Driving control device, driving control method, driving control program, and recording medium

Abstract

The goal is to achieve desired energy-saving effects and environmental performance while effectively suppressing discomfort and unpleasantness for vehicle occupants. [Solution] The driving control device (7) comprises a forward information acquisition unit (701), a driving plan generation unit (702), and a driving plan determination unit (752). The forward information acquisition unit acquires forward information, including the display cycle of one or more traffic signals located ahead of the vehicle. The driving plan generation unit generates a through-driving plan for passing traffic signals without stopping at signals. The driving plan determination unit determines that if the vehicle speed control information included in the generated through-driving plan includes predetermined stop-driving recommendation conditions, it will execute vehicle driving control using a stop-driving plan for stopping at signals instead of the through-driving plan. The stop-driving recommendation conditions include a vehicle speed below a threshold vehicle speed continuing for a predetermined time or longer, or a deceleration exceeding a deceleration threshold.

Description

Technical Field

[0001] The present disclosure relates to a vehicle driving control device, a driving control method, a driving control program, and a computer-readable non-transitory tangible recording medium storing such a driving control program.

Background Art

[0002] The technique described in Patent Document 1 receives a signal including information on the position and color change parameters of a traffic signal installed in the traveling direction of a vehicle, processes the received signal to know the blue light time zone of the traffic signal, and calculates a speed range at which each traffic signal can be passed. By maintaining this speed range, the number of starts and stops can be reduced, so that the vehicle can travel with low fuel consumption and the amount of exhaust gas can also be reduced.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] For example, in this type of technology, when traveling within the calculated speed range, passengers may feel discomfort or uneasiness due to decelerated driving or prolonged low-speed driving. However, if the use of this technology is discontinued due to such discomfort or uneasiness of passengers, the energy-saving effect and environmental performance of this technology cannot be obtained.

[0005] The present disclosure has been made in view of the circumstances exemplified above. That is, the present disclosure provides a technology that can obtain a desired energy-saving effect and environmental performance while satisfactorily suppressing discomfort and uneasiness of vehicle passengers.

Means for Solving the Problems

[0006] In one aspect of this disclosure, the vehicle's driving control device (7) is: A forward information acquisition unit (701) acquires forward information including the display cycle of one or more traffic signals (TS) located in the path of the vehicle, A driving plan generation unit (702) generates a driving plan in which the vehicle passes the traffic signal without stopping to wait for the signal, based on the acquired forward information, A driving plan determination unit (752) determines, if the vehicle speed control information included in the generated through-driving plan includes predetermined stop driving recommendation conditions, that instead of the through-driving plan, the vehicle should use a stop driving plan in which the vehicle stops at the traffic signal to wait for the signal, and execute the vehicle's driving control accordingly. Equipped with, The aforementioned conditions for recommending stopping include a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or a deceleration exceeding a deceleration threshold. In another aspect of this disclosure, the vehicle driving control method is: The vehicle acquires forward information including the display cycle of one or more traffic signals (TS) located in the vehicle's path. Based on the acquired forward information, a route plan is generated in which the vehicle passes the traffic signal without stopping to wait for the signal. If the vehicle speed control information included in the generated through-driving plan includes predetermined stop driving recommendation conditions, it is determined that the vehicle's driving control will be performed using a stop driving plan in which the vehicle stops at the traffic signal to wait for the signal, instead of the through-driving plan. The aforementioned conditions for recommending stopping include a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or a deceleration exceeding a deceleration threshold. In yet another aspect of this disclosure, the driving control program executed by the vehicle's driving control device (7) is: The processes executed by the aforementioned driving control device include: The process of acquiring forward information including the display cycle of one or more traffic signals (TS) located in the path of the vehicle, Based on the acquired forward information, a process is performed to generate a through-driving plan in which the vehicle passes the traffic signal without stopping to wait for the signal, If the vehicle speed control information included in the generated through-driving plan includes predetermined stop driving recommendation conditions, the process determines whether to use a stop driving plan in which the vehicle stops at the traffic signal to wait for the signal, instead of the through-driving plan, and execute the vehicle's driving control accordingly. Includes, The aforementioned conditions for recommending stopping include a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or a deceleration exceeding a deceleration threshold. In yet another aspect of this disclosure, a computer-readable non-transitional substantial recording medium recording a driving control program executed by the vehicle's driving control device (7) is: The processes included in the aforementioned driving control program are: The process of acquiring forward information including the display cycle of one or more traffic signals (TS) located in the path of the vehicle, Based on the acquired forward information, a process is performed to generate a through-driving plan in which the vehicle passes the traffic signal without stopping to wait for the signal, If the vehicle speed control information included in the generated through-driving plan includes predetermined stop driving recommendation conditions, the process determines whether to use a stop driving plan in which the vehicle stops at the traffic signal to wait for the signal, instead of the through-driving plan, and execute the vehicle's driving control accordingly. Includes, The aforementioned conditions for recommending stopping include a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or a deceleration exceeding a deceleration threshold.

[0007] In addition, each element in the application documents may be denoted by a reference numeral in parentheses. However, such reference numerals merely indicate one example of the correspondence between the element and the specific means described in the embodiments below. Therefore, this disclosure is not limited in any way by the notation of the above reference numerals. [Brief explanation of the drawing]

[0008] [Figure 1] It is a schematic diagram showing the state of a vehicle in motion to which the present disclosure is applicable. [Figure 2] It is a block diagram showing a schematic device configuration of the in-vehicle system shown in FIG. 1. [Figure 3] It is a block diagram showing a schematic functional configuration realized by executing a driving control program in the driving control device shown in FIG. 2. [Figure 4] It is a graph for explaining factors affecting the psychological state of passengers in green wave driving control. [Figure 5] It is a graph for explaining the outline of vehicle driving control according to the present disclosure. [Figure 6] It is a graph for explaining the outline of an example of vehicle driving control according to the present disclosure. [Figure 7] It is a graph for explaining the energy efficiency improvement effect by the vehicle speed control pattern shown in FIG. 6. [Figure 8] It is a graph for explaining the outline of another example of vehicle driving control according to the present disclosure. [Figure 9] It is a graph for explaining the energy efficiency improvement effect by the vehicle speed control pattern shown in FIG. 8. [Figure 10] It is a flowchart showing an outline of an operation example of a driving control device according to an embodiment of the present disclosure. [Figure 11] It is a flowchart showing an outline of an operation example of a driving control device according to an embodiment of the present disclosure. [Figure 12] It is a flowchart showing an outline of an operation example of a driving control device according to an embodiment of the present disclosure.

Mode for Carrying Out the Invention

[0009] (Embodiment) Hereinafter, exemplary embodiments or specific examples of the present disclosure will be described with reference to the drawings as appropriate. The following embodiments, their modifications, and the corresponding drawings are schematic or simplified for the purpose of concisely explaining the contents of the present disclosure, and do not limit the contents of the present disclosure in any way. Therefore, it goes without saying that the descriptions in the drawings do not necessarily correspond to the specific device configurations actually manufactured and sold. In other words, unless explicitly limited by the applicant in the application history, the present disclosure should not be interpreted restrictively by the descriptions in the drawings and the corresponding descriptions of the device configurations, functions, or operations described below.

[0010] (Overview of the in-vehicle system) First, referring to Figure 1, the in-vehicle system 1 is configured to be installed in the vehicle V1 and to perform various operations, including driving control of the vehicle V1. Specifically, the in-vehicle system 1 has the configuration of a driving automation system. The driving automation system is an automated driving system and / or a driving assistance system.

[0011] In other words, the in-vehicle system 1 is configured to achieve a level of driving automation corresponding to at least one of levels 1 to 5 as defined in the standard "SAE J3016" published by SAE International. SAE stands for Society of Automotive Engineers. Level X in "SAE J3016" will be simply referred to as "SAE Level X" below. X is one of 0 to 5. SAE Level 0 is called manual driving. SAE Level 1 is called driver assistance. SAE Level 2 is called advanced driver assistance. SAE Level 3 is called conditional automated driving. SAE Level 4 is called advanced automated driving. SAE Level 5 is called fully automated driving.

[0012] In this embodiment, the in-vehicle system 1 is configured to continuously execute at least the longitudinal vehicle motion control subtask, which is one of the longitudinal vehicle motion control subtasks and lateral vehicle motion control subtasks included in the dynamic driving task. The longitudinal vehicle motion control subtask is starting, accelerating and decelerating, and stopping. The lateral vehicle motion control subtask is steering. The "dynamic driving task" refers to all operational and tactical functions that need to be performed in real time when operating the vehicle V1 in road traffic, excluding strategic functions. Driving behavior in general can be classified into three types of functions: strategic, tactical, and operational. "Strategic" functions include route planning, waypoint selection, etc., and specifically include deciding or selecting a route plan such as "whether to go or not, when, where, and how to go." "Tactical" functions relate to vehicle operations in traffic situations, such as deciding whether or not to overtake or change lanes and when to do so, selecting an appropriate speed, and checking mirrors during the journey. "Operational" functions involve instantaneous reactions, such as making fine adjustments to steering, braking, acceleration, and other operations to maintain the vehicle's position within the road lane or to avoid sudden obstacles or hazardous events in the vehicle's path.

[0013] More specifically, the in-vehicle system 1 according to this embodiment is configured to perform so-called green wave driving control. Green wave driving refers to adjusting the vehicle speed so that it can pass through one or more traffic signals TS on a green light without stopping to wait for the signal. Green wave driving is typically used for a vehicle V1 to pass through a road section Rc on the road R on which it is currently traveling, where multiple traffic signals TS are installed, without waiting for the signal. Hereinafter, the road section Rc as a green wave driving control section for the vehicle V1 will include a predetermined number of traffic signals TS or intersections TC on road R that are targets for green wave driving. It goes without saying that traffic signals TS are not necessarily installed only at intersections TC. Furthermore, if the planned route of the vehicle V1 includes right or left turns at intersections TC, the road section Rc as a green wave driving control section will also include the intersections TC that are targets for the right or left turns.

[0014] Green wave driving can be applied not only when the vehicle V1 is driving alone, but also when a group of vehicles, including other vehicles V2 in front and behind, is driving in a convoy. Therefore, the in-vehicle system 1 according to this embodiment is configured to enable green wave driving during convoy driving by acquiring traffic signal information and driving information of other vehicles V2 through V2V communication with other vehicles V2 and V2I communication with an external device C. V2V is an abbreviation for Vehicle-to-Vehicle and can also be called "vehicle-to-vehicle communication". V2I is an abbreviation for Vehicle-to-roadside-Infrastructure and can also be called "vehicle-to-infrastructure communication". The concept encompassing both is called V2X. V2X is an abbreviation for vehicle-to-any or Vehicle to X.

[0015] (In-vehicle system configuration) Referring to Figure 2, the in-vehicle system 1 includes a vehicle state sensor 2, an external environment recognition sensor 3, a locator 4, a navigation device 5, a communication device 6, a driving control device 7, a motion control device 8, and a notification device 9. These are connected via an in-vehicle network to enable the exchange of information or signals. The in-vehicle network is configured to comply with a predetermined communication standard such as CAN (International Registered Trademark: International Registration No. 1048262A). CAN (International Registered Trademark) is an abbreviation for Controller Area Network. In addition to the main network compliant with CAN (International Registered Trademark), the in-vehicle network may also have another main network or subnetwork compliant with LIN, FlexRay, etc. LIN is an abbreviation for Local Interconnect Network.

[0016] The vehicle condition sensor 2 is designed to detect various quantities related to the driving state of the vehicle V1. "Driving state" includes the driving operation state and the driving behavior state of the vehicle V1. "Driving operation state" refers to the state of driving operation input to the vehicle V1 by the driver or the driving control device 7, and includes, for example, steering amount, throttle opening, brake operation amount, shift range, etc. "Driving behavior state" refers to the state related to the motion or behavior of the vehicle V1, and includes, for example, vehicle speed, acceleration, yaw rate, etc. The vehicle condition sensor 2 is also designed to detect elements of the vehicle V1's driving environment that are different from those detected or detected by the external environment recognition sensor 3, such as brightness, rainfall, outside temperature, etc. In other words, the vehicle condition sensor 2 is a general term for various sensors such as the accelerator opening sensor, brake pedal sensor, vehicle speed sensor, yaw rate sensor, raindrop sensor, and outside temperature sensor.

[0017] The external environment recognition sensor 3 is designed to recognize external information of the vehicle V1, in other words, the driving environment on the road R, that is different from what is detected or detected by the vehicle state sensor 2, i.e., the presence of targets. "Targets" include not only three-dimensional "objects" such as other vehicles V2, pedestrians, and obstacles, but also two-dimensional displays such as road markings. Specifically, the external environment recognition sensor 3 may include devices such as cameras, millimeter-wave radar, and LiDAR. LiDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. The external environment recognition sensor 3 is also called an ADAS sensor. ADAS is an abbreviation for Advanced Driver-Assistance Systems.

[0018] Locator 4 is configured to measure the position of the vehicle V1. Specifically, locator 4 has at least a satellite positioning function that measures the position of the vehicle V1 by receiving positioning signals transmitted from positioning satellites. In addition, locator 4 may also be configured to use an autonomous positioning function using inertial sensors such as gyro sensors and accelerometers to improve the accuracy of measuring the position of the vehicle V1 in places where satellite radio waves are difficult to reach, such as inside tunnels. Such inertial sensors may be provided in locator 4 or may be included in vehicle state sensor 2. As an example of a locator 4 equipped with inertial sensors, Applanix's "POSLV" positioning and direction system for land vehicles is commercially available.

[0019] Furthermore, Locator 4 also possesses a map database. This map database primarily consists of a large-capacity non-volatile storage medium containing numerous three-dimensional and two-dimensional map data. The three-dimensional map data is so-called high-precision map data, including three-dimensional shape information of road radius and detailed information on each lane, which is essential for advanced driver assistance and autonomous driving. High-precision map data is also referred to as HD map data. HD stands for High Definition.

[0020] The navigation device 5 is provided to acquire the planned route from the current position of the vehicle V1 to a predetermined destination. In this embodiment, the navigation device 5 is configured to calculate the planned route based on the destination set by the driver of the vehicle V1, high-precision map information acquired from the locator 4, and the position information and direction information of the vehicle V1 acquired from the locator 4.

[0021] The communication device 6 is an in-vehicle communication module, and is configured to perform wireless communication with an external device C or another vehicle V2. The communication device 6 may also consist of separate communication modules for V2V and V2I, each using a different communication method.

[0022] The driving control device 7 is configured to perform automated driving operations on the vehicle V1 based on various information or signals acquired from the vehicle state sensor 2, the external environment recognition sensor 3, the locator 4, the navigation device 5, and the communication device 6. In other words, the driving control device 7 has the configuration of a so-called driver assistance ECU or automated driving ECU. ECU is an abbreviation for Electronic Control Unit.

[0023] In this embodiment, the driving control device 7 has the configuration of an in-vehicle microcomputer comprising at least a processor 71 and a memory 72. The processor 71 comprises at least one arithmetic unit having the function or configuration of a CPU or MPU, and its peripheral circuits (e.g., a timer circuit). The memory 72 includes at least RAM and ROM or non-volatile rewritable memory from among various non-transitional physical storage media such as ROM, RAM, and non-volatile rewritable memory. Non-volatile rewritable memory is a storage device that allows information to be rewritten when the power is on, but keeps information unrewritable when the power is off, and is, for example, flash memory.

[0024] The driving control device 7 is configured to implement predetermined functions for realizing automated driving operations in the vehicle V1 by having the processor 71 read and execute a computer program from the memory 72. The memory 72 stores the computer program along with various data necessary for its execution, such as initial values, maps, and lookup tables. Details of the functional configuration realized in the driving control device 7 by the execution of the driving control method or driving control program according to this disclosure will be described later.

[0025] The motion control device 8 is provided to perform vehicle motion control such as starting, accelerating, decelerating, braking, stopping, and steering of the vehicle V1. In other words, the vehicle V1 is equipped with a power generation mechanism, a power transmission mechanism, a braking mechanism, a steering mechanism, and an ECU for controlling their operations, as part of the motion control device 8. The power generation mechanism only needs to be provided with at least one of either a motor or an engine.

[0026] The notification device 9 is provided to notify the driver and other occupants of the vehicle V1 of various types of information. Specifically, the vehicle V1 is equipped with information display devices such as an instrument panel and a head-up display device, as well as an audio output device, as part of the notification device 9.

[0027] (Driving control device) In this embodiment, the driving control device 7 has the functional configuration shown in Figure 3, which enables green wave driving through autonomous vehicle speed control independent of the driver's driving operations. That is, each functional block shown in Figure 3 is a functional configuration realized by the processor 71 executing a computer program corresponding to the driving control program according to this disclosure.

[0028] The functional configuration of the driving control device 7 according to this embodiment will be described below with reference to Figures 1 and 2, as well as Figure 3. Specifically, the driving control device 7 has the following functional configuration: a forward information acquisition unit 701, a driving plan generation unit 702, a rear information acquisition unit 703, a following vehicle behavior prediction unit 704, a driving plan determination unit 705, and a control command value output unit 706.

[0029] The forward information acquisition unit 701 acquires forward information, including the lighting status and display cycle of one or more (typically multiple) traffic signals TS located ahead of the vehicle V1. "Forward information" includes dynamic information and static information. Dynamic information includes, for example, traffic signal information such as the display cycle mentioned above, as well as driving information of other vehicles V2 that are preceding vehicles. Such driving information can be acquired, for example, based on the detection results of forward targets by the external environment recognition sensor 3 or information received through V2X communication using the communication device 6.

[0030] In particular, in this embodiment, the forward information includes the driving plan of the preceding vehicle for vehicle group driving control. The driving plan includes the planned driving route, vehicle speed control information, etc. Vehicle group driving control refers to controlling each vehicle included in a vehicle group, where the vehicle V1 and other vehicles V2 in front of and behind it are considered as one vehicle group, so that they behave substantially the same. The vehicle speed control information includes a vehicle speed pattern for vehicle speed control.

[0031] Static information includes, for example, information obtained from map information such as the road gradient and turning curvature at the destination of the vehicle V1. Note that the turning curvature is not limited to curved roads. That is, for example, if the road section Rc as a green wave driving control section also includes an intersection TC where the vehicle V1 is scheduled to turn right or left, the turning curvature also includes the curvature of the driving trajectory when turning right or left at such an intersection TC.

[0032] The driving plan generation unit 702 generates a driving plan for the vehicle V1 in the road section Rc based on the forward information acquired by the forward information acquisition unit 701. This driving plan includes a through driving plan and a stopping driving plan. The through driving plan is a driving plan for green wave driving control and is a driving plan for passing through one or more (i.e., multiple) traffic signals TS or the road section Rc containing them without stopping for traffic signals. The stopping driving plan is a driving plan for when green wave driving control is not performed and is a driving plan for stopping for traffic signals TS as needed.

[0033] In this embodiment, the driving plan generation unit 702 generates multiple driving plans based on predetermined generation conditions. The generation conditions include, for example, upper limits for acceleration and deceleration, upper and lower limits for speed, upper limit for deviation from the current vehicle speed, and the degree of use of energy-saving driving means (e.g., coasting and engine braking). Specifically, the driving plan generation unit 702 generates multiple through driving plans with different vehicle speed patterns and energy-saving levels, and multiple stopping driving plans with different vehicle speed patterns and energy-saving levels. In other words, the driving plan generation unit 702 generates multiple driving plans with different weightings for occupant comfort and energy efficiency.

[0034] The rear information acquisition unit 703 acquires rear information, including the presence or absence of another vehicle V2 following behind the vehicle V1. "Rear information" includes the presence or absence of a following vehicle, the distance between vehicles, and their behavior (i.e., acceleration / deceleration status, etc.). Specifically, the rear information acquisition unit 703 acquires rear information based on the detection results of rear targets by the external environment recognition sensor 3 and information received through V2X communication using the communication device 6.

[0035] The following vehicle behavior prediction unit 704 predicts the behavior of the following vehicle based on the driving plan of the own vehicle V1 generated by the driving plan generation unit 702 and the rear information acquired via the rear information acquisition unit 703. Such behavior prediction can be performed using various methods proposed as follow-me driving models, such as the Gipps model, the intelligent driver model, etc.

[0036] The driving plan determination unit 705 determines the final driving plan to be used to actually execute driving control of the vehicle V1, based on the driving plan generated by the driving plan generation unit 702. Specifically, the driving plan determination unit 705 includes an energy prediction unit 751, a driving plan determination unit 752, and an energy saving planning unit 753.

[0037] The energy prediction unit 751 calculates the energy consumption of its own vehicle V1 and other vehicles V2 that form the same vehicle group as its own vehicle V1, based on the driving plans and behavior prediction results of those vehicles. An example of such energy consumption calculation method will be briefly described below.

[0038] The required driving force F can be calculated as shown in equation (1) below. In equation (1), M is the vehicle weight, α is the acceleration, ρ is the air density, A is the frontal projected area, and C d μ is the drag coefficient. r θ is the rolling resistance coefficient, g is the acceleration due to gravity, and θ is the gradient. That is, in the right-hand side of equation (1), the first term relates to acceleration, the second to air resistance, the third to rolling resistance, and the fourth to gradient resistance.

number

[0039] Here, by ignoring the small changes in air resistance and rolling resistance, and by using the acceleration dimension value obtained by dividing by the vehicle weight to eliminate the effects of individual differences between vehicles, the above equation (1) can be simplified to the following equation (2).

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[0040] From this, the power P can be calculated using equation (3) below. Then, by integrating this over time as shown in equation (4) below, it is possible to estimate the energy consumed.

number

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[0041] The driving plan determination unit 752 determines whether to use the stopping driving plan instead of the passing driving plan to control the driving of the vehicle V1 if the vehicle speed control information included in the passing driving plan generated by the driving plan generation unit 702 includes predetermined stopping driving recommendation conditions. Here, the predetermined stopping driving recommendation conditions include vehicle speed control information, i.e., vehicle speed patterns, that would cause discomfort or unease to the driver or other occupants of the vehicle V1 if green wave driving control were performed using the passing driving plan. Specifically, the stopping driving recommendation conditions include, for example, a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or a deceleration exceeding a deceleration threshold.

[0042] The energy-saving planning unit 753 determines the final vehicle speed control information from the perspective of improving energy efficiency, based on the vehicle speed control information included in the through-driving plan or stopping driving plan. Specifically, the energy-saving planning unit 753 determines the vehicle speed control information included in the stopping driving plan from the perspective of improving energy efficiency during deceleration and stopping for traffic signals. More specifically, in the stopping driving plan, the energy-saving planning unit 753 determines vehicle speed control information such as using regenerative braking, or coasting or engine braking as needed, instead of friction brakes during deceleration and stopping for traffic signals.

[0043] In this embodiment, the energy-saving planning unit 753 determines the final driving plan to actually execute the driving control of the vehicle V1 by selecting the most energy-efficient driving plan from among the multiple driving plans generated by the driving plan generation unit 702. Specifically, if at least one of the multiple through driving plans is unlikely to cause discomfort or unease to the occupants, i.e., does not include conditions that recommend stopping, the energy-saving planning unit 753 selects the most energy-efficient one among them. Furthermore, if all of the multiple through driving plans are likely to cause discomfort or unease to the occupants, i.e., include conditions that recommend stopping, the energy-saving planning unit 753 selects the most energy-efficient one among the stopping driving plans.

[0044] Furthermore, the energy-saving planning unit 753 is configured to derive control parameters included in the vehicle speed control information corresponding to the final driving plan used to actually execute the driving control of the vehicle V1. The control parameters include, for example, all or some of the following: speed, acceleration / deceleration, driving force, braking force, etc.

[0045] In this embodiment, the energy-saving planning unit 753 determines vehicle speed control information that maximizes the energy efficiency of the vehicle group, including its own vehicle V1 and other vehicles V2. Specifically, the energy-saving planning unit 753 considers the energy consumption of N vehicles, including its own vehicle V1, and derives control parameters as a solution that satisfies the following equation (5). In equation (5), p represents the control parameter.

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[0046] The control command value output unit 706 outputs the control parameters derived by the energy saving planning unit 753 to the motion control device 8. The motion control device 8 is configured to perform behavioral control of the vehicle V1 according to the control parameters received from the driving control device 7.

[0047] (Operation overview) The following describes the operation of the driving control device 7 according to this embodiment, along with the effects achieved by the driving control device 7, the driving control method and driving control program executed thereunder. In the following description, the driving control device 7 according to this embodiment, the driving control method and driving control program executed thereunder, and the computer-readable non-transitional physical recording medium on which such program is recorded may be collectively referred to simply as "this embodiment."

[0048] Figure 4 shows an example of vehicle speed patterns before and after a traffic signal position Ps, which is the location of a certain traffic signal TS. In Figure 4, the dashed line shows the vehicle speed pattern when the vehicle V1 passes through the traffic signal position Ps without stopping due to green wave driving control. On the other hand, the dashed line shows the vehicle speed pattern when the vehicle V1 stops at the traffic signal position Ps to wait for the signal, without performing green wave driving control. The same applies to Figures 5 and beyond.

[0049] Referring to Figure 4, factors that influence the degree of discomfort or unease experienced by occupants when Green Wave driving control is implemented include, for example, the deceleration start timing Tb, maximum deceleration dV, minimum driving speed VL, low-speed range duration DL, and speed deviation ΔV. Maximum deceleration dV is the maximum value of the deceleration in the vehicle speed pattern. Minimum driving speed VL is the lowest value of the vehicle speed while Green Wave driving control is being implemented. Low-speed range duration DL is the low-speed driving time, i.e., the duration of driving at a vehicle speed near the minimum driving speed VL. Speed ​​deviation ΔV is the difference in vehicle speed between Green Wave driving and normal driving, i.e., when Green Wave driving control is not being implemented.

[0050] If deceleration begins considerably far from the traffic signal position Ps, the maximum deceleration dV is large, the low-speed duration DL is long, or the speed deviation ΔV is excessive, it can lead to discomfort or unease for the occupants. Therefore, in this embodiment, if the vehicle speed pattern in the passing travel plan when executing green wave driving control is expected to cause discomfort or unease to the occupants of the vehicle V1 or other following vehicles V2 as described above, green wave driving control will not be executed. In this case, this embodiment will execute vehicle driving control using a stopping travel plan to stop at the traffic signal position Ps.

[0051] However, in this case, simply disabling green wave driving control will not yield energy-saving effects. Therefore, this embodiment uses a vehicle speed pattern that is as energy-efficient as possible when stopping at signal position Ps using a stop driving plan. The solid line in Figure 5 shows an example of such a vehicle speed pattern. Accordingly, this embodiment makes it possible to obtain the desired energy-saving effects and environmental performance while effectively suppressing discomfort and unpleasantness for the occupants.

[0052] The solid line in Figure 6 shows the vehicle speed pattern when a gradual deceleration period Db using engine braking or coasting is included in the stopping driving plan. Figure 7 shows the energy consumption reduction effect of this vehicle speed pattern. In Figure 7, the solid line shows the case of the stopping driving plan according to this embodiment, and the dashed line shows the case of a normal stop at a traffic light (i.e., without considering the energy consumption reduction effect). As shown by the downward-pointing white arrow in Figure 7, this embodiment makes it possible to improve energy efficiency when executing the stopping driving plan.

[0053] The solid line in Figure 8 shows a vehicle speed pattern that minimizes energy consumption. Specifically, in Figure 8, regenerative braking is used in addition to engine braking and coasting during the deceleration period De. Figure 9 shows the energy consumption reduction effect of this vehicle speed pattern. In Figure 9, the solid line shows the case of a stopping driving plan according to this embodiment, and the dashed line shows the case of a normal stop at a traffic light. As shown by the downward-pointing white arrow in Figure 9, this embodiment makes it possible to improve energy efficiency when executing a stopping driving plan.

[0054] (Example of operation) The following describes specific examples of operation using this embodiment, using the flowcharts shown in Figures 10 to 12. In the illustrated flowcharts, "S" is an abbreviation for "step". The processor 71 provided in the driving control device 7 reads the driving control program according to this embodiment and various data such as initial values ​​necessary for its execution from the memory 72, and executes each process shown in Figure 10 by starting the program.

[0055] This example demonstrates green wave driving control in a road section Rc where multiple traffic signals TS are installed, but the disclosure is not limited to this embodiment. First, in step 101, the processor 71 acquires forward information. Then, in step 102, the processor 71 acquires rear information. The order of the processing in step 101 and step 102 does not matter. Alternatively, the processing in step 101 and step 102 may be performed substantially simultaneously. Next, in step 103, the processor 71 determines, based on the acquired rear information, whether or not there is a following vehicle within a predetermined range (i.e., within a predetermined distance) behind its own vehicle V1.

[0056] If there is a following vehicle (i.e., step 103 = YES), the processor 71 proceeds to steps 104 and 105. In step 104, the processor 71 performs a determination process to determine whether or not such a following vehicle is following the vehicle V1. Following means driving in the same direction as the preceding vehicle while controlling the distance between the vehicle and the preceding vehicle to be within a predetermined range. Following can be performed, for example, by so-called following distance control. Following distance control is also called ACC. ACC is an abbreviation for Adaptive Cruise Control. In step 105, the processor 71 determines whether or not there is a following vehicle following the vehicle V1.

[0057] If there is a following vehicle following the vehicle V1 (i.e., step 105 = YES), the processor 71 proceeds to step 106. In step 106, the processor 71 generates a driving plan for controlling a group of vehicles, taking into account not only the energy consumption of the vehicle V1 but also that of the following vehicles.

[0058] If there are no following vehicles (i.e., step 103 = NO), or if there are following vehicles but they do not follow vehicle V1 (i.e., step 105 = NO), the processor 71 proceeds to step 107. In step 107, the processor 71 generates a driving plan based on the assumption that vehicle V1 is driving alone.

[0059] After performing the processing in step 106 or step 107, the processor 71 proceeds to step 108. In step 108, the processor 71 derives control command values, i.e., control parameters, corresponding to the generated driving plan.

[0060] Figure 11 shows the contents of the driving plan generation process during single-vehicle driving in step 107 shown in Figure 10. In this driving plan generation process, first, the processor 71 executes the processes of steps 201 and 202.

[0061] In step 201, the processor 71 acquires signal information, including the current lighting status and display cycle of multiple traffic signals TS in the road section Rc, which is a green wave driving control section. In step 202, the processor 71 determines whether the vehicle V1 can pass the next traffic signal TS at its current speed.

[0062] If the vehicle V1 can pass the next traffic signal TS at its current speed (i.e., step 202 = YES), the processor 71 executes the process in step 203 and then terminates the driving plan generation process. In step 203, the processor 71 maintains the current speed of the vehicle V1. On the other hand, if the vehicle V1 cannot pass the next traffic signal TS at its current speed (i.e., step 202 = NO), the processor 71 proceeds to step 204.

[0063] In step 204, the processor 71 determines whether it is possible to pass the next traffic signal TS by changing the speed of the vehicle V1. If the determination in step 204 is "NO", the processor 71 executes the process in step 205 and then terminates the driving plan generation process. In step 205, the processor 71 determines a stopping driving plan as the driving plan for vehicle control, which is a driving plan to stop the vehicle V1 at a red light at the stopping position corresponding to the next traffic signal TS. This enables driving control that achieves improved energy efficiency during deceleration and stopping for waiting at traffic lights, as shown in Figures 6 and 8.

[0064] If the determination in step 204 is "YES", the processor 71 proceeds to steps 206 and 207. In step 206, the processor 71 initially determines a passing driving plan, which is a driving plan to pass the next traffic signal TS on a green light using green wave driving control, as the driving plan for vehicle control. Then, in step 207, the processor 71 determines whether the driving plan initially determined in step 206 is acceptable, that is, whether such a driving plan does not cause discomfort or unease to the occupants.

[0065] If the determination in step 207 is "YES", the processor 71 maintains the driving plan that was determined in step 206 and terminates the driving plan generation process. On the other hand, if the determination in step 207 is "NO", the processor 71 executes the process in step 205 and then terminates the driving plan generation process. In this case, in step 205, the processor 71 discards the driving plan that was determined in step 206 and determines a stopping driving plan, which is a driving plan to stop the vehicle V1 at a red light at the stopping position corresponding to the next traffic signal TS, as the driving plan for vehicle control.

[0066] Figure 12 shows the contents of the driving plan generation process during vehicle group driving control in step 106 shown in Figure 10. Steps 301 to 303 shown in Figure 12 are the same as steps 201 to 203 shown in Figure 11. Therefore, the processing from step 304 onwards will be explained below.

[0067] In step 304, the processor 71 determines whether it is possible to pass the next traffic signal TS if the vehicle speed of its own vehicle V1 is changed.

[0068] If the determination in step 304 is "NO", the processor 71 proceeds to step 305. In step 305, the processor 71 determines a stopping plan as the vehicle control driving plan, which is a driving plan to stop the vehicle V1 at a red light at the stopping position corresponding to the next traffic signal TS.

[0069] If the determination in step 304 is "YES", the processor 71 proceeds to steps 306 and 307. In step 306, the processor 71 initially determines a passing driving plan, which is a driving plan to pass the next traffic signal TS on a green light using green wave driving control, as the driving plan for vehicle control. Then, in step 307, the processor 71 determines whether the driving plan initially determined in step 306 is acceptable, that is, whether such a driving plan does not cause discomfort or unease to the occupants.

[0070] If the determination in step 307 is "YES", the processor 71 maintains the driving plan that was determined in step 306. On the other hand, if the determination in step 307 is "NO", the processor 71 proceeds to step 305. In this case, in step 305, the processor 71 discards the driving plan that was determined in step 306 and determines a stopping driving plan as the driving plan for vehicle control, which is a driving plan to stop the vehicle V1 at a red light at the stopping position corresponding to the next traffic signal TS.

[0071] After the driving plan is determined in step 305 or step 306, the processor 71 executes the processes in steps 308 to 310 and temporarily terminates the driving plan generation process. In step 308, the processor 71 estimates the speed of the following vehicles. In step 309, the processor 71 performs energy calculations for each of the vehicle groups, including its own vehicle V1 and the following vehicles. In step 310, the processor 71 derives a vehicle speed pattern for driving control that results in energy savings for the entire vehicle group.

[0072] As detailed above, this specific example makes it possible to achieve energy-saving driving not only for the lead vehicle V1 in a group of vehicles, but for the entire group of vehicles including V1, by controlling only the driving of the lead vehicle V1. Furthermore, this specific example makes it possible to achieve both such energy-saving effects and the suppression of discomfort or unease experienced by occupants during energy-saving driving.

[0073] (modified version) This disclosure is not limited to the embodiments and specific examples described above. Therefore, the embodiments, etc. can be modified as appropriate. Representative modifications are described below. In the description of the modifications below, the differences from the embodiments, etc. will be mainly described. In addition, parts that are the same or equivalent to each other in the embodiments, etc. and the modifications below are denoted by the same reference numerals. Therefore, in the description of the modifications below, with respect to components that have the same reference numerals as in the embodiments, etc., the descriptions in the embodiments, etc. can be appropriately referenced unless there is a technical inconsistency or special additional explanation.

[0074] This disclosure is not limited to the specific device configurations shown in the embodiments described above. In other words, there are no particular limitations on the means or configurations for acquiring forward and backward information, for example.

[0075] The entire or a part of the driving control device 7 may be configured to include a digital circuit, such as an ASIC or FPGA, that is capable of realizing the functions or operations described above. ASIC stands for Application Specific Integrated Circuit. FPGA stands for Field Programmable Gate Array. In other words, the on-board microcomputer part and the digital circuit part can coexist in the driving control device 7.

[0076] The computer program according to this disclosure, which enables the execution of various operations, procedures, or processes described in the above embodiments, can be downloaded or upgraded via V2X communication using the communication device 6. Alternatively, such a computer program can be downloaded or upgraded via terminal equipment installed at the manufacturing plant, repair shop, dealership, etc., of the vehicle V1. The storage location for such a computer program may be a memory card, optical disk, magnetic disk, etc.

[0077] Thus, each of the above functional configurations and processes may be realized by a dedicated computer provided by configuring a processor 71 and memory 72 programmed to execute one or more functions embodied by a computer program. Alternatively, each of the above functional configurations and processes may be realized by a dedicated computer provided by configuring a processor 71 with one or more dedicated hardware logic circuits. Alternatively, each of the above functional configurations and processes may be realized by one or more dedicated computers configured by a combination of one or more processors 71 programmed to execute one or more functions, one or more memories 72, and one or more other processors 71 configured with one or more hardware logic circuits. Furthermore, the computer program may be stored in a computer-readable non-transitional substantial storage medium as instructions to be executed by the computer. That is, each of the above functional configurations and processes can also be represented as a computer program including procedures for realizing them, or as a non-transitional substantial storage medium storing said computer program.

[0078] All or part of the functional configuration shown in Figure 3, which is included in the driving control device 7, may be provided in the motion control device 8. Alternatively, the driving control device 7 and the motion control device 8 can be integrated.

[0079] This disclosure is not limited to the specific operating modes shown in the embodiments described above. That is, for example, as described above, Green Wave driving control is not limited to driving control in a road section Rc where multiple traffic signals TS are installed, but is also valid when there is only one traffic signal TS. Also, "green light" in Green Wave driving may include the state of "red light + green arrow signal". Furthermore, this disclosure is not limited to when the vehicle V1 is the lead vehicle in a platoon. Also, in this disclosure, the following vehicle during follow-up driving is not limited to those using ACC, but also includes those being driven manually (i.e., SAE level 0).

[0080] The energy-saving planning unit 753 may select the driving plan that maximizes energy efficiency when multiple driving plans are available that can effectively suppress discomfort and anxiety among occupants, or it may select one that takes into account a balance between occupant comfort and energy efficiency.

[0081] The energy-saving planning unit 753 may correct the vehicle speed control information included in the driving plan generated by the driving plan generation unit 702 from the perspective of improving energy efficiency. In this case, the driving plan generation unit 702 may generate only one of either a through driving plan or a stopping driving plan.

[0082] It goes without saying that the elements constituting the above embodiments are not necessarily essential unless explicitly stated to be particularly essential or considered to be fundamentally essential. Furthermore, when numerical values ​​such as the number, numerical values, quantities, or ranges of components are mentioned, this disclosure is not limited to those specific numbers unless explicitly stated to be particularly essential or considered to be fundamentally limited to those specific numbers. Similarly, when the shape, orientation, positional relationship, etc., of components are mentioned, this disclosure is not limited to those shapes, orientations, positional relationships, etc., unless explicitly stated to be particularly essential or considered to be fundamentally limited to those specific shapes, orientations, positional relationships, etc.

[0083] Similar expressions such as "acquisition," "calculation," "estimation," "detection," and "detection" can be appropriately substituted for each other within the limits of what is technically consistent. Similarly, "exceeding the threshold" and "above the threshold" can be appropriately substituted for each other within the limits of what is technically consistent. The same applies to "below the threshold" and "below the threshold."

[0084] Modifications are not limited to the examples given above. For example, all or part of one of the modifications may be combined with all or part of another, provided that it does not conflict with the technical specifications. Furthermore, all or part of the specific examples may be combined with all or part of the modifications, provided that it does not conflict with the technical specifications. [Explanation of Symbols]

[0085] 7. Driving control system 701 Forward information acquisition unit 702 Driving Plan Generation Unit 703 Rear Information Acquisition Department 752 Driving Plan Determination Unit 753 Energy Conservation Planning Department Rc road section TS traffic signal V1 My Vehicle V2 Other vehicles

Claims

1. A vehicle driving control device (7), A forward information acquisition unit (701) acquires forward information including the display cycle of one or more traffic signals (TS) located in the path of the vehicle, A driving plan generation unit (702) generates a driving plan in which the vehicle passes the traffic signal without stopping to wait for the signal, based on the acquired forward information, A driving plan determination unit (752) determines, if the vehicle speed control information included in the generated through-driving plan includes predetermined stop driving recommendation conditions, that the vehicle's driving control should be performed using a stop driving plan in which the vehicle stops at the traffic signal to wait for the signal, instead of the through-driving plan. Equipped with, The aforementioned conditions for recommending stopping include, for a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or for deceleration to exceed a deceleration threshold. Driving control device.

2. The system further includes an energy-saving planning unit (753) that determines the vehicle speed control information included in the aforementioned through-driving plan or the aforementioned stopping-driving plan from the viewpoint of improving energy efficiency. The driving control device according to claim 1.

3. The energy-saving planning unit determines the vehicle speed control information included in the stop-and-go driving plan from the viewpoint of improving energy efficiency during deceleration and stopping for traffic signals. The driving control device according to claim 2.

4. The vehicle further includes a rear information acquisition unit (703) that acquires rear information, including whether or not there is a following vehicle following behind the vehicle. The energy-saving planning unit determines the vehicle speed control information so as to maximize the energy efficiency of the vehicle group, including the vehicle and the following vehicle. The driving control device according to claim 2 or 3.

5. A method for controlling the movement of a vehicle, The vehicle acquires forward information including the display cycle of one or more traffic signals (TS) located in the vehicle's path. Based on the acquired forward information, a route plan is generated in which the vehicle passes the traffic signal without stopping to wait for the signal. If the vehicle speed control information included in the generated through-driving plan includes predetermined stop driving recommendation conditions, it is determined that the vehicle's driving control will be performed using a stop driving plan in which the vehicle stops at the traffic signal to wait for the signal, instead of the through-driving plan. The aforementioned conditions for recommending stopping include, for a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or for deceleration to exceed a deceleration threshold. A method for controlling vehicle movement.

6. A driving control program executed by the vehicle's driving control device (7), The process performed by the aforementioned driving control device is: A process for acquiring forward information including the display cycle of one or more traffic signals (TS) located in the path of the vehicle, Based on the acquired forward information, a process is performed to generate a through-driving plan in which the vehicle passes the traffic signal without stopping to wait for the signal, If the vehicle speed control information included in the generated through-driving plan includes predetermined stop driving recommendation conditions, the process determines whether to use a stop driving plan in which the vehicle stops at the traffic signal to wait for the signal, instead of the through-driving plan, and execute the vehicle's driving control accordingly. Includes, The aforementioned conditions for recommending stopping include, for a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or for deceleration to exceed a deceleration threshold. Driving control program.

7. A computer-readable, non-transitional, tangible recording medium that records a driving control program executed by a vehicle's driving control device (7), The processing included in the aforementioned driving control program is: A process for acquiring forward information including the display cycle of one or more traffic signals (TS) located in the path of the vehicle, Based on the acquired forward information, a process is performed to generate a through-driving plan in which the vehicle passes the traffic signal without stopping to wait for the signal, If the vehicle speed control information included in the generated through-driving plan includes predetermined stop driving recommendation conditions, the process determines whether to use a stop driving plan in which the vehicle stops at the traffic signal to wait for the signal, instead of the through-driving plan, and execute the vehicle's driving control accordingly. Includes, The aforementioned conditions for recommending stopping include, for a vehicle speed below a threshold vehicle speed continuing for a predetermined period of time or longer, or for deceleration to exceed a deceleration threshold. Recording medium.

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