once, to discount the fee for the next time the vehicle 10 travels in convoy travel. The points may, for example, be awarded each time the vehicle 10 travels in convoy travel on a toll road and have monetary value that can be used to pay the toll fee for the toll road.

[0124] According to each of the first and second incentive granting processes described above, it is possible to effectively increase the incentives given to the occupants 2 of each vehicle 10 for forming the convoy T (in other words, the motivation of the occupants 2 for each vehicle 10 to form the convoy T).

[0125] In addition, in each of the first and second incentive granting processes, "a vehicle 10 that has joined a vehicle convoy T" includes not only a vehicle 10 that has newly joined a vehicle convoy T already formed by multiple vehicles 10, but also two or more vehicles 10 that initially form the vehicle convoy T. [Explanation of symbols]

[0126] 1 Driving assistance system, 2 Passenger, 10 Vehicle (target 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

Claims

1. A driving assistance device that assists vehicle driving, one or more processors that execute a driving management process when a target vehicle of a type different from the specific type is traveling on a road having a specific lane that gives priority to vehicles of a specific type; The driving management process includes: a travel permission process for permitting the target vehicle to travel in the specific lane when the target vehicle is traveling in a convoy; an entry suppression process for suppressing entry of the target vehicle into the specific lane when the target vehicle is not traveling in the formation; Contains Driving assistance device.

2. The driving assistance device according to claim 1, The intrusion suppression process includes: Sending a notification to an HMI device of the target vehicle requesting that the target vehicle not enter the specific lane; and instructing the target vehicle not to enter the specified lane; Contains at least one of Driving assistance device.

3. The driving assistance device according to claim 1, The entry suppression process includes performing a function restriction that restricts vehicle functions when the target vehicle is traveling in the specific lane without permission, compared to when the target vehicle is not traveling in the specific lane. Driving assistance device.

4. The driving support device according to claim 3, The target vehicle has an automatic driving function, The function restriction includes lowering the level of the autonomous driving function. Driving assistance device.

5. The driving support device according to claim 3, The target vehicle has an automatic driving function including an eyes-off function, The function restriction includes restricting a secondary activity of an occupant of the target vehicle while the eyes-off function is activated. Driving assistance device.

6. The driving assistance device according to claim 1, The entry suppression process includes transmitting, to the HMI device of the target vehicle, a notification indicating that a monetary benefit associated with the target vehicle performing the platooning will be invalidated if the target vehicle does not leave the specific lane, or a notification indicating that an additional toll will be charged if the target vehicle does not leave the specific lane. Driving assistance device.

7. The driving assistance device according to claim 1, The driving management process includes: determining whether the specific lane is congested by the specific type of vehicle based on congestion information of the specific lane; When the specific lane is congested with the specific type of vehicles, the entry suppression process is executed even if the target vehicle is traveling in the formation; and Contains Driving assistance device.

8. The driving assistance device according to claim 1, When the traffic volume or traffic density of a road section on which the vehicle convoy including the target vehicle is traveling exceeds a threshold, the one or more processors instruct the vehicle convoy to at least one of accelerate or decelerate and change lanes so as to increase the distance between the vehicle convoy and a group of vehicles present around the vehicle convoy. Driving assistance device.

9. The driving assistance device according to claim 1, When the target vehicle joins a vehicle convoy, the one or more processors execute a process to open a vehicle function, the use of which by the joined target vehicle is restricted when the platooning is not being performed, to the joined target vehicle only while the platooning is being performed. Driving assistance device.

10. The driving assistance device according to claim 1 or 9, When the target vehicle joins a convoy on a toll road, the one or more processors execute a process of providing a financial benefit associated with using the toll road to a passenger of the joined target vehicle. Driving assistance device.

11. The driving assistance device according to claim 1, the one or more processors: Acquire driving preference information indicating passenger preferences regarding vehicle driving from each of the plurality of target vehicles; executes a vehicle convoy formation support process that supports forming a vehicle convoy for platooning using vehicles having similar preferences among the target vehicles based on the driving preference information; The driving preference information includes at least one of driving pattern preference information relating to a desired driving pattern, destination preference information relating to a desired destination, and driving speed preference information relating to a desired driving speed. Driving assistance device.

12. A driving assistance method in which a computer assists vehicle driving, comprising: executing a driving management process when a target vehicle of a type different from the specific type is traveling on a road having a specific lane in which a specific type of vehicle is given priority to travel; The driving management process includes: a travel permission process for permitting the target vehicle to travel in the specific lane when the target vehicle is traveling in a convoy; an entry suppression process for suppressing entry of the target vehicle into the specific lane when the target vehicle is not traveling in the formation; Contains Driving assistance method.

13. A driving assistance program executed by a computer to assist vehicle driving, causing the computer to execute a driving management process when a target vehicle of a type different from the specific type is traveling on a road having a specific lane in which a specific type of vehicle is given priority to travel; The driving management process includes: a travel permission process for permitting the target vehicle to travel in the specific lane when the target vehicle is traveling in a convoy; an entry suppression process for suppressing entry of the target vehicle into the specific lane when the target vehicle is not traveling in the formation; Contains Driving assistance program.

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