Traffic management system

Abstract

To provide an operation management system that enables formation traveling suitable for traveling conditions.SOLUTION: An operation management system includes: an information acquisition unit 11 for acquiring operation information including information on the presence or absence of occupants, characteristic information on the type or a form, information on a target travel route, and location information; a formation traveling detection unit 12 for detecting a plurality of registered mobile bodies that are scheduled to travel in a formation or are traveling in a formation along the same travel route, based on the target travel route and the location information; a route state detection unit 13 for detecting the state of the route, which is the travel route along which the formation traveling is scheduled or the formation traveling is being performed; a formation setting unit 14 that sets at least one of a traveling order and a traveling interval in the formation traveling of the plurality of registered mobile bodies detected by the formation traveling detection unit 12 based on the operation information, the characteristic information, and the status information on the formation traveling route; and an instruction transmitting unit 15 that transmits formation instructions based on the setting results of the formation setting unit 14 to the registered mobile body to be changed.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a traffic management system that manages the operation of multiple mobility vehicles. [Background technology]

[0002] A traffic management system that manages the operation of multiple autonomously driven vehicles can, for example, manage platooning, in which multiple autonomously driven vehicles travel in a line (in the direction of travel). For example, Japanese Patent Application Laid-Open Publication No. 2021-028748 describes a platooning system that sets the order of vehicles in a platoon and arranges vehicles in order of decreasing driving performance from the front to the back in the direction of travel to prevent the platoon from being broken up. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-028748 Summary of the Invention [Problem to be solved by the invention]

[0004] In situations where a platoon of various types of mobility (moving objects) such as passenger cars and trucks is being carried out, depending on the condition of the travel route, the travel order of the mobility in the platoon may not be optimal from the perspective of damage risk, which is the extent of damage in the event of a collision (especially a rear-end collision).From this perspective, there is room for improvement in conventional traffic management systems. An object of the present invention is to provide a traffic management system that can realize platooning that is suited to the driving conditions. [Means for solving the problem]

[0005] The operation management system of the present invention is an operation management system configured to communicate with each registered mobility so as to manage the operation of multiple registered mobility, including mobility of different types or models, and is equipped with an information acquisition unit that acquires driving information of each registered mobility, including information on whether or not there are occupants, characteristic information regarding the type or model of each registered mobility, information on the target driving route of each registered mobility, and location information of each registered mobility, based on information received from each registered mobility; a platooning detection unit that detects multiple registered mobility that are scheduled to travel in a platoon or are currently traveling in a platoon along the same driving route based on the target driving route and the location information; a route status detection unit that detects the state of the platooning route, which is the driving route that is scheduled to travel in a platoon or is currently traveling in a platoon; a platoon setting unit that sets at least one of the driving order and driving interval in the platooning of the multiple registered mobility detected by the platooning detection unit based on the driving information, the characteristic information, and the state information of the platooning route; and an instruction transmission unit that transmits a platoon instruction based on the setting result of the platoon setting unit to the registered mobility to be changed. [Effects of the Invention]

[0006] The condition of the platooning route may vary depending on, for example, the route selected as the target route (e.g., whether or not there is a slope) and the weather (e.g., rain), and various other possible cases are possible. Furthermore, there are multiple possible driving conditions, such as unmanned autonomous vehicles and manned manually driven vehicles. According to the present invention, at least one of the driving order and driving intervals is set taking into consideration not only characteristic information related to the type or model of registered mobility vehicles, but also the condition of the platooning route and driving information. For example, if the platooning route is a slope, it is considered that mobility vehicles located at the bottom of the slope have a greater risk of damage (the extent of damage in the event of a collision) than mobility vehicles located above. In this case, according to the present invention, it is possible to place manned mobility vehicles at the top and unmanned mobility vehicles below. In other words, according to the present invention, mobility vehicles that prioritize safety can be placed in positions with a lower risk of damage depending on the condition of the platooning route. In this way, by considering the characteristics of the mobility vehicles, the presence or absence of occupants, and the condition of the route, platooning appropriate for the driving conditions is possible. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a configuration diagram of an operation management system according to an embodiment of the present invention; [Figure 2] 10 is a conceptual diagram showing an example of changing the running order on a slope (downhill) in the present embodiment. FIG. [Figure 3] FIG. 10 is a conceptual diagram showing an example of changing the running order on a slope (uphill) in the present embodiment. [Figure 4] 10A and 10B are conceptual diagrams showing an example of changing the driving sequence in a slip alert state in the present embodiment. [Figure 5] FIG. 10 is a conceptual diagram for explaining an example of setting a protection bubble according to the present embodiment. [Figure 6] 4 is a flowchart showing an example of a flow of changing a running order according to the present embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] Hereinafter, as a mode for carrying out the present invention, a traffic control system 1 which is one embodiment of the present invention will be described in detail with reference to the drawings. In addition to the following example, the present invention can be carried out in various forms with various modifications and improvements based on the knowledge of those skilled in the art.

[0009] The driving management system 1 of this embodiment is an electronic control unit (ECU) or a computer (for example, an on-board computer) that includes at least one processor and at least one memory. Various programs and various data are stored in the memory. The processor reads and executes programs from the memory to perform various calculations and controls. Communication within the vehicle is performed via CAN (car area network or controllable area network).

[0010] The traffic management system 1 is a system configured (connected) to be able to communicate with each registered mobility so as to manage the operation of multiple registered mobility including mobility of different types or models. A registered mobility is mobility registered in the traffic management system 1 and is mobility that is managed by the traffic management system 1. In this embodiment, multiple pickup trucks (small cargo trucks) and multiple large dump trucks (large heavy equipment) are registered as registered mobility.

[0011] The traffic management system 1 is configured to be able to communicate with each registered mobility via a radio (not shown) and a communication network. The traffic management system 1 receives various information (e.g., identification information, location information, status information, etc.) from each registered mobility. The traffic management system 1 of this embodiment is part of a central control system, and transmits information on a target driving route calculated by a route calculation unit 10 (described later) to the corresponding registered mobility. A registered mobility that has been instructed to drive autonomously performs autonomous driving based on the received information on the target driving route.

[0012] As shown in FIG. 1, each registered mobility is provided with, for example, a GNSS (Global Navigation Satellite System) receiver 2 and an ECU 3 that controls driving. Each registered mobility transmits to the traffic management system 1 position information based on GNSS positioning data calculated by the receiver 2 and status information (e.g., driving speed) that indicates the status of the mobility. In other words, the traffic management system 1 receives the position information and status information from each registered mobility. The ECU 3 executes automatic driving control based on the target driving route received from the traffic management system 1. Each registered mobility is provided with a radio (not shown) for communicating with the traffic management system 1.

[0013] Some or all of the registered mobility vehicles (in this example, all registered mobility vehicles) are each provided with a perimeter monitoring device 4. The perimeter monitoring device 4 is a device that monitors (recognizes) the periphery of the host mobility vehicle, and is configured to include, for example, a LiDAR (Light Detection and Ranging, or Laser Imaging Detection and Ranging). The perimeter monitoring device 4 of this embodiment includes, for example, one or more LiDARs, one or more cameras that capture images of the periphery of the host mobility vehicle, and one or more radars that measure the distance between the host mobility vehicle and objects around the host mobility vehicle. For example, based on the detection results of the perimeter monitoring device 4 and three-dimensional map data, it is possible to recognize the surrounding situation and the vehicle's own position with high accuracy. The ECU 3 is configured to be able to execute local correction of the target driving route (target trajectory) based on the detection results of the perimeter monitoring device 4.

[0014] (Detailed configuration of the traffic control system) As shown in Figure 1, the traffic management system 1 includes, as its functions, a route calculation unit 10, an information acquisition unit 11, a platoon driving detection unit 12, a route status detection unit 13, a platoon setting unit 14, an instruction transmission unit 15, and a protection bubble setting unit 16. The route calculation unit 10 calculates a target driving route for each registered mobility based on map data, location information received from each registered mobility, and destination information. The information on the target driving route calculated by the route calculation unit 10 is transmitted to the corresponding registered mobility.

[0015] Based on the information received from each registered mobility, the information acquisition unit 11 acquires "driving information" of each registered mobility, including information on whether or not there is an occupant, "characteristic information" regarding the type or model of each registered mobility, "information on the target driving route" of each registered mobility, and "location information" of each registered mobility.

[0016] The information acquisition unit 11 receives, for example, identification information (e.g., ID) from each registered mobility that can identify its own mobility. The memory of the operation management system 1 stores a correspondence between the identification information and the characteristic information of the registered mobility. The information acquisition unit 11 acquires the characteristic information by reading the characteristic information (pickup truck or large dump truck) corresponding to the received identification information from the memory.

[0017] The traffic management system 1 can grasp the weight of registered mobility (for example, the weight relationship between different types of registered mobility) based on the characteristic information. The traffic management system 1 is set such that the weight of a pickup truck is less than the weight of a large dump truck. The characteristic information can also be said to be information related to weight. Note that the information acquisition unit 11 may acquire the characteristic information of each registered mobility by receiving not only the identification information but also the characteristic information from each registered mobility. In this case, it is not necessary to store the correspondence between the identification information and the characteristic information in advance in a memory or the like.

[0018] The information acquisition unit 11 receives, from each registered mobility, driving information, information on the presence or absence of an occupant (manned or unmanned) and information on whether the driving mode is autonomous driving or manual driving. That is, in this embodiment, the driving information is information indicating whether the driving situation of the registered mobility corresponds to autonomous driving with manned, manual driving with manned, or autonomous driving with unmanned. Each registered mobility transmits its own driving information to the fleet management system 1.

[0019] The information acquisition unit 11 acquires information on the target driving route from the route calculation unit 10. In addition, the information acquisition unit 11 acquires location information from each registered mobility or the route calculation unit 10. Note that if the target driving route is calculated by the registered mobility, the information acquisition unit 11 may acquire the target driving route from the registered mobility.

[0020] The platooning detection unit 12 detects multiple registered mobility vehicles that are scheduled to travel in a platoon or are currently traveling in a platoon along the same travel route, based on the target travel route and position information. Platooning means that multiple mobility vehicles travel in a line (for example, within a predetermined distance along the direction of travel). The platooning detection unit 12 can identify multiple registered mobility vehicles that are currently traveling in a platoon based on position information, and can identify which section of the platoon they will travel on based on information about the target travel route. Furthermore, the platooning detection unit 12 can calculate, for example, the scheduled travel time at each position on the target travel route based on the target travel route, position information, and status information (travel speed) of each registered mobility vehicle, and can detect (recognize) multiple registered mobility vehicles that are scheduled to travel in a platoon.

[0021] The route state detection unit 13 detects the state of the platoon traveling route, which is the route along which the vehicles are scheduled to travel in a platoon or are currently traveling in a platoon. The state of the platoon traveling route can be expressed, for example, by the gradient of the route, the weather, the degree of curvature of the route, or the road surface condition (e.g., paved road, unpaved road, road surface friction coefficient, etc.). The traffic management system 1 stores, for example, map data containing gradient information for each route. The route state detection unit 13 determines, for example, based on the map data containing gradient information for each route, whether the platoon traveling route is a slope with a gradient equal to or greater than a predetermined gradient.

[0022] Furthermore, the route state detection unit 13 determines whether the road friction coefficient of the platooning route is less than a predetermined value based on information regarding the road friction coefficient received from the registered mobility. The operation management system 1 receives information regarding the road friction coefficient on which the platoon is currently traveling from some or all of the registered mobility. Each of the registered mobility is equipped with a wheel speed sensor. The ECU 3 of the registered mobility can calculate the road friction coefficient (road surface μ) based on the wheel speed. The operation management system 1 (route state detection unit 13) stores the received road friction coefficient in association with the route on the map data, and updates the current state of the road friction coefficient. The route state detection unit 13 determines the road friction coefficient of the platooning route based on the information regarding the road friction coefficient associated with the map data.

[0023] The platoon setting unit 14 sets at least one of the driving order and driving intervals in the platooning of multiple registered mobility vehicles detected by the platooning detection unit 12 based on driving information, characteristic information, and status information of the platooning route. In other words, when a registered mobility vehicle to be platooned is detected, the platoon setting unit 14 sets at least one of the driving order and driving intervals in the platooning as necessary based on the driving information, characteristic information, and status of the platooning route. The driving information indicates, for example, manned autonomous driving, manned manual driving, or unmanned autonomous driving. The characteristic information indicates, for example, a pickup truck or a large dump truck. The status information of the platooning route indicates, for example, a slope with a gradient equal to or greater than a predetermined gradient, a route with a gradient less than a predetermined gradient, or a slip warning state where the road surface friction coefficient is less than a predetermined value.

[0024] The instruction sending unit 15 sends a platoon instruction (platoon setting information) based on the setting result of the platoon setting unit 14 to the registered mobility to be changed (i.e., the registered mobility whose running order and / or running interval will be changed from the current state). The ECU 3 of each registered mobility to be changed can change at least one of the running order and running interval in conjunction with other registered mobility based on the received platoon instruction. Note that the platoon instruction (platoon setting information) only needs to be sent to at least the registered mobility to be changed, and may also be sent to all registered mobility that make up the platoon. The protection bubble setting unit 16 will be described later.

[0025] (Effects of this embodiment) The condition of the platooning route may vary depending on, for example, the route selected as the target route (e.g., whether or not there is a slope) and the weather (e.g., rain), and various other possible cases are possible. Furthermore, there are multiple possible driving conditions, such as unmanned autonomous vehicles and manned manual driving. According to this embodiment, at least one of the driving order and driving intervals is set taking into consideration not only characteristic information related to the type or model of registered mobility vehicles, but also the condition of the platooning route and driving information. For example, if the platooning route is a slope (especially a downhill slope), it is considered that mobility vehicles located at the bottom of the slope have a greater risk of damage (the extent of damage in the event of a rear-end collision) than mobility vehicles located above. In this case, according to this embodiment, it is possible to place manned mobility vehicles at the top and unmanned mobility vehicles below. In other words, according to this embodiment, mobility vehicles that prioritize safety can be placed in positions where the risk of damage is lowest, depending on the driving conditions. In this way, by considering the characteristics of the mobility vehicles, the presence or absence of occupants, and the condition of the driving route, platooning appropriate for the driving conditions is possible.

[0026] (First slope rule) When the route state detection unit 13 determines that the platoon driving route is a slope with a predetermined gradient or more (hereinafter simply referred to as a "slope"), the platoon setting unit 14 sets the driving order based on the driving information so that manned registered mobility is positioned higher up the slope than unmanned registered mobility. The platoon setting unit 14 stores information that, as a priority for ensuring safety, registered mobility for manned automatic driving or manned manual driving is given priority over registered mobility for unmanned automatic driving.

[0027] The platoon setting unit 14 also stores information indicating that the higher up a slope a registered mobility is located, the lower the risk of damage (the extent of damage in the event of a rear-end collision) when traveling uphill. The platoon setting unit 14 is configured to place registered mobility vehicles with a high priority for ensuring safety in positions with a low risk of damage. Therefore, when the platoon traveling route is a slope (downhill or uphill), the platoon setting unit 14 sets the traveling order so that manned registered mobility vehicles (with passengers) with a high priority for ensuring safety are placed in positions higher up the slope with a low risk of damage. This makes it possible to reduce damage to manned registered mobility vehicles even if a rear-end collision occurs. This traveling order rule is referred to as the first slope rule.

[0028] (Second slope rule) When there are multiple manned registered mobility vehicles in the platoon, the platoon setting unit 14 sets the driving order so that registered mobility vehicles with relatively lighter weights are positioned relatively higher up the slope. In other words, when the route state detection unit 13 determines that the driving route is a slope and there are multiple manned registered mobility vehicles in the platoon, the platoon setting unit 14 sets the driving order of the multiple manned registered mobility vehicles based on the characteristic information so that the heavier the registered mobility vehicles are, the higher up the slope they are positioned. This is based on the idea that the heavier the mobility vehicle, the greater the damage to the mobility vehicle below when that mobility vehicle moves from the top to the bottom of a slope (when driving downhill) or slips and collides or rear-ends with the mobility vehicle below. In addition, when the platoon driving route is uphill, the above driving order is set because there is a possibility that a heavy mobility vehicle will not be able to start or will slip down.

[0029] Therefore, when there are multiple manned registered mobility vehicles in the platoon, the platoon setting unit 14 is configured to place registered mobility vehicles with relatively light weights at positions higher up the slope, where the risk of damage is low. This makes it possible to limit damage to the lighter registered mobility vehicles, and therefore damage to the entire platoon, even if a collision occurs within the platoon. This driving order rule is referred to as the second slope rule. The second slope rule also applies to setting the driving order of multiple unmanned registered mobility vehicles when there are multiple unmanned registered mobility vehicles in the platoon.

[0030] (Third Slope Rule) When the route condition detection unit 13 determines that the platoon travel route is a slope with a predetermined gradient or more, and there are multiple registered manned mobility vehicles of the same type or model (i.e., the same weight) in the platoon, the platoon setting unit 14 sets the travel order so that the registered manned manually driven mobility vehicles are positioned behind the registered manned autonomously driven mobility vehicles in the direction of travel. This travel order rule is called the third slope rule.

[0031] According to the third slope rule, for example, if a platoon contains a first registered mobility that is manned and automatically driven and a second registered mobility that is the same type as the first registered mobility but is manned and manually driven, the platoon setting unit 14 sets the driving order of the two mobility vehicles so that the manned and manually driven registered mobility vehicle is positioned behind the manned and automatically driven registered mobility vehicle in the direction of travel. The third slope rule is set based on the idea that manually driven mobility vehicles have higher danger detection and crisis avoidance capabilities than autonomous driving vehicles, making it easier to avoid danger. According to the third slope rule, by positioning the manned and manually driven registered mobility vehicle at the rear (following) position of the platoon where there is a risk of a rear-end collision, the possibility of a rear-end collision is further reduced.

[0032] According to the third slope rule, the platoon setting unit 14 sets the driving order so that a manned, automatically driven pickup truck (or large dump truck) is positioned ahead of a manned, manually driven pickup truck (or large dump truck). In this way, for example, if there are multiple registered mobility vehicles in the platoon that have the same driving information and characteristic information, excluding the distinction between manual and automatic driving, the automatically driven vehicles will be positioned relatively further forward in the platoon, and the manually driven vehicles will be positioned relatively further back. This reduces the possibility of a rear-end collision occurring within the platoon. Note that the third slope rule specifies the front and back of the platoon, and can be applied on roads other than slopes.

[0033] (Example of changing the driving order on a slope) As shown in Figure 2, for example, we will explain a case where a platoon contains a manned autonomous pickup truck, a manned manually driven pickup truck, a manned manually driven large dump truck, a manned autonomously driven large dump truck, an unmanned autonomously driven pickup truck, and an unmanned autonomously driven large dump truck.

[0034] In this case, if the platoon driving route is a slope (here, a downhill slope), the driving order set by the platoon setting unit 14 will be, from the bottom to the top of the slope, i.e., from the front to the rear in the direction of travel, in the following order: unmanned autonomously driven large dump truck, unmanned autonomously driven pickup truck, manned autonomously driven large dump truck, manned manually driven large dump truck, manned autonomously driven pickup truck, and manned manually driven pickup truck.

[0035] When the route state detection unit 13 determines that the planned convoy travel route is a slope, the convoy setting unit 14 sets the travel order before the convoy travel route becomes a slope. The instruction transmission unit 15 transmits a convoy instruction to the registered mobility to be changed so that the travel order of the convoy is changed before the convoy travel route becomes a slope. In other words, when the route state detection unit 13 detects that the convoy will travel on a slope in the future, the convoy setting unit 14 sets the travel order before the convoy reaches the slope, and the instruction transmission unit 15 instructs the registered mobility to change the travel order before reaching the slope. This changes the travel order before the convoy reaches the slope, allowing each registered mobility to travel in a convoy in a travel order appropriate for the slope from the start of travel on the slope. Furthermore, by performing overtaking or other actions when changing the travel order before entering the slope, the travel order can be changed more safely.

[0036] In the example of FIG. 2, the content of each rule is set so that the priority of each rule is in the order of first slope rule, second slope rule, and third slope rule (priority: first slope rule > second slope rule > third slope rule). However, the setting of each rule is not limited to the above. For example, the third slope rule may be set so that, when there are multiple registered manned mobility vehicles in the convoy, the registered manned manually driven mobility vehicles are positioned higher up the slope (rearward in the direction of travel) than the registered manned autonomous driving mobility vehicles, regardless of their weight. When using this third slope rule and the second slope rule in combination, it is necessary to set the priority between the two rules. The content of each rule, the priority of application, and whether or not it can be applied can be set as appropriate. Furthermore, each rule can be applied both downhill and uphill.

[0037] As shown in Fig. 3, when the convoy travel route is uphill, the travel order set by the convoy setting unit 14 is, from the top to the bottom of the slope, i.e., from the front to the rear in the direction of travel, in the following order: manned automatically driven pickup truck, manned manually driven pickup truck, manned automatically driven large dump truck, manned manually driven large dump truck, unmanned automatically driven pickup truck, and unmanned automatically driven large dump truck. In the case of Fig. 3, the manned manually driven pickup truck overtakes the manned automatically driven large dump truck before the change, thereby changing the travel order to the travel order set by the convoy setting unit 14. Therefore, in this case, the instruction transmission unit 15 transmits a convoy instruction (switch instruction) to, for example, the manned automatically driven large dump truck and the manned manually driven pickup truck.

[0038] (First Caution Rule) The route condition detection unit 13 determines whether the road surface friction coefficient of the platoon driving route is less than a predetermined value. If the road surface friction coefficient of the platoon driving route is less than the predetermined value, the state of the platoon driving route can be said to be a state in which the platoon driving route is prone to slipping (hereinafter also referred to as a "slip warning state"). For example, roads that are wet with rain, roads covered with snow, or icy roads are prone to slipping. The road surface friction coefficient is calculated by the ECU 3, for example, based on the detection value of a wheel speed sensor provided in the registered mobility. The driving management system 1 receives information on the road surface friction coefficient from the registered mobility that calculated the road surface friction coefficient.

[0039] When the route condition detection unit 13 determines that the road surface friction coefficient of the platoon driving route is less than a predetermined value, the platoon setting unit 14 sets the driving order based on the driving information so that manned registered mobility vehicles are positioned behind unmanned registered mobility vehicles in the direction of travel. When the platoon driving route is in a slip alert state, it is considered that the possibility of a rear-end collision occurring is higher than usual. Furthermore, in a rear-end collision accident, it is considered that the registered mobility vehicle that is rear-ended has a greater risk of damage than the registered mobility vehicle that rear-ends it. Based on this idea, the platoon setting unit 14 is configured to place registered mobility vehicles with a high priority for ensuring safety, i.e., manned registered mobility vehicles, in positions behind the direction of travel where the risk of damage is relatively low. The platoon setting unit 14 sets the driving order so that manned registered mobility vehicles are positioned behind unmanned registered mobility vehicles. This driving order rule is referred to as the first alert rule.

[0040] (Second Vigilance Rule) When the route condition detection unit 13 determines that the road surface friction coefficient of the platoon driving route is less than a predetermined value and there are multiple manned or unmanned registered mobility vehicles in the platoon, the platoon setting unit 14 sets the driving order of the multiple manned or unmanned registered mobility vehicles based on the characteristic information so that the lighter the weight of the registered mobility vehicle, the more rearward it is positioned in the direction of travel. This driving order rule is referred to as the second alert rule. The second alert rule is set based on the idea that the lighter the weight of the mobility vehicle, the less damage the other mobility vehicle (the mobility in front) will suffer in the event of a rear-end collision. This makes it possible to reduce damage even if a rear-end collision occurs.

[0041] (Third Caution Rule) When the route condition detection unit 13 determines that the road surface friction coefficient of the platoon driving route is less than a predetermined value and there are multiple registered manned vehicles of the same type or model (i.e., the same weight) in the platoon, the platoon setting unit 14 sets the driving order so that the registered manned manually driven vehicles are positioned behind the registered manned autonomously driven vehicles in the direction of travel. This driving order rule is called the third caution rule. Like the third slope rule, the third caution rule is set based on the idea that manually driven vehicles have better crisis detection and crisis avoidance capabilities than autonomously driven vehicles. This reduces the possibility of a rear-end collision occurring.

[0042] (Example of changing driving order when slip warning is enabled) As shown in Figure 4, for example, we will explain a case where a platoon contains a manned autonomous pickup truck, a manned manually driven pickup truck, a manned manually driven large dump truck, a manned autonomously driven large dump truck, an unmanned autonomously driven pickup truck, and an unmanned autonomously driven large dump truck.

[0043] In this case, if the state of the platoon driving route is a slip warning state, the driving order set by the platoon setting unit 14 will be, from the front to the rear in the direction of travel, an unmanned automatically driven large dump truck, an unmanned automatically driven pickup truck, a manned automatically driven large dump truck, a manned manually driven large dump truck, a manned automatically driven pickup truck, and a manned manually driven pickup truck.

[0044] When the route state detection unit 13 determines that the state of the platoon driving route on which the platoon is scheduled to travel is in a slip warning state, the platoon setting unit 14 sets the driving order before the state of the platoon driving route enters the slip warning state. The instruction transmission unit 15 transmits a platoon instruction to change the driving order of the platoon before the state of the platoon driving route enters the slip warning state. In other words, when the route state detection unit 13 detects that the platoon will travel on a route in a slip warning state (hereinafter also referred to as a "bad road") in the future, the platoon setting unit 14 sets the driving order before the platoon reaches the bad road, and the instruction transmission unit 15 instructs each registered mobility to change its driving order before reaching the bad road. In this way, the driving order is changed before the platoon reaches the bad road, and each registered mobility can travel in a platoon in a driving order suitable for bad roads from the start of traveling on the bad road. Furthermore, by performing overtaking or other actions when changing the driving order before entering the bad road, the driving order can be changed more safely.

[0045] In the example of FIG. 4, the rules are set so that the priority of each rule is in the order of first alert rule, second alert rule, and third alert rule (priority: first alert rule > second alert rule > third alert rule). However, the setting of each rule is not limited to the above. For example, the third alert rule may be set so that, when there are multiple registered manned mobility vehicles in the platoon, the registered manned manually driven mobility vehicles are positioned further back in the direction of travel than the registered manned autonomous driving mobility vehicles, regardless of weight. In this case, when the second alert rule is used in conjunction with the second alert rule, it is necessary to set the priority between the second alert rule and the third alert rule. The content of each rule, the priority of application, and whether or not it can be applied can be set as appropriate.

[0046] The traffic management system 1 is preset with a setting as to which rule to apply, or a new rule to apply, when the platooning route is on a slope and in a slip alert state. In this embodiment, the system is set to apply the slope rule when the platooning route is on a slope and in a slip alert state. In the examples of Figures 2 and 4, the same rules are set for the slope and the slip alert state, and since the slope is a downhill slope, the same travel order is used for both states. If the platooning route is on a slope and in a slip alert state, the rule with the higher priority between the slope rule and the alert rule may be applied, or a new rule may be applied.

[0047] (Change in running intervals) The platoon setting unit 14 reduces the running intervals from the normal set value (for example, the initial value) in situations where it is desired that multiple registered mobility vehicles quickly reach their destination, such as a situation where large mobility vehicles are required to run closely together due to emergency excavation (a situation where efficiency is emphasized) or a situation where small mobility vehicles are required to carry passengers and head to the site (an emergency), etc. In addition to changing the running intervals, the platoon setting unit 14 also sets the running order based on, for example, alert rules.

[0048] When vehicles travel in a formation with a small inter-vehicle distance, rear-end collisions become more likely to occur due to the small inter-vehicle distance. Therefore, the formation setting unit 14 changes the traveling order in accordance with the alert rule from the perspective of the risk of damage (see FIG. 4). In other words, when the traveling intervals are to be small (for example, uniformly), the formation setting unit 14 sets the traveling order based on the first alert rule, the second alert rule, and the third alert rule. This makes it possible to respond to situations where efficiency is important or in emergencies, and to reduce damage when a rear-end collision occurs. Note that a separate rule for the traveling order when the inter-vehicle distance is small may be set. Furthermore, when the traveling intervals are to be small, the formation setting unit 14 may apply only the first alert rule, only the first and second alert rules, or only the first and third alert rules.

[0049] Furthermore, when the platoon travel route is on a slope and / or a rough road, the platoon setting unit 14 may set or change the travel order and increase the travel intervals from the normal set value (for example, the initial value). In other words, when the route condition detection unit 13 determines that the platoon travel route is on a slope and / or a rough road, the platoon setting unit 14 may uniformly increase the travel intervals. This makes it possible to adjust the travel intervals according to the situation, further reducing the risk of rear-end collisions. Each registered mobility changes the travel interval based on the platoon instruction (travel interval change instruction) received from the instruction transmission unit 15.

[0050] (Protection bubble settings) The protection bubble setting unit 16 sets a protection bubble for each registered mobility, the protection bubble having a predetermined area that prohibits overlapping with each other. For each registered mobility, the protection bubble is set in, for example, a circular, spherical, or bubble shape with the registered mobility at the center. The protection bubble setting unit 16 sets a relatively large predetermined protection bubble for large dump trucks and a relatively small predetermined protection bubble for pickup trucks.

[0051] The traffic management system 1 and the ECU3 of each registered mobility perform autonomous driving so that the protection bubble of the mobility itself does not overlap with the protection bubble of another mobility. For example, if two protection bubbles overlap, the traffic management system 1 stops both registered mobility. For example, when the traffic management system 1 detects an overlap between protection bubbles based on the setting information and position information of the protection valves, it sends a stop instruction to both registered mobility. Each ECU3 performs stop control based on the received stop instruction. For example, if the protection bubbles are about to overlap (for example, if the distance between the two mobility is less than a predetermined value), the traffic management system 1 may send a warning or instructions regarding acceleration / deceleration (speed) and / or steering angle to at least one of the registered mobility to prevent the protection bubbles from overlapping.

[0052] When the platoon setting unit 14 changes the traveling order, the protection bubble setting unit 16 changes the protection bubbles of each registered mobility whose traveling order is to be changed so that the protection bubbles are less likely to overlap when overtaking. Specifically, as shown in Figure 5, when a rear first registered mobility 91 travels to the left of a front second registered mobility 92 in the traveling direction and overtakes the second registered mobility 92, the protection bubble setting unit 16 makes the protection bubble on the right side of the first registered mobility 91 (right half protection bubble) smaller and also makes the protection bubble on the left side of the second registered mobility 92 (left half protection bubble). Conversely, when the rear first registered mobility 91 travels to the right of the front second registered mobility 92 in the direction of travel and overtakes the second registered mobility 92, the protection bubble setting unit 16 reduces the size of the protection bubble on the left side of the first registered mobility 91 (left half protection bubble) and also reduces the size of the protection bubble on the right side of the second registered mobility 92 (right half protection bubble). This prevents the protection bubbles from overlapping when overtaking, making it easier for the first registered mobility 91 to overtake the second registered mobility 92 and smoothing the change in running order.

[0053] When performing overtaking, the instruction transmission unit 15 transmits, for example, an instruction to lower the instructed speed (instructed vehicle speed) or the upper limit speed (upper limit vehicle speed) to the second registered mobility 92, and transmits an overtaking permission signal or an overtaking instruction (for example, an instruction to change the target trajectory) to the first registered mobility 91. Each ECU 3 of the first registered mobility 91 and the second registered mobility 92 switches the driving order in accordance with the instructions of the driving management system 1. If each ECU 3 is configured to recognize the protection bubble, the instruction transmission unit 15 transmits information about the changed protection bubble to each registered mobility. Note that if the target of the overtaking operation includes a manually driven registered mobility, the manually driven registered mobility that receives the instruction notifies the driver of the instruction (for example, by displaying it on a screen inside the vehicle). In addition, the shape and size of the protection bubble can be set as appropriate.

[0054] To explain an example of the flow of changing the driving order, as shown in Figure 6, the traffic management system 1 acquires various information (such as identification information and location information of the registered mobility) from each registered mobility via a communication network (S1). The traffic management system 1 detects multiple registered mobility vehicles that are scheduled to travel in a convoy or are currently traveling in a convoy based on the target travel route and location information of each registered mobility vehicle (S2). The traffic management system 1 detects and determines the state of the convoy travel route that is scheduled to travel or is currently traveling based on map data including road gradient information and information (accumulated data) received from the registered mobility vehicles (S3).

[0055] The traffic management system 1 determines whether the condition of the platoon travel route is a slope or a rough road (slip warning state) (S4). If the condition of the platoon travel route is a slope or a rough road (S4: Yes), the traffic management system 1 changes the travel order of the platoon based on preset rules corresponding to the route condition (S5). The traffic management system 1 transmits travel order change information to each registered mobility that is to form the platoon (S6). The traffic management system 1 also changes the protection bubble of the registered mobility that is the target of overtaking control (S7). The registered mobility that receives the change instruction performs overtaking control, etc. as necessary, at a predetermined timing after the protection bubble change, and changes the travel order. The traffic management system 1 executes the above process at predetermined intervals.

[0056] (others) The present invention is not limited to the above-described embodiment. For example, the detection target for the condition of the platoon travel route is not limited to slopes and rough roads, but may also include bad weather (e.g., strong winds, heavy rain, etc.), uneven roads (e.g., road surfaces with ruts of a predetermined height), or open-cut roads (e.g., roads with cliffs on one side). Whether the platoon travel route is an uneven road can be determined, for example, by comparing the amount of change in the wheel speed sensor of each registered mobility with a reference value, comparing the current supplied to the steering motor of the steering system with a reference value, or by estimation (calculation) based on the detection results of the periphery monitoring device 4. The route condition detection unit 13 detects a situation where a change in the travel order or travel interval is required, and the platoon setting unit 14 sets the travel order and travel interval according to the situation.

[0057] Furthermore, if each registered mobility (e.g., ECU 3) detects the gradient of the road based on the detection results of an acceleration sensor or the like, the operation management system 1 may acquire gradient information from each registered mobility, and the route state detection unit 13 may determine whether the platooning route is a slope based on the acquired information. Furthermore, the route state detection unit 13 may determine whether the platooning route planned for platooning is a slope based on gradient information previously acquired from the registered mobility.

[0058] Furthermore, the location information of the own mobility may be GPS positioning data. Each registered mobility may be equipped with various sensors (yaw rate sensor and acceleration sensor), and may transmit mobility status information based on various detection results to the operation management system 1. Various rules for setting the driving sequence may be set taking into consideration the magnitude of the maximum deceleration of the registered mobility. The types of registered mobility are not limited to pickup trucks and large dump trucks, but may also include, for example, medium-sized trucks and small passenger cars. Furthermore, the route status detection unit 13 may obtain information regarding weather, for example, from the registered mobility or the Internet, and determine the status of the platoon driving route taking the weather information into consideration.

[0059] The platoon setting unit 14 may also store, for each state of the platoon travel route, a relationship between a damage risk indicating the magnitude of damage if a collision (rear-end collision) occurs within the platoon and the position of the registered mobility in the platoon (risk position relationship). For example, the platoon setting unit 14 may store a risk position relationship on a slope and a risk position relationship on a rough road. In this case, the platoon setting unit 14 can be said to include a position relationship storage unit. Furthermore, the platoon setting unit 14 can store, for each state of the platoon travel route, a priority for ensuring safety for the registered mobility, which is set for each combination of characteristic information and driving information. The platoon setting unit 14 may store priority information, such as, for example, that the priority for ensuring safety of a manned registered mobility is higher than the priority for ensuring safety of an unmanned registered mobility, and that the priority for ensuring safety of a pickup truck is higher than the priority for ensuring safety of a large dump truck. In this case, the platoon setting unit 14 can be said to include a priority storage unit. The formation setting unit 14 may set at least one of the running order and the running interval based on the information stored in the positional relationship storage unit and the priority storage unit.

[0060] The operation management system 1 may also be configured to set the "driving order" or the "driving order and driving interval." In addition, in this embodiment, the minimum number of vehicles (minimum number of registered mobilities) that form a platoon is set to two, but the minimum number of vehicles that form a platoon may also be set to a value of three or more. The initial value of the driving interval in platooning may be a uniform fixed value, or may be set depending on the type of registered mobilities before and after. [Explanation of symbols]

[0061] 1...operation management system, 11...information acquisition unit, 12...platoon driving detection unit, 13...route state detection unit, 14...platoon setting unit, 15...instruction transmission unit.

Claims

1. A traffic management system configured to be able to communicate with each registered mobility so as to manage the operation of a plurality of registered mobility including mobility of different types or models, an information acquisition unit that acquires driving information of each registered mobility, including information regarding the presence or absence of an occupant, characteristic information regarding the type or model of each registered mobility, information regarding the target driving route of each registered mobility, and location information of each registered mobility, based on information received from each registered mobility; a platooning detection unit that detects a plurality of the registered mobility vehicles that are scheduled to travel in a platoon or are currently traveling in a platoon along the same travel route based on the target travel route and the position information; a route state detection unit that detects a state of a platooning route, which is the route that is scheduled to travel in a platoon or is currently travelling in a platoon; a platoon setting unit that sets at least one of a driving order and a driving interval in the platoon driving of the multiple registered mobility vehicles detected by the platoon driving detection unit based on the driving information, the characteristic information, and state information of the platoon driving route; an instruction sending unit that sends a formation instruction based on the setting result of the formation setting unit to the registered mobility that is to be changed; Equipped with the route condition detection unit determines whether the platooning route is a slope having a gradient equal to or greater than a predetermined gradient; When the route state detection unit determines that the platoon travel route is a slope with a predetermined gradient or more, the platoon setting unit sets the travel order based on the driving information so that the manned registered mobility is positioned higher up the slope than the unmanned registered mobility. Operation management system.

2. A traffic management system configured to be able to communicate with each registered mobility so as to manage the operation of a plurality of registered mobility including mobility of different types or models, an information acquisition unit that acquires driving information of each registered mobility, including information regarding the presence or absence of an occupant, characteristic information regarding the type or model of each registered mobility, information regarding the target driving route of each registered mobility, and location information of each registered mobility, based on information received from each registered mobility; a platooning detection unit that detects a plurality of the registered mobility vehicles that are scheduled to travel in a platoon or are currently traveling in a platoon along the same travel route based on the target travel route and the position information; a route state detection unit that detects a state of a platooning route, which is the route that is scheduled to travel in a platoon or is currently travelling in a platoon; a platoon setting unit that sets at least one of a driving order and a driving interval in the platoon driving of the multiple registered mobility vehicles detected by the platoon driving detection unit based on the driving information, the characteristic information, and state information of the platoon driving route; an instruction sending unit that sends a formation instruction based on the setting result of the formation setting unit to the registered mobility that is to be changed; Equipped with the route condition detection unit determines whether the platooning route is a slope having a gradient equal to or greater than a predetermined gradient; when the route state detection unit determines that the platoon travel route along which the vehicles are to travel in platoon is a slope with a gradient of at least a predetermined slope, the platoon setting unit sets the travel order before the platoon travel route becomes a slope with a gradient of at least a predetermined slope; the instruction transmission unit transmits the platoon instruction to the registered mobility that is to be changed so that the traveling order of the platoon is changed before the platoon traveling route becomes a slope with a predetermined gradient or more. Operation management system.

3. When the route condition detection unit determines that the platoon travel route is a slope with a predetermined gradient or more and there are multiple manned or unmanned registered mobility vehicles in the platoon, the platoon setting unit sets the travel order of the multiple manned or unmanned registered mobility vehicles based on the characteristic information so that the smaller the weight of the registered mobility vehicle, the higher up the slope it is located. The traffic management system according to claim 1 or 2.

4. The information acquisition unit acquires, as the driving information, information on whether the driving of the registered mobility is automatic driving or manual driving, When the route condition detection unit determines that the platoon travel route is a slope with a predetermined gradient or more and there are multiple manned registered mobility vehicles of the same type or model in the platoon, the platoon setting unit sets the travel order so that the manned manually driven registered mobility vehicles are positioned behind the manned automatically driven registered mobility vehicles in the direction of travel. The traffic control system according to any one of claims 1 to 3.

5. The information acquisition unit acquires, as the driving information, information on whether the driving of the registered mobility is automatic driving or manual driving, When the route condition detection unit determines that the platoon travel route is a slope with a predetermined gradient or more and there are multiple manned registered mobility vehicles in the platoon, the platoon setting unit sets the travel order so that the manned manually driven registered mobility vehicles are positioned behind the manned automatically driven registered mobility vehicles in the direction of travel. The traffic management system according to claim 1 or 2.

6. A traffic management system configured to be able to communicate with each registered mobility so as to manage the operation of a plurality of registered mobility including mobility of different types or models, an information acquisition unit that acquires driving information of each registered mobility, including information regarding the presence or absence of an occupant, characteristic information regarding the type or model of each registered mobility, information regarding the target driving route of each registered mobility, and location information of each registered mobility, based on information received from each registered mobility; a platooning detection unit that detects a plurality of the registered mobility vehicles that are scheduled to travel in a platoon or are currently traveling in a platoon along the same travel route based on the target travel route and the position information; a route state detection unit that detects a state of a platooning route, which is the route that is scheduled to travel in a platoon or is currently travelling in a platoon; a platoon setting unit that sets at least one of a driving order and a driving interval in the platoon driving of the multiple registered mobility vehicles detected by the platoon driving detection unit based on the driving information, the characteristic information, and state information of the platoon driving route; an instruction sending unit that sends a formation instruction based on the setting result of the formation setting unit to the registered mobility that is to be changed; Equipped with the route condition detection unit determines whether a road surface friction coefficient of the platooning route is less than a predetermined value; When the route condition detection unit determines that the road surface friction coefficient of the platoon travel route is less than a predetermined value, the platoon setting unit sets the travel order based on the driving information so that the manned registered mobility is positioned behind the unmanned registered mobility in the direction of travel. Operation management system.

7. A traffic management system configured to be able to communicate with each registered mobility so as to manage the operation of a plurality of registered mobility including mobility of different types or models, an information acquisition unit that acquires driving information of each registered mobility, including information regarding the presence or absence of an occupant, characteristic information regarding the type or model of each registered mobility, information regarding the target driving route of each registered mobility, and location information of each registered mobility, based on information received from each registered mobility; a platooning detection unit that detects a plurality of the registered mobility vehicles that are scheduled to travel in a platoon or are currently traveling in a platoon along the same travel route based on the target travel route and the position information; a route state detection unit that detects a state of a platooning route, which is the route that is scheduled to travel in a platoon or is currently travelling in a platoon; a platoon setting unit that sets at least one of a driving order and a driving interval in the platoon driving of the multiple registered mobility vehicles detected by the platoon driving detection unit based on the driving information, the characteristic information, and state information of the platoon driving route; an instruction sending unit that sends a formation instruction based on the setting result of the formation setting unit to the registered mobility that is to be changed; Equipped with the route condition detection unit determines whether a road surface friction coefficient of the platooning route is less than a predetermined value; when the route condition detection unit determines that a road surface friction coefficient of the platoon travel route on which the vehicles are to travel in a platoon is less than a predetermined value, the platoon setting unit sets the travel order before the road surface friction coefficient of the platoon travel route becomes less than the predetermined value; the instruction transmitter transmits the platoon instruction so that the traveling order of the platoon is changed before a road friction coefficient of the platoon traveling route becomes less than a predetermined value. Operation management system.

8. When the route condition detection unit determines that the road surface friction coefficient of the platoon driving route is less than a predetermined value and there are multiple manned or unmanned registered mobility vehicles in the platoon, the platoon setting unit sets the driving order of the multiple manned or unmanned registered mobility vehicles based on the characteristic information so that the smaller the weight of the registered mobility vehicle, the further back in the direction of travel it is positioned. The traffic control system according to claim 6 or 7.

9. The information acquisition unit acquires, as the driving information, information on whether the driving of the registered mobility is automatic driving or manual driving, When the route condition detection unit determines that the road surface friction coefficient of the platoon driving route is less than a predetermined value and there are multiple manned registered mobility vehicles of the same type or model in the platoon, the platoon setting unit sets the driving order so that the manned manually driven registered mobility vehicles are positioned behind the manned automatically driven registered mobility vehicles in the direction of travel. The traffic control system according to any one of claims 6 to 8.

10. The information acquisition unit acquires, as the driving information, information on whether the driving of the registered mobility is automatic driving or manual driving, When the route condition detection unit determines that the road surface friction coefficient of the platoon travel route is less than a predetermined value and there are multiple manned registered mobility vehicles in the platoon, the platoon setting unit sets the travel order so that the manned manually driven registered mobility vehicles are positioned behind the manned automatically driven registered mobility vehicles in the direction of travel. The traffic control system according to claim 6 or 7.

11. a protection bubble setting unit that sets a protection bubble having a predetermined area that prohibits overlapping with each other for each registered mobility; The protective bubble setting unit, in the traveling direction, When a first registered mobility vehicle behind travels on the left side of a second registered mobility vehicle ahead and overtakes the second registered mobility vehicle, the protection bubble on the right side of the first registered mobility vehicle is made smaller, and the protection bubble on the left side of the second registered mobility vehicle is made smaller; When the first registered mobility travels on the right side of the second registered mobility and overtakes the second registered mobility, the protection bubble on the left side of the first registered mobility is reduced, and the protection bubble on the right side of the second registered mobility is reduced. The traffic control system according to any one of claims 1 to 10.

12. A traffic management system configured to be able to communicate with each registered mobility so as to manage the operation of a plurality of registered mobility including mobility of different types or models, an information acquisition unit that acquires driving information of each registered mobility, including information regarding the presence or absence of an occupant, characteristic information regarding the type or model of each registered mobility, information regarding the target driving route of each registered mobility, and location information of each registered mobility, based on information received from each registered mobility; a platooning detection unit that detects a plurality of the registered mobility vehicles that are scheduled to travel in a platoon or are currently traveling in a platoon along the same travel route based on the target travel route and the position information; a route state detection unit that detects a state of a platooning route, which is the route that is scheduled to travel in a platoon or is currently travelling in a platoon; a platoon setting unit that sets at least one of a driving order and a driving interval in the platoon driving of the multiple registered mobility vehicles detected by the platoon driving detection unit based on the driving information, the characteristic information, and state information of the platoon driving route; an instruction sending unit that sends a formation instruction based on the setting result of the formation setting unit to the registered mobility that is to be changed; a protection bubble setting unit that sets a protection bubble having a predetermined area that prohibits overlapping with each other for each registered mobility; Equipped with The protective bubble setting unit, in the traveling direction, When a first registered mobility vehicle behind travels on the left side of a second registered mobility vehicle ahead and overtakes the second registered mobility vehicle, the protection bubble on the right side of the first registered mobility vehicle is made smaller, and the protection bubble on the left side of the second registered mobility vehicle is made smaller; When the first registered mobility travels on the right side of the second registered mobility and overtakes the second registered mobility, the protection bubble on the left side of the first registered mobility is reduced, and the protection bubble on the right side of the second registered mobility is reduced. Operation management system.

13. A traffic management system configured to be able to communicate with each registered mobility so as to manage the operation of a plurality of registered mobility including mobility of different types or models, an information acquisition unit that acquires driving information of each registered mobility, including information regarding the presence or absence of an occupant, characteristic information regarding the type or model of each registered mobility, information regarding the target driving route of each registered mobility, and location information of each registered mobility, based on information received from each registered mobility; a platooning detection unit that detects a plurality of the registered mobility vehicles that are scheduled to travel in a platoon or are currently traveling in a platoon along the same travel route based on the target travel route and the position information; a route state detection unit that detects a state of a platooning route, which is the route that is scheduled to travel in a platoon or is currently travelling in a platoon; a platoon setting unit that sets at least one of a driving order and a driving interval in the platoon driving of the multiple registered mobility vehicles detected by the platoon driving detection unit based on the driving information, the characteristic information, and state information of the platoon driving route; an instruction sending unit that sends a formation instruction based on the setting result of the formation setting unit to the registered mobility that is to be changed; Equipped with When the traveling interval is reduced, the platoon setting unit sets the traveling order based on the driving information so that the manned registered mobility is positioned behind the unmanned registered mobility in a traveling direction. Operation management system.

14. When the traveling interval is reduced and there are multiple manned or unmanned registered mobility vehicles in the platoon, the platoon setting unit sets the traveling order of the multiple manned or unmanned registered mobility vehicles based on the characteristic information so that the smaller the weight of the registered mobility vehicle, the further back in the traveling direction it is positioned. The traffic control system according to claim 13.

15. The information acquisition unit acquires, as the driving information, information on whether the driving of the registered mobility is automatic driving or manual driving, When the traveling interval is reduced and there are a plurality of the manned registered mobility of the same type or model in the platoon, the platoon setting unit sets the traveling order so that the manned manually driven registered mobility is positioned behind the manned automatically driven registered mobility in the traveling direction. The traffic management system according to claim 13 or 14.

16. The information acquisition unit acquires, as the driving information, information on whether the driving of the registered mobility is automatic driving or manual driving, When the travel interval is reduced, the platoon setting unit sets the travel order so that the registered mobility of manned manual driving is positioned behind the registered mobility of manned automatic driving in the travel direction. The traffic control system according to claim 13.

17. the route condition detection unit determines whether the platooning route is a slope having a gradient equal to or greater than a predetermined gradient; the platoon setting unit uniformly increases the travel interval when the route state detection unit determines that the platoon travel route is a slope with a gradient equal to or greater than a predetermined gradient; The traffic control system according to any one of claims 1 to 16.

18. the route condition detection unit determines whether a road surface friction coefficient of the platooning route is less than a predetermined value; the platoon setting unit uniformly increases the travel interval when the route condition detection unit determines that the road surface friction coefficient of the platoon travel route is less than a predetermined value; The traffic control system according to any one of claims 1 to 17.

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