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

Abstract

To more appropriately support row traveling of a plurality of vehicle rows.SOLUTION: The travel support device supports convoy travel of a plurality of vehicles. The driving assistance device includes one or more processors. The one or more processors acquire, from each of the plurality of vehicles, traveling preference information indicating a preference of an occupant regarding vehicle traveling. The one or more processors execute, based on the traveling preference information, a vehicle-queue formation assistance process that assists in forming an assistance target vehicle queue in which vehicles having similar preferences perform platooning. When there are a plurality of assistance target vehicle queues, the one or more processors execute a first travel control process of acquiring at least one of the travel preference information and the vehicle-queue travel information from each of the plurality of assistance target vehicle queues, and controlling the convoy travel of each of the plurality of assistance target vehicle queues based on the acquired at least one of the travel preference information and the vehicle-queue travel information.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present disclosure relates to a technology for supporting platooning of multiple vehicles. [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. When it determines that a platoon is split, the vehicle management device slows down the platoon traveling at the front until the platoon traveling at the rear of the split platoon joins the platoon traveling at the front. Furthermore, when a platoon is split, the vehicle management device determines whether the distance between the split platoons is equal to or greater than a predetermined distance, and if the distance is equal to or greater than the predetermined distance, manages the split platoons as separate platoons.

[0004] Patent Document 3 discloses a platooning system. When it is determined that a platoon is approaching a merging point, if the lane the platoon is traveling in is adjacent to the merging point, the platooning system changes only some of the vehicles in the platoon to the lane opposite the merging point. Furthermore, Patent Document 4 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. 2023-097153 [Patent Document 3] Japanese Patent Application Laid-Open No. 2014-078170 [Patent Document 4] Japanese Patent Publication No. 2023-037371 Summary of the Invention [Problem to be solved by the invention]

[0006] There may be multiple vehicles traveling in a convoy, and technology that can more appropriately support the convoy traveling of multiple vehicles is desired. [Means for solving the problem]

[0007] A driving assistance device according to the present disclosure assists a plurality of vehicles in platooning. The driving assistance device includes one or more processors. The one or more processors acquire driving preference information indicating occupant preferences regarding vehicle driving from each of the plurality of vehicles. The one or more processors execute a convoy formation assistance process that assists in forming a platoon of vehicles with similar preferences based on the driving preference information. If there are multiple assisted convoys, the one or more processors acquire at least one of driving preference information and convoy driving information from each of the multiple assisted convoys, and execute a first driving control process that controls the platooning of each of the multiple assisted convoys based on the acquired at least one of driving preference information and convoy driving information.

[0008] A driving assistance method according to the present disclosure is a method for a computer to assist a plurality of vehicles in platooning. The driving assistance method includes acquiring driving preference information indicating preferences of occupants regarding vehicle driving from each of the plurality of vehicles, executing a convoy formation assistance process that assists in forming a platoon of vehicles with similar preferences based on the driving preference information, and, if there are multiple assisted convoys, acquiring at least one of the driving preference information and convoy driving information from each of the multiple assisted convoys, and controlling the platooning of each of the multiple assisted convoys based on the acquired driving preference information and at least one of the convoy driving information.

[0009] A driving assistance program according to the present disclosure is executed by a computer that assists in platooning of a plurality of vehicles. The driving assistance program causes the computer to: acquire driving preference information indicating occupant preferences regarding vehicle driving from each of the plurality of vehicles; execute a convoy formation assistance process that assists in forming an assisted convoy that platoons with vehicles having similar preferences based on the driving preference information; and, if there are multiple assisted convoys, acquire at least one of driving preference information and convoy driving information from each of the multiple assisted convoys, and control the platooning of each of the multiple assisted convoys based on the acquired at least one of the driving preference information and the convoy driving information. [Effects of the Invention]

[0010] According to the present disclosure, it is possible to support the formation of a convoy (assisted convoy) that appropriately satisfies the preferences of the occupants of the vehicles joining the convoy. Furthermore, according to the present disclosure, the convoy driving of each of the multiple assisted convoys is controlled while taking into consideration at least one of driving preference information and convoy driving information, thereby making it possible to more appropriately support the convoy driving of the multiple assisted convoys. In particular, when driving preference information is taken into consideration, the convoy driving of each of the multiple assisted convoys is controlled based on the driving preference information, making it possible to perform convoy driving while appropriately satisfying the driving preferences of the multiple assisted convoys as a whole. [Brief explanation of the drawings]

[0011] [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] 4 is a flowchart showing an example of the process of assisting vehicle convoy formation in step S3 in FIG. 3. [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] FIG. 10 is a diagram for explaining a problem that arises when there are multiple support target vehicle convoys T. [Figure 8] 4 is a flowchart for explaining an outline of a first travel control process according to an embodiment. [Figure 9] 10 is a flowchart showing a first example of the first driving control process in step S32 in FIG. 8. [Figure 10] 10 is a flowchart showing a second example of the first driving control process in step S32. [Figure 11] 10 is a flowchart showing a third example of the first driving control process in step S32. [Figure 12] 10 is a flowchart showing a fourth example of the first driving control process in step S32. [Figure 13] 10 is a flowchart showing a fifth example of the first driving control process in step S32. [Figure 14] 10 is a flowchart showing a sixth example of the first driving control process in step S32. [Figure 15] FIG. 10 is a diagram (comparison example) for explaining a problem that arises when a support target vehicle convoy T is traveling. [Figure 16] 6 is a flowchart illustrating second to fourth travel control processes according to the embodiment. [Figure 17] FIG. 6 is a diagram for explaining a first example of a second driving control process according to the embodiment. [Figure 18] FIG. 10 is a diagram for explaining a second example of the second travel control process according to the embodiment. [Figure 19] FIG. 10 is a diagram for explaining a third example of the second driving control process according to the embodiment. [Figure 20] FIG. 10 is a diagram for explaining an example of a third travel control process according to the embodiment. [Figure 21]FIG. 10 is a diagram for explaining an example of a fourth travel control process according to the embodiment. [Figure 22] 10 is a flowchart illustrating a process of dissolving a train according to an embodiment. [Figure 23] FIG. 10 is a diagram for explaining other issues that arise when the support target vehicle convoy T is traveling, and the vehicle convoy reconfiguration process as a solution to those issues. [Figure 24] 10 is a flowchart illustrating a process of reconstructing a vehicle queue according to an embodiment. [Figure 25] 10 is a flowchart illustrating a first incentive granting process according to an embodiment. [Figure 26] 10 is a flowchart illustrating a second incentive granting process according to an embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0013] 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 a plurality of vehicles 10 (10_1 to 10_N: N is an integer of 2 or more). The driving assistance system 1 includes the plurality of vehicles 10 and a management server (central server) 20. The plurality of vehicles 10 are targets for platooning assistance by the driving assistance system 1. Platooning is performed, for example, on a motorway such as an expressway.

[0014] The management server 20 is capable of communicating with each of the multiple vehicles 10. The management server 20 assists in forming a convoy of vehicles 10 with similar preferences (driving preferences) for vehicle driving. Hereinafter, a convoy of multiple vehicles 10 with similar driving preferences that is the target of support for forming a convoy is referred to as the "support target convoy T (or simply convoy T)." 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. The management server 20 corresponds to an example of a "driving assistance device" according to the present disclosure.

[0015] 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.

[0016] 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).

[0017] 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.

[0018] 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.

[0019] 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)).

[0020] 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.

[0021] 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.

[0022] 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 .

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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 status of the vehicle convoy T, and includes, for example, the position, driving speed, and number of lane changes (lane change number N2 described below) 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 described below. The vehicle train surrounding situation information Its is information indicating the surrounding situation of the vehicle train T, and includes, for example, information on vehicles (including emergency vehicles) surrounding the vehicle train 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 on the road on which the vehicle train T is traveling (e.g., road shape, lane information).

[0028] 2. Platooning support processing There may be multiple vehicle convoys T traveling in a convoy, and technology is desired that can more appropriately support the convoy traveling of multiple vehicle convoys T. More specifically, preferences regarding vehicle traveling (driving preferences) may differ depending on the passenger 2. Furthermore, when viewed as a whole of a convoy T traveling in a convoy, driving preferences may also differ depending on the convoy T. Therefore, when there are multiple vehicle convoys T, it is desirable to control the convoy traveling while appropriately satisfying the driving preferences of all of the multiple vehicle convoys T.

[0029] Therefore, in this embodiment, in order to support platooning, the management server 20 (processor 22) executes "preference information acquisition processing," "vehicle convoy formation support processing," and "first driving control processing" as follows.

[0030] 2-1. Preference information acquisition processing and convoy formation support processing 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 of platooning support. Then, in the vehicle convoy formation support process, the management server 20 supports the formation of a vehicle convoy T that travels in convoy with vehicles 10 that have similar driving preferences, based on the acquired driving preference information Ipv.

[0031] 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.

[0032] (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).

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] (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.

[0038] 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.

[0039] (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.

[0040] (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.

[0041] 3 is a flowchart showing an example of the flow of preference information acquisition processing and 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 support target convoy T to join the convoy T. If there are multiple convoys T, the management server 20 executes the processing of this flowchart for each convoy T.

[0042] In addition, the "support target vehicle convoy T" that is the target of the processing shown in FIG. 3 is an expression that indicates not only the vehicle convoy itself (i.e., a collection of multiple vehicles 10) that is formed after two or more vehicles 10 first gather together, but also one central vehicle 10 among the two or more vehicles 10 that first 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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)

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] (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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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 N1 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.

[0066] 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.

[0067] 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.

[0068] 2-2. First driving control process Figure 7 is a diagram illustrating the issues that arise when there are multiple convoys T to be assisted. When multiple convoys travel close to each other, one convoy may obstruct the travel of another. Figure 7 shows two convoys T to be assisted, a leading convoy 100 and a following convoy 200, traveling in the same travel lane L1.

[0069] For example, if the traveling speed of the following vehicle convoy 200 is higher than the traveling speed of the preceding vehicle convoy 100, the slower traveling preceding vehicle convoy 100 may interfere with the traveling (platooning) of the following vehicle convoy 200 that has caught up with the preceding vehicle convoy 100. More specifically, if the following vehicle convoy 200 is obstructed by the slower preceding vehicle convoy 100, it may not be able to travel at a desirable speed in accordance with the traveling preference information Ipt (traveling speed preference information Ipt3) of the following vehicle convoy 200. On the other hand, if the traveling of the preceding vehicle convoy 100 is inadvertently controlled so as not to obstruct the traveling of the following vehicle convoy 200, the traveling (platooning) of the preceding vehicle convoy 100 may not be in accordance with the traveling preference information Ipt of the preceding vehicle convoy 100.

[0070] Therefore, in this embodiment, the management server 20 executes the "first driving control process" as follows: Fig. 8 is a flowchart for explaining an outline of the first driving control process according to this embodiment.

[0071] In step S31, the management server 20 determines whether or not multiple vehicle convoys T exist. Specifically, for example, the management server 20 executes a process to recognize multiple vehicle convoys T traveling within a predetermined distance range based on the vehicle convoy travel information Itt (position information). As a result, if multiple vehicle convoys T do not exist (step S31; No), the process proceeds to end. On the other hand, if multiple vehicle convoys T exist, as in the example of the leading vehicle convoy 100 and the following vehicle convoy 200 shown in FIG. 7 (step S31; Yes), the process proceeds to step S32.

[0072] In step S32, the management server 20 executes a first driving control process. That is, the management server 20 acquires at least one of driving preference information Ipt and vehicle convoy driving information Itt from each of the recognized vehicle convoys T. How to acquire either or both of the driving preference information Ipt and the vehicle convoy driving information Itt varies depending on how the first driving control process is executed (see first to sixth examples described later).

[0073] Then, in step S32, the management server 20 controls the platooning of each of the multiple vehicle convoys T based on at least one of the acquired driving preference information Ipt and the convoy driving information Itt. More specifically, the management server 20 transmits a control instruction for controlling the platooning to each vehicle 10 constituting the convoy T, for each of the multiple vehicle convoys T.

[0074] When the passenger 2 (driver) is driving the vehicle 10 (more specifically, when the passenger 2 is performing at least a driving operation of the vehicle 10 corresponding to the control instruction), a control instruction (e.g., an instruction to accelerate, decelerate, or change lanes) is transmitted to the passenger 2 via a notification displayed on the HMI device 15 of the vehicle 10. After confirming the notification, the passenger 2 drives the vehicle 10 in accordance with the notified control instruction. Furthermore, when the vehicle 10 is in autonomous driving, a control instruction is an instruction (remote control instruction) from the management server 20 to remotely control the vehicle 10. The remote control instruction is issued, for example, to the control device 14 of the vehicle 10. As a result, the control device 14 that receives the control instruction controls the traveling device 13 in accordance with the control instruction. Alternatively, the remote control instruction may be transmitted to the traveling device 13 via or without the control device 14, and may directly control the traveling device 13. In addition, to make it easier for passenger 2 to understand the situation of the platoon driving, HMI device 15 of vehicle 10, which is an autonomous vehicle, may notify passenger 2 of the contents of the autonomous driving control of vehicle 10 (e.g., acceleration, deceleration, lane change) that is performed in response to remote control instructions from management server 20.

[0075] (First example) FIG. 9 is a flowchart showing a first example of the first driving control process in step S32.

[0076] In step S41, the management server 20 determines whether the following vehicle convoy 200 has approached the preceding vehicle convoy 100. Specifically, the management server 20 determines whether the distance between the rearmost vehicle 10 of the following vehicle convoy 200 and the rearmost vehicle 10 of the preceding vehicle convoy 100 is less than a predetermined threshold, for example, based on the vehicle convoy travel information Itt (position information). If the result shows that the following vehicle convoy 200 is not approaching (step S41; No), the process proceeds to end. On the other hand, if the following vehicle convoy 200 has approached (step S41; Yes), the process proceeds to step S42.

[0077] In step S42, the management server 20 determines whether the desired traveling speed of the following vehicle train 200 is higher than the desired traveling speed of the preceding vehicle train 100, based on the traveling preference information Ipt (traveling speed preference information Ipt3). If the desired traveling speed of the following vehicle train 200 is not higher than that of the preceding vehicle train 100 (step S42; No), the process proceeds to end. On the other hand, if the desired traveling speed of the following vehicle train 200 is higher (step S42; Yes), the process proceeds to step S43.

[0078] In step S43, the management server 20 instructs each vehicle 10 constituting the leading convoy 100 to change lanes (e.g., change lanes from L1 to L2 in FIG. 7) in order to allow the following convoy 200 to move ahead of the leading convoy 100. Alternatively, the management server 20 may instruct each vehicle 10 constituting the following convoy 200 to change lanes (e.g., change lanes from L1 to L2 in FIG. 7). Note that the processing of step S43 may include instructions to accelerate / decelerate at least one of the leading convoy 100 and the following convoy 200 in order to make the lane change more smoothly. The same applies to steps S53 and S55 (see FIG. 10) described below.

[0079] In step S44 following step S43, the management server 20 determines, for example, based on the convoy travel information Itt (position information), whether or not the following convoy 200 has overtaken the preceding convoy 100. As a result, if the overtaking has been completed (step S44: Yes), the process proceeds to step S45.

[0080] In step S45, the management server 20 instructs each vehicle 10 in the preceding convoy 100 to change lanes to return to the original driving lane L1 (for example, from L2 to L1 in FIG. 7). Alternatively, the management server 20 may instruct each vehicle 10 in the following convoy 200 to change lanes (for example, from L2 to L1 in FIG. 7).

[0081] According to the first example described above, when multiple vehicle convoys T (a leading vehicle convoy 100 and a following vehicle convoy 200) approach each other, the convoy driving of both vehicle convoys T can be appropriately maintained while preventing the convoy driving of each of the multiple vehicle convoys T from becoming inconsistent with its own driving preferences (desired driving speed).

[0082] (Second example) 10 is a flowchart showing a second example of the first driving control process in step S32. The process of this flowchart differs from the flowchart shown in FIG.

[0083] In FIG. 10, if the following vehicle convoy 200 approaches the preceding vehicle convoy 100 (step S41; Yes), the process proceeds to step S51. In step S51, the management server 20 determines whether the lane change frequency preference of the preceding vehicle convoy 100 differs from the lane change frequency preference of the following vehicle convoy 200 based on the driving preference information Ipt (driving pattern preference information Ipt1). As a result, if the preceding vehicle convoy 100 does not differ from the following vehicle convoy 200 in terms of lane change frequency preference (step S51; No), the process proceeds to end. On the other hand, if the preceding vehicle convoy 100 differs from the following vehicle convoy 200 in terms of lane change frequency preference (step S51; Yes), the process proceeds to step S52.

[0084] In step S52, the management server 20 determines, based on the driving preference information Ipt, whether the frequency of lane changes preferred by the preceding vehicle convoy 100 is higher than that of the following vehicle convoy 200. As a result, if the preceding vehicle convoy 100 prefers (accepts) a higher frequency of lane changes (step S52; Yes), the process proceeds to step S53. On the other hand, if the following vehicle convoy 200 prefers (accepts) a higher frequency of lane changes (step S52; No), the process proceeds to step S55.

[0085] In step S53, the management server 20 instructs each vehicle 10 constituting the leading convoy 100 to change lanes (e.g., change lanes from L1 to L2 in FIG. 7) to allow the following convoy 200 to get ahead of the leading convoy 100. Thereafter, if the following convoy 200 overtakes the leading convoy 100 (step S44: Yes), the management server 20 instructs each vehicle 10 constituting the leading convoy 100 to change lanes (e.g., change lanes from L2 to L1 in FIG. 7) to return to the original lane (step S54).

[0086] On the other hand, in step S55, the management server 20 instructs each vehicle 10 constituting the following vehicle convoy 200 to change lanes (e.g., change lanes from L1 to L2 in FIG. 7) to put the following vehicle convoy 200 ahead of the leading vehicle convoy 100. Thereafter, if the following vehicle convoy 200 overtakes the leading vehicle convoy 100 (step S44: Yes), the management server 20 instructs each vehicle 10 constituting the following vehicle convoy 200 to change lanes to return to the original lane (e.g., change lanes from L2 to L1 in FIG. 7) (step S56).

[0087] The second example described above also makes it possible to appropriately maintain the platooning of both vehicle convoys T when they approach each other, while preventing the platooning of each of the vehicle convoys T from becoming incompatible with its own driving preferences (preferences for lane change frequency).

[0088] (Third example) Fig. 11 is a flowchart showing a third example of the first driving control process in step S32. The process of this flowchart differs from the flowchart shown in Fig. 10 in the following respects: The destination preference information Ipt2 for the vehicle convoy T may include information on the remaining distance Dr to the desired destination of the vehicle convoy T (i.e., the end point of the convoy driving).

[0089] In FIG. 11, if the following vehicle convoy 200 approaches the preceding vehicle convoy 100 (step S41; Yes), the process proceeds to step S61. In step S61, the management server 20 determines whether the remaining distance Dr to the destination is different between the preceding vehicle convoy 100 and the following vehicle convoy 200. The remaining distance Dr can be acquired, for example, based on destination preference information Ipt2 (information on the desired destination) and convoy travel information Itt (position information). As a result, if the remaining distance Dr between the preceding vehicle convoy 100 and the following vehicle convoy 200 is not different (step S61; No), the process proceeds to end. On the other hand, if the remaining distance Dr between the preceding vehicle convoy 100 and the following vehicle convoy 200 is different (step S61; Yes), the process proceeds to step S62.

[0090] In step S62, the management server 20 determines whether the remaining distance Dr of the preceding vehicle train 100 is longer than that of the following vehicle train 200. As a result, if the preceding vehicle train 100 has a longer remaining distance Dr (step S62; Yes), the process proceeds to step S53. On the other hand, if the following vehicle train 200 has a longer remaining distance Dr (step S62; No), the process proceeds to step S55.

[0091] For example, if vehicle convoy A (leading vehicle convoy 100 or following vehicle convoy 200) with the shorter remaining distance Dr is approaching the end point of its convoy driving and vehicle convoy A is to make the above-mentioned lane change, passengers 2 of vehicles 10 included in vehicle convoy A may feel uneasy or uncomfortable about the lane change (i.e., feel that it does not match their own driving preferences). Conversely, even if vehicle convoy B, which has some time to spare before the end point of the convoy driving, makes the lane change under the above-mentioned circumstances, passengers 2 of vehicles 10 included in vehicle convoy B are unlikely to feel uneasy or uncomfortable. Therefore, even with the third example described above, when multiple vehicle convoys T approach each other, it is possible to appropriately maintain the platooning of both vehicle convoys T while preventing the platooning of each of the multiple vehicle convoys T from becoming incompatible with the driving preferences of the respective vehicle convoys T.

[0092] (Example 4) 12 is a flowchart showing a fourth example of the first driving control process in step S32. The process of this flowchart differs from the flowchart shown in FIG.

[0093] In FIG. 12, when the following vehicle convoy 200 approaches the preceding vehicle convoy 100 (step S41; Yes), the process proceeds to step S71. In step S71, the management server 20 determines whether the speed range preferences differ between the preceding vehicle convoy 100 and the following vehicle convoy 200 based on the driving preference information Ipt (driving pattern preference information Ipt1). As a result, if the preceding vehicle convoy 100 does not differ from the following vehicle convoy 200 in terms of speed range preferences (step S71; No), the process proceeds to end. On the other hand, if the preceding vehicle convoy 100 differs from the following vehicle convoy 200 in terms of speed range preferences (step S71; Yes), the process proceeds to step S72.

[0094] In step S72, the management server 20 determines whether the speed range preferred by the leading vehicle train 100 is wider than that of the following vehicle train 200. As a result, if the leading vehicle train 100 prefers a wider speed range (step S72; Yes), the process proceeds to step S73. On the other hand, if the following vehicle train 200 prefers a wider speed range (step S72; No), the process proceeds to step S74.

[0095] In step S73, the management server 20 instructs each vehicle 10 in the leading convoy 100 that prefers a wider speed range than the following convoy 200 to change its traveling speed to match the traveling speed of the following convoy 200 (the other vehicle in the convoy). Specifically, for example, the management server 20 acquires the traveling speed of the following convoy 200 from the following convoy 200. Then, if the vehicle 10 that is the target of the instruction is a manually driven vehicle (including the above-mentioned driving assistance vehicle), the management server 20 uses a notification to the HMI device 15 to request the occupants 2 of each vehicle 10 in the leading convoy 100 to change their traveling speed to match the acquired traveling speed of the following convoy 200. Furthermore, if the vehicle 10 that is the target of the instruction is an autonomous vehicle, the management server 20 remotely controls each vehicle 10 in the leading convoy 100 to change their traveling speed to match the acquired traveling speed of the following convoy 200.

[0096] Meanwhile, in step S74, the management server 20 instructs each vehicle 10 in the following convoy 200, which prefers a wider speed range than the preceding convoy 100, to change its traveling speed to match the traveling speed of the preceding convoy 100. This instruction can be given in the same manner as in step S73, except that the target of the instruction is changed from the preceding convoy 100 to the following convoy 200.

[0097] Even with the fourth example described above, when multiple vehicle convoys T approach each other, it is possible to appropriately maintain the convoy driving of both vehicle convoys T while preventing the convoy driving of each of the multiple vehicle convoys T from becoming incompatible with its own driving preferences (speed range preferences).

[0098] (Fifth Example) 13 is a flowchart showing a fifth example of the first driving control process in step S32. The process of this flowchart differs from the flowchart shown in FIG.

[0099] In the fifth example, control instructions to the vehicle convoy T are given based on the vehicle convoy travel information Itt instead of the travel preference information Ipt. Specifically, the vehicle convoy travel information Itt may include information on the number N1 of vehicles constituting the vehicle convoy T. The information on the number N1 of vehicles is updated by the management server 20 so that it increases as a vehicle 10 joins the vehicle convoy T and decreases as a vehicle 10 leaves the vehicle convoy T.

[0100] In FIG. 13, if the following vehicle train 200 approaches the preceding vehicle train 100 (step S41; Yes), the process proceeds to step S81. In step S81, the management server 20 determines whether the number of vehicles N1 differs between the preceding vehicle train 100 and the following vehicle train 200, based on the vehicle train travel information Itt. As a result, if the number of vehicles N1 between the preceding vehicle train 100 and the following vehicle train 200 is not different (step S81; No), the process proceeds to end. On the other hand, if the number of vehicles N1 between the preceding vehicle train 100 and the following vehicle train 200 is different (step S81; Yes), the process proceeds to step S82.

[0101] In step S82, the management server 20 determines whether the number N1 of vehicles constituting the leading vehicle convoy 100 is smaller than the number N1 of vehicles constituting the following vehicle convoy 200. As a result, if the leading vehicle convoy 100 has the smaller number N1 of vehicles (step S82; Yes), the process proceeds to step S53. That is, the management server 20 causes the leading vehicle convoy 100, which has the smaller number N1 of vehicles and is therefore easier to change lanes as part of the convoy T, to change lanes (step S53). On the other hand, if the following vehicle convoy 200 has the smaller number N1 of vehicles (step S82; No), the process proceeds to step S55. That is, the management server 20 causes the following vehicle convoy 200, which has the smaller number N1 of vehicles and is therefore easier to change lanes as part of the convoy T, to change lanes (step S55).

[0102] According to the fifth example described above, when multiple vehicle convoys T approach each other, the convoy driving of each of the multiple vehicle convoys T is controlled taking into account the convoy driving information Itt (the number of vehicles N1 that make up the convoy T), making it possible to more appropriately support the convoy driving of the multiple vehicle convoys T.

[0103] (Example 6) Fig. 14 is a flowchart showing a sixth example of the first driving control process in step S32. The process of this flowchart differs from the flowchart shown in Fig. 10 in the following respects: In the sixth example, control instructions to the vehicle convoy T are issued based on both the driving preference information Ipt and the vehicle convoy driving information Itt.

[0104] In FIG. 14, when the following vehicle convoy 200 approaches the preceding vehicle convoy 100 (step S41; Yes), the process proceeds to step S91. In step S91, the management server 20 determines whether the lane-changing frequency preferences of the preceding vehicle convoy 100 and the following vehicle convoy 200 are the same, based on the driving preference information Ipt. Here, "same" does not necessarily mean completely the same, but may include a range that can be considered substantially the same. When the preceding vehicle convoy 100 and the following vehicle convoy 200 do not have the same lane-changing frequency preferences (step S91; No), the process proceeds to end. On the other hand, when the preceding vehicle convoy 100 and the following vehicle convoy 200 have the same lane-changing frequency preferences (step S91; Yes), the process proceeds to step S92.

[0105] In step S92, the management server 20 determines, based on the train of vehicles travel information Itt, whether the number of past lane changes N2 for the train of vehicles T differs between the preceding train of vehicles 100 and the following train of vehicles 200. As a result, if the number of lane changes N2 for the preceding train of vehicles 100 is not different from the following train of vehicles 200 (step S92; No), the processing proceeds to End. On the other hand, if the number of lane changes N2 for the preceding train of vehicles 100 is different from the following train of vehicles 200 (step S92; Yes), the processing proceeds to step S93.

[0106] In step S93, the management server 20 determines whether the number of past lane changes N2 of the preceding vehicle train 100 is less than the number of past lane changes N2 of the following vehicle train 200. As a result, if the preceding vehicle train 100 has the fewer number of lane changes N2 (step S93; Yes), the process proceeds to step S53. On the other hand, if the following vehicle train 200 has the fewer number of lane changes N2 (step S93; No), the process proceeds to step S55.

[0107] According to the sixth example described above, when multiple vehicle convoys T approach each other, the convoy driving information Itt (number of past lane changes N2) is also taken into consideration to prevent the convoy driving of each of the multiple vehicle convoys T from becoming incompatible with its own driving preferences (preferences for lane change frequency), and the convoy driving of both vehicle convoys T can be maintained appropriately.

[0108] According to the first driving control process described above, the platooning of each of the multiple vehicle convoys T is controlled while taking into consideration at least one of the driving preference information Ipt and the convoy driving information Itt. This makes it possible to more appropriately support the platooning of the multiple vehicle convoys T. In particular, when the driving preference information Ipt is taken into consideration, the platooning of each of the multiple vehicle convoys T is controlled based on the driving preference information Ipt, making it possible to perform platooning while appropriately satisfying the driving preferences of the multiple vehicle convoys T as a whole.

[0109] 3. Further processing related to platooning support To support platooning, the management server 20 may additionally execute at least one of the following: "any one of the second to fourth driving control processes," "vehicle convoy dissolution process," "vehicle convoy reconfiguration process," "first incentive granting process," and "second incentive granting process."

[0110] 3-1. Second to fourth driving control processes FIG. 15 is a diagram (comparative example) for explaining the issues that arise when a assisted convoy T travels. When another vehicle travels in a lane adjacent to the travel lane of the convoy, the presence of the convoy can hinder the smooth travel of the other vehicle. As an example, FIG. 15 shows a state in which another vehicle Vx traveling in a merging lane L0 changes lanes to the travel lane L1 of the convoy 300 (assisted convoy T). For ease of explanation, the lane change by the other vehicle Vx to the travel lane L1 of the convoy 300 will be referred to as a "lane change LC1" below.

[0111] As shown in Figure 15, if the convoy 300 passes the merging point P1 at the same time that the other vehicle Vx arrives at the merging point P1, the lane change LC1 (merging) of the other vehicle Vx will be blocked by the convoy 300. Furthermore, if the other vehicle Vx forcibly changes lane LC1 and cuts in the middle of the convoy 300, the convoy 300 will be unable to maintain its position. Furthermore, this issue can arise not only in a lane change LC1 (e.g., Figure 15) for merging into a travel lane on a main roadway, but also in a lane change LC1 caused by a reduction in the number of travel lanes on the main roadway, and in other lane changes LC1 between adjacent travel lanes on the main roadway.

[0112] Therefore, the management server 20 may execute the "second driving control process," the "third driving control process," or the "fourth driving control process" as follows: Fig. 16 is a flowchart for explaining the second to fourth driving control processes according to this embodiment.

[0113] In step S101, the management server 20 determines whether another vehicle Vx (see, for example, FIG. 15 ) attempting to make a lane change LC1 has been predicted. The method for predicting the other vehicle Vx is not particularly limited. That is, for example, the management server 20 may predict the other vehicle Vx attempting to make a lane change LC1 when it recognizes, using the sensor group 12 (recognition sensors) of the vehicle 10 included in the vehicle convoy 300, that the other vehicle Vx traveling in a traveling lane adjacent to the traveling lane L1 of the vehicle convoy 300 (e.g., merging lane L0) is approaching the traveling lane L1. Alternatively, the management server 20 may predict the other vehicle Vx attempting to make a lane change LC1 when it recognizes, based on map information and the vehicle convoy travel information Itt (position information), that the vehicle convoy 300 is approaching a point or section (e.g., a merging point, a lane narrowing point) where the lane change LC1 of the other vehicle Vx is predicted based on topography.

[0114] If another vehicle Vx attempting to make a lane change LC1 is not foreseen (step S101; No), the process proceeds to end. On the other hand, if the other vehicle Vx is foreseen (step S101; Yes), the process proceeds to step S102. In step S102, the management server 20 executes one of the second to fourth driving control processes to instruct the vehicle convoy 300 to travel in a manner that does not interfere with the lane change LC1 of the other vehicle Vx.

[0115] 3-1-1. Second driving control process FIG. 17 is a diagram illustrating a first example of the second driving control process according to the present embodiment. In the first example, when another vehicle Vx is detected attempting to make a lane change LC1, the management server 20 instructs each vehicle 10 included in the vehicle convoy 300 to accelerate so as not to obstruct the lane change LC1 of the other vehicle Vx. This acceleration instruction is performed in the same manner as the control instruction in the first driving control process. That is, an acceleration instruction for a manually driven vehicle 10 is transmitted to the passenger 2 via a notification displayed on the HMI device 15. An acceleration instruction for an automatically driven vehicle 10 corresponds to an instruction from the management server 20 to accelerate the vehicle 10 by remote control. As a result of the acceleration instruction, the vehicle convoy 300 (i.e., all vehicles 10 included in the vehicle convoy 300) accelerates in the driving lane L1, as shown in FIG. 17. As a result, obstruction of the lane change LC1 of the other vehicle Vx by the vehicle convoy 300 is avoided or suppressed.

[0116] In addition, the target of the acceleration instruction to the vehicle convoy 300 is not limited to each vehicle 10 included in the vehicle convoy 300 (i.e., all vehicles 10), but may be only the leading vehicle 10 of the vehicle convoy 300. This also applies to the second and third examples of the second driving control process described below.

[0117] FIG. 18 is a diagram illustrating a second example of the second driving control process according to the present embodiment. In the second example, when another vehicle Vx is predicted to make a lane change LC1, the management server 20 instructs each vehicle 10 included in the convoy 300 to decelerate so as not to obstruct the lane change LC1 of the other vehicle Vx. Specifically, a deceleration instruction for a manually driven vehicle 10 is transmitted to the passenger 2 via a notification displayed on the HMI device 15. An example of a deceleration instruction for an automatically driven vehicle 10 is an instruction from the management server 20 to decelerate the vehicle 10 by remote control. As a result of the deceleration instruction, the convoy 300 (i.e., all vehicles 10 included in the convoy 300) decelerates in the driving lane L1, as shown in FIG. 18. As a result, obstruction of the lane change LC1 of the other vehicle Vx by the convoy 300 is avoided or suppressed.

[0118] FIG. 19 is a diagram illustrating a third example of the second driving control process according to the present embodiment. In the third example, when another vehicle Vx is predicted to make a lane change LC1, the management server 20 instructs each vehicle 10 included in the vehicle convoy 300 to make a "lane change LC2" so as not to interfere with the lane change LC1 of the other vehicle Vx. As shown in FIG. 19, this lane change LC2 is a lane change of the vehicle convoy 300 to a lane L2 adjacent to the lane L1 of the vehicle convoy 300 on the opposite side of the lane of the other vehicle Vx (e.g., merging lane L0). Specifically, the lane change LC2 instruction for the manually driven vehicle 10 is transmitted to the passenger 2 via a notification displayed on the HMI device 15. The lane change LC2 instruction for the autonomously driven vehicle 10 corresponds to an instruction from the management server 20 to remotely control the vehicle 10 to make the lane change LC2. As a result of the instruction to change the lane LC2, the convoy 300 (i.e., all the vehicles 10 constituting the convoy 300) performs the lane change LC2 as shown in Fig. 19. As a result, the convoy 300 is prevented from interfering with the lane change LC1 of the other vehicle Vx.

[0119] 3-1-2.Third driving control process 20 is a diagram illustrating an example of the third driving control process according to the present embodiment. In this example, when another vehicle Vx is predicted to make a lane change LC1, the management server 20 first identifies convoys 301 and 302 obtained by dividing the convoy 300 so as not to interfere with the lane change LC1 of the other vehicle Vx. The convoy 301 is made up of one or more vehicles 10 from the front of the multiple vehicles 10 that make up the convoy 300. The convoy 302 is made up of the remaining one or more vehicles 10 of the multiple vehicles 10. The convoys 301 and 302 respectively correspond to examples of a "first convoy" and a "second convoy" according to the present disclosure.

[0120] The vehicle convoys 301 and 302 are identified, for example, as follows. That is, the management server 20 communicates with, for example, another vehicle Vx and acquires information about the position and traveling speed of the other vehicle Vx. Then, based on the acquired information about the position and traveling speed of the other vehicle Vx and map information, the management server 20 calculates (estimates) the time t1 at which the other vehicle Vx will arrive at point P1 (e.g., a merging point) where the other vehicle Vx will overlap with the vehicle convoy 300 during lane change LC1. Next, based on the vehicle convoy travel information Itt (e.g., position and traveling speed), map information, and time t1, the management server 20 identifies a vehicle 10x that would pass point P1 at time t1 if the vehicle convoy 300 continued traveling as is. Then, the management server 20 identifies the vehicle convoys 301 and 302, for example, so that the vehicle convoy 301 includes vehicle 10x (vehicle 10_k in FIG. 20 ) as the last vehicle. Alternatively, the management server 20 may specify the vehicle convoys 301 and 302 so that the vehicle convoy 302 includes the vehicle 10x (vehicle 10_k+1 in FIG. 20) as the leading vehicle.

[0121] Then, the management server 20 gives instructions (notification to the HMI device 15 or remote control instructions) to each of the vehicles 10 included in the convoy 300 to form the convoys 301 and 302 while ensuring a driving space Svx for other vehicles Vx between the convoys 301 and 302.

[0122] More specifically, in an example in which the vehicle convoy 301 includes the vehicle 10x, the management server 20 instructs each vehicle 10 included in the vehicle convoy 301 to accelerate as necessary to ensure the driving space Svx. Alternatively, the management server 20 may instruct each vehicle 10 to change lanes LC2 to driving lane L2 in order to ensure the driving space Svx. In addition to instructing each vehicle 10 included in the vehicle convoy 301 to accelerate or change lanes LC2, the management server 20 may also instruct each vehicle 10 included in the vehicle convoy 302 to decelerate in order to ensure a more sufficient driving space Svx. Note that the instruction to accelerate or change lanes LC2 given to the vehicle convoy 301 is not limited to each vehicle 10 included in the vehicle convoy 301, and may be given only to the leading vehicle 10 of the vehicle convoy 301.

[0123] On the other hand, in an example where the vehicle convoy 302 includes the vehicle 10x, the management server 20 instructs each vehicle 10 included in the vehicle convoy 302 to decelerate as necessary to ensure the driving space Svx. Alternatively, the management server 20 may instruct each vehicle 10 to change lanes LC2 to driving lane L2 in order to ensure the driving space Svx. In addition to instructing each vehicle 10 included in the vehicle convoy 302 to decelerate or change lanes LC2, the management server 20 may also instruct each vehicle 10 included in the vehicle convoy 301 to accelerate in order to ensure a more sufficient driving space Svx. Note that the instruction to decelerate or change lanes LC2 given to the vehicle convoy 302 is not limited to each vehicle 10 included in the vehicle convoy 302, and may be given only to the leading vehicle 10 of the vehicle convoy 302.

[0124] In addition, when the vehicle convoy 300 is divided into the vehicle convoys 301 and 302 as described above, the management server 20 updates the vehicle convoy information It so that the information of the vehicle convoys 301 and 302 is reflected.

[0125] The third driving control process described above also prevents or suppresses the lane change LC1 of the other vehicle Vx from being obstructed by the convoy 300.

[0126] 3-1-3. Fourth driving control process FIG. 21 is a diagram illustrating an example of the fourth driving control process according to the present embodiment. In this example, when another vehicle Vx is predicted to make a lane change LC1, the management server 20 first identifies, among the vehicles 10 included in the vehicle convoy 400 (support target vehicle convoy T), a plurality of specific vehicles 10y having driving preference information Ipv that is different from the driving preference information Ipt of the vehicle convoy 400 by a predetermined threshold or more. In other words, the management server 20 identifies, as the plurality of specific vehicles 10y, a plurality of vehicles 10 having driving preference information Ipv that is close to an outlier with respect to the driving preference information Ipt of the vehicle convoy 400. More specifically, the management server 20 identifies the plurality of specific vehicles 10y based on, for example, statistical values ​​(e.g., variance, deviation (standard deviation, mean deviation, etc.)) of the driving preference information Ipv of each vehicle 10 read from the storage device 23.

[0127] The management server 20 then instructs each of the multiple specific vehicles 10y to leave the convoy 400 and form a new convoy 401. Specifically, the management server 20 identifies the new convoy 401 formed by the multiple specific vehicles 10y. The management server 20 then instructs the identified convoy 401 to change lanes to a driving lane L2 adjacent to the driving lane L1 of the convoy 400 on the opposite side of the driving lane L0 of the other vehicle Vx. In addition, the management server 20 updates the convoy information It to reflect information about the departure of the multiple specific vehicles 10y from the convoy 400 and the formation of the new convoy 401.

[0128] The fourth driving control process described above also prevents or suppresses the lane change LC1 of the other vehicle Vx from being obstructed by the convoy 300. More specifically, the fourth driving control process allows the other vehicle Vx to use one of the spaces (e.g., S1 and S2 in FIG. 21 ) vacated by multiple specific vehicles (e.g., two specific vehicles) 10y and the surrounding space to make the lane change LC1 more smoothly than in a case where the fourth driving control process is not performed. Furthermore, the formation of another convoy 401 is performed as described above, taking into account the driving preference information Ipt and Ipv. This makes it possible to facilitate the lane change LC1 of the other vehicle Vx after the multiple specific vehicles 10y leave, while reconstituting the convoy 400 with the remaining multiple vehicles 10 whose driving preference information Ipv is closer.

[0129] Furthermore, the identification of the multiple vehicles 10y in the fourth driving control process may be performed, more specifically, to identify multiple specific vehicles 10y having driving preference information Ipv that are separated by a threshold or more in the same direction from the driving preference information Ipt of the vehicle convoy 400. This allows another vehicle convoy 401 to be composed of multiple vehicles 10y having close driving preference information Ipv, and also facilitates lane changes LC1 of other vehicles Vx.

[0130] In addition, after another vehicle Vx performs a lane change LC1 by utilizing space within the convoy 400 in conjunction with the execution of the fourth driving control process, the management server 20 may execute the "convoy reconfiguration process" described below on the convoy 400 as necessary.

[0131] 3-1-4. Example of how to select the second to fourth driving control processes Furthermore, the instruction to accelerate, decelerate, or change lanes LC2 to the convoy 300 by the second driving control process (the first, second, or third example described above) may be selected, for example, as follows, based on various information such as information on the traveling speeds of the convoy 300 and the other vehicle Vx, or the convoy surrounding situation information Its. That is, if the speed of the convoy 300 is higher than the speed of the other vehicle Vx traveling in the traveling lane L0, the management server 20 may select an instruction to accelerate the convoy 300 (first example). On the other hand, if the speed of the other vehicle Vx is higher than the speed of the convoy 300, the management server 20 may select an instruction to decelerate the convoy 300 (second example). Furthermore, if it is determined based on the convoy surrounding situation information Its (here, information on the availability (congestion) of the adjacent lane) that there is sufficient traveling space for the convoy 300 in the adjacent lane (traveling lane L2) on the opposite side of the traveling lane L0 of the other vehicle Vx, the management server 20 may select a lane change LC2 (third example).

[0132] Furthermore, the instruction to split the convoy 300 in the third driving control process may be selected, for example, as follows. That is, the management server 20 may determine, based on, for example, the driving information (e.g., position, driving speed) of the other vehicle Vx, the convoy driving information Itt (e.g., position, driving speed), and map information, whether the other vehicle Vx and / or the convoy 300 can accelerate or decelerate to change lanes LC1 without overlapping with the convoy 300. If it is determined that the lane change LC1 is not possible even if the other vehicle Vx accelerates or decelerates, the management server 20 may select an instruction to split the convoy 300 into convoys 301 and 302. Note that, similarly, an instruction (in the fourth driving control process) to form another convoy 401 for the multiple specific vehicles 10y may also be selected based on the result of the determination described herein.

[0133] Furthermore, the instruction to split the convoy 300 by the third driving control process may be selected, for example, as follows: That is, the management server 20 determines whether the number of surrounding vehicles Vy traveling in the driving lane L1 of the convoy 300 within a predetermined distance range from the convoy 300 is equal to or greater than a threshold, for example, based on the convoy driving information Itt (e.g., location), the convoy surrounding situation information Its (here, information on availability (congestion) of the driving lane L1), and map information. If this determination is true, the management server 20 may select an instruction to split the convoy 300 into the convoys 301 and 302 (fourth example). This allows the convoy 300 to appropriately give way to other vehicles Vx, even in a situation where it is difficult to secure driving space Svx simply by accelerating or decelerating the convoy 300 because there are many surrounding vehicles Vy traveling in the same driving lane L1 as the convoy 300. Similarly, the instruction to form another convoy 401 to the multiple specific vehicles 10y (fourth driving control process) may also be selected based on the result of the determination described here.

[0134] According to each of the second, third, and fourth driving control processes described above, it is possible to create a driving environment in which other vehicles Vx that are not managed by the management server 20 (central server) can easily travel.

[0135] 3-2. Disbanding the convoy When a convoy is traveling in formation, a situation may arise in which, due to the convoy's driving environment (e.g., traffic density, traffic regulations, road shape), it is no longer meaningful to maintain the convoy or maintaining the convoy would result in disadvantages. When such a situation occurs, in other words, when the conditions for maintaining the convoy T (convoy maintenance condition C) are no longer met, it is appropriate to autonomously disband the convoy.

[0136] Therefore, the management server 20 may execute the "vehicle queue dissolving process" as follows: Figure 22 is a flowchart for explaining the vehicle queue dissolving process according to this embodiment.

[0137] In step S111, the management server 20 determines whether the convoy maintenance condition C is satisfied based on the driving environment information read from the storage device 23. The driving environment information here refers to information that indicates the driving environment of the convoy T, and includes, for example, the above-mentioned convoy surrounding situation information Its (e.g., traffic density, traffic regulations, nearby emergency vehicles), convoy driving information Itt (e.g., driving speed), and map information (e.g., road shape, number of lanes). The convoy maintenance condition C is not satisfied in the following cases, for example:

[0138] That is, the convoy maintenance condition C may not be satisfied if the traffic density (vehicle density) of the road on which the convoy T is traveling exceeds a predetermined threshold. More specifically, the management server 20 calculates a statistical value (e.g., average value) of the traffic density for a predetermined time range before the current time, for example, based on the driving environment information (traffic density). Then, if this statistical value exceeds a predetermined threshold, the management server 20 determines that the convoy maintenance condition C is not satisfied. Note that traffic volume (vehicles / h) may be used instead of traffic density (vehicles / km).

[0139] Furthermore, the vehicle train maintaining condition C may not be satisfied if the traveling speed of the vehicle train T drops below a predetermined threshold due to the traveling environment. More specifically, the management server 20 calculates, for example, a statistical value (e.g., average value) of the traveling speed of the vehicle train T over a predetermined time range before the current time based on the traveling environment information (the traveling speed of the vehicle train T). Then, if this statistical value exceeds a predetermined threshold, the management server 20 determines that the vehicle train maintaining condition C is not satisfied.

[0140] Furthermore, the convoy maintenance condition C may not be satisfied if there is a traffic regulation ahead on the road on which the convoy T is traveling (for example, in bad weather or when an accident occurs). The management server 20 can determine whether or not there is a traffic regulation based on, for example, driving environment information (convoy surrounding situation information Its).

[0141] Furthermore, the convoy maintenance condition C may not be satisfied when an emergency vehicle (e.g., an ambulance, a fire engine, or a police vehicle) is traveling around the convoy T. The management server 20 can determine whether or not an emergency vehicle is present based on, for example, the driving environment information (convoy surrounding situation information Its).

[0142] Furthermore, the vehicle convoy maintenance condition C may not be satisfied if the number of lanes of the road on which the vehicle convoy T is traveling is reduced to one or has been reduced. The management server 20 can determine whether the number of lanes is reduced to one or has been reduced based on, for example, traveling environment information (e.g., vehicle convoy traveling information Itt and map information).

[0143] Furthermore, the convoy maintenance condition C may not be satisfied if the shape of the road on which the convoy T is traveling is or has become unsuitable for convoy traveling. The management server 20 can determine whether the road shape is or has become unsuitable for convoy traveling, for example, based on traveling environment information (e.g., convoy traveling information Itt and map information).

[0144] If the convoy maintenance condition C is satisfied (step S111; Yes), the process proceeds to end. On the other hand, if the convoy maintenance condition C is not satisfied (step S111; No), the process proceeds to step S112. In step S112, the management server 20 transmits an instruction to each of the vehicles 10 included in the convoy T to end the convoy driving (i.e., an instruction to dissolve the convoy T) (convoy dissolution process).

[0145] Specifically, if the vehicle 10 that is the target of the instruction is a manually driven vehicle (including the above-mentioned driving assistance vehicle), the management server 20 uses the notification to the HMI device 15 to request the occupants 2 of each vehicle 10 to end the platooning (i.e., to leave the vehicle convoy T). Furthermore, if the vehicle 10 that is the target of the instruction is an autonomous vehicle, the management server 20 remotely controls each vehicle 10 to leave the vehicle convoy T and perform autonomous driving independently in order to end the platooning. More specifically, the management server 20 instructs the control device 14 of each vehicle 10 to perform autonomous driving independently, or directly controls the driving device 13 of each vehicle 10 to perform autonomous driving independently.

[0146] The above-described process of dissolving the train of vehicles can prevent the presence of the train of vehicles T from adversely affecting traffic flow.

[0147] 3-3. Vehicle convoy reconstruction processing FIG. 23 is a diagram illustrating another issue that arises when a assisted convoy T is traveling, and the convoy reconfiguration process as a solution to that issue. There is a possibility that another vehicle may cut in to a convoy traveling in convoy. FIG. 23 shows the convoy 500 in which another vehicle Vx traveling in a travel lane L2 adjacent to the travel lane L1 of the convoy 500 (assisted convoy T) has cut in. When another vehicle Vx cuts in from outside the convoy 500 in this way, it becomes impossible to maintain a single convoy 500 made up of multiple vehicles 10 with similar driving preference information Ipv.

[0148] Therefore, the management server 20 may execute the "vehicle line reconfiguration process" as follows: Fig. 24 is a flowchart for explaining the vehicle line reconfiguration process according to this embodiment.

[0149] In step S121, the management server 20 determines whether or not another vehicle Vx has entered the convoy 500. The management server 20 can recognize the occurrence of an intrusion by another vehicle Vx, for example, by using the sensor group 12 (recognition sensors) of the constituent vehicles 10 of the convoy 500. If an intrusion by another vehicle Vx has not occurred (step S121; No), the process proceeds to end. On the other hand, if an intrusion has occurred (step S121; Yes), the process proceeds to step S122.

[0150] In step S122, the management server 20 identifies two vehicle convoys T (e.g., vehicle convoys 501 and 502 (see FIG. 23 )), for example, based on the vehicle convoy travel information Itt (position information of the vehicles 10 included in the vehicle convoy T) and the position information of the other vehicle Vx. The vehicle convoys 501 and 502 correspond to examples of the "third vehicle convoy" and the "fourth vehicle convoy," respectively, according to the present disclosure. That is, the vehicle convoy 502 is made up of one or more vehicles 10 that are located ahead of the other vehicle Vx among the multiple vehicles 10 included in the vehicle convoy 500. The vehicle convoy 502 is made up of one or more vehicles 10 that are located behind the other vehicle Vx among the multiple vehicles 10 included in the vehicle convoy T. In addition, the vehicle convoy information It is updated to reflect information on the dissolution of the vehicle convoy 500 and the formation of new vehicle convoys 501 and 502.

[0151] In step S123 following step S122, the management server 20 instructs each of the identified vehicle convoys T (e.g., vehicle convoys 501 and 502) to platoon as a single vehicle convoy. That is, the management server 20 instructs the vehicles 10 included in the vehicle convoy 501 (more specifically, each vehicle 10 or the lead vehicle 10) to platoon as the vehicle convoy 501. Similarly, the management server 20 instructs the vehicles 10 included in the vehicle convoy 502 (more specifically, each vehicle 10 or the lead vehicle 10) to platoon as the vehicle convoy 502.

[0152] In addition, the management server 20 may notify the passengers 2 of each vehicle 10 via the HMI device 15 of each vehicle 10 included in the vehicle convoys 501 and 502 of information indicating that the vehicle convoy T to which the vehicle 10 belongs has been updated.

[0153] According to the above-described vehicle line reconfiguration process, even if another vehicle Vx cuts into the vehicle line T, the vehicle line T can be reconfigured in small units, and the vehicle line T can continue to receive incentives.

[0154] 3-4. 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.

[0155] 3-4-1. First incentive granting process Therefore, the management server 20 may execute the "first incentive granting process" as follows: Figure 25 is a flowchart for explaining the first incentive granting process according to this embodiment.

[0156] In step S131, 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 S131; No), the process proceeds to end. On the other hand, if a new vehicle 10 has joined (step S131; Yes), the process proceeds to step S132.

[0157] In step S132, the management server 20 executes a process (first incentive granting process) to open up "vehicle function F," the use of which by a vehicle 10 that has joined the vehicle convoy T is restricted 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 vehicle function F (i.e., removing the restriction) in response to an instruction from the management server 20.

[0158] The vehicle function F 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 a control device 14 that controls the driving device 13 using a 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.

[0159] Furthermore, the vehicle 10 may be equipped with a seat that has a function of massaging the passenger 2. The vehicle function F that is activated by the first incentive granting process may include, for example, the massage function.

[0160] 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 F 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).

[0161] 3-4-2. 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 26 is a flowchart illustrating the second incentive granting process according to this embodiment.

[0162] In step S141, 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 S141; No), the process proceeds to end. On the other hand, if a new vehicle 10 has joined (step S141; Yes), the process proceeds to step S142.

[0163] In step S142, 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.

[0164] 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.

[0165] 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 ``assisted convoy T'' (in other words, the motivation of the occupants 2 for each vehicle 10 to form the convoy T).

[0166] 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]

[0167] 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, 100 Leading vehicle convoy, 200 Following vehicle convoy, 300, 301, 302, 400, 401, 500, 501, 502 Convoy

Claims

1. A driving assistance device that assists a plurality of vehicles in platooning, one or more processors; the one or more processors: Acquire driving preference information indicating passenger preferences regarding vehicle driving from each of the plurality of vehicles; executes a convoy formation support process to support the formation of an assisted convoy of vehicles that travel in convoy mode using vehicles with similar preferences based on the driving preference information; When there are a plurality of supported vehicle convoys, at least one of the driving preference information and the convoy driving information is acquired from each of the plurality of supported vehicle convoys, and a first driving control process is executed to control the convoy driving of each of the plurality of supported vehicle convoys based on the acquired at least one of the driving preference information and the convoy driving information. Driving assistance device.

2. The driving assistance device according to claim 1, When another vehicle is detected attempting to change lanes into the driving lane of the assisted convoy, the one or more processors execute a second driving control process to instruct the assisted convoy to accelerate, decelerate, or change lanes so as not to interfere with the lane change of the other vehicle. Driving assistance device.

3. The driving assistance device according to claim 1, When another vehicle is predicted to change lanes into the driving lane of the supported vehicle convoy, the one or more processors execute a third driving control process; The third driving control process includes: Identifying a first convoy and a second convoy obtained by dividing the support target convoy so as not to hinder the lane change of the other vehicle; giving an instruction to the support target vehicle convoy to form the first vehicle convoy and the second vehicle convoy while ensuring a travel space for the other vehicle between the first vehicle convoy and the second vehicle convoy; Contains Driving assistance device.

4. The driving assistance device according to claim 1, When another vehicle is predicted to change lanes into the driving lane of the supported vehicle convoy, the one or more processors execute a fourth driving control process; The fourth driving control process includes: Identifying a plurality of specific vehicles among the vehicles included in the support target vehicle convoy, the specific vehicles having driving preference information that is different from the driving preference information of the support target vehicle convoy by a threshold or more; issuing an instruction to each of the plurality of specific vehicles to cause the plurality of specific vehicles to leave the support target convoy and form a separate convoy; Contains Driving assistance device.

5. The driving assistance device according to claim 1, the one or more processors execute a process of dissolving a train of vehicles; The process of dissolving the train of vehicles includes: determining whether a convoy maintenance condition for maintaining the convoy to be supported is satisfied based on driving environment information of the convoy to be supported; If the convoy maintenance condition is not satisfied, transmitting an instruction to the support target convoy to terminate the convoy traveling; Contains Driving assistance device.

6. The driving assistance device according to claim 1, When another vehicle cuts in on the support target convoy, the one or more processors execute a convoy reconfiguration process; The vehicle train reconstruction process includes: Identifying a third convoy consisting of one or more vehicles that are located ahead of the other vehicles among the vehicles included in the support target convoy, and a fourth convoy consisting of one or more vehicles that are located behind the other vehicles among the vehicles included in the support target convoy; instructing the third vehicle convoy to perform the platooning as the third vehicle convoy; instructing the fourth vehicle convoy to perform the platooning as the fourth vehicle convoy; Contains Driving assistance device.

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

8. The driving assistance device according to claim 1 or 7, When a vehicle joins the assisted convoy on a toll road, the one or more processors execute a process to provide a financial benefit associated with using the toll road to the passengers of the joined vehicle. Driving assistance device.

9. The driving assistance device according to claim 1, 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.

10. The driving assistance device according to claim 1, The driving preference information includes driving speed preference information regarding a desired driving speed, the plurality of support target vehicle convoys include a preceding vehicle convoy and a following vehicle convoy having a desired traveling speed higher than that of the preceding vehicle convoy; The first driving control process includes, when the following vehicle train approaches the preceding vehicle train, instructing the preceding vehicle train or the following vehicle train to change lanes so that the following vehicle train can move ahead of the preceding vehicle train. Driving assistance device.

11. The driving assistance device according to claim 1, The driving preference information includes driving pattern preference information regarding a desired driving pattern specified by at least a preference of lane change frequency, The first driving control process includes, when a following vehicle convoy included in the plurality of supported vehicle convoys approaches a preceding vehicle convoy included in the plurality of supported vehicle convoys, issuing an instruction to a vehicle convoy that prefers a higher frequency of lane changes, among the preceding vehicle convoy and the following vehicle convoy, to change lanes so as to cause the following vehicle convoy to precede the preceding vehicle convoy. Driving assistance device.

12. The driving assistance device according to claim 1, the driving preference information includes destination preference information including information on a remaining distance to a desired destination as a train of vehicles; The first driving control process includes, when a following vehicle convoy included in the plurality of supported vehicle convoys approaches a preceding vehicle convoy included in the plurality of supported vehicle convoys, instructing one of the preceding vehicle convoys and the following vehicle convoys with a longer remaining distance to change lanes in order to allow the following vehicle convoy to precede the preceding vehicle convoy. Driving assistance device.

13. The driving assistance device according to claim 1, the driving preference information includes driving pattern preference information relating to a desired driving pattern specified by at least a speed range preference; The first driving control process includes, when a following vehicle convoy included in the plurality of supported vehicle convoys approaches a preceding vehicle convoy included in the plurality of supported vehicle convoys, instructing one of the preceding vehicle convoys and the following vehicle convoys that prefers a wider speed range to change its driving speed in accordance with the driving speed of the other vehicle convoy. Driving assistance device.

14. The driving assistance device according to claim 1, the convoy travel information includes information on the number of vehicles constituting the convoy; The first driving control process includes, when a following vehicle convoy included in the plurality of supported vehicle convoys approaches a preceding vehicle convoy included in the plurality of supported vehicle convoys, instructing one of the preceding vehicle convoy and the following vehicle convoy with the fewer number of vehicles to change lanes in order to allow the following vehicle convoy to precede the preceding vehicle convoy. Driving assistance device.

15. The driving assistance device according to claim 1, The driving preference information includes driving pattern preference information regarding a desired driving pattern specified by at least a preference of lane change frequency, The convoy travel information includes information on the number of past lane changes made by the convoy, the plurality of support target vehicle convoys include a preceding vehicle convoy and a following vehicle convoy whose lane change frequency preference is the same as that of the preceding vehicle convoy; The first driving control process includes, when the following vehicle line approaches the preceding vehicle line, issuing an instruction to one of the preceding vehicle line and the following vehicle line, whichever has had fewer lane changes in the past, to change lanes so as to allow the following vehicle line to precede the preceding vehicle line. Driving assistance device.

16. A driving assistance method in which a computer assists a plurality of vehicles in platooning, comprising: acquiring driving preference information indicating a preference of a passenger regarding vehicle driving from each of the plurality of vehicles; executing a convoy formation support process for supporting the formation of an assisted convoy of vehicles that travel in a convoy with vehicles having similar preferences based on the driving preference information; When there are a plurality of supported convoys, acquiring at least one of the driving preference information and the convoy driving information from each of the plurality of supported convoys, and controlling the convoy driving of each of the plurality of supported convoys based on the acquired at least one of the driving preference information and the convoy driving information; Contains Driving assistance method.

17. A driving assistance program executed by a computer that assists a platoon of multiple vehicles, acquiring driving preference information indicating a preference of a passenger regarding vehicle driving from each of the plurality of vehicles; executing a convoy formation support process for supporting the formation of an assisted convoy of vehicles that travel in a convoy with vehicles having similar preferences based on the driving preference information; When there are a plurality of supported convoys, acquiring at least one of the driving preference information and the convoy driving information from each of the plurality of supported convoys, and controlling the convoy driving of each of the plurality of supported convoys based on the acquired at least one of the driving preference information and the convoy driving information; causing the computer to execute Driving assistance program.

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