Driving control system, driving control method, and driving control program

Abstract

To provide a vehicle management device, a vehicle management method, a vehicle management system, and a vehicle management program for enabling stable rank traveling by reducing danger during the rank traveling.SOLUTION: A vehicle management device 80 includes: a second communication section 801 for performing communication with vehicles C each of which identifies a present position via a GNSS receiver so as to transmit / receive the present position; a management section 802 for managing a travel state of the respective vehicles C based on vehicle information and position information of the vehicles C acquired by communication; and a state control section 803 for controlling travel states of the vehicles C. The management section 802 manages that a plurality of vehicles C is in the travel state forming a rank F. The state control section 803 includes: a determination section 805 for determining a travel formation where a positional relation in the rank is designated based on the vehicle information and the travel state of the vehicles C; an instruction section 806 for transmitting information related to the travel formation to the vehicles C in the rank F so as to command the positional relation in the rank; and a vehicle control section 807 for controlling the vehicles to change the positional relation in the rank.SELECTED DRAWING: Figure 11

Description

[Technical Field]

[0001] The present invention provides Driving control system, driving control method, and driving control program Regarding. [Background technology]

[0002] In recent years, from the perspective of reducing energy consumption and addressing driver shortages, platooning has become common, where multiple vehicles travel in a convoy on expressways and the like. Patent Document 1 discloses a convoying system for arranging multiple vehicles with autonomous driving functions in a line along the direction of travel to travel in a convoy. In this convoying system, the order of the vehicles in the convoy is determined based on characteristic information that indicates the characteristics of each vehicle, so as to minimize fuel consumption. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2017-215681 Summary of the Invention [Problem to be solved by the invention]

[0004] In a system for managing a platoon such as that described in Patent Document 1, the management device that manages each vehicle instructs the order of the vehicles that form the platoon, but the vehicles participating in the platoon are all set in advance to be of the same class, such as commercial delivery trucks, and the order of the vehicles within the platoon does not take into account differences in the class of the vehicles or malfunctions that occur while driving. In conventional platoons formed by following each other, each vehicle finds a target vehicle to follow and follows it, so the platoon may be made up of vehicles of various sizes and driving conditions. For example, there have been cases where a small vehicle has been sandwiched between large vehicles, or a vehicle with low fuel or a broken-down vehicle has been at the front of the platoon. For vehicles with such problems, it is desirable to position them at the rear of the platoon after the platoon is formed in order to ensure safe platooning, and there has been a need for a means to change the relative positions of vehicles during platooning, taking into account the size and driving conditions of the vehicles, etc.

[0005] The object of the present invention is to provide a driving control system, a driving control method, and a driving control program that can control the driving of a vehicle using either autonomous driving control or relative driving control and manage the driving state of the vehicle. The purpose is to provide [Means for solving the problem]

[0006] The above problem is solved by the present invention. Driving control system According to The vehicle management system includes a vehicle driving control device that controls the driving of the vehicle itself, and a vehicle management device that manages the driving status of each vehicle, including the vehicle itself. The GNSS information required for independent positioning is acquired through a GNSS receiver mounted on the vehicle, and the Self The absolute position calculation unit calculates the absolute position of the vehicle, and the external reference station Received GNSS correction information required for relative positioning Using and correcting the absolute position by relative positioning at the reference station. Self a relative position calculation unit that calculates a relative position of a vehicle; Self Vehicle Location information a position specifying unit that specifies the position specified by the position specifying unit; Location information Based on The vehicle is controlled to travel by either an autonomous driving control that controls the vehicle's travel or a relative driving control that controls the vehicle's travel relative to another vehicle. A driving control unit; a vehicle detection unit that detects the other vehicle, and information on the position of the detected other vehicle and information on the planned traveling route of the other vehicle; a first communication unit for receiving the signal; the vehicle detection unit detects, as a vehicle to be followed, a planned driving route of the other vehicle received by the first communication unit that at least partly matches the planned driving route of the host vehicle while the host vehicle is under the autonomous driving control based on a planned driving route, the driving control unit switches the autonomous driving control to the relative driving control and controls the driving of the host vehicle relative to the other vehicle by the relative driving control, and the vehicle management device receives vehicle information of the vehicle and position information for the vehicle from the vehicle driving control device. a second communication unit; Received Vehicle information of the vehicle and the above Based on vehicle location information The aforementioned Vehicle driving conditions attitude The management department that manages ,of This problem is solved by providing

[0007] According to the above configuration, it is possible to realize a driving control system that can control the driving of a vehicle using either autonomous driving control or relative driving control and manage the driving state of the vehicle. Furthermore, it is possible to appropriately detect a vehicle to be followed in relative driving control.

[0008] The above problem is also solved by the present invention. Driving control According to the method, a first computer for controlling the traveling of the host vehicle, which acquires GNSS information required for standalone positioning through a GNSS receiver mounted on the host vehicle and calculates the absolute position of the host vehicle using the GNSS information; a relative position calculation process for correcting the absolute position by relative positioning using GNSS correction information required for relative positioning received from an external reference station and calculating the relative position of the host vehicle at the reference station; a position identification process for identifying position information of the host vehicle using the relative position; a traveling control process for controlling the traveling of the host vehicle by either autonomous driving control for controlling the traveling based on the position information identified in the position identification process or relative driving control for controlling the traveling relative to another vehicle; a vehicle detection process for detecting the other vehicle; a first communication step of receiving information indicating the planned driving route of the other vehicle and the planned driving route of the other vehicle received in the first communication step, and in the vehicle detection step, while the autonomous driving control of the host vehicle is being performed based on a planned driving route, the other vehicle is detected as a vehicle to be followed, where at least a part of the planned driving route of the other vehicle received in the first communication step matches the planned driving route of the host vehicle; in the driving control step, the autonomous driving control is switched to the relative driving control, and the host vehicle is controlled to drive relative to the other vehicle by the relative driving control; a second communication step in which a second computer that manages the driving states of vehicles including the host vehicle for each vehicle receives vehicle information of the vehicle and position information relative to the vehicle from the first computer; and a management step of managing the driving states of the vehicles based on the vehicle information of the vehicle and the position information relative to the vehicle received in the second communication step. This is solved by doing the following.

[0009] The above problem is also solved by the present invention. Driving control program According to a first computer for controlling the driving of the vehicle, which receives GNSS information necessary for standalone positioning via a GNSS receiver mounted on the vehicle and calculates the absolute position of the vehicle using the GNSS information; a relative position calculation process for correcting the absolute position by relative positioning using GNSS correction information necessary for relative positioning received from an external reference station and calculating the relative position of the vehicle at the reference station; a position identification process for identifying position information of the vehicle using the relative position; a driving control process for controlling the driving of the vehicle by either autonomous driving control for controlling driving based on the position information identified in the position identification process or relative driving control for controlling driving relative to another vehicle; a vehicle detection process for detecting the other vehicle; and receiving position information of the detected other vehicle and information on the planned driving route of the other vehicle. and a first communication process for detecting, as a follow-up target, another vehicle whose planned driving route of the other vehicle received in the first communication process matches at least a part of the planned driving route of the host vehicle while the host vehicle is under the autonomous driving control based on a planned driving route. In the driving control process, the autonomous driving control is switched to the relative driving control, and the host vehicle is controlled to drive relative to the other vehicle by the relative driving control. In the second communication process, a second computer that manages the driving states of vehicles including the host vehicle for each vehicle receives vehicle information of the vehicle and position information relative to the vehicle from the first computer, and a management process for managing the driving states of the vehicles based on the vehicle information of the vehicle and the position information relative to the vehicle received in the second communication process. This can also be solved by [Effects of the Invention]

[0011] According to the cruise control system, cruise control method, and cruise control program of the present invention, it is possible to control the cruise of a vehicle by either autonomous driving control or relative driving control, and also to manage the driving state of the vehicle. Also, The vehicle management device, vehicle management method, vehicle management system, and vehicle management program of the present invention determine a driving pattern that specifies the positional relationship within the platoon based on the vehicle information and driving status of the vehicles that form the platoon, and control the vehicles to change their positional relationship within the platoon according to the determined driving pattern.As a result, it is possible to realize a vehicle management device, vehicle management method, vehicle management system, and vehicle management program that can reduce risks during platooning and ensure stable platooning. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a diagram illustrating the overall configuration of a vehicle management system according to an embodiment of the present invention. [Figure 2] FIG. 2 is a diagram illustrating a hardware configuration of a vehicle driving control device. [Figure 3A] FIG. 2 is a diagram illustrating a hardware configuration of a vehicle information processing device. [Figure 3B] FIG. 10 is a diagram showing the positions of identification marks attached to a target vehicle. [Figure 3C] FIG. 10 is a diagram showing the positions of identification marks attached to a target vehicle. [Figure 4] FIG. 2 is a diagram illustrating a hardware configuration of a remote control device. [Figure 5] FIG. 2 is a diagram illustrating functions of a vehicle driving control device, a vehicle information processing device, and a remote control device. [Figure 6] FIG. 10 is a processing flow diagram showing a vehicle position information acquisition process. [Figure 7A] FIG. 2 is a diagram illustrating a state in which autonomous driving control is being performed. [Figure 7B] FIG. 10 is a diagram illustrating a state in which autonomous driving control is changed to relative driving control. [Figure 7C] 10A and 10B are diagrams illustrating a state in which the vehicle overtakes a target vehicle after switching from relative driving control to autonomous driving control. [Figure 8] FIG. 4 is a diagram showing inter-vehicle distance data. [Figure 9] FIG. 2 is a process flow diagram showing a vehicle driving control method. [Figure 10] FIG. 2 is a diagram illustrating a hardware configuration of a vehicle management device. [Figure 11] FIG. 2 is a diagram illustrating functions of a vehicle management device. [Figure 12A] FIG. 10 is a diagram illustrating a situation in which a specific vehicle is moved to the rear end. [Figure 12B] FIG. 10 is a diagram illustrating a situation in which a specific vehicle is moved to the rear end. [Figure 13] FIG. 10 is a diagram showing an example of a composite image created from images acquired from the leading and trailing vehicles in a convoy. [Figure 14] FIG. 10 is a sequence diagram showing a positional relationship determination process. [Figure 15] FIG. 10 is a sequence diagram showing a positional relationship change control process. DETAILED DESCRIPTION OF THE INVENTION

[0013] <<Vehicle Management System Overview>> Hereinafter, an embodiment of the present invention will be described with reference to FIGS. As shown in Figure 1, the vehicle management system S of this embodiment is composed of a vehicle C that can be driven automatically or remotely by acquiring location information such as GNSS information and identifying the location information of its own vehicle (also referred to as "vehicle position" or "vehicle position information"), and a vehicle management device 80 that receives vehicle information and location information from vehicle C and manages the driving of a convoy F formed by multiple vehicles C.

[0014] Each of the vehicles C that form the platoon F is controlled by a vehicle driving control system S1. The vehicle driving control system S1 is a system that realizes "autonomous driving," which grasps the external environment of the vehicle C (host vehicle V), plans a planned driving route for the vehicle C on behalf of the driver, and controls the vehicle C to drive along the planned driving route, and "following driving," which makes the vehicle C follow a predetermined target vehicle FV that it is to follow.

[0015] A plurality of vehicles C controlled by a vehicle driving control system S1 repeatedly switches between "autonomous driving" and "follow-up driving," thereby forming a convoy F consisting of the plurality of vehicles C. This convoy F represents a group of vehicles C, and is also referred to as a "group of vehicles." Although convoy F is formed, when convoy F is first formed, the position of vehicle C within convoy F does not reflect the vehicle's condition, specifications, or driving conditions. As a result, for example, a small vehicle could be sandwiched between large vehicles. If the sizes of the preceding and following vehicles C are significantly different, there is an increased risk of a rear-end collision during sudden braking, and there is also the risk that the vehicle C may not be able to keep up with the vehicle it is following when it turns or accelerates or decelerates at the same speed. Furthermore, for example, if a vehicle in the platoon has a problem such as low fuel remaining, a malfunction, or a high load (high water temperature, high oil temperature, high engine speed, etc.), the platoon can be driven more stably by moving the disabled vehicle to the rear of the platoon.

[0016] Therefore, in the vehicle management system S of this embodiment, the vehicle management device 80 manages the driving conditions, including vehicle information and position information, of the vehicles C forming the platoon F as driving condition information, and determines a driving pattern that specifies the positional relationship within the platoon based on the vehicle information and driving conditions. The vehicle management device 80 then transmits the driving pattern with the specified positional relationship to each of the vehicles C forming the platoon F, instructs the positional relationship within the platoon F, and controls the vehicles C to change their positional relationship within the platoon F by communicating with the specified vehicles. This reduces the risk to the platoon F and allows the platoon to travel stably. In other words, in the present invention, each vehicle C is controlled using driving methods such as automatic driving or following driving, so that the multiple vehicles form a group of vehicles and travel in a convoy, and it is clear that the convoy is not formed by controlling the convoy.

[0017] Below, we will first explain the vehicle driving control system S1 that realizes ``automatic driving'' and ``following driving'' of vehicle C, and then explain the vehicle management system S that controls the positional relationship of vehicle C within the convoy based on vehicle information, driving conditions, etc. using a vehicle management device 80.

[0018] <<Vehicle Driving Control System>> As described above, the vehicle driving control system S1 is a system that realizes "autonomous driving," which grasps the external environment of the vehicle C, plans a planned driving route for the vehicle C on behalf of the driver, and controls the vehicle C to drive along the planned driving route, and "following driving," which causes the vehicle C to follow a predetermined target vehicle FV. The vehicle driving control system S1 is also capable of performing a "mode switching process" that switches between the automatic driving control mode and the following driving control mode.

[0019] It should be noted that the "follow-up operation (follow-up operation control)" may also be called "relative operation (relative operation control)." In the following description, this will be referred to as "relative operation." In addition, in this embodiment, the "automatic driving control mode (first driving control mode)" will be simply referred to as the "automatic driving mode," and the "following driving control mode (second driving control mode)" will be simply referred to as the "relative driving mode." In addition, the vehicle C that is driving relative to the host vehicle V will be referred to as the "host vehicle V," and the vehicle C that the host vehicle V is following will be referred to as the "target vehicle FV."

[0020] "Autonomous driving (autonomous driving mode)" includes "autonomous driving (autonomous driving mode)," in which the vehicle V is controlled to drive autonomously, and "remote driving (remote driving mode)," in which an operator outside the vehicle V remotely controls (externally controls) the vehicle V to drive it. In other words, in this embodiment, "autonomous driving" and "remote driving" are collectively referred to as "autonomous driving." Basically, when referring to automatic driving, it is explained as meaning autonomous driving. In addition, in remote operation, the operator does not have to be a human, and may be, for example, an AI (artificial intelligence).

[0021] In addition to the above-mentioned "automatic driving" and "relative driving," there is also "manual driving (manual driving mode)" in which a driver gets into the vehicle V and actually performs driving operations. In the above-mentioned mode switching process, in addition to switching between the manual driving mode and the automatic driving mode, it is also possible to switch between the manual driving mode and the relative driving mode.

[0022] The "host vehicle V" is a vehicle equipped with a vehicle driving control device 1 described later, and has an automatic driving function and a relative driving function. The "target vehicle FV" is a vehicle that is equipped with at least the vehicle information transmission device 50 described below and is capable of transmitting vehicle information (specifically, vehicle identification information, current location information, and information on the planned driving route) via communication via a network, and like the subject vehicle V, may be equipped with the vehicle driving control device 1 described below and may have the function of automatic driving and the function of relative driving. The target vehicle FV is not limited to a leading vehicle traveling ahead of the host vehicle V, but may also be a vehicle traveling alongside the host vehicle V. Alternatively, the target vehicle FV may be a trailing vehicle traveling behind the host vehicle V. The target vehicle FV may be, for example, a bus, taxi, truck, etc. that travels along a predetermined planned travel route, a circular bus that travels along a predetermined circular route, etc. Of course, it may also be any other general vehicle.

[0023] <<Hardware configuration of vehicle driving control system>> As shown in Figures 1 and 2, the vehicle driving control system S1 includes a vehicle driving control device 1 that is mounted on each of the vehicles V and comprehensively controls the driving of the vehicle, an on-board sensor 10 that detects the external environment around the vehicle V, an on-board locator 20 that receives GNSS signals from the artificial satellite SA and the reference station ST and measures the current position of the vehicle V, an on-board ECU 30 that controls the steering, acceleration, deceleration, etc. of the vehicle V, and an on-board communication device 40 that communicates with external devices.

[0024] The vehicle driving control system S1 also includes a vehicle information transmission device 50 that is mounted on the target vehicle FV, connected to the vehicle driving control device 1 via a network, and transmits target vehicle information including location information of the target vehicle FV via communication via the network, and an identification mark 60 that is attached to the target vehicle FV and has vehicle identification information of the target vehicle FV embedded in it. The subject vehicle V may further include the vehicle information transmission device 50 and identification mark 60 provided in the target vehicle FV, and the target vehicle FV may further include the on-board sensor 10, on-board locator 20, on-board ECU 30, and on-board communication device 40 provided in the subject vehicle V. In other words, the subject vehicle V and the target vehicle FV may have the same configuration, which allows the subject vehicle V and the target vehicle FV to be interchangeable, thereby configuring the vehicle driving control system S1. Furthermore, the vehicle driving control system S1 includes a remote control device 70 that is installed outside the vehicle V and controls (remotely controls) the driving of the vehicle V by communicating with the vehicle driving control device 1 via a network. The vehicle driving control device 1, the vehicle information transmission device 50, and the remote control device 70 may communicate directly with each other.

[0025] <<Hardware configuration of vehicle driving control device>> As shown in FIG. 2, the vehicle driving control device 1 is a computer (first computer) connected to an on-vehicle sensor 10, an on-vehicle locator 20, an on-vehicle ECU 30, and an on-vehicle communication device 40 via an on-vehicle network (CAN). Specifically, the vehicle driving control device 1 is a computer equipped with a CPU as a data calculation and control processing device, ROM, RAM and HDD (SSD) as storage devices, and a communication interface for sending and receiving information data via an in-vehicle network. In addition to a main program that performs the functions necessary for a computer, the memory device of the vehicle driving control device 1 also stores a vehicle driving control program and a vehicle management program, and the functions of the vehicle driving control device 1 are performed by executing these programs by the CPU. The in-vehicle ECU 30 (integrated ECU 31), the vehicle information transmission device 50, and the remote control device 70 are also computers having similar hardware configurations.

[0026] In order to perform "autonomous driving," the vehicle driving control device 1 controls the "autonomous driving" of the vehicle V by controlling the on-board ECU 30 (overall ECU 31) based on information on the external environment obtained from the on-board sensor 10, position information of the vehicle V obtained from the on-board locator 20, and vehicle information obtained from the on-board ECU 30. Furthermore, in order to perform "relative driving (following driving)", the vehicle driving control device 1 wirelessly communicates with the vehicle information transmission device 50 via the in-vehicle communication device 40 and receives target vehicle information including position information of a predetermined target vehicle FV. Then, the vehicle driving control device 1 controls the "relative driving (following driving)" of the subject vehicle V relative to the target vehicle FV by controlling the in-vehicle ECU 30 (overall ECU 31) based on information about the external environment, the position information of the subject vehicle V, and the target vehicle information including the position information of the target vehicle FV.

[0027] Additionally, in order to perform "remote driving," the vehicle driving control device 1 communicates wirelessly with the remote operation device 70 via the in-vehicle communication device 40, and transmits information about the external environment, position information about the vehicle V, and vehicle information to the remote operation device 70. The remote operation device 70 receives this information, and displays content based on the information about the external environment and the position information about the vehicle V on the monitor 71 (navigation monitor 72), as well as notifying the user to the operator.

[0028] More specifically, the vehicle driving control device 1 is newly installed on a host vehicle V that is already equipped with an "autonomous driving function (on-board sensor 10, on-board locator 20, on-board ECU 30)," thereby improving the performance of the existing "autonomous driving function" and adding new "relative driving function" and "remote driving function."

[0029] <Configuration of on-board sensors> The on-board sensor 10 detects the external environment around the vehicle V, such as moving objects (other vehicles, pedestrians, etc.), various structures, road shapes, etc., around the vehicle V, and specifically, is mainly composed of multiple imaging devices 11, multiple radars 12, and multiple lidars 13. The on-vehicle sensor 10 may further include detection sensors other than those described above.

[0030] The imaging device 11 is a small imaging camera (wide-angle camera) that captures external images around the vehicle V, and creates external image data and transmits the external image data to the vehicle driving control device 1 in order to perform a ``sensing function'' for driving control of the vehicle V and a ``monitoring function'' for the driver (operator).

[0031] Multiple imaging devices 11 are mounted on the vehicle V, and include a first imaging device 11a, a second imaging device 11b, and a third imaging device 11c that are attached to the windshield of the vehicle V and capture images of the front, right side, and left side of the vehicle V, a fourth imaging device 11d that is attached to the back bumper of the vehicle V and captures images of the rear of the vehicle V, and a fifth imaging device 11e and a sixth imaging device 11f that are attached to the left and right mirrors of the vehicle V and capture images of the right rear and left rear diagonal areas of the vehicle V as main cameras.

[0032] The imaging device 11 also includes sub-cameras, namely a seventh imaging device 11g that is attached to the front bumper of the vehicle V and captures images in front of the vehicle V, and an eighth imaging device 11h and a ninth imaging device 11i that are attached around the left and right backlights of the vehicle V and capture images diagonally rear to the right and left of the vehicle V. In this embodiment, a total of nine imaging devices 11 are attached to predetermined positions of the host vehicle V, but the number and attachment positions of the imaging devices 11 can be changed depending on the type and shape of the host vehicle V. The same applies to the radar 12 and the lidar 13. As another example of the sub-camera, the seventh imaging device 11g may be attached to the top of the back window (rear window) of the vehicle V, and may capture images of the area behind the vehicle V from that position. In that case, the eighth imaging device 11h may be attached to the front right A-pillar of the vehicle V, and the ninth imaging device 11i may be attached to the front left A-pillar.

[0033] The radar 12 is a millimeter-wave radar that detects a target object by transmitting radio waves while continuously changing the irradiation direction and receiving reflected waves from the target object (measuring the position and speed of the target object), thereby performing three-dimensional spatial imaging. Compared to the imaging device 11 and the lidar 13, the radar 12 can perform detection with high accuracy even in environmental conditions with poor visibility, such as at night or in bad weather. The radar 12 acquires the detection result data (detection signal) of the target object, and transmits the detection result data to the vehicle driving control device 1.

[0034] Multiple radars 12 are mounted on the vehicle V, including a first radar 12a and a second radar 12b mounted around the left and right front lights of the vehicle V, and a third radar 12c and a fourth radar 12d mounted around the left and right back lights of the vehicle V. The radar 12 is not particularly limited to a millimeter wave radar, but may be a laser radar, an ultrasonic sensor, or other radar.

[0035] The lidar 13 is a remote sensor that measures the distance to a target object by emitting laser light and receiving the light reflected from the target object, thereby performing three-dimensional spatial imaging. Compared to the imaging device 11 and radar 12, the lidar 13 can measure the distance to surrounding target objects in units of a few centimeters. The lidar 13 acquires distance measurement data that measures the distance to the target object, and transmits the distance measurement data to the vehicle driving control device 1. Multiple riders 13 are mounted on the vehicle V, and include a first rider 13a and a second rider 13b attached around the left and right front lights of the vehicle V, a third rider 13c attached to the back bumper of the vehicle V, and a fourth rider 13d and a fifth rider 13e attached around the left and right back lights of the vehicle V.

[0036] <Configuration of in-vehicle locator> The vehicle-mounted locator 20 measures the current position of the vehicle V using a satellite positioning system that uses artificial satellites SA and reference stations ST, and also measures the acceleration and angular velocity of the vehicle V to improve the accuracy of measuring the current position. Specifically, the on-board locator 20 includes a GNSS receiver 21 that receives GNSS radio waves (GPS radio waves) from multiple artificial satellites SA, and an inertial measurement unit 22 that measures the acceleration and angular velocity of the host vehicle V.

[0037] Specifically, the GNSS receiver 21 is an RTK-GNSS receiver that receives GNSS radio waves from multiple (specifically, four) artificial satellites SA and generates "GNSS information" necessary for point positioning. It also receives "GNSS correction information" necessary for relative positioning from an external reference station ST. The GNSS receiver 21 is an example of a receiving device that receives information identifying position information (vehicle position, vehicle position information) that identifies the position of the vehicle, and may be a GPS receiver that receives GPS radio waves, an RNSS receiver that receives RNSS (Radio Navigation Satellite System) radio waves, or the like. The reference station ST is a fixed reference station set at a known point, receives GNSS radio waves from a plurality of artificial satellites SA, generates “GNSS correction information”, and transmits it to the GNSS receiver 21. The "GNSS information" is information about the distances between the multiple artificial satellites SA and the GNSS receiver 21. "GNSS correction information" is correction data that corrects distance errors caused by delays or interference in receiving information from satellites when a reference station ST located at a known point receives GNSS radio waves and communicates with the GNSS receiver 21.

[0038] The inertial measurement unit 22, also known as an IMU, is equipped with a three-axis gyro sensor (angular velocity sensor) and a three-axis acceleration sensor (accelerometer), measures the three-dimensional angular velocity and acceleration of the host vehicle V, and transmits information on the acceleration and angular velocity of the host vehicle V to the vehicle driving control device 1. The vehicle driving control device 1 can measure the current position of the vehicle V with a smaller error range by combining GNSS information (GNSS correction information) received from the GNSS receiver 21 with angular velocity and acceleration information of the vehicle V received from the inertial measurement device 22.

[0039] <Automotive ECU configuration> The in-vehicle ECU 30 is, for example, an ECU for ADAS, and is connected to the vehicle driving control device 1 and includes an upper-level comprehensive ECU 31 that transmits and receives various data, and a lower-level steering ECU 32, accelerator ECU 33, and brake ECU 34 that are each connected to this upper-level comprehensive ECU 31 and perform detailed control of the steering, acceleration, deceleration, etc. of the vehicle V, forming a hierarchical structure. The steering wheel ECU 32 is also called a driving support computer, and the accelerator ECU 33 and the brake ECU 34 are also called power management control units. The number and functions of the individual ECUs connected to the integrated ECU 31 are not particularly limited to the above three ECUs 32 to 34, and other ECUs may be further provided at the same level as these ECUs.

[0040] The steering ECU 32 controls the electric power steering V1 of the host vehicle V in response to instructions from the integrated ECU 31, and mainly controls the traveling direction of the host vehicle V. The electric power steering V1 includes a steering mechanism for steering the front wheels of the host vehicle V. For example, in manual driving mode, the front wheels of the host vehicle V are steered by the driver operating the steering wheel V1a.

[0041] The accelerator ECU 33 controls the electric throttle V2 of the host vehicle V in response to instructions from the integrated ECU 31, and mainly controls the acceleration and deceleration of the host vehicle V. The electric throttle V2 includes a drive mechanism that outputs a driving force to rotate the drive wheels of the host vehicle V. For example, in manual driving mode, the engine output is adjusted in response to the driver's operation of the accelerator pedal V2a.

[0042] The brake ECU 34 controls the electromagnetic brake device V3 of the host vehicle V in response to instructions from the integrated ECU 31, and mainly controls the deceleration and stopping of the host vehicle V. The electromagnetic brake device V3 is attached to each wheel of the host vehicle V and has a mechanism for applying resistance to the rotation of the wheels to slow down or stop the host vehicle V. For example, in manual driving mode, the operation of the electromagnetic brake device V3 is adjusted in response to the driver's braking operation of the brake pedal V3a.

[0043] <In-vehicle communication device> The in-vehicle communication device 40 is a device that communicates information with a vehicle information transmission device 50 mounted on the target vehicle FV, an externally installed remote control device 70, a vehicle management device 80, and an external server (not shown) via a network. Specifically, the in-vehicle communication device 40 receives target vehicle information including position information of the target vehicle FV acquired by the vehicle information transmission device 50 as information necessary for “relative driving” and transmits it to the vehicle driving control device 1. The in-vehicle communication device 40 also transmits information on the external video images acquired by the vehicle driving control device 1 as information necessary for "remote driving" and information on the current location to the remote operation device 70. The in-vehicle communication device 40 also receives driving operation information for the vehicle V from the remote operation device 70, which has accepted user input from the operator, and transmits the information to the vehicle driving control device 1. The in-vehicle communication device 40 also transmits to the vehicle management device 80 information such as external image information, current position information, and vehicle information acquired from the vehicle driving control device 1 as information necessary for the "positional relationship determination process" by the vehicle management device 80, which will be described later. The in-vehicle communication device 40 also receives driving operation information of the vehicle V from the vehicle management device 80 and transmits it to the vehicle driving control device 1. In addition, the in-vehicle communication device 40 can communicate with an external server (not shown) to receive, for example, the latest traffic information, weather information, and the like from the external server.

[0044] <Hardware configuration of vehicle information transmission device> As shown in Figures 1 and 3A, the vehicle information transmission device 50 is a computer mounted on the target vehicle FV, which acquires target vehicle information including the current location information of the target vehicle FV and transmits the target vehicle information to the vehicle V. Its specific hardware configuration includes an on-board locator 51 and an on-board communication device 52. The "target vehicle information" includes the location information (real-time location information) of the target vehicle FV, information on the planned driving route, and vehicle identification information, and is stored in the memory unit 500 of the vehicle information transmission device 50. "Vehicle identification information" refers to a vehicle ID that identifies the target vehicle FV, and information such as the vehicle model name, model type, and chassis number is associated with each vehicle ID and stored in the storage unit 500. In addition to being stored in the storage unit 500, the vehicle identification information is also embedded in an identification mark 60 attached to the target vehicle FV.

[0045] <Configuration of in-vehicle locator> Similar to the above-mentioned vehicle-mounted locator 20, the vehicle-mounted locator 51 has a GNSS receiver 51a that receives GNSS radio waves (GPS radio waves) from multiple artificial satellites SA, and an inertial measurement unit 51b that measures the acceleration and angular velocity of the target vehicle FV. The in-vehicle communication device 52 is a device that communicates information with the vehicle driving control device 1 mounted on the host vehicle V via a network. Specifically, the in-vehicle communication device 52 transmits the target vehicle information as information necessary for the "relative driving" of the host vehicle V to the vehicle driving control device 1 (in-vehicle communication device 40) all the time or as needed. More specifically, the in-vehicle communication device 52 can transmit the position information of the target vehicle FV, which is part of the target vehicle information, in real time. "Transmitting in real time" includes not only transmitting location information at the same time as changes in the location information of the target vehicle FV, but also transmitting location information with a slight time lag.

[0046] <Identification mark> 3A-C, the identification mark 60 is a two-dimensional barcode (e.g., a QR code (registered trademark)) in which vehicle identification information for identifying the target vehicle FV is embedded (stored), and multiple identification marks 60 are attached to the outer surface of the target vehicle FV. Note that the identification mark 60 may also have embedded therein information that can identify the planned driving route of the target vehicle FV. The identification mark 60 is recognized by the imaging device 11 of the vehicle V. More specifically, when the imaging device 11 recognizes an identification mark 60 in an image captured by the imaging device 11, it acquires, as recognition results, the vehicle identification information of the target vehicle FV embedded in the identification mark 60, information that can identify the planned driving route, etc. Then, the vehicle driving control device 1 can acquire the vehicle identification information of the target vehicle FV from the imaging device 11 via network communication in a predetermined communication method or an in-vehicle network (CAN). In the above embodiment, the vehicle identification information can be acquired from the vehicle information transmission device 50 and the identification mark 60, but it is sufficient if it can be acquired from at least one of them.

[0047] The identification mark 60 includes a first identification mark 60a, a second identification mark 60b, and a third identification mark 60c, which are attached to the center, left end, and right end of the rear surface of the target vehicle FV in the vehicle width direction, respectively, and a fourth identification mark 60d, a fifth identification mark 60e, and a sixth identification mark 60f, which are attached to the center, left end, and right end of the front surface of the target vehicle FV, respectively. The identification mark 60 also includes a seventh identification mark 60g, an eighth identification mark 60h, and a ninth identification mark 60i, which are attached to the center, front end, and rear end of the left side of the target vehicle FV in the fore-and-aft direction of the vehicle, respectively, and a tenth identification mark 60j, an eleventh identification mark 60k, and a twelfth identification mark 60l, which are attached to the center, front end, and rear end of the right side of the target vehicle FV, respectively.

[0048] The first identification mark 60a, the fourth identification mark 60d, the seventh identification mark 60g, and the tenth identification mark 60j, which are arranged in the center of the rear, front, and both sides of the target vehicle FV, are formed somewhat larger than the other identification marks. This makes it easier for the imaging device 11 to recognize the identification marks 60 when the host vehicle V is traveling around the target vehicle FV. In other words, it makes it easier for the vehicle driving control device 1 to detect the presence of the target vehicle FV.

[0049] The identification marks 60a to 60l each have embedded therein vehicle identification information of the target vehicle FV, as well as mark position information indicating the position (vehicle body position) where each identification mark 60 is attached on the target vehicle FV. Therefore, when any one of the identification marks 60a to 60l is recognized by the imaging device 11 of the host vehicle V, the vehicle driving control device 1 can acquire the vehicle identification information of the target vehicle FV and detect the target vehicle FV. Furthermore, by recognizing, for example, the identification mark 60a and the identification mark 60c among the identification marks 60a to 60l, or by recognizing only the identification mark 60c, the vehicle driving control device 1 can detect that the host vehicle V is located behind the target vehicle FV, and further, to the right of the target vehicle FV, based on the above mark position information. In particular, the vehicle driving control device 1 can accurately grasp the position (relative position) of the target vehicle FV relative to the host vehicle V based on environmental information around the host vehicle V, position information of the host vehicle V, position information of the target vehicle FV, and mark position information obtained by the identification mark 60. The identification mark 60 may be made with invisible ink, such as transparent ink or invisible ink, and is preferably made recognizable mainly by irradiating it with high-frequency ultraviolet light.

[0050] <Hardware configuration of remote control device> As shown in Figures 1 and 4, the remote control device 70 is a computer operated by an operator to perform "remote driving" of the vehicle V, and its specific hardware configuration includes multiple monitors 71, a navigation monitor 72, a steering wheel 73, an accelerator pedal 74, a brake pedal 75, and multiple operating switches 76. The remote control device 70 may further include components such as a speaker, a microphone, and a shift lever.

[0051] The monitor 71 and the navigation monitor 72 are display units that output visual information for performing "remote driving," and the monitor 71 displays a composite video (composite image) that is created by combining external images of the vehicle V captured by multiple imaging devices 11a to 11i based on predetermined layout information. The predetermined layout information is, for example, a display mode of a layout that does not create blind spots for the operator and is easy for the operator to operate. In this case, it is preferable that a plurality of pieces of layout information including the predetermined layout information are associated with each other by layout IDs (layout identification information) and stored in the storage unit 100 of the vehicle driving control device 1. In this case, when an operation to change the predetermined layout information is performed using the operation switch 76 or the like, the changed layout ID is transmitted from the remote control device 70 to the vehicle driving control device 1. Then, the vehicle driving control device 1 generates a composite image by combining the external image based on the layout information for the changed layout ID, and transmits the composite image to the remote control device 70. As a result, the composite image is changed and displayed on the monitor 71.

[0052] The handle 73 is an operating unit that is operated by an operator and is used to adjust the steering angle (steering amount) of the host vehicle V. The accelerator pedal 74 and the brake pedal 75 are operating parts that are operated by the operator and are used to adjust the drive of the electric throttle V2 of the host vehicle V and the operation of the electromagnetic brake device V3, respectively. The multiple operation switches 76 are used, for example, for the user to input setting information for performing "remote driving." For example, by the operator appropriately operating the operation switches 76, it is possible to switch the external image (composite image) of the vehicle V to a predetermined layout display, or to switch the driving mode between an autonomous driving mode, a relative driving mode, and a remote driving mode.

[0053] <Vehicle driving control device functions> As shown in FIG. 5, from a functional standpoint, the vehicle driving control device 1 has as its main components a memory unit 100 that stores various programs and various data, an environmental information acquisition unit 101, a position information acquisition unit 102 (position identification unit), a driving control unit 103 (driving control unit), a vehicle detection unit 104, a communication unit 105 (first communication unit), a mode change unit 106, a driving speed acquisition unit 107, and an image processing unit 108. These are composed of a CPU, ROM, RAM, HDD, communication interface, various programs, etc. The storage unit 100 stores vehicle identification information of the vehicle V, information on the planned route of the vehicle V, "inter-vehicle distance data" shown in FIG. 8, and the like.

[0054] Regarding the vehicle information transmission device 50 from a functional perspective, its main components are a memory unit 500 that stores various programs and various data, a location information acquisition unit 501 that acquires the "current location information" of the target vehicle FV, and a communication unit 502 that transmits and receives various data to and from the vehicle driving control device 1. The storage unit 500 stores "target vehicle information" including the current position information of the target vehicle FV, information on the planned driving route, and vehicle identification information. The location information acquisition unit 501 acquires the "current location information" of the target vehicle FV in real time using the in-vehicle locator 51. Then, by storing the acquired "current location information" in the memory unit 500, it becomes possible to record the driving trajectory (past driving route) of the target vehicle FV equipped with the vehicle information transmission device 50, and the driving trajectory of the target vehicle FV is stored in the memory unit 500. The communication unit 502 transmits the "target vehicle information" to the vehicle driving control device 1 (the on-vehicle communication device 40) using the on-vehicle communication device 52. The communication unit 502 also transmits the "current location information" of the target vehicle FV, which is included in the target vehicle information, in real time.

[0055] Explaining the remote control device 70 from a functional perspective, its main components are a memory unit 700 that stores various programs and various data, a communication unit 701 that sends and receives various data to and from the vehicle driving control device 1, a screen display unit 702 that displays external images and vehicle information of the vehicle V on the monitor 71 and also displays content based on information about the current location of the vehicle V (e.g., vehicle navigation) on the navigation monitor 72, an operation data creation unit 703 that accepts user operation input and creates operation data, and a user notification unit 704 that notifies the user to the operator.

[0056] The functions of the vehicle driving control device 1 provided in the host vehicle V will be described in detail below. <<External environment information and location information of the vehicle>> The environmental information acquisition unit 101 acquires “environmental information (strictly speaking, detected information of the external environment)” around the host vehicle V from the on-board sensor 10. In more detail, as "environmental information," external image data of the surroundings of the vehicle V is acquired from the imaging device 11, detection result data of target objects around the vehicle V is acquired from the radar 12, and distance measurement data measuring the distance between the vehicle V and the target object is acquired from the lidar 13. Specifically, "environmental information" refers to detected information on moving objects (other vehicles, pedestrians, etc.) around the vehicle V, various structures, road shapes, etc., and is also referred to as driving environment information, and includes traffic environment information, road environment information, etc.

[0057] The environmental information acquisition unit 101 can acquire information on the traveling state of the target vehicle FV from the on-board sensor 10 in real time as "environmental information." "Information regarding the driving state" refers to information regarding the target vehicle FV's constant speed driving, acceleration, deceleration, stopping, left turn, right turn, reversing, etc., in other words, behavior information (information based on behavior) of the target vehicle FV. By having the environmental information acquisition unit 101 acquire information regarding the driving state of the target vehicle FV in real time, the vehicle driving control device 1 can detect, for example, that a driving target vehicle FV has stopped, that a stopped target vehicle FV has started driving, or that the target vehicle FV has started driving on a route different from the planned driving route of the host vehicle V, based on changes in information regarding the driving state of the target vehicle FV (changes in behavior information). At this time, whether or not the target vehicle FV has started traveling on a route different from the planned traveling route of the host vehicle V (the planned traveling route of the target vehicle FV no longer matches the planned traveling route of the host vehicle V) is determined based on the "traveling trajectory of the target vehicle FV" stored in the memory unit 500 of the target vehicle FV and the "traveling trajectory of the host vehicle V" described below, and by determining whether or not the traveling trajectory of the host vehicle V is on the planned traveling route of the host vehicle V.

[0058] The environmental information acquisition unit 101 may further acquire "vehicle control information" of the host vehicle V from the in-vehicle ECU 30. Examples of the "vehicle control information" include "steering angle information" obtained from the steering wheel ECU 32, "throttle opening information" obtained from the accelerator ECU 33, and "brake depression amount information" obtained from the brake ECU 34.

[0059] The position information acquisition unit 102 (position identification unit) acquires the “current position information” of the host vehicle V from the in-vehicle locator 20. In detail, the position information acquisition unit 102 acquires GNSS information (GNSS correction information) from the GNSS receiver 21, acquires angular velocity and acceleration information of the vehicle V from the inertial measurement unit 22, and determines the current position of the vehicle V based on this GNSS information (GNSS correction information), angular velocity, and acceleration information. By storing the acquired "current position information" in the memory unit 100, it becomes possible to record the travel trajectory (past travel route) of the host vehicle V equipped with the vehicle travel control device 1, and the travel trajectory of the host vehicle V is stored in the memory unit 100. This travel trajectory of the host vehicle V is used to determine whether or not the host vehicle V is on a planned travel route, and, if necessary, to set a new planned travel route that will lead the host vehicle V onto the planned travel route.

[0060] The "current position information" may be an "absolute position" calculated by single positioning, a "relative position" calculated by relative positioning, or a "corrected absolute position" or "corrected relative position" corrected based on the above-mentioned "angular velocity and acceleration information" of the host vehicle V. The positional accuracy of "absolute position" is said to be about ±10m, while that of "relative position" is about ±40cm. Also, the positional accuracy of "corrected absolute position" is higher than that of absolute position, and the positional accuracy of "corrected relative position" is about ±5cm, which is the highest positional accuracy. The calculation methods for the "absolute position," "relative position," "corrected absolute position," and "corrected relative position" will be described in detail below with reference to Fig. 6. The calculation method for the current position information (vehicle position information acquisition process) described below is executed as part of the vehicle management program by the vehicle driving control device 1, which is the first computer in the vehicle management system S.

[0061] <Current location calculation method> Next, an example of the processing of the vehicle position information acquisition processing program (vehicle position information acquisition processing) executed by the vehicle driving control system S1 will be described with reference to FIG. The absolute position calculation unit 102a acquires the above-mentioned "GNSS information" required for stand-alone positioning through the GNSS receiver 21, and calculates the "absolute position" of the vehicle V by stand-alone positioning (step S01: absolute position calculation process, absolute position calculation step). The "absolute position" of the host vehicle V is the three-dimensional position of the host vehicle V obtained by receiving GNSS radio waves from multiple satellites SA, measuring the distance between the host vehicle V and each satellite SA located at a known point, and solving a three-dimensional equation to determine the unknown point from each measured distance (corresponding to GNSS information).

[0062] In addition, in step S01, the relative position calculation unit 102b acquires the above-mentioned "GNSS correction information" necessary for relative positioning, corrects the "absolute position" by relative positioning, and calculates the "relative position" of the vehicle V (relative position calculation process, relative position calculation step). The "relative position" of the vehicle V is the three-dimensional position of the vehicle V that is determined by receiving GNSS radio waves at a reference station ST located at a known point, obtaining the distance with the smaller measurement error from the reference station ST (the distance between each satellite SA and the vehicle V), and then using each measured distance (corresponding to the GNSS correction information). The "relative position" can be calculated using either the RTK positioning method (interferometric positioning method) or the DGPS positioning method (relative positioning method).

[0063] The corrected position calculation unit 102c acquires the above-mentioned "angular velocity and acceleration information" of the host vehicle V, and calculates a "corrected absolute position" by correcting the absolute position of the host vehicle V based on the "GNSS information" and the "acceleration and angular velocity information." The "corrected absolute position" of the host vehicle V is the three-dimensional position of the host vehicle V obtained by combining GNSS information with information on the angular velocity and acceleration of the host vehicle V (also called IMU information) to determine its position. In addition, the corrected position calculation unit 102c calculates a "corrected relative position" by correcting the relative position of the host vehicle V based on the "GNSS correction information" and the "acceleration and angular velocity information."

[0064] The reception determination unit 102d determines whether or not GNSS information can be received in real time (step S02), and if it determines that GNSS information can be received in real time (step S02: Yes), it subsequently determines whether GNSS correction information can be received in real time (step S03: reception determination process). Specifically, the reception determination unit 102d assumes a case where there is an obstacle around the vehicle V and radio waves cannot be received from the artificial satellite SA, or where data cannot be sent or received with the reference station ST, and determines whether radio waves can be received from the artificial satellite SA and whether data can be sent or received with the reference station ST.

[0065] If the reception determination unit 102d determines that GNSS information and GNSS information can be received in real time (step S03: Yes), the location information acquisition unit 102 determines the current location of the vehicle V using the ``corrected relative position'' with the highest position accuracy. In addition, if the location information acquisition unit 102 determines that it can receive GNSS information in real time but cannot receive GNSS correction information in real time (step S03: No), it determines the current location of the vehicle V using a ``corrected absolute position'' with high position accuracy (location determination process, location determination processing). Furthermore, if the location information acquisition unit 102 determines that it cannot receive GNSS information and GNSS correction information in real time (step S02: No), it can also determine the current location of the vehicle V using an "estimated position" calculated based on the "GNSS information" received most recently and the "acceleration and angular velocity information" (step S06).

[0066] The position information acquisition unit 102 acquires the most accurate "corrected relative position" as the "position information" of the vehicle V. On the other hand, if data cannot be transmitted or received between the vehicle V and the reference station ST, the position information acquisition unit 102 acquires the "corrected absolute position." Alternatively, if there are obstacles around the vehicle V and the vehicle V cannot receive radio waves from the satellite SA, the position information acquisition unit 102 acquires the "estimated position" (step S07). After identifying the current position of the vehicle V, the vehicle V transmits the current position of the vehicle V to the remote control device 70, the following vehicle, and the vehicle management device 80 (step S08: first communication process). In addition, the actual driving route information of the vehicle V (also referred to as driving trajectory information or driving history information) is generated by compiling the position information from the driving start position to the driving end position of the vehicle V acquired by the position information acquisition unit 102. The generated driving route information (driving route data) of the vehicle V is stored in memory unit 100 in association with information regarding the driving date and time, driving time, information regarding the driving mode of the vehicle V (e.g., the number of times the driving mode is changed, the execution time of each driving mode), and vehicle information of the target vehicle FV that was the target to be followed during the relative driving mode.

[0067] <<Autonomous driving control>> The driving control unit 103 (driving control unit) controls the overall ECU 31 based on the "environmental information" obtained by the environmental information acquisition unit 101 and the "position information of the vehicle V" obtained by the position information acquisition unit 102, and performs "autonomous driving control" of the vehicle V (driving control processing). In addition, when performing "autonomous driving control" of the host vehicle V, the driving control unit 103 may acquire "vehicle control information" of the host vehicle V from the on-board ECU 30 and further combine the "vehicle control information" to control the overall ECU 31.

[0068] When the host vehicle V starts traveling along the planned traveling route of the host vehicle V, the driving control unit 103 performs "autonomous driving control" and starts autonomous driving of the host vehicle V. In more detail, when the host vehicle V starts to travel, the "autonomous driving mode" is set, and the driving control unit 103 performs autonomous driving control in the "autonomous driving mode" state. Thereafter, the mode change unit 106 changes the driving mode between the "autonomous driving mode" and the "relative driving mode," while the vehicle V travels toward the destination of the planned driving route. Note that, when the target vehicle FV to be followed has already been detected and the position information of the target vehicle FV is obtained in real time at the time the host vehicle V starts driving, the mode may be changed from "autonomous driving mode" to "relative driving mode" by the mode change unit 106. In that case, the driving control unit 103 performs relative driving control with the "relative driving mode" set, and starts driving the host vehicle V relative to the target vehicle FV. Alternatively, when the host vehicle V starts driving, the "remote driving mode" is set instead of the "autonomous driving mode", and the driving control unit 103 may perform remote driving control with the "remote driving mode" set.

[0069] The vehicle detection unit 104 detects that a predetermined leading vehicle traveling ahead of the host vehicle V is a target vehicle FV to be followed on the planned travel route of the host vehicle V (see FIG. 7B). "Target vehicles to be followed" include vehicles traveling on a planned route that at least partially matches the planned route of the subject vehicle V, as well as vehicles that will travel the same route as the planned route of the subject vehicle V over a certain driving distance (driving time). For example, this applies to vehicles traveling around the host vehicle V when traveling on a highway or general road where there are no branch points within a certain travel distance (travel time).

[0070] Specifically, the vehicle detection unit 104 detects that a predetermined vehicle in front is a target vehicle FV based on the recognition result of the identification mark 60 of the vehicle in front recognized by the imaging device 11. For example, when the first identification mark 60a of the target vehicle FV is recognized, the vehicle detection unit 104 detects that the target vehicle FV is located ahead of the host vehicle V. Alternatively, when the seventh identification mark 60g of the target vehicle FV is recognized, the vehicle detection unit 104 detects that the target vehicle FV is present to the right of the host vehicle V.

[0071] More specifically, the vehicle detection unit 104 acquires the recognition results of each identification mark 60a to 60l of the target vehicle FV from the imaging device 11 in real time, and can accurately detect the relative position of the target vehicle FV with respect to the host vehicle V in real time from the vehicle identification information of the target vehicle FV (shape and size of the target vehicle FV) and the mark position information embedded in each identification mark 60a to 60l. For example, the vehicle driving control device 1 can accurately detect whether the target vehicle FV is traveling in a position slightly to the left and ahead of the host vehicle V, or whether the target vehicle FV is traveling parallel to the host vehicle V and slightly ahead of the host vehicle V. In this case, the relative position of the target vehicle FV may be specified, for example, by a three-dimensional coordinate position with the host vehicle V as the center position. By doing so, the host vehicle V can be driven relatively while maintaining an appropriate inter-vehicle distance between the host vehicle V and the target vehicle FV, as shown in Fig. 7B. In addition, the host vehicle V can be driven autonomously so that the host vehicle V can appropriately overtake the target vehicle FV, as shown in Fig. 7C.

[0072] Although the vehicle detection unit 104 detects the target vehicle FV based on the recognition result of the identification mark 60, the target vehicle FV may be detected by other detection means. For example, the vehicle detection unit 104 may use the in-vehicle communication device 40 to obtain vehicle identification information of the target vehicle FV via wireless communication from a vehicle information transmission device 50 mounted on the target vehicle FV, and detect the target vehicle FV based on the vehicle identification information. In other words, the target vehicle FV may be in a state where it can be detected by an identification mark 60 attached to the target vehicle FV, or it may be in a state where it can be detected by wireless communication with a vehicle information transmission device 50 mounted on the target vehicle FV. In addition, the vehicle detection unit 104 may capture an image of the license plate of the target vehicle FV using the imaging device 11, read the number information from the license plate, obtain the vehicle identification information of the target vehicle FV from a management server on the network (e.g., vehicle management device 80), and detect the target vehicle FV based on the vehicle identification information.

[0073] The communication unit 105 receives target vehicle information including at least the position information of the target vehicle FV detected by the vehicle detection unit 104. More specifically, when the vehicle detection unit 104 detects the target vehicle FV, the communication unit 105 starts communication with the vehicle information transmission device 50 via the network. The communication unit 105 then receives the position information of the target vehicle FV and information about the planned driving route from the vehicle information transmission device 50 mounted on the target vehicle FV. The location information acquisition unit 501 of the vehicle information transmission device 50 acquires the "current location information" of the target vehicle FV in real time in the same manner as the location information acquisition unit 102 described above.

[0074] <<Mode change (autonomous driving ⇒ relative driving)>> The mode change unit 106 changes from the "autonomous operation mode (autonomous operation control)" to the "relative operation mode (relative operation control)" when a predetermined relative operation start condition is satisfied. Specifically, when autonomous driving control is being performed with the "autonomous driving mode" set as shown in Figure 7A, when the target vehicle FV is detected by the vehicle detection unit 104 and target vehicle information is received by the communication unit 105, the mode change unit 106 changes from the "autonomous driving mode" to the "relative driving mode" as shown in Figure 7B. More specifically, when the vehicle detection unit 104 detects a vehicle ahead as a "predetermined relative driving start condition," it determines whether the vehicle ahead is a target vehicle FV, and if it determines that the vehicle ahead is a target vehicle FV, it recognizes the vehicle ahead as a target vehicle FV. Then, the mode change unit 106 changes from the "autonomous driving mode" to the "relative driving mode." In addition, if it is determined that the preceding vehicle is not the target vehicle FV, even if the preceding vehicle is detected, the mode change unit 106 will not change the mode because the ``specified relative driving start condition'' is not met. Here, the "target vehicle FV" is a vehicle that has a vehicle ID pre-registered by the vehicle driving control device 1 (memory unit 100) installed in the subject vehicle V and is identified by that vehicle ID. If that vehicle ID is set for the preceding vehicle, the "predetermined relative driving start condition" is met, and if that vehicle ID is not set, the condition is not met.

[0075] More specifically, when the target vehicle FV is detected while autonomous driving control is being performed with the "autonomous driving mode" set, the mode change unit 106 sets the "relative driving mode" while the "autonomous driving mode" is set. In other words, while the "autonomous driving mode" is enabled, the "relative driving mode" is changed from an disabled state to an enabled state. At this time, the mode change unit 106 prioritizes and continues the "autonomous driving mode" with both modes set. In other words, the driving control unit 103 continues to perform autonomous driving control. Then, when target vehicle information of the target vehicle FV is obtained while autonomous driving control is continuing with both modes set, the mode change unit 106 prioritizes execution of the "relative driving mode" with both modes set. In other words, the driving control unit 103 newly performs relative driving control. In addition, if target vehicle information of the target vehicle FV cannot be obtained while autonomous driving control is continuing with both modes set, i.e., if wireless communication with the vehicle information transmission device 50 mounted on the target vehicle FV cannot be established, the mode change unit 106 returns the "relative driving mode" that was once set to an unset state. In other words, the "relative driving mode" is returned from an enabled state to an disabled state. At this time, since the "autonomous driving mode" remains set (enabled state), the driving control unit 103 continues to perform autonomous driving control.

[0076] <<Relative operation control>> The driving control unit 103 controls the overall ECU 31 based on "environmental information," "position information of the host vehicle V," and "target vehicle information of the target vehicle FV," and performs "relative driving control" of the host vehicle V with respect to the target vehicle FV (see Figure 7B). In addition, when performing the "relative driving control," the driving control unit 103 controls the overall ECU 31 by further combining the "vehicle identification information of the target vehicle FV" obtained from the recognition results of the identification mark 60, thereby enabling appropriate relative driving to be performed according to the vehicle type (shape, size, driving performance, fuel efficiency, displacement, etc.) of the target vehicle FV.

[0077] Furthermore, the "relative driving control" performed by the driving control unit 103 is a control process that determines the position information of the host vehicle V on a driving trajectory (past driving route) drawn based on the position information of the target vehicle FV, based on the "position information of the target vehicle FV" included in the target vehicle information acquired from the target vehicle FV. In this relative driving control, control is performed to drive the host vehicle V at a predetermined position information with a set inter-vehicle distance according to the driving speed of the host vehicle V on the driving trajectory, in order to ensure an appropriate inter-vehicle distance between the host vehicle V and the target vehicle FV. Specifically, the running speed acquisition unit 107 acquires "angular velocity and acceleration information" of the vehicle V from the inertial measurement device 22, and acquires the "running speed" of the vehicle V in real time by integrating the acceleration and angular velocity. Then, the driving control unit 103 refers to the "inter-vehicle distance data" shown in Figure 8 stored in the memory unit 100, identifies the position information of the host vehicle based on the position information of the target vehicle FV, and performs relative driving control to drive the host vehicle V relative to the target vehicle FV based on the position information of the host vehicle and environmental information. In this relative driving control, a process is performed to correct and correct the trajectory based on the "position information of the subject vehicle V" so that the subject vehicle V actually travels according to the position information determined based on the position information of the target vehicle FV. In other words, this is a process to correct and correct the trajectory of the deviation (error) between the position information determined based on the position information of the target vehicle FV at which the subject vehicle is traveling and the position information at which the subject vehicle is actually traveling. As a result, the storage unit 100 stores the actual travel path of the vehicle V (the travel path based on the position information of the vehicle V).

[0078] The "inter-vehicle distance data" shown in FIG. 8 is a data table showing the correspondence between the traveling speed of the host vehicle V and the set inter-vehicle distance. For example, when the running speed (average running speed) of the host vehicle V is "80 km / h", the set inter-vehicle distance between the host vehicle V and the target vehicle FV is set to "40 to 70 m". In addition, the "inter-vehicle distance data" may be graph data in which the traveling speed of the vehicle V is on the X-axis and the set inter-vehicle distance is on the Y-axis, and the set inter-vehicle distance increases in proportion to the traveling speed (increases quadratically). In addition to setting the inter-vehicle distance from the target vehicle FV as described above, a time interval may be set so that the target vehicle FV travels to a position where it traveled a predetermined time ago (for example, a few seconds ago). In this case, it is advisable to set the inter-vehicle distance so that the minimum inter-vehicle distance is maintained so that the host vehicle V does not collide with the target vehicle FV from the rear.

[0079] The traveling speed acquisition unit 107 may calculate the "traveling speed" of the host vehicle V by processing the "GNSS information (GNSS correction information)" and the "acceleration and angular velocity information" using a Kalman filter. In this way, the "traveling speed" can be calculated with higher accuracy. In addition, when obtaining "speed information" of the host vehicle V, a wheel speed sensor may be newly installed in the host vehicle V, and the "speed information" may be obtained through the wheel speed sensor.

[0080] The driving control unit 103 performs relative driving control by maintaining a set inter-vehicle distance according to the driving speed of the host vehicle V, but it may also perform relative driving control of the host vehicle V with respect to the target vehicle FV based on the synchronization state between the host vehicle V and the target vehicle FV (for example, when the target vehicle FV travels "1 m", the host vehicle V also travels "1 m"). In the synchronized state, the driving control unit 103 acquires environmental information around the vehicle V, position information of the vehicle V, and target vehicle information including position information of the target vehicle FV in real time, and combines this information to perform relative driving control.

[0081] <<Mode change (relative driving ⇒ autonomous driving)>> (When the target vehicle stops) When relative driving control is being performed with the "relative driving mode" set as shown in Fig. 7B, if the "predetermined condition according to the driving state" of the target vehicle FV is satisfied, the mode change unit 106 changes from the relative driving mode to the "autonomous driving mode." Then, the driving control unit 103 performs autonomous driving control in the "autonomous driving mode" as shown in Fig. 7C. "Specified conditions according to the driving conditions" refers to when the behavior of the target vehicle FV detects that the host vehicle V needs to overtake the target vehicle FV in order to drive efficiently, or that the host vehicle V needs to drive on a different route than the target vehicle FV. For example, this may be the case when the behavior of the target vehicle FV is detected to have stopped or begun to stop on the side of the road (shoulder strip). Another example is when the behavior of the target vehicle FV detects that the target vehicle FV has started traveling on a route different from the planned route (specifically, a route toward a rest area). In other words, the "predetermined conditions according to the driving state" can also be rephrased as "relative driving cancellation conditions" for canceling the relative driving control of the host vehicle V. The following description will be made assuming that a traveling target vehicle FV stops at the side of the road as shown in FIG. 7C.

[0082] When relative driving control is being performed with the "relative driving mode" set as shown in Figure 7B, the environmental information acquisition unit 101 detects that the target vehicle FV has stopped (started stopping) on ​​the side of the road as detection information regarding the driving state of the target vehicle FV. The mode change unit 106 then determines that a predetermined condition corresponding to the driving state of the target vehicle FV has been met when it detects that the target vehicle FV has stopped on the side of the road based on the detection results from the environmental information acquisition unit 101. Then, the mode change unit 106 changes from the "relative driving mode" to the "autonomous driving mode." Then, the driving control unit 103 performs autonomous driving control in the "autonomous driving mode." Specifically, while grasping the driving environment information around the host vehicle V, the driving control unit 103 performs autonomous driving control of the host vehicle V so as to overtake the target vehicle FV as shown in FIG. 7C. Since the "autonomous driving mode" is always set (enabled), the driving control unit 103 can smoothly transition from relative driving control to autonomous driving control.

[0083] (When the target vehicles split at a junction) In addition to the above conditions, when relative driving control is being performed with the "relative driving mode" set, if a predetermined condition according to the planned driving route of the target vehicle FV is met, the mode change unit 106 changes from the relative driving mode to the "autonomous driving mode." Then, the driving control unit 103 performs autonomous driving control in the "autonomous driving mode." The "predetermined condition according to the planned driving route" is when it is detected that the planned driving route of the target vehicle FV and the planned driving route of the host vehicle V no longer match. For example, it is possible that the planned driving route of the target vehicle FV has been acquired in advance and that the planned driving route no longer matches, or that the planned driving route of the target vehicle FV has been changed and the changed planned driving route no longer matches. The following description will be given assuming that the target vehicle FV and the host vehicle V separate at a branch point.

[0084] The communication unit 105 receives, from the vehicle information transmission device 50, "target vehicle information" including the position information of the target vehicle FV and information about the planned driving route. 7B, when relative driving control is being performed with the "relative driving mode" set, if it is detected that the planned driving routes of both vehicles no longer match based on the target vehicle information obtained by the communication unit 105, the mode change unit 106 considers that the "predetermined condition according to the driving state" has been met, and then changes from the relative driving mode to the "autonomous driving mode." Then, the driving control unit 103 performs autonomous driving control in the "autonomous driving mode." Specifically, the vehicle separates from the target vehicle FV at a predetermined branch point and starts autonomous driving control of the host vehicle V.

[0085] The above configuration makes it possible to realize a vehicle driving control device 1 that enables the host vehicle V to drive relative to the target vehicle FV and that can change the driving state of the host vehicle V as needed. In addition, by using the vehicle driving control device 1, it is possible to receive position information of the target vehicle FV in real time and switch between "autonomous driving control" and "relative driving control" depending on the behavior (changes in driving conditions) of the target vehicle FV.

[0086] <<Remote operation control>> Next, the "remote operation control" will be described. The image processing unit 108 acquires external image data of the vehicle V from each of the plurality of image capturing devices 11a-11i, and creates a composite image (composite image data) by combining the respective external images based on predetermined layout information. By generating the above-described composite video and transmitting the generated composite video data to the remote control device 70, data communication costs can be reduced compared to when transmitting a plurality of external video data.

[0087] The communication unit 105 uses the in-vehicle communication device 40 to transmit and receive data between the vehicle driving control device 1 and the remote control device 70 . Specifically, the communication unit 105 transmits to the remote control device 70 the "environmental information" obtained by the environmental information acquisition unit 101 and the "current location information" obtained by the location information acquisition unit 102 as information necessary for "remote driving" of the vehicle V. Furthermore, the communication unit 105 receives "driving operation information" of the vehicle V from the remote control device 70 that has accepted a user input from an operator. The driving control unit 103 controls the integrated ECU 31 based on the "driving operation information" of the host vehicle V acquired from the remote control device 70, and executes "remote driving control" of the host vehicle V.

[0088] The above configuration makes it possible to realize a vehicle driving control device 1 that is also capable of performing "remote driving control" in which an operator remotely controls the vehicle V to drive it. Therefore, it is possible to switch between "remote driving control" and "relative driving control" depending on the behavior of the target vehicle FV. When switching from "remote driving control" to "relative driving control", the operator is freed from the task of remotely driving the host vehicle V.

[0089] <<Vehicle driving control method>> Next, an example of the processing of a vehicle driving control program (vehicle driving control method) executed by the vehicle driving control system S1 will be described with reference to FIG. The above program in this embodiment is a program for realizing the above-mentioned environmental information acquisition unit 101, location information acquisition unit 102, driving control unit 103, vehicle detection unit 104, communication unit 105, mode change unit 106, driving speed acquisition unit 107, and image processing unit 108 as functional components of a vehicle driving control device 1 equipped with a memory unit 100, and the CPU of the vehicle driving control device 1, which is the first computer, executes this vehicle driving control program. The above program is executed upon receiving an operation instruction from a user (specifically, the driver of the vehicle V or an external operator).

[0090] The vehicle driving control flow shown in FIG. 9 starts with step S101 in which the vehicle driving control device 1 sets the "autonomous driving mode" when the host vehicle V starts driving. The vehicle driving control device 1 may set a "remotely controlled driving mode" instead of the "autonomous driving mode". If the "remote control driving mode" is set, the driving control unit 103 will perform remote control driving control of the host vehicle V in step S103 described below.

[0091] Next, in step S102, the environmental information acquisition unit 101 starts acquiring "environmental information" around the vehicle V, and the position information acquisition unit 102 starts acquiring "position information of the vehicle V." Note that the acquisition of the "position information of the vehicle V" by the position information acquisition unit 102 is performed by the "vehicle position information acquisition process" shown in FIG. Then, in step S103, the driving control unit 103 controls the integrated ECU 31 based on the environmental information and the position information of the host vehicle V, and performs "autonomous driving control" of the host vehicle V (see FIG. 7A).

[0092] Next, in step S104, the vehicle detection unit 104 detects whether or not the predetermined preceding vehicle is a target vehicle FV to be followed on the planned travel route of the host vehicle V. Specifically, the vehicle detection unit 104 determines whether a predetermined preceding vehicle is a target vehicle FV based on the recognition result of the identification mark 60 of the predetermined preceding vehicle recognized by the imaging device 11, based on the above-mentioned predetermined relative driving start conditions. If the vehicle detection unit 104 determines that the vehicle is a target vehicle FV by satisfying the predetermined relative driving start conditions (step S104: Yes), the process proceeds to step S105. On the other hand, if the vehicle detection unit 104 does not satisfy the predetermined relative driving start conditions and does not determine that the vehicle is a target vehicle FV (step S104: No), the process returns to step S102. In other words, the autonomous driving control in "autonomous driving mode" is continued.

[0093] Next, in step S105, the mode change unit 106 sets the "relative driving mode" while the "autonomous driving mode" is set. In other words, the "relative driving mode" is changed from an invalid state to an valid state while the "autonomous driving mode" is set to an valid state.

[0094] Next, in step S106, the communication unit 105 attempts to receive “target vehicle information” including “position information of the target vehicle FV” detected by the vehicle detection unit 104. More specifically, the communication unit 105 starts communication with the vehicle information transmission device 50 mounted on the target vehicle FV via the network, and attempts to receive location information of the target vehicle FV from the vehicle information transmission device 50.

[0095] If the communication unit 105 receives location information of the target vehicle FV from the target vehicle FV (step S106: Yes), proceed to step S107, where the driving control unit 103 controls the overall ECU 31 based on the ``environmental information,'' ``location information of the host vehicle V,'' and ``target vehicle information of the target vehicle FV,'' and performs ``relative driving control'' of the host vehicle V with respect to the target vehicle FV (see Figure 7B). On the other hand, if the communication unit 105 does not receive the location information of the target vehicle FV (step S106: No), proceed to step S108, and with the "autonomous driving mode" set, the mode change unit 106 changes the "relative driving mode" from an enabled state to an disabled state and cancels it, and then return to step S102.

[0096] Next, in step S109, the mode change unit 106 determines whether or not the target vehicle FV satisfies a "predetermined condition" when relative driving control is being performed with the "relative driving mode" set. Specifically, the mode change unit 106 determines whether the target vehicle FV satisfies "predetermined conditions according to the driving conditions" or whether the target vehicle FV satisfies "predetermined conditions according to the planned driving route." In addition, the mode change unit 106 determines that the above-mentioned "predetermined condition" is satisfied when it determines that either the "predetermined condition according to the driving state" or the "predetermined condition according to the planned driving route" of the target vehicle FV is satisfied.

[0097] If it is determined that the target vehicle FV satisfies the "predetermined conditions" (step S109: Yes), the process proceeds to step S110, where the mode change unit 106 changes the "relative driving mode" from an enabled state to an disabled state and cancels it. Then, in step S111, the driving control unit 103 performs autonomous driving control in the "autonomous driving mode" as shown in FIG. 7C. For example, if a "predetermined condition according to the driving state" is met by detecting that the target vehicle FV has stopped while driving, the mode change unit 106 will cancel the "relative driving mode," and the driving control unit 103 will switch from relative driving control to autonomous driving control. On the other hand, if it is determined that the target vehicle FV does not satisfy the "predetermined condition" (step S109: No), the process returns to step S107.

[0098] Finally, in step S112, if the vehicle driving control device 1 determines that the vehicle V has arrived at the destination or that autonomous driving control in autonomous driving mode should be terminated (step S112: Yes), the process of Figure 9 is terminated. On the other hand, if the vehicle driving control device 1 continues to control the driving of the host vehicle V (step S112: No), the process returns to step S102.

[0099] The above-described configuration of the vehicle driving control program enables the host vehicle V to drive relative to the target vehicle FV, and makes it possible to change the driving state of the host vehicle V as necessary. In addition, it is possible to receive the location information of the target vehicle FV in real time and switch between "autonomous driving control" and "relative driving control" depending on the behavior of the target vehicle FV.

[0100] <<Vehicle Management System>> Using the vehicle driving control system S1 described above, multiple subject vehicles V find target vehicles FV to follow, and by repeatedly switching between "autonomous driving control" and "relative driving control," a platoon F (group of vehicles) consisting of multiple vehicles is formed. The platoon at this time can be recognized as being formed externally by the "autonomous driving control" and "relative driving control" of each vehicle. However, although the convoy F is formed, each of the own vehicles V individually finds and follows the target vehicle FV, so when the convoy F is first formed, the position of the own vehicle V within the convoy F does not reflect the vehicle's condition, specifications, driving status, etc. By appropriately positioning the vehicles that make up platoon F, it is possible to reduce the risk of danger during platooning and ensure stable platooning. The following describes the vehicle management device 80 and vehicle management system S that control the positional relationship of the vehicles C within the convoy formed by the vehicle travel control system S1, using FIGS. 1 and 10 to 17.

[0101] In the vehicle driving control system S1, the functions of the host vehicle V and the target vehicle FV have been described separately, but each vehicle C forming the platoon F is also assumed to have the function of making the host vehicle V a target vehicle FV. That is, the vehicle C controlled by the vehicle management system S is assumed to have a vehicle driving control device 1, an on-board sensor 10, an on-board locator 20, an on-board ECU 30, an on-board communication device 40, as well as a vehicle information transmission device 50 and an identification mark 60, which allows the host vehicle V and the target vehicle FV to interchange and continue driving. In the following description, the host vehicle V having the function of a target vehicle FV will be referred to as vehicle C.

[0102] Furthermore, vehicle C automatically identifies and follows target vehicle FV using vehicle driving control system S1, but the driver may also directly specify the vehicle to follow. For example, vehicle information is received from surrounding vehicles, and the driver specifies the vehicle to follow based on the vehicle information displayed on a display provided in vehicle C. In this case, it is also possible to prohibit following or warn the driver based on differences in vehicle class or information on the planned route of the vehicle.

[0103] It is also possible to set in advance whether or not each vehicle C will perform follow-up driving. This enable / disable (ON / OFF) of follow-up driving can be set manually. Alternatively, the driver can register information about the luggage to be loaded in the vehicle C, and the vehicle driving control device 1 can automatically set whether or not to perform follow-up driving by determining the type and weight of the luggage.

[0104] <<Hardware configuration of vehicle management device>> As shown in Fig. 1, the vehicle management device 80 is a computer for managing the traveling of a convoy F formed by a plurality of vehicles C, and as shown in Fig. 10, it includes a CPU as a data calculation and control device, ROM, RAM, and HDD (SSD) as storage devices, and a communication interface for transmitting and receiving information data via a network. It also includes a communication device 81 for communicating with external devices. In addition to a main program that performs the functions necessary for a computer, the memory device of the vehicle management device 80 also stores a vehicle management program, and the functions of the vehicle management device 80 are performed by executing these programs by the CPU.

[0105] <Functions of the vehicle management device> The vehicle management device 80 will be explained from a functional perspective using Figure 11. Its main components are a memory unit 800 that stores various programs and various data, a communication unit 801 (second communication unit) that sends and receives various data to and from the vehicle driving control device 1 of vehicle C, a management unit 802 that manages the driving status of each vehicle C that is controlled by the vehicle driving control device 1 based on the vehicle information of vehicle C and position information for vehicle C obtained through communication with the vehicle driving control device 1 of vehicle C, and a state control unit 803 that controls the driving status of vehicle C managed by the management unit 802.

[0106] The storage unit 800, communication unit 801, management unit 802, and state control unit 803 are configured by a CPU, ROM, RAM, HDD, communication interface, various programs, and the like shown in FIG. Each function of the vehicle management device 80 will be described in detail below. The vehicle management device 80 determines the driving mode specifying the positional relationships of the vehicles within the platoon F, manages the positional relationships, and provides the information necessary for changing the positional relationships, which are realized by the functions described below. Furthermore, in the vehicle management system S of this embodiment, it appears from the outside that a platoon F is formed, but in reality, the platoon is formed by each vehicle C performing driving control such as automatic driving or following driving, and it should be noted that the vehicle management device 80 does not directly issue instructions to each vehicle C to form the platoon F.

[0107] In explaining the functions of the vehicle management device 80, a more specific situation may be explained by taking as an example a case where vehicle C3 in a convoy F traveling on a road breaks down and is forced to evacuate from the convoy F, as shown in Figures 12A and 12B. The left diagram of FIG. 12A shows a state in which vehicles C1 to C5 are traveling in a convoy and vehicle C3 is identified as a broken-down vehicle (specific vehicle Cs). The center diagram of FIG. 12A shows a state in which vehicle C3 has changed lanes to change its positional relationship. The right diagram of FIG. 12A shows a state immediately after vehicle C3 has moved to the end of convoy F. The left diagram of FIG. 12B shows convoy F traveling in a mode in which vehicle C3 has moved to the end. The right diagram of FIG. 12B shows a state in which vehicle C3, a specific vehicle Cs, has stopped traveling.

[0108] <Communications Department> The communication unit 801 communicates with the communication unit 105 (first communication unit) of the vehicle driving control device 1 provided in each of the vehicles C forming the platoon F, and receives "current location information" transmitted by the communication unit 105. The communication unit 801 receives the "current location information" of the vehicle C and stores it in the memory unit 800. The communication unit 801 may further acquire "vehicle information" from the vehicle C. The "vehicle information" includes information such as the identification information (vehicle ID) of the vehicle C, the vehicle model, the vehicle class, the overall width, overall height, overall length, engine displacement (motor output), passenger capacity, and weight of the vehicle recorded in the vehicle inspection certificate. The "vehicle information" may include information such as the destination and the planned route to that destination, the contents and weight of the cargo, the number of passengers, etc., which do not change during operation but change with each operation.

[0109] In addition, "vehicle information" may include information that changes while driving, such as the driving mode (whether it is autonomous driving mode or remote driving operation mode), images of the vehicle taken by the imaging device 11 mounted on vehicle C, information on remaining fuel, and information on the target vehicle being followed. Furthermore, as "vehicle information," fault information (such as broken wiring in electronic circuits, abnormal signals from various sensors, etc.) detected by an on-board diagnostic device (OBD: On-Board Diagnostics) installed in vehicle C may be acquired. Hereinafter, the "current position information" and "vehicle information" received from each vehicle C will be collectively referred to as "travel information." Of the "travel information," "current location information" is transmitted and received in real time, but "vehicle information" may be transmitted and received at predetermined intervals (for example, every 5 minutes) rather than in real time. Also, it may be transmitted and received when there is a change in the vehicle information.

[0110] Additionally, the communication unit 801 is capable of communicating information with an external server (not shown), and can also receive, for example, the latest traffic information, weather information, and the like (hereinafter referred to as "external factor information") from the external server. The “travel information” and “external factor information” received by the communication unit 801 are then stored in the storage unit 800 .

[0111] <Management Department> The management unit 802 of the vehicle management device 80 manages the traveling state of the vehicle C based on the "current location information" received by the communication unit 801. Specifically, the management unit 802 manages information related to the vehicle C's traveling at a constant speed, accelerating, decelerating, stopping, turning left, turning right, reversing, etc., in other words, behavior information (information based on behavior) of the vehicle C. By acquiring the "current location information" of vehicle C in real time via communication unit 801, management unit 802 can detect, for example, that vehicle C has stopped while traveling, that vehicle C has started traveling while stopped, or that vehicle C has started traveling along a route different from the planned route, based on changes in information regarding the traveling state of vehicle C (changes in behavior information).

[0112] Furthermore, the management unit 802 manages that the driving state based on the position information received from each vehicle C different from vehicle C is a driving state in which multiple vehicles C are driving in a platoon F. For example, vehicle C2 shown in FIGS. 12A and 12B is driving based on position information received from vehicle C1, the target vehicle FV, which it is following, by vehicle driving control system S1. Vehicles C3-C5 driving behind vehicle C2 similarly acquire position information from vehicles C2-C4 driving in front of them and follow them based on that position information, thereby forming platoon F as a whole. Note that the acquisition of position information, etc., may be performed by vehicle C driving behind vehicle C recognizing the identification mark 60 of vehicle C driving in front. The management unit 802 manages the driving state in which multiple vehicles C1-C5 are driving in a platoon F.

[0113] The management unit 802 manages "platoon information" related to the platoon F. The "platoon information" is information indicating the state of the platoon F, and includes the vehicle types and identification information of the vehicles C that make up the platoon F, the number of vehicles C that make up the platoon, etc. The management unit 802 may calculate the length of the platoon F and the distance between vehicles using the received "current location information" of the vehicle C, etc., and manage this as platoon information. The information may also include information related to the lead vehicle Ct of the platoon F, identification information, driving mode, destination, planned driving route, etc.

[0114] Whether vehicle C belongs to the convoy F is determined based on whether the distance CD (see the left diagram in FIG. 12A) between the GNSS receivers 21 mounted on the vehicle C traveling ahead (for example, the lead vehicle Ct) and the vehicle C traveling behind it (vehicle C2) is within a predetermined distance D according to the traveling speed. The predetermined distance D is set, for example, as the inter-vehicle distance according to the traveling speed multiplied by 1.5. The position (current position information) of the GNSS receiver 21 may be identified using IMU information and an RTK positioning method.

[0115] Furthermore, the management unit 802 may manage "platoon information" regarding the platoon F and transmit the "platoon information" to the vehicles C that form the platoon F. Each vehicle C can determine from the received "platoon information" that the platoon F has been formed and the position (order within the platoon) of its own vehicle within the entire platoon F. For example, it can determine whether its own vehicle is the lead vehicle Ct of the platoon F, an intermediate vehicle within the platoon, the number of vehicles from the lead vehicle Ct that it is traveling in, or the last vehicle.

[0116] The management unit 802 may create a video to be referenced by an operator remotely driving the lead vehicle Ct based on image information received from a vehicle C that constitutes the convoy F. The video to be referenced should be one that allows the operator to grasp the driving conditions of the entire convoy F. For example, as shown in FIG. 13, image information is acquired from the imaging devices 11 mounted on the lead vehicle Ct and the last vehicle Ce of the convoy F, and a composite image P (convoy image, composite video) is created. At this time, image information from intermediate vehicles in the convoy does not need to be used in order to reduce the amount of data sent and received.

[0117] The management unit 802 manages "predetermined change conditions" that change the positional relationships within the formation F, in association with "response methods" that correspond to the "predetermined change conditions." The "predetermined change conditions" and "response methods" are stored in the memory unit 800. An example of a "predetermined change condition" is a condition in which "a malfunction that interferes with the vehicle's operation has occurred," and the "response method" corresponding to this condition is managed as, for example, "stopping the vehicle from running." Examples of "predetermined change conditions" and the "response methods" corresponding to those conditions are shown in Table 1. In the following description, a vehicle C that satisfies the predetermined change condition will be referred to as a specific vehicle Cs. [Table 1]

[0118] The effects of each change condition and corresponding method shown in Table 1 are as follows: (1) By making vehicle C, which has the longest remaining fuel and remaining driving distance calculated from fuel efficiency, the leading vehicle Ct of convoy F, stable convoy driving can be achieved. (2) By positioning a bus carrying passengers or a freight vehicle carrying valuables in the middle of convoy F, the risk of being rear-ended can be reduced. (3) Vehicle C, which is at high risk of breakdown or is unable to travel at high speeds, can be placed at the end of the convoy F, and then vehicle C can be stopped from traveling, thereby allowing vehicle C to be stopped safely. (4) When a vehicle C with little remaining fuel or poor fuel economy is the lead vehicle Ct, fuel economy can be improved by moving the vehicle C backward instead of making it the lead vehicle Ct. Fuel economy can be improved by changing the positional relationship within the convoy F so that a vehicle with a larger frontal projection area than the vehicle itself is positioned in front of the vehicle with little remaining fuel or poor fuel economy. (5) By removing vehicle C, whose class is significantly different from other vehicles C, from platoon F, platoon F can be driven safely. For example, if a light vehicle is followed by a large truck, there is a high risk of it being rear-ended in the event of sudden braking. Also, if the large truck turns or accelerates or decelerates at the same speed as the light vehicle it is following, it may not be able to keep up. Therefore, it is better for the large truck to be removed from platoon F and assigned to another platoon F. Regarding vehicle classification (types and classifications of automobiles), there are those stipulated by the Road Transport Vehicle Act and those stipulated by the Road Traffic Act. Under the Road Traffic Act, automobiles are classified according to their gross vehicle weight or passenger capacity, so it is best to use the classification stipulated by the Road Traffic Act for the vehicle classification used in the change conditions.

[0119] <State control unit> The state control unit 803 has the function of controlling the running state of the vehicle C managed by the management unit 802 as described above, and includes a determination unit 805 , an instruction unit 806 , and a vehicle control unit 807 .

[0120] <Decision section> When the management unit 802 manages the driving status of the vehicles forming and driving in convoy F, the determination unit 805 determines a driving pattern that specifies the positional relationship within convoy F based on the vehicle information of vehicle C and the driving status of vehicle C. "Traveling pattern" indicates the traveling state of the convoy F by specifying the relative positions of the vehicles. For example, if convoy F is formed by five vehicles C1-C5 as shown in the left diagram of Figure 12A, this indicates that the vehicles are traveling in the order of "vehicle C1, vehicle C2, vehicle C3, vehicle C4, vehicle C5."

[0121] <Instruction part> The instruction unit 806 transmits information about the driving mode determined by the determination unit 805 to each of the vehicles C forming the convoy F, thereby instructing the positional relationship within the convoy. For example, if vehicle C3 is to be the last vehicle Ce of the convoy F among the five vehicles C1-C5 shown in the left diagram of Fig. 12A, the instruction unit 806 transmits driving mode information of "vehicle C1, vehicle C2, vehicle C4, vehicle C5, vehicle C3" to vehicles C1-C5. By receiving the driving mode information, vehicles C3 and C4 recognize that they will swap their positional relationships within the convoy.

[0122] <Vehicle control unit> The vehicle control unit 807 controls the vehicle C to change its positional relationship within the convoy F by communicating with the vehicle C instructed by the instruction unit 806. 12A, when vehicle C3 is the last vehicle Ce in the convoy F, the vehicle control unit 807 communicates with, for example, vehicles C3 and C4, and controls vehicle C3 to move behind vehicle C5. The vehicle control unit 807 also controls vehicle C4 to follow vehicle C2. At this time, the driving modes of vehicles C3 and C4 are switched from "following driving mode" to "autonomous driving mode", and when the exchange of positional relationships is complete, the driving modes are switched back from "autonomous driving mode" to "following driving mode". When swapping the positional relationship, either or both of vehicle C3 and vehicle C4 may be switched from "following driving mode" to "remote driving mode" and the positional relationship may be swapped by remote driving by an operator.

[0123] The state control unit 803 may also include a vehicle identification unit 808. The vehicle identification unit 808 identifies a vehicle that satisfies the "predetermined change condition" managed by the management unit 802 from among the vehicles C forming the platoon F, based on the vehicle information and driving state of the vehicle C. For example, if the specified change condition is "(3) A malfunction has occurred that interferes with the vehicle's driving," the vehicle identification unit 808 checks the vehicle information and driving status of vehicle C that forms platoon F and determines whether the change condition is met. Also, for example, if the vehicle information includes OBD data from a sensor installed in the vehicle, when the OBD data of a certain vehicle C exceeds a predetermined threshold, the vehicle identification unit 808 determines that a malfunction has occurred in the vehicle C and identifies the vehicle C as a vehicle that satisfies the ``predetermined change condition.''

[0124] When the vehicle identification unit 808 identifies a vehicle C that satisfies the "specified change condition," i.e., when there is a specific vehicle C in the convoy F that satisfies the "specified change condition," the determination unit 805 determines a driving mode according to the response method corresponding to the "specified change condition." For example, if the specified change condition is "(3) A malfunction has occurred that interferes with the vehicle's driving," the response method is determined to be "stop driving, or position the vehicle at the end of the convoy and then stop driving." In the case of platoon F shown in the left diagram of Figure 12A, when vehicle C3 is identified as a broken-down vehicle, the determination unit 805 determines a driving pattern in which vehicle C3 (specific vehicle Cs) is at the rear, i.e., "vehicle C1, vehicle C2, vehicle C4, vehicle C5, vehicle C3." The instruction unit 806 transmits the driving mode determined by the determination unit 805 to the vehicles C1-C5, and transmits information to the specific vehicle Cs (vehicle C3) that "the vehicle will stop driving after being positioned at the end of the convoy." The vehicle control unit 807 controls the vehicle C that changes its positional relationship based on the driving mode determined by the determination unit 805, and communicates with the vehicle C that changes its positional relationship, and controls the specific vehicle Cs based on a ``response method'' that corresponds to the ``specified change condition.'' 12A and 12B, as shown in the left diagram of Fig. 12B, vehicle C3, which is a specific vehicle Cs, is moved to the rear end, and vehicle C4 is controlled to follow vehicle C2. Also, as shown in the right diagram of Fig. 12B, after vehicle C3 is moved to the rear end of platoon F, if there is a place B where it can be stopped, such as a road shoulder, it is controlled to stop at that place B.

[0125] <Formation Status Determination Unit> The state control unit 803 may include a convoy state determination unit 809. The convoy state determination unit 809 determines whether or not the convoy F is broken up. Whether or not the convoy F is broken up is determined using the distance CD between the vehicles, just as when the management unit 802 determines whether vehicle C belongs to convoy F. For example, if the distance CD (see the left diagram in FIG. 12A) is greater than a predetermined distance D according to the traveling speed, the convoy F is determined to be broken up.

[0126] For example, when vehicle C3 is stopped, as shown in the right diagram of Figure 12A, vehicle C3 is temporarily moved to the end of convoy F, but at this time, the distance CD between vehicle C2 and vehicle C4 may become greater than the predetermined distance D. In such a case, convoy state determination unit 809 determines that convoy F is split into a front convoy Ff traveling in front and a rear convoy Fr traveling behind. In such a case, the determination unit 805 determines a travel pattern that includes decelerating the front convoy Ff until the rear convoy Fr joins the front convoy Ff. Then, the instruction unit 806 transmits information about the traveling mode determined by the determination unit 805 to the vehicles C1 and C2 that form the front convoy Ff. The vehicle control unit 807 communicates with the vehicles C1 and C2 forming the front convoy, and decelerates the vehicles C1 and C2 until the rear convoy Fr merges with the front convoy Ff, as shown in the left diagram of FIG. 12B.

[0127] When the platoon state determination unit 809 determines that the platoon F has been split into a front platoon Ff and a rear platoon Fr, the distance CD between vehicles C2 and C4, i.e., the distance CD between the platoons, may not decrease but may even increase depending on traffic conditions. When the distance CD between the platoons increases and the platoon state determination unit 809 determines that the distance is greater than or equal to 2 km (for example), at which vehicle C4 can no longer follow vehicle C2, the management unit 802 manages the split front platoon Ff and rear platoon Fr as separate platoons.

[0128] <Vehicle Management Program> Next, an example of the processing of a vehicle management program (vehicle management method) executed by the vehicle management device 80 and the vehicles C forming the platoon F in the vehicle management system S will be described with reference to FIGS. The above program in this embodiment is a program for realizing the above-mentioned communication unit 801, management unit 802, state control unit 803, determination unit 805, instruction unit 806, vehicle control unit 807, vehicle identification unit 808, and convoy state determination unit 809 as functional components of a vehicle management device 80 equipped with a memory unit 800, and the CPU of the vehicle management device 80 as a second computer executes this vehicle management program.

[0129] In explaining the processing of the vehicle management program, as was done when explaining the functions of the vehicle management device 80, we will take as an example a more specific situation in which vehicle C3 in a convoy F traveling on a road breaks down and is forced to evacuate from the convoy F, as shown in Figures 12A and 12B.

[0130] In addition, the vehicle management program is broadly composed of a "positional relationship determination process" that determines the positional relationship within the convoy, and a "positional relationship change control process" that controls the change in the positional relationship of the vehicles when a change in positional relationship is determined.

[0131] In the following, first, the "positional relationship determination process" will be described using the sequence diagram shown in FIG. 14, and then the "positional relationship change control process (vehicle control process)" will be described.

[0132] To explain an example of the processing of the vehicle management program, the lead vehicle Ct of the convoy F is assumed to be in automatic driving (autonomous driving mode), and each of the four vehicles C2-C5 traveling behind the lead vehicle Ct (vehicle C1) is traveling in "following driving (relative driving)" relative to the vehicle C traveling in front. Furthermore, vehicles C1-C5 forming the convoy F send and receive driving information including vehicle information and current position information between vehicles C as the "first communication process (first communication step)" even before the start of the "positional relationship determination process," and also transmit the driving information to the vehicle management device 80. In addition, as the "second communication process (second communication step)", the communication unit 801 of the vehicle management device 80 receives driving information including current position information, etc. in real time from each of the vehicles C1-C5 that make up the convoy F even before the "positional relationship determination process" begins. Furthermore, each vehicle C performs vehicle travel control based on the information on the current position identified in the position identification step (travel control step, travel control processing). The driving information of each vehicle C is stored in the memory unit 800, and the management unit 802 manages the driving state in which multiple vehicles C are driving in formation F as a "management process (management step)."

[0133] In the "positional relationship determination process" shown in FIG. 14, first, driving information is transmitted from each vehicle C in the platoon F (step S201: first communication process). The vehicle management device 80 receives the driving information transmitted from each vehicle C in real time via the communication unit 801 and stores it in the memory unit 800 (step S202: second communication process). At this time, the vehicle management device 80 may also acquire information on external factors, such as road traffic information and weather, from an external server. The external factor information is stored in the memory unit 800 in the same way as the driving information. The transmission of the driving information of each vehicle C may be performed when certain conditions are met, such as when the vehicle enters a highway or when the vehicle starts driving on a predetermined road. The transmission may also be performed on the condition that the identification mark (QR code (registered trademark)) of the vehicle C is recognized. As a "management process," the management unit 802 manages that the traveling of each vehicle based on the location information received from other vehicles different from the vehicle in question is a traveling state in which multiple vehicles are traveling in a convoy, and stores the convoy information of convoy F in the memory unit 800.

[0134] The vehicle management device 80 determines whether or not to change the positional relationship of vehicle C in the platoon F (step S203: decision processing, decision process). Step S203 is executed at least immediately after the platoon F is formed or when a new vehicle C is added to the platoon F. Step S203 may be executed each time driving information is received from vehicle C. Note that the processes corresponding to the "state control processing (state control process)" of the present invention are "decision processing (decision process)," "instruction processing (instruction process)," and "vehicle control processing (vehicle control process)."

[0135] At this time, for example, the vehicle identification unit 808 determines whether vehicles C1-C5 meet the "predetermined change conditions" shown in Table 1. At this time, the vehicles that meet the "predetermined change conditions" are identified as specific vehicles Cs. If no specific vehicles Cs that meet the "predetermined change conditions" are found, the unit continues to receive vehicle information and driving information from each vehicle and continues managing vehicles C that make up platoon F (step S203: No). If a specific vehicle Cs that meets the "predetermined change condition" is found in step S203, the positional relationship is changed (step S203: Yes). The determination unit 805 determines a traveling mode that indicates the positional relationship within the platoon F based on the vehicle information and traveling information (step S204: determination process). At this time, if a "response method" corresponding to the "predetermined change condition" has been set, the "response method" is also determined.

[0136] For example, as shown in the left diagram of Figure 12, the vehicle identification unit 808 identifies vehicle C3 as a specific vehicle Cs that satisfies change condition (3) "a malfunction that interferes with vehicle driving has occurred" based on the OBD information of the received vehicle information. At this time, the determination unit 805 determines the driving mode in which vehicle C3 is positioned at the rear as the driving mode. Furthermore, the determination unit 805 determines "stop driving" as the response method that corresponds to the predetermined change condition.

[0137] When the determination unit 805 determines the driving mode, the instruction unit 806 transmits information about the driving mode to the vehicles C1-C5 in the convoy F via the communication unit 801, and instructs them on their positional relationships within the convoy (step S205: instruction processing, instruction step). At this time, the instruction unit 806 may transmit information on the "response method" to vehicle C3, which is the specific vehicle Cs. In addition, when each vehicle C receives information such as "how to respond," it may confirm the convoy F to which it belongs by recognizing an identification mark 60 (e.g., a QR code (registered trademark), see Figure 1) mounted on the vehicle C traveling in front.

[0138] 12A and 12B, the information on the traveling pattern within the platoon is transmitted as "vehicle C1, vehicle C2, vehicle C4, vehicle C5, vehicle C3," and an instruction is given to have vehicle C4 be positioned behind vehicle C2 and vehicle C3 be positioned behind vehicle C5. In addition, an instruction is given to vehicle C3, which is a specific vehicle Cs, to stop traveling after following vehicle C5. As mentioned above, the vehicle management device 80 only instructs each vehicle on its position and when to stop driving, and changes in position within the convoy F are carried out by each vehicle performing automatic driving, following driving, etc.

[0139] <Positional relationship change control process> In step S205 of the positional relationship determination process, if a command is given to change the positional relationship within the convoy, the vehicle management device 80 and the vehicles C1-C5 that form the convoy F proceed to a "positional relationship change control process (vehicle control process, vehicle control step)" that actually changes the positional relationship. The "positional relationship change control process" will be described below with reference to FIG. 15.

[0140] When changing the positional relationship within the convoy, vehicles C1-C5 that make up convoy F transmit their own vehicle's driving information, particularly their current position information, to the vehicle management device 80 in real time as a "first communication process," just as they did before the positional relationship determination process began, and also transmit driving information immediately after the "positional relationship change control process" begins (step S301).

[0141] Furthermore, when changing the positional relationship within the platoon, the vehicles C1-C5 forming the platoon F may travel in cooperative control mode. The cooperative control mode is a mode in which the vehicles C belonging to the platoon F travel in cooperation as a group of vehicles without individually leaving the platoon F. In other words, the cooperative control mode is a mode in which the vehicles C traveling behind the leading vehicle Ct are prohibited from leaving the platoon F on their own. The cooperative control mode is carried out until the change in positional relationship is completed or until it is decided to cancel the change in positional relationship.

[0142] The communication unit 801 of the vehicle management device 80 acquires driving information from each vehicle C and stores it in the storage unit 800. In addition, the communication unit 801 acquires external factor information from an external server and stores it in the storage unit 800 (step S302).

[0143] Next, the determination unit 805 of the vehicle management device 80 determines a method for changing the positional relationship based on the acquired driving information. Specifically, the determination unit 805 selects and sets the optimal change method based on the driving information of vehicle C from multiple change methods stored in the storage unit 800 (step S303). The coupling method defines the operation of the vehicle C when changing the coupling method, information on the speed of each vehicle C, vehicle intervals, etc. 12A and 12B, the following change method is selected for the specific vehicle Cs (vehicle C3): "When vehicle C3 changes lanes, decelerates, and moves behind vehicle C5, it returns to the original lane and drives in a manner that follows vehicle C5." In addition, for vehicles C1 and C2, the following change method may be further selected: "After vehicle C3 moves to the rearmost position, vehicle C4 decelerates until it catches up."

[0144] After the determination unit 805 selects and sets the change method in step S304, the determination unit 805 further sets the driving mode of the vehicle C to be changed based on the set change method (step S304). 12A and 12B, in order to move a specific vehicle Cs (vehicle C3) to the end of the platoon, the mode is changed from "follow driving mode" to "autonomous driving mode." Also, in order to make vehicle C4, which was following vehicle C3, follow vehicle C2, the mode is temporarily changed from "follow driving mode" to "autonomous driving mode." It is also possible to switch the vehicles C3 and C4 whose positional relationship is being changed from "following driving mode" to "remote driving mode," but by switching them to "autonomous driving mode," it is possible to change their positional relationship more safely.

[0145] Next, the vehicle control unit 807 checks for external factors that may cause safety issues before the change (step S305). Specifically, it checks whether the road is suitable for the change and whether the weather is appropriate. For example, it checks whether a lane change is possible and whether there is rain or snow that could impede driving. At this time, the operator of the vehicle management device 80 may check for safety around the vehicles that are changing their positional relationship by viewing the composite image of the platoon F shown in FIG. 13.

[0146] The vehicle control unit 807 determines whether or not it is possible to start changing the positional relationship in step S306 while checking for safety. If it is not possible to start due to an external factor (step S306: No), the process returns to step S305, and the safety check for external factors is continued. If it is possible to start in step S306 (step S306: Yes), the vehicle control unit 807 transmits the change method and the change start timing to vehicle C that has been instructed to change the positional relationship (step S307).

[0147] Vehicle C, which has been instructed to change its positional relationship, starts changing its positional relationship (step S308). At this time, if a driving mode is set as the change method, the driving mode of vehicle C is changed accordingly.

[0148] Even after the change in positional relationship has begun, each vehicle C constituting the platoon F continues to transmit its travel information to the vehicle management device 80 (step S309). The vehicle management device 80 analyzes the travel information even while the positional relationship is being changed, and determines whether to halt (cancel) the change in positional relationship (step S310). For example, if the road becomes one-lane or there is congestion when changing the positional relationship, it will be impossible to change lanes, and so it will decide to halt the change in positional relationship (step S310: Yes). The vehicle control unit 807 continues to determine whether or not to stop the change in the positional relationship until the change in the positional relationship of vehicle C is completed.

[0149] If the vehicle control unit 807 of the vehicle management device 80 decides to cancel the change in the positional relationship in step S310 of the "positional relationship change control process", the communication unit 801 sends a change cancellation notification to vehicle C that started the change (step S315).

[0150] Vehicle C, whose positional relationship is being changed, constantly monitors whether it has received a change cancellation notice from the vehicle management device 80 during the change (step S312). If it has not received a change cancellation notice (step S312: No), it continues changing its positional relationship and completes the change (step S313). If it has received a change cancellation notice (step S312: Yes), it cancels the change of its positional relationship (step S314). The "positional relationship change control process" ends when the change of the positional relationship of vehicle C instructed to be changed is completed or when it is decided to cancel the change of the positional relationship.

[0151] Return to the "positional relationship determination process" in Figure 14. After the "positional relationship change control process" is completed, the vehicle C to which the change was instructed checks whether the change in positional relationship has been completed (step S207). If the change in positional relationship has been completed (step S207: Yes), the vehicle C to which the change was instructed transmits a change completion notification to the vehicle management device 80 (step S208).

[0152] In the example shown in Figures 12A and 12B, as shown in the left diagram of Figure 12B, when vehicle C4 begins to follow vehicle C2, it transmits a change completion notification to the vehicle management device 80. Vehicle C3, which is a specific vehicle Cs, may transmit a change completion notification to the vehicle management device 80 when it reaches the end of the platoon F. Vehicle C3 then decelerates and leaves the platoon F. As shown in the right diagram of Figure 12B, if a location B where it can stop is found, it stops at that location B. Vehicle C3 transmits a change completion notification to the vehicle management device 80 when it has stopped.

[0153] When the communication unit 801 of the vehicle management device 80 receives a change completion notification from a vehicle C that has been instructed to change its positional relationship, the management unit 802 receives driving information from the vehicles C that form the new convoy Fn whose positional relationship has been changed. The management unit 802 generates convoy information from the driving information of each vehicle C that forms the new convoy Fn, and stores (saves) it in the memory unit 800 (step S210). Thereafter, the management unit 802 manages the new convoy Fn after the change.

[0154] In the "positional relationship change control process" shown in Figure 15, if the change in positional relationship is canceled (cancelled) and the change in positional relationship is not completed (step S207: No), vehicle C, which was instructed to change its positional relationship, transmits the cancellation of the change and the reason for it to the vehicle management device 80 (step S209). The communication unit 801 of the vehicle management device 80 receives the change cancellation and the reason for it, and stores this information in the storage unit 800.

[0155] <If a malfunction occurs in the last car> In the example shown in Figures 12A and 12B, it is assumed that vehicle C3 traveling in the middle of platoon F has a malfunction. However, it is also possible that vehicle C5, which is located at the very end of platoon F, has a malfunction. In this case, the other vehicles C1-C4 do not need to change their positional relationships. Therefore, in step 205 of the positional relationship determination process, the determination unit 805 transmits information including an instruction to stop traveling to vehicle C5, which is a specific vehicle Cs. Upon receiving this information, in step S308 of the "positional relationship change control," vehicle C5 enters "autonomous driving mode" and is controlled to leave platoon F and stop at a location B where it can stop, such as a road shoulder.

[0156] <If a malfunction occurs in the lead car> A malfunction may occur in the lead vehicle Ct (vehicle C1) of the platoon F. In this case, the driving mode of vehicle C2, which is traveling second in the platoon, changes from "following driving mode" to "autonomous driving mode." The lead vehicle Ct that has experienced the malfunction moves to the end of the platoon F and performs following driving with vehicle C5, which had been traveling at the end until then, as the target vehicle FV. After moving to the end of the platoon F, vehicle C1, which was the lead vehicle Ct, leaves the platoon F and, if a location B where it can stop is found, drives and stops at location B. In addition, if a malfunction occurs in vehicle C, the vehicle is instructed to stop driving immediately, but if the operator remotely monitoring the vehicle using the vehicle management device 80 determines that the vehicle can be driven to a nearby parking lot or highway exit, the specific vehicle Cs may be put into remote driving mode and the operator may remotely drive the vehicle to a nearby parking lot. Furthermore, if the malfunction of vehicle C is minor and does not require the vehicle to be stopped, the identified vehicle C may be moved to the rear of the vehicle, and the entire convoy F may then be allowed to decelerate and continue traveling.

[0157] As described above, when driving information is transmitted when certain conditions are met, such as entering a highway or starting to drive on a predetermined road, the vehicle detects at regular intervals whether the conditions are met, and if the conditions are no longer met, the following vehicle (or the following convoy) may release the coupled driving and separate. Similarly, when driving information is transmitted on the condition that the identification mark of vehicle C is recognized, the vehicle performs a process of recognizing the identification mark at regular intervals, and when the identification mark is no longer recognized, the following vehicle (or the following convoy) may terminate the coupled driving and separate.

[0158] In the above embodiment, a vehicle management program is stored in a recording medium readable by the vehicle driving control device 1 (first computer) and the vehicle management device 80 (second computer), and processing is performed by the vehicle driving control device 1 and the vehicle management device 80 reading and executing the program. Here, the recording medium readable by the vehicle driving control device 1 and the vehicle management device 80 refers to a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, etc. Alternatively, dedicated software may be started using a terminal (mobile terminal) that serves as the vehicle driving control device 1 and the vehicle management device 80, and the vehicle management program may be executed on a web browser.

[0159] In the above embodiments, the vehicle management device, the vehicle management method, the vehicle management system, and the vehicle management program according to the present invention have been mainly described. The vehicle management device, vehicle management method, vehicle management system, and vehicle management program described above determine a driving pattern that specifies the positional relationship within the platoon based on the vehicle information and driving status of the vehicles that form the platoon, and control the vehicles to change their positional relationship within the platoon according to the determined driving pattern. This reduces risk during platooning and enables stable platooning. For example, vehicles carrying valuables or buses carrying passengers can be positioned in the middle of the convoy to reduce the risk of rear-end collisions. In addition, by placing the vehicle with the least amount of remaining fuel at the end of the platoon, fuel efficiency can be improved and the platoon can travel more stably. Furthermore, for example, by removing vehicles of significantly different class from the platoon, the platoon can be made up of vehicles of the same class, allowing for stable platooning. In addition, by identifying vehicles with a high risk of breakdown and removing them from the platoon, disruptions to the platoon can be reduced. The above-described embodiment is merely an example for facilitating understanding of the present invention, and is not intended to limit the present invention. The present invention may be modified or improved without departing from the spirit thereof, and the present invention naturally includes equivalents thereof. [Explanation of symbols]

[0160] S Vehicle management system S1 Vehicle Driving Control System C vehicle V Vehicle V1 Electric Power Steering V1a Handle V2 Electric Throttle V2a accelerator pedal V3 Electromagnetic Brake Device V3a brake pedal FV Target vehicle 1 Vehicle driving control device 10. In-vehicle sensors 11 Imaging device 11a to 11i: 1st imaging device to 9th imaging device 12 Radar (millimeter wave radar) 12a~12d 1st radar~4th radar 13 Rider 13a~13e 1st Rider~5th Rider 20 In-vehicle locator 21 GNSS receiver (RTK-GNSS receiver) 22 Inertial measurement unit (IMU) 30 Automotive ECU 31 Integrated ECU 32 Steering ECU 33 Accelerator ECU 34 Brake ECU 40 In-vehicle communication device 50 Vehicle information transmission device 51 In-vehicle locator 51a GNSS receiver 51b Inertial measurement device 52 In-vehicle communication device 60 Identification Mark 60a~60l 1st Identification Mark~12th Identification Mark 70 Remote Control Device 71 Monitor 72 Navigation Monitor 73 Handle 74 Accelerator pedal 75 Brake pedal 76 Operation switch 80 Vehicle management device 81 Communication equipment 100 Storage section 101 Environmental Information Acquisition Department 102 Location information acquisition unit (location identification unit) 102a Absolute position calculation unit 102b Relative position calculation unit 102c Correction position calculation unit 102d Reception determination unit 103 Driving control unit (travel control unit) 104 Vehicle detection unit 105 Communications Department 106 Mode change section 107 Traveling speed acquisition unit 108 Video Processing Unit 500 storage section 501 Location information acquisition unit 502 Communications Department 700 Storage section 701 Communications Department 702 Screen display section 703 Operation Data Creation Department 704 User Notification Unit 800 Storage section 801 Communications Department (Second Communications Department) 802 Management Department (Management Department) 803 State control unit 805 Decision Section 806 Instruction section 807 Vehicle control unit 808 Vehicle Identification Department 809 Formation Status Determination Unit SA satellite ST reference station F formation Ff forward formation Fr rear formation Cs Specific vehicle Ct Leading car Ce Last car P composite image

Claims

1. A vehicle driving control device that controls the driving of a vehicle, and a vehicle management device that manages the driving status of vehicles including the vehicle, for each vehicle; Equipped with The vehicle driving control device includes: an absolute position calculation unit that acquires GNSS information required for independent positioning through a GNSS receiver mounted on the vehicle and calculates an absolute position of the vehicle using the GNSS information; a relative position calculation unit that corrects the absolute position by relative positioning using GNSS correction information required for relative positioning received from an external reference station, and calculates the relative position of the vehicle with respect to the reference station; a position identification unit that identifies position information of the host vehicle using the relative position; a driving control unit that controls the driving of the host vehicle using either autonomous driving control that controls driving based on the position information identified by the position identification unit or relative driving control that controls driving relative to another vehicle; a vehicle detection unit that detects the other vehicle; a first communication unit that receives position information of the detected other vehicle and information on a planned travel route of the other vehicle; Equipped with the vehicle detection unit detects, as a follow-up target, the other vehicle whose planned driving route of the other vehicle received by the first communication unit matches at least a part of the planned driving route of the host vehicle while the autonomous driving control of the host vehicle is being performed based on a planned driving route; the driving control unit switches the autonomous driving control to the relative driving control, and controls the driving of the host vehicle relative to the other vehicle by the relative driving control; The vehicle management device a second communication unit that receives vehicle information about the vehicle and position information about the vehicle from the vehicle driving control device; a management unit that manages a running state of the vehicle based on vehicle information of the vehicle and position information for the vehicle received by the second communication unit; A driving control system comprising:

2. The vehicle driving control device includes a driving speed acquisition unit that acquires the driving speed of the host vehicle, 2. The driving control system according to claim 1, wherein the driving control unit performs the relative driving control based on position information of the host vehicle, information on the driving speed of the host vehicle, and inter-vehicle distance information set according to the driving speed of the host vehicle.

3. A driving control system as described in claim 1 or 2, wherein when the relative driving control is being performed, the driving control unit switches the relative driving control to the autonomous driving control when the planned driving route of the other vehicle to be followed no longer matches the planned driving route of the subject vehicle, and controls the driving of the subject vehicle using the autonomous driving control after the switch.

4. A driving control system as described in claim 1 or 2, wherein, when the relative driving control is being performed, the other vehicle to be followed starts traveling on a route different from the planned route of the subject vehicle, so that the driving control unit switches the relative driving control to the autonomous driving control, and controls the driving of the subject vehicle using the autonomous driving control after the switch.

5. The vehicle driving control device includes a mode change unit that sets an autonomous driving mode corresponding to the autonomous driving control and a relative driving mode corresponding to the relative driving control, the mode change unit sets the relative operation mode by satisfying a predetermined relative operation start condition when the autonomous operation control is being performed, The driving control system of claim 1 or 2, wherein when the autonomous driving control is continuing with the relative driving mode set, the driving control unit continues the autonomous driving control by causing the mode change unit to disable the setting of the relative driving mode when communication with the other vehicle to be followed is not possible.

6. A first computer that controls the driving of the vehicle, an absolute position calculation step of acquiring GNSS information required for independent positioning through a GNSS receiver mounted on the vehicle and calculating an absolute position of the vehicle using the GNSS information; a relative position calculation step of correcting the absolute position by relative positioning using GNSS correction information required for relative positioning received from an external reference station, and calculating a relative position of the vehicle with respect to the reference station; a position specifying step of specifying position information of the host vehicle using the relative position; a driving control step of controlling the driving of the host vehicle by either autonomous driving control that controls driving based on the position information identified in the position identification step or relative driving control that controls driving relative to another vehicle; a vehicle detection step of detecting the other vehicle; a first communication step of receiving position information of the detected other vehicle and information on a planned travel route of the other vehicle; and In the vehicle detection step, while the autonomous driving control of the host vehicle is being performed based on a planned driving route, the other vehicle is detected as a vehicle to be followed, where at least a part of the planned driving route of the other vehicle received in the first communication step matches the planned driving route of the host vehicle; In the driving control step, the autonomous driving control is switched to the relative driving control, and the host vehicle is controlled to drive relative to the other vehicle by the relative driving control; a second computer that manages the running states of the vehicles including the host vehicle for each vehicle, a second communication step of receiving vehicle information of the vehicle and position information for the vehicle from the first computer; a management step of managing a running state of the vehicle based on the vehicle information of the vehicle and the position information for the vehicle received in the second communication step; A driving control method.

7. A first computer that controls the running of the vehicle, an absolute position calculation process for acquiring GNSS information required for independent positioning through a GNSS receiver mounted on the vehicle and calculating an absolute position of the vehicle using the GNSS information; a relative position calculation process in which the absolute position is corrected by relative positioning using GNSS correction information required for relative positioning received from an external reference station, and the relative position of the vehicle with respect to the reference station is calculated; a position identification process for identifying position information of the host vehicle using the relative position; a driving control process for controlling the driving of the host vehicle by either an autonomous driving control for controlling the driving based on the position information identified by the position identification process or a relative driving control for controlling the driving relative to another vehicle; a vehicle detection process for detecting the other vehicle; a first communication process of receiving position information of the detected other vehicle and information on a planned travel route of the other vehicle; Execute In the vehicle detection process, while the autonomous driving control of the host vehicle is being performed based on a planned driving route, the other vehicle whose planned driving route received in the first communication process at least partially coincides with the planned driving route of the host vehicle is detected as a vehicle to be followed; In the driving control process, the autonomous driving control is switched to the relative driving control, and the host vehicle is controlled to drive relative to the other vehicle by the relative driving control; a second computer that manages the running states of vehicles including the subject vehicle for each vehicle; a second communication process for receiving vehicle information of the vehicle and position information for the vehicle from the first computer; a management process for managing a running state of the vehicle based on the vehicle information of the vehicle and the position information for the vehicle received in the second communication process; A driving control program that executes the above.

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