Control system for air traffic control vehicles

Abstract

[Problem] To improve the traveling of autonomous vehicles in a merging section. [Solution] This control system for supervised vehicles comprises: a plurality of supervised vehicles, the traveling of which by automated driving is to be controlled; and a server device that generates and transmits individual supervision information for each of the plurality of supervised vehicles. When there are a main line supervised vehicle traveling in a main line and a merging supervised vehicle traveling in a merging line toward a merging section, a supervision and control unit of the server device generates a passing point and a passing time for the main line supervised vehicle at the merging section, assuming that the most recent traveling of the main line supervised vehicle will continue. The supervision and control unit generates a passing point and a passing time for the merging supervised vehicle such that the merging supervised vehicle does not interfere with the main line supervised vehicle, assuming that the main line supervised vehicle will travel so as to pass the passing point at the passing time.

Description

Technical Field

[0001] The present invention relates to a control system for a regulated vehicle.

Background Art

[0002] In vehicles, the development of autonomous self-driving vehicles has been carried out, which determines the driving environment of the host vehicle based on the detection information of on-vehicle sensors provided in the vehicle and autonomously controls the driving of the host vehicle accordingly (Patent Documents 1 and 2).

Prior Art Documents

Patent Documents

[0003] [[ID=...]]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, vehicles including self-driving vehicles not only travel on a straight road, but also may travel through a merging section where the road being traveled merges with another road, as in Patent Documents 1 and 2. In this case, the vehicle is required to travel through the merging section so as not to interfere with other vehicles traveling on other roads. Regarding traveling through the merging section, generally, the main-line vehicles traveling on the main-line lane of the road at the merging destination are given priority over the merging vehicles traveling on the merging lane of the merging road.

[0005] In such a merging section, the self-driving vehicle is required to travel while giving priority to the main-line vehicles over the merging vehicles and without interfering with other vehicles in the merging section. On the other hand, the self-driving vehicle basically determines the driving environment of the host vehicle based on the detection information of on-vehicle sensors provided in the host vehicle and controls the driving of the host vehicle accordingly. In this case, if the autonomous vehicle is, for example, a vehicle on the main road, the autonomous vehicle will start driving control to avoid interfering with the merging vehicle in the merging section after the merging vehicle is detected by its own sensors. Similarly, if an autonomous vehicle is, for example, a merging vehicle, it will initiate driving control to avoid interfering with the main road vehicle in the merging section after the main road vehicle has been detected by its own sensors. In this manner, autonomous vehicles operating under self-driving conditions will initiate driving control to avoid interference with other vehicles once they enter a merging section where they can directly detect other vehicles.

[0006] However, autonomous driving control initiated after entering a merging section may involve sudden changes in speed. In merging sections, for example, an autonomous self-driving car might be driving in the merging lane while other vehicles are driving alongside in the main lane. In this case, the self-driving car is required to slow down to move behind the other vehicles within the limited merging section, and then accelerate to match the speed of the other vehicles while changing lanes. The occupants of an autonomous vehicle may feel uneasy when the vehicle is subjected to sudden changes in speed or other similar control measures.

[0007] Thus, improvements are needed in the driving control of autonomous vehicles, particularly in merging sections. [Means for solving the problem]

[0008] A control system for a control vehicle according to one embodiment of the present invention comprises: a plurality of control vehicles that control the driving of their own vehicles by automatic driving using individually controlled information received; and a server device that generates individual controlled information for each of the plurality of control vehicles and transmits it to each of the plurality of control vehicles, wherein the server device includes a server communication device that receives driving information from each of the plurality of control vehicles, each including at least the driving position of each vehicle; a database that stores and records the driving information of the plurality of control vehicles; and when the server communication device receives the driving information from each of the control vehicles, it records the driving position of the control vehicle along with the driving information The system comprises a pre-processing unit that records the travel time in the database, and a control control unit that periodically generates the individual control information for each of the multiple control vehicles using the information recorded in the database, wherein, among the multiple control vehicles recorded in the database, there are a main line control vehicle traveling on the main line lane and a merging control vehicle traveling on the merging lane towards a merging section where the main line lane and the merging lane merge, and the control control unit provides information for the main line control vehicle regarding the passing point and the passing time of the passing point in the merging section, when the main line control vehicle is continuing its latest travel. A set of information for at least two points, including the start and end points of the aforementioned merging section. Generate, 1 time The individual control information transmitted to the main line control vehicle includes, for the merging control vehicle, information on the passing points and the time of passing the passing points in the merging section, provided that when the main line control vehicle travels so as to pass the passing points at the specified time, the merging control vehicle does not interfere with the main line control vehicle. As such, information for at least two points, including the start and end points of the merging section, is provided as a set. Generate, 1 time The individual control information to be transmitted to the merging control vehicle is as follows: The information regarding the passing points and passing times for the merging control vehicle is generated such that the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle travels from the starting point to the ending point. , A control system for a control vehicle according to one embodiment of the present invention comprises: a plurality of control vehicles that control the driving of their own vehicles by automatic driving using individual control information received; a server device that generates individual control information for each of the plurality of control vehicles and transmits it to each of the plurality of control vehicles, wherein the server device includes a server communication device that receives driving information from each of the plurality of control vehicles, each including at least the driving position of each vehicle; a database that stores and records the driving information of the plurality of control vehicles; and when the server communication device receives the driving information from each of the control vehicles, the control The control system includes a pre-processing unit that records the travel time along with the travel position of the control vehicle in the database, and a control control unit that periodically generates the individual control information for each of the multiple control vehicles using the information recorded in the database, wherein, if among the multiple control vehicles recorded in the database, there is a main line control vehicle traveling on the main line lane towards a merging section where the main line lane and the merging lane merge, and a merging control vehicle traveling on the merging lane, the control control unit generates the passing point and the passing time of the passing point for the main line control vehicle in the merging section. As information, the system generates information for when the main line control vehicle continues its current driving and transmits it to the main line control vehicle as individual control information. For the merging control vehicle, it generates information for the passing points and the time of passing points in the merging section, such that the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle is driving so as to pass the passing points at the specified time, and transmits it to the merging control vehicle as individual control information. If the main line control vehicles are driving in a convoy of multiple vehicles on the main line lane, The passing points and times for the second and subsequent main line control vehicles in the convoy are generated by shifting the passing times among the passing points and passing times for the main line control vehicles in order from the leading end of the convoy, or, if the merging control vehicles are traveling in a convoy of multiple vehicles on the merging lane, the passing points and times for the second and subsequent merging control vehicles in the convoy are generated by shifting the passing times among the passing points and passing times for the merging control vehicles in order from the leading end of the convoy.That is the case. A control system for a control vehicle according to one embodiment of the present invention comprises: a plurality of control vehicles that control the driving of their own vehicles by automatic driving using individual control information received; a server device that generates individual control information for each of the plurality of control vehicles and transmits it to each of the plurality of control vehicles, wherein the server device receives driving information from each of the plurality of control vehicles, each including at least the driving position of each; a database that stores and records the driving information of the plurality of control vehicles; and the server communication device receives from each of the control vehicles. The control unit has, when it receives the driving information, a pre-processing unit that records the driving time along with the driving position of the control vehicle in the database, and a control control unit that periodically generates the individual control information for each of the multiple control vehicles using the information recorded in the database, and when the control control unit has, among the multiple control vehicles recorded in the database, a main line control vehicle driving on the main line lane towards a merging section where the main line lane and the merging lane merge, and a merging control vehicle driving on the merging lane, then the control control unit will determine the main line control vehicle For the merging section, information on passing points and the time of passing points is generated for the case where the main line control vehicle continues its latest run, and transmitted to the main line control vehicle as individual control information. For the merging control vehicle, information on passing points and the time of passing points for the merging section is generated for the case where the main line control vehicle runs so as to pass the passing points at the specified time, and the merging control vehicle does not interfere with the main line control vehicle, and transmitted to the merging control vehicle as individual control information. This system transmits to both sides, and when multiple merge control vehicles traveling in a line on the merging lane are to merge into the main lane as a group, the passing points and passing times for the second and subsequent merge control vehicles in the group merging simultaneously are generated by shifting the passing points in the passing points and passing times for the merge control vehicles in order from the leading side of the group merging simultaneously, and the passing points and passing times for the main lane control vehicle that is behind the multiple merge control vehicles in the group merging simultaneously are generated.This is generated by shifting the passing points and passing times of the main line control vehicle that is in front of multiple merging control vehicles in a group that are to merge simultaneously. A control system for a control vehicle according to one embodiment of the present invention comprises a plurality of control vehicles that control the driving of their own vehicles by automatic driving using individual control information received, and a server device that generates individual control information for each of the plurality of control vehicles and transmits it to each of the plurality of control vehicles, wherein the server device has a server communication device that receives driving information from each of the plurality of control vehicles, each of which includes at least the driving position, a database that stores and records the driving information of the plurality of control vehicles, and the server communication device receives the driving information from each of the control vehicles When receiving a signal, the control unit has a pre-processing unit that records the travel time along with the travel position of the control vehicle in the database, and a control control unit that periodically generates the individual control information for each of the multiple control vehicles using the information recorded in the database, wherein, if among the multiple control vehicles recorded in the database, there is a main line control vehicle traveling on the main line lane towards a merging section where the main line lane and the merging lane merge, and a merging control vehicle traveling on the merging lane, the control control unit has a pre-processing unit that records the travel time along the travel position of the control vehicle in the database, and the control control unit has a pre-processing unit that records the travel time along the database along the database, and the control control unit has a pre-processing unit that records the travel time along the main line lane towards a merging section where the main line lane and the merging lane merge, and the control control unit has a pre-processing unit that records the travel time along the travel position of the control vehicle in the database main line lane towards a merging section where the main line lane and the merging lane merge, and a merging control vehicle traveling on the merging section Regarding the passing points and the time of passing at those passing points, information is generated for when the main line control vehicle continues its latest run, and transmitted to the main line control vehicle as individual control information. Regarding the merging control vehicle, information is generated for the passing points and the time of passing at those passing points in the merging section, in which the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle runs so as to pass the passing points at the specified time, and transmitted to the merging control vehicle as individual control information. If a non-controlled vehicle is included among a plurality of main-line controlled vehicles traveling in a line on the main-line lane, the passing point and passing time for the main-line controlled vehicle behind the non-controlled vehicle are generated by shifting the passing time of the main-line controlled vehicle ahead of the non-controlled vehicle, and the passing point and passing time for the merging controlled vehicle are generated to be later than the passing point and passing time for the main-line controlled vehicle behind the non-controlled vehicle. [Effects of the Invention]

[0009] In the control system for control vehicles according to the present invention, the server device generates individual control information for each of the multiple control vehicles based on driving information for each of the multiple control vehicles and transmits it individually to each of the multiple control vehicles. Each of the multiple control vehicles uses the individual control information it receives to control its own autonomous driving. Furthermore, in the server device, the information recorded in the database may include, among multiple control vehicles, a main lane control vehicle traveling on the main lane and a merging lane control vehicle traveling on the merging lane towards a merging section where the main lane and merging lane merge. In this case, the control control unit of the server device generates information for the main lane control vehicle regarding the passing point and the time of passing at that point in the merging section, assuming the main lane control vehicle continues its most recent journey. The control control unit also generates information for the merging control vehicle regarding the passing point and the time of passing at that point in the merging section, assuming the main lane control vehicle travels to pass the passing point at the specified time, so that the merging control vehicle does not interfere with the main lane control vehicle. As a result, a main lane control vehicle traveling in the main lane towards a merging section can use the individual control information it receives to continue its current driving style through the merging section. Similarly, a merging control vehicle traveling in the merging lane towards a merging section can drive through the merging section in a way that avoids interference with the main lane control vehicle. In this invention, it is possible to control the driving in the merging section so that the main lane control vehicle and the merging control vehicle do not interfere with each other, while prioritizing the main lane control vehicle over the merging control vehicle. Furthermore, in this invention, the control unit of the server device generates and transmits information on the passing points and passing times for each of the merging section as individual control information for both the main line control vehicle and the merging control vehicle. Therefore, even if communication with the server device is temporarily interrupted thereafter, the main line control vehicle and the merging control vehicle can control their operation in a way that prevents interference with each other, according to the passing points and passing times they have already received. In contrast, if, for example, only one of the main line control vehicle or the merging control vehicle receives information about the passing points and times for the merging section, there is a possibility that the subsequent movement of the other control vehicle may differ from what the server equipment anticipates. In this case, even if only one control vehicle is moving according to the information from the server equipment, there remains a possibility that the reliability of the movement of the other control vehicle, whose communication has been temporarily interrupted, cannot be guaranteed. In this invention, control of the control vehicle in the merging section can be initiated by server control from the stage when the control vehicle is traveling toward the merging section. The control vehicle can be in a driving state suitable for merging in the merging section. As a result, in this invention, the driving of the control vehicle in the merging section is less likely to involve sudden speed changes, etc., compared to when an autonomous vehicle controls itself through autonomous driving and starts driving control to suppress interference with other vehicles after entering the merging section. The occupants of the control vehicle are less likely to feel any discomfort with the control vehicle's autonomous driving.

[0010] Thus, in this invention, the control vehicle, acting as an autonomous vehicle, can improve its driving in merging sections by controlling its own driving under the control of a server device. [Brief explanation of the drawing]

[0011] [Figure 1] Figure 1 is a diagram showing the configuration of a control system for a control vehicle according to an embodiment of the present invention. [Figure 2] Figure 2 is an explanatory diagram of an example of the control system of a control vehicle. [Figure 3] Figure 3 is a diagram showing the configuration of the server device shown in Figure 1. [Figure 4] Figure 4 is a timing chart showing the overall flow of control for individually controlling the movement of multiple control vehicles in the control vehicle control system of Figure 1. [Figure 5] Figure 5 is a flowchart of the merging section control for a control vehicle traveling towards a merging section in the first embodiment of the present invention. [Figure 6]FIG. 6 is a road line diagram corresponding to the main line lane and the merging lane in FIG. 1. [Figure 7] FIG. 7 is an explanatory diagram of the S chart of the main line lane showing the interference determination between the main line control vehicle and the merging control vehicle in FIG. 1 and the waypoints generated for each control vehicle accordingly. [Figure 8] FIG. 8 is a flowchart of the merging section control for a plurality of control vehicles running continuously toward the merging section in the second embodiment of the present invention. [Figure 9] FIG. 9 is an explanatory diagram of the S chart of the main line lane showing the interference determination between a plurality of main line control vehicles and a plurality of merging control vehicles and the waypoints generated for each control vehicle accordingly. [Figure 10] FIG. 10 is a road line diagram showing an expanded view of the main line lane and the merging lane to show an example of a state where a plurality of merging control vehicles and a plurality of main line control vehicles are fastener-merged under the control of FIG. 9. [Figure 11] FIG. 11 is a flowchart of the control of the merging section when an uncontrolled vehicle is included among a plurality of control vehicles running continuously toward the merging section in the third embodiment of the present invention. [Figure 12] FIG. 12 is a road line diagram showing an expanded view of the main line lane and the merging lane to show an example of group merging when an uncontrolled vehicle is included among a plurality of merging control vehicles. [Figure 13] FIG. 13 is a road line diagram showing an expanded view of the main line lane and the merging lane to show an example of merging when an uncontrolled vehicle is included among a plurality of main line control vehicles.

Embodiments for Carrying Out the Invention

[0012] Hereinafter, embodiments of the present invention will be described based on the drawings.

[0013] [First Embodiment] FIG. 1 is a configuration diagram of a control system 1 for a control vehicle according to an embodiment of the present invention. As shown in Figure 1, multiple vehicles 2 are traveling towards merging section R1 where the main lane 91 and merging lane 92 merge. Main lane vehicles 2 traveling in main lane 91 continue in main lane 91 and pass through merging section R1. Merging vehicles 2 traveling in merging lane 92 travel in merging lane 92 and, upon reaching merging section R1, change lanes from merging lane 92 to main lane 91. After that, merging vehicles continue in main lane 91 and pass through merging section R1.

[0014] Incidentally, in vehicles like car 2, development is underway for autonomous driving, which replaces traditional manual driving by a driver with autonomous control for automatic driving. Besides car 2, other vehicles that travel in road lanes include trucks, buses, motorcycles, and personal mobility devices. Autonomous vehicles, which operate autonomously, are equipped with on-board sensors such as external cameras. Based on the information detected by these sensors, the autonomous vehicle determines its driving environment and autonomously controls its driving according to the determined environment. Autonomous driving for vehicle 2 is generally classified into levels 0 to 5. Level 0 is manual driving. Level 5 is fully autonomous driving. Levels 1 and 2 are autonomous driving that assists the driver's manual driving. However, even with Level 2 autonomous driving, by combining, for example, adaptive cruise control (ACC) and lane keeping control, vehicle 2 can maintain its lane and follow the vehicle in front.

[0015] When autonomously driving through a merging section R1 as shown in Figure 1, the autonomous vehicle is required to drive through the merging section R1 in a manner that avoids interference with other vehicles traveling in other lanes. Furthermore, generally speaking, in a merging section R1, a main lane vehicle 2 traveling in the merging main lane 91 has priority over a merging vehicle 2 traveling in the merging lane 92 from which it is merging. Therefore, it is desirable for the autonomous vehicle to drive in the merging section R1 while giving priority to the main lane vehicle 2 over the merging vehicle 2, and while avoiding interference with other vehicles in the merging section R1.

[0016] On the other hand, as mentioned above, autonomous vehicles determine their driving environment based on detection information from sensors installed on the vehicle and control their driving accordingly. For example, when traveling in main lane 91, the autonomous vehicle will initiate driving control to suppress interference with merging vehicle 2 in merging section R1 after it has been detected by its own sensors. Furthermore, when the autonomous vehicle is merging, after the autonomous vehicle detects the main road vehicle 2 using its own sensors, it will start driving control in the merging section R1 to suppress interference with the main road vehicle 2. In this way, an autonomous vehicle that controls its own driving based on the detection of its own sensors basically only begins to control its own driving to avoid interfering with other vehicles after it has entered a merging section R1 in which it can detect other autonomous vehicles.

[0017] However, if driving control to avoid interference with other vehicles is initiated after entering merging section R1, this control must be completed within merging section R1 at the latest, which may involve sudden speed changes. For example, an autonomous self-driving car may be traveling in merging lane 92, with another car traveling alongside it in main lane 91. In this case, the self-driving car is required to slow down so that it is behind the other car in the remaining merging section R1, then change lanes in the remaining merging section R1, and accelerate to match the speed of the other car. Passengers in self-driving cars may feel uneasy about controls that involve sudden changes in speed. Thus, improvements are needed in the driving control of autonomous vehicles, particularly in merging sections R1. There are limitations to the autonomous driving control of autonomous vehicles in merging sections R1.

[0018] To solve these problems, this embodiment uses the control system 1 of the control vehicle shown in Figure 1. The control system 1 for the control vehicle in Figure 1 includes multiple control vehicles AD that travel on the road, and a server device 3 that sends and receives driving information and individual control information to and from the multiple control vehicles AD via a communication system 6. Figure 1 shows multiple control vehicles AD, including a main lane control vehicle AD traveling on the main lane 91 and a merging control vehicle AD traveling on the merging lane 92. Furthermore, the communication system 6 in Figure 1 includes a plurality of base stations 7 that are arranged so as to include roads in their zones, and a communication network 8 connected to the plurality of base stations 7. The communication network 8 may consist of a carrier communication network that provides base stations, the Internet, a communication network of a service company that provides server equipment, and so on.

[0019] Control vehicle AD is an autonomous vehicle operating under the control of server device 3. While control vehicle AD should ideally be an autonomous vehicle capable of operating at Level 3 or higher, it may include autonomous vehicles capable of operating at Level 2 in some cases. Even autonomous vehicles that can only operate at Level 2 autonomously can be made to operate at a level equivalent to or higher than Level 3 under the control of server device 3. In contrast, the uncontrolled vehicles described later are automobiles 2 that are not operating under the control of server device 3. Uncontrolled vehicles include, for example, automobiles 2 that are driven manually, autonomous vehicles that operate under autonomous driving control without the control of server device 3, autonomous vehicles in which the autonomous driving function under the control of server device 3 is not operating, and autonomous vehicles that operate under the control of other services.

[0020] Driving information refers to information transmitted by the control vehicle AD to the server device 3, and includes the latest location and time of the vehicle used by the server device 3 for control purposes. Driving information may also include information other than the latest location and time of the control vehicle AD, such as information on driving conditions such as vehicle speed and direction of travel, and information such as images detected by the vehicle's sensors.

[0021] Individual control information refers to control information that the server device 3 generates individually for each control vehicle AD. This individual control information includes information that the control vehicle AD can use to control its own driving. Individual control information may include, for example, control information such as whether or not there is an acceleration request, deceleration request, stop request, steering request, or speed maintenance request. In this case, the control vehicle AD, which controls the vehicle's movement under the control of the server device 3, should generate control values ​​according to the individual control information it receives and use those control values ​​to control the vehicle's movement. Furthermore, the individual control information may include information on the passing points and times of each control vehicle AD, as will be described later. In this case, the individual control information may include only the information on passing points and times, or it may also include the control information described above. In this case, the control vehicle AD, which controls its movement under the control of the server device 3, should generate control values ​​to pass the passing points included in the received individual control information at the passing times, and use those control values ​​to control the movement of its own vehicle. Furthermore, the individual control information may include information on remote control values ​​equivalent to the control values ​​generated by the control vehicle AD in its own vehicle. In this case, the control vehicle AD, which controls the vehicle's movement under the control of the server device 3, can control the vehicle's movement using the remote control values ​​included in the received individual control information. Furthermore, the individual control information may also include information about the driving environment, such as traffic information, which can be used by the control vehicle (AD) for autonomous control. The information included in the individual control information does not need to be identical for all control vehicles (ADs) controlled by the server device 3. The server device 3 may change the information included in the individual control information depending on the function and type of the control vehicle (AD) involved in generating the individual control information.

[0022] Figure 2 is an explanatory diagram of an example of the control system 10 of the control vehicle AD. The control system 10 of the control vehicle AD in Figure 2 includes a vehicle network 17 and a plurality of control devices connected thereto. Examples of the plurality of control devices shown in Figure 2 include a sensor control device 11, a driving control device 12, a drive control device 13, a steering control device 14, a braking control device 15, and an external communication control device 16. The control system 10 of the control vehicle AD may also include other control devices, such as an operation control device. The operation control device is connected to operating components that the driver operates during manual driving, such as a steering wheel and pedals. Furthermore, each of the control devices shown in Figure 2 may be divided into multiple units and connected to the vehicle network 17. In addition, autonomous vehicles other than the control vehicle AD may also be equipped with a control system 10 similar to that shown in Figure 2.

[0023] The vehicle network 17 can be an automotive-specific network such as CAN (Controller Area Network), LIN (Local Interconnect Network), or a broadband network for vehicles. Alternatively, the vehicle network 17 may include a general network such as IEEE (Institute of Electrical and Electronics Engineers) 802.3. By using such a vehicle network 17, the control device installed in the control vehicle AD can input and output information to and from other control devices via the vehicle network 17.

[0024] The sensor control device 11 controls the operation of various on-vehicle sensors installed on the control vehicle AD, and outputs the detected values ​​of the various on-vehicle sensors or processed information obtained by processing the detected values ​​to other control devices via the vehicle network 17. In Figure 2, an example of vehicle sensors connected to the sensor control device 11 is a GNSS receiver 21, an external camera 22, and an acceleration sensor 23. In addition to these, the sensor control device 11 may also be connected to a vehicle speed sensor to detect the speed of the control vehicle AD, a steering sensor to detect the steering angle of the control vehicle AD's steering wheels, and so on.

[0025] The GNSS receiver 21 generates position and time information for the control vehicle AD by receiving radio waves from multiple GNSS satellites 110, as illustrated in Figure 1.

[0026] The external camera 22 captures images of the driving environment around the control vehicle AD as it travels on a road or other surface. The external camera 22 may be a monocular camera, a compound camera, or a 360-degree camera. It is desirable that the external camera 22 be able to capture images of at least the front of the moving control vehicle AD. Other methods for detecting the driving environment around the vehicle include, for example, Lidar and laser. The sensor control device 11 can generate processed information such as information on the unevenness of the road surface around the vehicle, the types of other vehicles around the vehicle, their relative directions, and distances, based on the driving environment information such as the images captured by the external camera 22.

[0027] The acceleration sensor 23 detects the acceleration of the control vehicle AD. By using a sensor that detects axial acceleration as the acceleration sensor 23, the sensor control device 11 can generate information on the angular acceleration of the control vehicle AD in the yaw, pitch, and roll directions. Alternatively, the sensor control device 11 may generate information on the velocity of the control vehicle AD by integrating the acceleration from the acceleration sensor 23 over time.

[0028] The vehicle communication device 29, installed in the control vehicle AD, is connected to the external communication control device 16. The vehicle communication device 29 establishes a wireless communication path with a communication-capable base station 7. The external communication control device 16 controls the operation of the vehicle communication device 29 and performs the sending and receiving of information with the server device 3 through the vehicle communication device 29 and the base station 7. For example, the external communication control device 16 outputs information received by the vehicle communication device 29 from the server device 3 or base station 7 to other control devices via the vehicle network 17. The external communication control device 16 transmits information input from other control devices via the vehicle network 17 to the server device 3 through the vehicle communication device 29 and the base station 7.

[0029] The drive control device 13 is installed in the control vehicle AD and includes, for example, an engine that generates driving force using gasoline or hydrogen as fuel, a motor that generates driving force using electricity, a transmission, or a drive system that combines these. The drive control device 13 controls the operation of the drive system based on control values ​​acquired through the vehicle network 17.

[0030] The steering control device 14 is connected to, for example, a steering device installed in the control vehicle AD. The steering control device 14 controls the operation of the steering device based on control values ​​obtained through the vehicle network 17.

[0031] The braking control device 15 is connected to a brake system installed in the control vehicle AD. The braking control device 15 controls the operation of the brake system based on control values ​​obtained through the vehicle network 17.

[0032] The driving control device 12 controls the movement of the control vehicle AD. When controlling driving in manual mode, the driving control device 12 may generate control values ​​corresponding to the amount of steering or pedal operation performed by the driver. In this case, the driving control device 12 may also consider information about the vehicle's driving state and information about the vehicle's surroundings in order to assist the driver, and adjust the control values ​​accordingly. In the case of autonomous automatic driving, the driving control device 12 acquires information on the vehicle's driving state and information about the vehicle's surroundings from the sensor control device 11, and generates control values ​​according to that information. At this time, the driving control device 12 may, for example, determine the condition of the road and lane the vehicle is traveling on based on the latest position of the vehicle in high-precision map data 24, and generate control values ​​for steering and acceleration / deceleration. When the driving control device 12 is operating as a control vehicle AD under the control of the server device 3, it acquires individual control information from the server device 3 and generates control values ​​accordingly. In this case, the driving control device 12 may also consider information about its own driving status and information about its surroundings when generating control values. The driving control device 12 may switch between the various driving controls described above based on individual control information, vehicle detection information, or driver operations.

[0033] For example, if the driving control device 12 determines that another moving object is approaching in front of the vehicle based on the latest captured image from the external camera 22, or if the individual control information includes information indicating a similar determination, the driving control device 12 generates a control value for deceleration and outputs it to the braking control device 15. The braking control device 15 then executes deceleration control according to the control value. As a result, the control vehicle AD can autonomously decelerate or stop in order to avoid interfering with the preceding vehicle. Furthermore, if the control device 12 determines that the stationary vehicle is ready to depart based on the latest images captured by the external camera 22, or if the individual control information contains information indicating a similar determination, the control device 12 generates a control value for acceleration and outputs it to the drive control device 13. The drive control device 13 then executes acceleration control according to the control value. As a result, the control vehicle AD can autonomously accelerate and depart to follow the preceding vehicle. Furthermore, if the driving control device 12 determines that the vehicle is about to deviate from its lane based on the latest images captured by the external camera 22, or if the individual control information contains information indicating a similar determination, the driving control device 12 generates control values ​​for steering and outputs them to the steering control device 14. The steering control device 14 executes steering control according to the control values. As a result, the direction of the driving control vehicle AD changes, and the control vehicle AD is able to drive in a way that maintains the lane it is traveling in. Furthermore, if the GNSS receiver 21 compares the vehicle's position with high-precision map data 24 and determines that the vehicle needs to turn right, left, or change lanes, or if the individual control information contains information indicating a similar determination, the driving control device 12 generates control values ​​for steering and outputs them to the steering control device 14. The steering control device 14 executes steering control according to the control values. As a result, the control vehicle AD can turn right, left, or change lanes. These driving controls enable the driving control device 12 to control the control vehicle AD to drive autonomously based on detections from its own sensors. Furthermore, the driving control device 12 can control the control vehicle AD to drive in accordance with the control instructions of the server device 3.

[0034] Figure 3 is a diagram showing the configuration of server device 3 in Figure 1. The server device 3 in Figure 3 includes a server communication device 31, a server GNSS receiver 32, a server DB (database) 35, a server memory 33, a server CPU 34, and a server internal bus 36 to which these are connected.

[0035] The server communication device 31 is connected to the communication network of the communication system 6. The server communication device 31 sends and receives driving information, including at least the driving position of each vehicle, and individual control information with the multiple vehicle communication devices 29 installed on the multiple control vehicles AD. As a result, the server communication device 31 receives driving information related to the driving of each of the multiple control vehicles AD. The server communication device 31 may also receive driving information of vehicles 2 other than the control vehicles AD through the communication system 6.

[0036] The server GNSS receiver 32 receives radio waves from the GNSS satellite 110 and generates position and time information for the server device 3. This allows the time on the server device 3 to match the time on multiple control vehicles (ADs) with high accuracy.

[0037] Server DB35 stores and records the driving information of each of the multiple control vehicles AD that are under the control of Server Device 3. Server DB35 may include, for example, server map data 51, vehicle position behavior DB (database) 52, etc., as will be described later.

[0038] The server map data 51 may contain information equivalent to, for example, the high-precision map data 24 used by the control vehicle AD.

[0039] The vehicle position and behavior DB52 stores and records driving information received from multiple control vehicles AD. The vehicle position and behavior DB52 may also store and record driving information from vehicles 2 other than the control vehicles AD.

[0040] Server memory 33 stores data such as programs executed by the server CPU 34 and configuration values.

[0041] The server CPU 34 reads and executes the program stored in the server memory 33. This enables the server device 3 to have a server control unit that controls its operation. The server device 3 also implements functions of the server control unit, such as the pre-processing unit 41 and the control unit 42, as will be described later. Each time the server communication device 31 receives driving information from each control vehicle AD, the pre-processing unit 41 classifies the latest driving information received from each control vehicle AD and records it in the vehicle position behavior DB 52 of the server DB 35. The latest driving information may include information such as the latest driving position, driving time, and vehicle speed of the control vehicle AD. The control unit 42 periodically generates individual control information for each of the multiple control vehicles AD using the information recorded in the server DB 35.

[0042] Figure 4 is a timing chart showing the overall flow of control for individually controlling the movement of multiple control vehicles AD in the control system 1 of the control vehicle shown in Figure 1. Note that only one control vehicle AD is shown in Figure 4 due to the limitations of the drawing. Figure 4 shows the driving control device 12 of the control vehicle AD, the pre-processing unit 41 and control control unit 42 of the server device 3. Time flows from top to bottom. Figure 4 also shows the server map data 51 and the vehicle position behavior DB 52 of the server device 3.

[0043] Here, the server map data 51 may be for roads that can be driven on by autonomous vehicles such as control vehicles AD. Generally, it is preferable to use high-precision map data for the server map data 51 that includes information on each lane of the road, information on intersections, etc. For example, Figure 1 shows a merging section R1 between the main lane 91 of a main road and the merging lane 92 of a merging road. For such a merging section R1, the server map data 51 may contain information such as the position of the main lane 91 and the position of the merging lane 92, as shown in the road diagram in Figure 6 described later.

[0044] The pre-processing unit 41 performs pre-processing control to record the received information in the vehicle position and behavior DB 52 when the server communication device 31 receives new driving information from each control vehicle AD under its control. As a result, the vehicle position and behavior DB 52 can store and record information such as the latest positions of multiple control vehicles AD under the control of the server device 3. The pre-processing unit 41 may also perform pre-processing control to record the received information in the vehicle position and behavior DB 52 when it receives information on moving objects such as cars 2 traveling on roads other than control vehicles AD. In this case, the vehicle position and behavior DB 52 will store and record information such as the latest positions of uncontrolled vehicles and other objects not under the control of the server device 3. Intersection cameras for ADAS capture images of cars 2 passing through intersections. Based on such information, the vehicle position and behavior DB 52 may record the positions of all cars 2 and other objects within the jurisdiction of the server device 3. Furthermore, in the vehicle position and behavior DB 52, the driving information of multiple cars 2 may be stored in a classifiable manner for each car 2 using identification information issued for each car 2.

[0045] The control unit 42 reads the information recorded in the vehicle position behavior DB 52 and performs individual control to individually control the driving of each of the multiple control vehicles AD. In individual control, the control unit 42 basically periodically generates different individual control information for each of the multiple control vehicles AD under control and transmits it individually to each control vehicle AD. The vehicle communication device 29 of each control vehicle AD receives its own individual control information from the server device 3 and uses it for driving control of its own vehicle.

[0046] In such a control system 1 for control vehicles, the server device 3 can, in principle, periodically generate multiple individual control information for controlling the driving of multiple control vehicles AD traveling within its jurisdiction, through the control of the pre-processing unit 41 and the control control unit 42. When a control vehicle AD receives individual control information, its driving control device 12 uses the individual control information received from the server device 3 to generate control values ​​in accordance with the requests of the individual control information, thereby controlling its own autonomous driving. Multiple control vehicles AD can safely drive autonomously without interfering with each other by executing driving control that basically follows the control of the server device 3 under the control of the server device 3.

[0047] For example, the control device 12 of the control vehicle AD acquires its own vehicle's driving information in step ST1 and transmits this information to the server device 3 in step ST2. The control device 12 then uses its own vehicle's driving information and the individual control information for the vehicle received from the server device 3 to generate control values ​​for driving control in step ST3, and executes driving control of the vehicle in step ST4. As shown repeatedly in Figure 4 from step ST1 to ST4, the control device 12 of the control vehicle AD periodically repeats this driving control under control. As a result, the control device 12 of the control vehicle AD can continue to control the vehicle's driving based on the latest driving status of the vehicle and the latest information from the server device 3.

[0048] In the server device 3, when the pre-processing unit 41 receives new driving information from each control vehicle AD in step ST11, it records the received information in the vehicle position behavior DB 52 in step ST12. The pre-processing unit 41 repeats the process from step ST11 to step ST12 each time it receives new driving information from each control vehicle AD. As a result, the vehicle position behavior DB 52 stores and records information on the driving status of each of the multiple control vehicles AD from the past to the most recent.

[0049] Furthermore, in the server device 3, the control control unit 42 reads information such as the position of the control vehicle AD from the vehicle position behavior DB 52 in step ST13 and maps the positions of multiple control vehicles AD to an S chart as shown in Figure 7, which will be described later. At this time, the control control unit 42 may also map non-control vehicles recorded in the vehicle position behavior DB 52 to the S chart. Next, in step ST14, the control control unit 42 determines interference with other vehicles, etc., for each control vehicle AD. In accordance with the interference determination result in step ST15, the control control unit 42 generates individual control information for each control vehicle AD to suppress interference. In step ST16, the control control unit 42 transmits the generated individual control information to each control vehicle AD.

[0050] Furthermore, when the control vehicle AD receives individual control information based on interference detection by the server device 3, it executes driving control accordingly. However, even after executing control under such control, there remains a possibility that the driving state of the control vehicle AD may not be the driving state desired by the server device 3. In this case, the server device 3 transmits further individual control information to the control vehicle AD to suppress interference. As a result, the control vehicle AD controls its driving according to multiple individual control information, and can ultimately reach the driving state expected by the server device 3. Moreover, the control vehicle AD can be expected to continue driving in the state expected by the server device 3. In this manner, each of the multiple control vehicles ADs' driving control devices 12, when it receives individual control information for its own vehicle from the server device 3, repeatedly executes driving control for its own vehicle using the received individual control information for its own vehicle. Under the control of the server device 3, the control vehicles ADs can control their automated driving so that the driving is as expected by the server device 3.

[0051] Next, the control of the merging section in this embodiment will be described. In this embodiment, we will mainly describe an example that is suitable when all of the vehicles 2 in the merging section R1 shown in Figure 1 and the section preceding it are control vehicles AD.

[0052] Figure 5 is a flowchart of the control of the merging section R1 for a control vehicle AD traveling toward the merging section R1 in the first embodiment of the present invention. The server CPU 34, acting as the control unit 42, repeatedly executes the merging section control shown in Figure 5 for the control vehicle AD traveling toward merging section R1. The server CPU 34 repeatedly executes the merging section control shown in Figure 5 for the merging section control (step ST20) including steps ST13 to ST16 in Figure 4 for the control vehicle AD traveling toward merging section R1.

[0053] In step ST21, the server CPU 34 selects a group of vehicles 2 traveling toward the merging section R1 as shown in Figure 1, based on the positions of multiple vehicles 2 stored in the vehicle position behavior DB 52 of the server DB 35. The vehicle position behavior DB52 records the latest driving information of multiple vehicles 2, including multiple control vehicles AD, such as their position, time, and speed. The server CPU34 may estimate the position of each vehicle 2 at the time of processing in step ST21 based on this latest position, time, and speed. The server CPU34 may then select all vehicles 2 in a predetermined range traveling toward the merging section R1, such as in section R2 just before the merging section R1, as a group of vehicles 2 traveling toward the merging section R1, as shown in Figure 1. In this case, the server CPU34 may also select multiple vehicles 2 in the merging section R1 as part of the group of vehicles. As a result, the server CPU 34 can select a group of control vehicles (ADs) from among the multiple control vehicles (ADs) recorded in the server DB 35, if there are main line control vehicles (ADs) and merging control vehicles (ADs) that are traveling towards merging section R1.

[0054] In step ST22, the server CPU 34 maps the multiple vehicles 2 selected for the vehicle group in step ST1 to lane-specific S-charts as shown in Figure 6, which will be described later. S-charts are generated for each lane of the road recorded in the high-precision map data 24. The server CPU 34 maps each vehicle 2 to its position at the time of processing in step ST21. As a result, the main lane control vehicle AD traveling towards merging section R1 is mapped to the S-chart of main lane 91. Similarly, the merging control vehicle AD traveling towards merging section R1 is mapped to the S-chart of merging lane 92. The multiple vehicles 2 in merging section R1 in Figure 1 are mapped to the S-chart of main lane 91 and the S-chart of merging lane 92. The driving environment in merging section R1 in Figure 1 at the time of processing in step ST21 can be reproduced in the S-chart.

[0055] In step ST23, the server CPU 34 selects one unprocessed vehicle 2 from the vehicle group in order to generate individual control information for each control vehicle AD. Basically, the server CPU 34 only needs to select one vehicle 2 at a time from the front of the vehicle group.

[0056] In step ST24, the server CPU 34 determines whether the car 2 selected in step ST23 interferes with other cars. The server CPU 34 may determine the possibility of interference, for example, based on the degree of proximity of their positions at the end point G2 of the merging section R1 or the degree of proximity of their arrival times, assuming that the merging vehicle 2 and the main road vehicle 2 are both traveling toward the merging section R1 and continue their respective latest journeys. For example, if the positions of the merging vehicle 2 and the main road vehicle 2 are below a threshold, the server CPU 34 may determine that there is a possibility of interference. Conversely, if the positions of the merging vehicle 2 and the main road vehicle 2 are not below a threshold, the server CPU 34 may determine that there is no possibility of interference. Here, the threshold may be, for example, the vehicle length, which is the length from the front to the rear of vehicle 2. Alternatively, the threshold may be, for example, the vehicle length plus the distance between vehicles. If the server CPU 34 determines that there is a possibility of interference, it proceeds to step ST26. If the server CPU 34 determines that there is no possibility of interference, it proceeds to step ST25.

[0057] Step ST25 is executed when vehicle 2, selected in step ST23, has a potential for interference with other vehicles. For each of the main line control vehicle AD and the merging control vehicle AD, which have no potential for interference in the merging section R1, the server CPU 34 generates individual control information to continue driving in the merging section R1 while maintaining their current driving and speed. The individual control information generated in step ST25 does not need to include information on passing points and times in the merging section R1, unlike the information in steps ST27 and ST28 described later. Subsequently, the server CPU 34 proceeds to step ST29.

[0058] Step ST26 is a process that is executed when the vehicle 2 selected in step ST23 may interfere with other vehicles. The server CPU 34 first determines whether the vehicle 2 selected in step ST23 is the main road vehicle 2 on the main road side. If the selected vehicle 2 is on the main road, the server CPU 34 proceeds to step ST27. Conversely, if the selected vehicle 2 is not on the main road, i.e., on the merging side, the server CPU 34 proceeds to step ST28.

[0059] In step ST27, the server CPU 34 generates information about passing points and passing times for the main line vehicle 2. In this case, the server CPU 34 may select two passing points for the main line vehicle 2, which are closer to the end point G2 of the merging section R1 than the current position of the main line vehicle 2, for example, the start point G1 and the end point G2 of the merging section R1 in Figure 1. The server CPU 34 may then calculate the passing time at each passing point assuming that the main line vehicle 2 maintains its current speed from its current position. Furthermore, if there is a preceding vehicle for the selected main lane vehicle 2, the server CPU 34 may calculate the passing time at each passing point if the main lane vehicle 2 continues to travel in a manner similar to its most recent journey, under the restriction that it does not approach the preceding vehicle in the merging section R1 of the main lane 91. Subsequently, the server CPU 34 proceeds to step ST29.

[0060] In step ST28, the server CPU 34 generates information about the passing points and passing times for the merging vehicle 2. In this case, the server CPU 34 may select two passing points for the merging vehicle 2 that are closer to the end point (G2) of the merging section R1 than the current position of the merging vehicle 2, for example, the start point G1 and the end point G2 of the merging section R1 in Figure 1. The server CPU 34 may then calculate the passing time of each passing point for the merging vehicle 2 so that a predetermined distance can be maintained between it and the main line vehicle 2, which may be subject to interference, when the main line vehicle 2 travels in step ST27 to pass through the passing points at the specified times. As a result, the server CPU 34 can calculate passing points and passing times for the merging vehicle 2 that do not have the potential to interfere with the main line automated vehicle. Subsequently, the server CPU 34 proceeds to step ST29.

[0061] In step ST29, the server CPU 34 transmits the generated individual control information from the server communication device 31 to the vehicle 2 selected in step ST23. As a result, the control vehicle AD, which is driving under the control of the server device 3, can receive the individual control information for itself from the server device 3, as shown in Figure 4, and control its own driving accordingly.

[0062] In step ST30, the server CPU34 determines whether the selection process in step ST23 has been completed for all automobiles 2 in the vehicle group. If the selection process for all vehicles 2 in the vehicle group is not yet complete, the server CPU 34 returns the process to step ST23. The server CPU 34 repeats the process from step ST23 to step ST30 until the selection process for all vehicles 2 in the vehicle group is complete. As a result, all control vehicles AD traveling towards the merging section R1 under the control of the server device 3 receive individual control information for each of them from the server device 3 and can control their respective movements accordingly. Once the selection process for all autonomous vehicles in the vehicle group is complete, the server CPU 34 terminates this control.

[0063] This allows the server CPU 34 to determine the possibility of interference in the merging control vehicle AD and the main line control vehicle AD, both traveling towards the merging section R1, if they continue their respective latest movements. For the main line control vehicle AD and the merging control vehicle AD, for which there is no possibility of interference in the merging section R1, the server CPU 34 can generate individual control information for them to continue their respective latest movements in the merging section R1, without including information on passing points and passing times. Furthermore, for the main line control vehicle AD, for which there is a possibility of interference with the merging control vehicle AD in the merging section R1, the server CPU 34 can generate information on passing points and passing times if the main line control vehicle AD continues its latest movement. Furthermore, with respect to the merging control vehicle AD that may interfere with the main line control vehicle AD in the merging section R1, the server CPU 34 can generate information on the passing points and times when the merging control vehicle AD will not interfere with the main line control vehicle AD, assuming the main line control vehicle AD travels from the starting point to the ending point.

[0064] Figure 6 is a road diagram corresponding to the main lane 91 and merging lane 92 in Figure 1. On main lane 91, main lane vehicle 2, acting as main lane control vehicle AD1, is traveling towards merging section R1. On merging lane 92, merging vehicle 2, acting as merging control vehicle AD2, is traveling towards merging section R1. The server CPU 34 maps the main line control vehicle AD1 shown in Figure 1 to its current position on the main line diagram S1, based on the driving information stored in the vehicle position behavior DB 52 of the server DB 35. In Figure 6, this is shown as a solid black circle. Furthermore, the server CPU 34 maps the merging control vehicle AD2 shown in Figure 1 to its current position on the merging line diagram S2, based on the driving information stored in the vehicle position behavior DB 52 of the server DB 35. This is shown as a solid black circle in Figure 6. Figure 6 shows an example where, among the multiple control vehicles AD recorded in the database, there is a main lane control vehicle AD1 traveling on main lane 91 towards merging section R1, and a merging control vehicle AD2 traveling on merging lane 92.

[0065] Then, in the interference determination in step ST24, the server CPU 34 moves the position of the merging control vehicle AD2 on the merging line diagram S2 to the main line diagram S1. At this time, the server CPU 34 may use the creepage distance from the end point G2 of the merging section R1 to the position of the merging control vehicle AD2 to move the position of the merging automated vehicle to the main line diagram S1. In Figure 6, the position of the merging control vehicle AD2 on the main line diagram S1 moves to the position P1 of the solid white circle. The merging control vehicle AD2 is located behind the main line control vehicle AD1 on the main line diagram S1. Furthermore, in the interference determination in step ST24, the server CPU 34 may determine that there is a possibility of interference if the distance between the position of the merging control vehicle AD2 on the main line diagram S1 and the position of the main line control vehicle AD1 on the main line diagram S1 is less than or equal to a threshold. Conversely, if the distance between the merging control vehicle AD2 and the main line control vehicle AD1 is greater than the threshold, the server CPU 34 may determine that there is no possibility of interference. Here, the server CPU 34 compares the distance L between the merging control vehicle AD2 and the main line control vehicle AD1 at the position where they would travel to the end point G2 of the merging section R1 if they continued driving as they are, as shown by the dashed white circle in the figure, rather than the position after moving from the merging line diagram S2 to the main line diagram S1, with the threshold for interference determination.

[0066] Figure 7 is an explanatory diagram of the S-chart for the main lane 91, showing the interference detection between the main lane control vehicle AD1 and the merging control vehicle AD2 in Figure 1, and the waypoints generated for each control vehicle AD accordingly. In the S chart of Figure 7, the horizontal axis represents the main line diagram S1, and the vertical axis represents time. Furthermore, in the main line diagram S1, the merging control vehicle AD2 has been moved to a position behind the main line control vehicle AD1. Also, the merging control vehicle AD2 is traveling at a faster speed than the main line control vehicle AD1. In this case, the merging control vehicle AD2 will interfere with the main line control vehicle AD1 in the merging section R1, as shown by the dashed circle Col in the diagram.

[0067] Therefore, in the initial step ST23 in Figure 5, the server CPU 34 selects the main line control vehicle AD1 and generates two sets of passing points and passing times for the main line control vehicle AD1 to continue its current route and travel through the merging section R1. In Figure 7, the first set of passing points WP11 and passing time t11 for the main line control vehicle AD1 is for passing the starting point G1 of the merging section R1 at passing time t11. The second set of passing points WP12 and passing time t12 for the main line control vehicle AD1 is for passing the ending point G2 of the merging section R1 at passing time t12. The server CPU 34 transmits the two sets of passing points and passing times it generates to the main line control vehicle AD1 as individual control information. Upon receiving information such as passing points and passing times as individual control information, the main line control vehicle AD1 controls its own vehicle's movement so that it passes each passing point at the specified time. As shown by the solid line in the diagram, the main line control vehicle AD1 will maintain its current movement and travel through the merging section R1.

[0068] Furthermore, in step ST23 of Figure 5, the server CPU 34 selects the merging control vehicle AD2 and generates two sets of passing points and passing times for the merging control vehicle AD2. In Figure 7, the first set of passing points WP21 and passing time t21 for the merging control vehicle AD2 is for passing the starting point G1 of the merging section R1 at passing time t21. The second set of passing points WP22 and passing time t22 for the merging control vehicle AD2 is for passing the ending point G2 of the merging section R1 at passing time t22. The server CPU 34 transmits the two sets of passing points and passing times it generates to the merging control vehicle AD2 as individual control information. Upon receiving information on passing points and times as individual control information, the merging control vehicle AD2 can control its own movement to pass through the merging section R1 according to the two sets of passing points and times. As shown by the solid line in the figure, before reaching the first set of passing points WP21, the merging control vehicle AD2 performs driving control that decelerates from its current speed and then accelerates to the speed of the main line control vehicle AD1. As a result, the merging control vehicle AD2 can maintain the same speed as the main line control vehicle AD1 in the merging section R1 from the first set of passing points WP21 and time t21 to the second set of passing points WP22 and time t22. The merging control vehicle AD2 can drive in the merging section R1 without interfering with the main line control vehicle AD1. In Figure 7, the merging control vehicle AD2 maintains a distance L between itself and the preceding main lane control vehicle AD1 in the merging section R1, and drives in a manner that maintains this distance L. Furthermore, in the merging section R1, the merging control vehicle AD2 changes lanes from the merging lane 92 to the main lane 91. During this process, the merging control vehicle AD2 does not interfere with the main lane control vehicle AD1.

[0069] In this way, the server CPU 34 generates a set of information for at least two points, including the start point G1 and end point G2 of the merging section R1, as information on the passing points and passing times for the main line control vehicle AD1. Furthermore, the server CPU 34 generates a set of information for at least two points, including the starting point G1 and ending point G2 of the merging section R1, as information for the passing points and passing times of the merging control vehicle AD2. The information for the passing points and passing times of the merging control vehicle AD2 ensures that, when the main line control vehicle AD1 travels from the starting point G1 to the ending point G2, the merging control vehicle AD2 does not interfere with the main line control vehicle AD1.

[0070] As described above, in the control system 1 of this embodiment, the server device 3 generates individual control information for each of the multiple control vehicles AD based on the driving information for each of the multiple control vehicles AD and transmits it individually to each of the multiple control vehicles AD. Each of the multiple control vehicles AD uses the individual control information it receives to control its own autonomous driving. Then, the server CPU 34, acting as the control control unit 42 of the server device 3, selects the main line control vehicle AD1 and the merging control vehicle AD2 from among the multiple control vehicles AD recorded in the vehicle position behavior DB 52, which are traveling toward the merging section R1. For the main line control vehicle AD1, the control control unit 42 generates information on the passing point and the time of passing the passing point in the merging section R1, assuming that the main line control vehicle AD1 is continuing its most recent journey. Also, for the merging control vehicle AD2, the control control unit 42 generates information on the passing point and the time of passing the passing point in the merging section R1, ensuring that the merging control vehicle AD2 does not interfere with the main line control vehicle AD1, which is passing the passing point at the same time. As a result, the main line control vehicle AD1 can use the individual control information it has received to continue driving through the merging section R1 in the most up-to-date manner. The merging control vehicle AD2 can also drive through the merging section R1 in a manner that does not interfere with the main line control vehicle AD1. In this embodiment, the driving of the main line control vehicle AD1 and the merging control vehicle AD2 can be controlled in the merging section R1 so as not to interfere with each other, while prioritizing the main line control vehicle AD1 over the merging control vehicle AD2.

[0071] Furthermore, in this embodiment, the control unit 42 of the server device 3 generates and transmits information on each passing point and the time of passing point for the merging section R1 as individual control information for both the main line control vehicle AD1 and the merging control vehicle AD2. Therefore, even if communication with the server device 3 is temporarily interrupted thereafter, the main line control vehicle AD1 and the merging control vehicle AD2 can control their respective movements in a way that prevents interference with each other, according to the passing points and times they have already received. In contrast, if, for example, information regarding the passing point and time of the merging section R1 is generated and transmitted to only one of the main line control vehicle AD1 or the merging control vehicle AD2, there is a possibility that the subsequent movement of the other control vehicle AD may differ from what is assumed by the server device 3. In this case, even if only one control vehicle AD is moving according to the information from the server device 3, there remains a possibility that the reliability of the movement of the other control vehicle AD, whose communication has been temporarily interrupted, cannot be guaranteed. In this embodiment, the control system 3 enables the control of the control vehicle AD in the merging section R1 to begin from the stage when the control vehicle AD is traveling toward the merging section R1. The control vehicle AD may be in the driving state shown in Figure 7 in the merging section R1. As a result, in this embodiment, the driving of the control vehicle AD in the merging section R1 is less likely to involve sudden speed changes compared to when an autonomous vehicle is controlled by autonomous driving. The occupants of the control vehicle AD are less likely to feel any discomfort with the control vehicle AD's autonomous driving.

[0072] In this embodiment, the control unit 42 of the server device 3 generates and transmits a set of information for the passing point and time of the main lane control vehicle AD1, namely the starting point G1 and ending point G2 of the merging section R1 on the main lane 91. The control unit 42 also generates and transmits a set of information for the passing point and time of the merging control vehicle AD2, namely the starting point G1 of the merging section R1 on the merging lane 92 and the ending point G2 of the merging section R1 on the main lane 91. As a result, the control unit 42 of the server device 3 can instruct the main line control vehicle AD1 and the merging control vehicle AD2 on their respective driving statuses in the merging section R1 with a single communication. The driving of the main line control vehicle AD1 and the merging control vehicle AD2 in the merging section R1 will be in line with what the server device 3 has anticipated. It is expected that the main line control vehicle AD1 and the merging control vehicle AD2 will drive in the merging section R1 without interfering with each other.

[0073] In this embodiment, the control unit 42 of the server device 3 determines, for example, the possibility of interference at the end point G2 of the merging section R1 when the merging control vehicle AD2 and the main line control vehicle AD1 are each continuing their latest runs. The control unit 42 then generates individual control information for each of the main line control vehicle AD1 and the merging control vehicle AD2, for which there is no possibility of interference in the merging section R1, to continue their respective latest runs and merge. In this case, the individual control information does not include information on passing points and passing times. The merging control vehicle AD2 and the main line control vehicle AD1 can pass through the merging section R1 while continuing their current runs. In response, the control unit 42 generates information on the passing points and passing times for the main line control vehicle AD1, which may interfere in the merging section R1, assuming that the main line control vehicle AD1 continues its current driving in the main line lane 91. Furthermore, for the merging automated driving vehicle, which may interfere, the control unit 42 generates information on the passing points and passing times for which there is no possibility of interference with the main line control vehicle AD1, assuming that the main line control vehicle AD1 continues its current driving. As a result, the control unit 42 of the server device 3 can control the driving of all control vehicles AD traveling in the merging section R1 in a manner that suppresses interference with other vehicles in the merging section R1. In particular, for each of the main line control vehicle AD1 and the merging control vehicle AD2, which are not likely to interfere in the merging section R1, the control unit 42 only generates individual control information for each vehicle to continue its latest run, without including information on passing points and passing times. Therefore, the control unit 42 does not need to generate information on passing points and passing times for all control vehicles AD traveling through the merging section R1. The processing load on the control unit 42 can be reduced.

[0074] [Second Embodiment] The above-described embodiment is a good example when one main line control vehicle AD and one merging control vehicle AD are traveling toward the merging section R1. In this embodiment, a good example is described when multiple main line control vehicles AD and multiple merging control vehicles AD are traveling toward the merging section R1. When multiple mainline control vehicles (AD) and multiple merging control vehicles (AD) are traveling towards merging section R1, it is generally considered desirable to use a fastener merge where the mainline control vehicles (AD) and merging control vehicles (AD) merge in an alternating order.

[0075] Figure 8 is a flowchart of the control of the merging section R1 for multiple control vehicles AD traveling in a line toward the merging section R1 in a second embodiment of the present invention. The server CPU 34, acting as the control unit 42, repeatedly executes the merging section control shown in Figure 8 in order to continuously control multiple control vehicles AD traveling toward the merging section R1. The server CPU 34 repeatedly executes the merging section control shown in Figure 8 for the merging section control (step ST20) including steps ST13 to ST16 in Figure 4 for the control vehicles AD traveling toward the merging section R1. The processing from step ST21 to step ST22 is the same as in the embodiment described above. However, after processing in step ST22, the server CPU 34 proceeds to step ST40.

[0076] In step ST40, the server CPU34 selects one unprocessed vehicle 2 from the vehicle group, starting from the front, in order to generate individual control information for each control vehicle AD. Here, the server CPU 34 can move multiple merging vehicles 2 from the merging lane 92 to the main lane 91, as illustrated in Figure 6, thereby arranging multiple vehicles 2 in order on the main lane 91. The server CPU 34 selects the unprocessed car 2 in order from the front of the sequence.

[0077] In step ST41, the server CPU34 determines whether or not interference has occurred during the processing so far. The determination of the possibility of interference between the selected vehicle 2 and other vehicles can be made using the same method as in step ST24. Furthermore, after step ST30 is executed, the server CPU34 has determined at least once in its interference assessment whether there is a possibility of interference between the merging vehicle 2 and the main lane vehicle 2. The server CPU34 determines whether the possibility of interference was detected at least once in all of these processes. If no interference is detected even once during the current merging section control, the server CPU 34 proceeds to step ST25. In step ST25, the server CPU 34 generates individual control information for the selected vehicle 2, instructing it to continue driving through merging section R1 at its current speed. In step ST29, the server CPU 34 transmits the generated individual control information to the selected vehicle 2. After that, the server CPU 34 proceeds to step ST30. In response to this, if the possibility of interference has been determined even once in the current merging section control, the server CPU 34 proceeds to step ST26. In step ST26, the server CPU 34 determines whether the selected vehicle 2 is on the main road side or not. If the selected vehicle 2 is on the main road side, the server CPU 34 proceeds to step ST42. In contrast, if the selected vehicle 2 is not on the main road side, i.e., on the merging side, the server CPU 34 proceeds to step ST43.

[0078] In step ST42, the server CPU34 generates information about passing points and passing times for the main line vehicle 2. In this case, the server CPU 34 may basically select two passing points for the main road vehicle 2 that are closer to the end point G2 of the merging section R1 than the current position of the main road vehicle 2, for example, the start point G1 and the end point G2 of the merging section R1 in Figure 1. The server CPU 34 then calculates the passing time at each passing point assuming that the main road vehicle 2 is traveling from its current position while maintaining the latest vehicle speed. However, if the server CPU 34 has already determined that there is a possibility of interference with a main line vehicle 2 selected before the main line vehicle 2 currently selected, the server CPU 34 moves at the same speed as the preceding main line vehicle 2 that has the potential to interfere and calculates the passing times at the start point G1 and end point G2 of the merging section R1. This allows the currently selected main line vehicle 2 to travel through the merging section R1 while maintaining a safe distance from the preceding main line vehicle 2 that has the potential to interfere. In this case, the server CPU 34 should generate the passing time of the preceding main line vehicle 2 that has the potential to interfere by shifting it by a time corresponding to the distance and speed of that preceding main line vehicle 2. By copying the passing times of the passing points of the preceding main line vehicle in this way, the server CPU 34 can obtain the appropriate passing times for each main line vehicle 2 without having to calculate them from scratch, just like the first vehicle. This can reduce the processing load on the server CPU 34. Subsequently, in step ST29, the server CPU 34 transmits the generated individual control information to the main line vehicle 2 that was selected. After that, the server CPU 34 proceeds to step ST30.

[0079] In step ST43, the server CPU34 generates information about the passing points and passing times for the merging vehicle 2. In this case, the server CPU 34 may basically select two passing points for the merging vehicle 2 that are closer to the end point G2 of the merging section R1 than the current position of the merging vehicle 2, for example, the start point G1 and the end point G2 of the merging section R1 in Figure 1. Then, the server CPU 34 calculates the passing time for each passing point where there is no possibility of interference between the merging vehicle 2 and the main road vehicle 2, assuming that the main road vehicle 2 is traveling so as to pass each passing point at the passing time for the main road vehicle 2. However, if the server CPU 34 determines that there is a possibility of interference with a merging vehicle 2 selected before the currently selected merging vehicle 2, the server CPU 34 calculates the time at which the vehicle will pass the start point G1 and end point G2 of the merging section R1, respectively, by moving at the same speed as the preceding merging vehicle 2 that may cause interference. In this case, the server CPU 34 may generate the passing time of the preceding merging vehicle 2 that may cause interference by shifting it by a time corresponding to the distance and speed of the vehicle relative to the preceding merging vehicle 2. By copying the passing time of the passing points of the preceding merging vehicle in this way, the server CPU 34 can obtain the appropriate passing time for each merging vehicle 2 without having to calculate it from scratch as with the first vehicle. The processing load on the server CPU 34 can be reduced. After that, in step ST29, the server CPU 34 sends the generated individual control information to the currently selected merging automated driving vehicle. After that, the server CPU 34 proceeds to step ST30.

[0080] In step ST30, the server CPU34 determines whether the selection process in step ST40 has been completed for all automobiles 2 in the vehicle group. If the selection process for all vehicles 2 in the vehicle group is not yet complete, the server CPU 34 returns the process to step ST40. The server CPU 34 repeats the process from step ST40 to step ST30 until the selection process for all vehicles 2 in the vehicle group is complete. As a result, all control vehicles AD traveling towards the merging section R1 under the control of the server device 3 can individually receive individual control information from the server device 3 and use it for their respective driving control. Once the selection process for all vehicles in the vehicle group is complete, the server CPU 34 terminates this control.

[0081] As a result, the server CPU 34 can generate information on the passing points and passing times of subsequent mainline vehicles 2 that are following a mainline vehicle 2 that may interfere in the merging section R1, by copying the passing points and passing times of the preceding vehicle 2. Furthermore, the server CPU 34 can generate information on the passing points and passing times of subsequent merging vehicles 2 that are following a merging vehicle 2 that may interfere in the merging section R1, by copying the passing points and passing times of the preceding vehicle 2. The server CPU 34 can generate the passing points and passing times for the control vehicle AD, starting from the leading end of the convoy.

[0082] Figure 9 is an explanatory diagram of the S-chart for the main lane 91, showing the interference detection between multiple main lane control vehicles (ADs) and multiple merging control vehicles (ADs), and the waypoints generated for each control vehicle (AD) accordingly. In the S chart of Figure 9, the horizontal axis represents the main line diagram S1, and the vertical axis represents time. Figure 9 shows multiple control vehicles AD for main lane 91, including the first main lane control vehicle AD1 and the second main lane control vehicle AD3. It also shows multiple control vehicles AD for merging lane 92, including the first merging control vehicle AD2 and the second merging control vehicle AD4. The server CPU 34, in the vehicle group consisting of multiple control vehicles AD1 to AD4 shown in Figure 9, first selects the first main line control vehicle AD1. Next, it selects the first merging control vehicle AD2. Next, it selects the second main line control vehicle AD3. Next, it selects the second merging control vehicle AD4.

[0083] Furthermore, in Figure 9, the first merging control vehicle AD2 is traveling at a higher speed than the first main line control vehicle AD1. In this case, the first merging control vehicle AD2 may interfere with the first main line control vehicle AD1 in the merging section R1. In step ST41, the server CPU 34 determines that the first merging control vehicle AD2 may interfere with the first main line control vehicle AD1 in the merging section R1. The first merging control vehicle AD2 may interfere with the first main line control vehicle AD in the merging section R1, as shown by the dashed circle in the figure. As a result, in step ST43, the server CPU 34 generates the passing points and passing times for the first merging control vehicle AD2 so that it moves through the merging section R1 at the same speed as the first main line control vehicle AD1. In Figure 9, the first set of passing points WP21 and passing time t21 for the first merging control vehicle AD2 is for passing the starting point G1 of the merging section R1 at passing time t21. The second set of passing points WP22 and passing time t22 for the first merging control vehicle AD2 is for passing the ending point G2 of the merging section R1 at passing time t22. Furthermore, the distance between the first merging control vehicle AD2 and the preceding first main line control vehicle AD1 should basically be equal to or greater than the distance L that should be maintained between it and the preceding first main line control vehicle AD.

[0084] Furthermore, in its judgment in step ST41 regarding the second mainline control vehicle AD3, the server CPU 34 determines that interference has occurred. As a result, in step ST42, the server CPU 34 generates a passing point and time for the second mainline control vehicle AD3, which moves through the merging section R1 at the same speed as the first mainline control vehicle AD1. In Figure 9, the first set of passing points WP31 and passing time t31 for the second mainline control vehicle AD3 is for passing the starting point G1 of the merging section R1 at passing time t31. The second set of passing points WP32 and passing time t32 for the second mainline control vehicle AD3 is for passing the ending point G2 of the merging section R1 at passing time t32. In addition, the distance between the second mainline control vehicle AD3 and the first merging control vehicle AD2, which merges ahead of it, should basically be greater than or equal to the distance L corresponding to the vehicle speed. In this case, the server CPU 34 determines that the merging distance to be secured between the first main line control vehicle AD1 and the second main line control vehicle AD3 should be the distance between the two vehicles (2 × L) plus the length of one vehicle 2.

[0085] Furthermore, in its judgment in step ST41 regarding the second merging control vehicle AD4, the server CPU 34 determines that interference has occurred. As a result, in step ST43, the server CPU 34 generates the passing points and passing times for the second merging control vehicle AD4 so that it moves through the merging section R1 at the same speed as the first merging control vehicle AD2. In Figure 9, the first set of passing points WP41 and passing time t41 for the second merging control vehicle AD4 is for passing the starting point G1 of the merging section R1 at passing time t41. The second set of passing points WP42 and passing time t42 for the second merging control vehicle AD4 is for passing the ending point G2 of the merging section R1 at passing time t42. In addition, the distance between the second merging control vehicle AD4 and the second main line control vehicle AD3, which will precede it after merging, should basically be greater than or equal to the distance L corresponding to the vehicle speed. In this case, the merging distance to be secured between the first merging control vehicle AD2 and the second merging control vehicle AD4 should be the distance between the two vehicles (2 × L) plus the length of one vehicle (vehicle 2).

[0086] Through this control system, multiple main line control vehicles AD1 and AD3 and multiple merging control vehicles AD2 and AD4 can merge on the main line lane 91 of the merging section R1, and maintain a safe distance L between them. Furthermore, when multiple main line control vehicles AD are traveling in a convoy, and multiple merging control vehicles AD are traveling in a convoy, the server CPU 34 first generates passing points and passing times that suppress interference between the leading main line control vehicle AD and the leading merging control vehicle AD of the convoy. Subsequently, the server CPU 34 generates passing points and passing times for the second and subsequent main line control vehicles AD in the convoy by shifting the passing times within the passing points and passing times for the leading main line control vehicle AD in the convoy. The server CPU 34 also generates passing points and passing times for the second and subsequent merging control vehicles AD in the convoy by shifting the passing times within the passing points and passing times for the leading merging control vehicle AD in the convoy.

[0087] Figure 10 is a road diagram showing the main lane 91 and merging lane 92 in an expanded state, illustrating an example of a situation where multiple main lane control vehicles AD1, AD3 and multiple merging control vehicles AD2, AD4 are merging with fasteners under the control system shown in Figure 9. In Figure 10, the main lane 91 and the merging lane 92 are shown unfolded to run parallel to each other. By operating under the control shown in Figure 9, the first merging control vehicle AD2 can maintain a distance L between itself and the preceding first main line control vehicle AD1 in the merging section R1. The second main line control vehicle AD3 may travel in the merging section R1 in such a way that it maintains a merging distance of approximately twice the distance L between it and the preceding first merging control vehicle AD1. The second merging control vehicle AD4 may travel in the merging section R1 in such a manner that it maintains a merging distance of approximately twice the distance L between it and the preceding first merging control vehicle AD2. Under the control system shown in Figure 9, the server device 3 controls two or more passing points and times in the merging section R1 for each control vehicle AD, allowing multiple control vehicles AD to travel in the merging section R1 in an organized manner as illustrated in Figure 10.

[0088] In this driving environment of merging section R1, the first merging control vehicle AD2 changes lanes from merging lane 92 to main lane 91 and begins driving in main lane 91. The first merging control vehicle AD2 merges between the first main line control vehicle AD1 and the second main line control vehicle AD3. After merging, a distance L is maintained between the first merging control vehicle AD2 and the vehicles in front of and behind it. The second merging control vehicle AD4 changes lanes from merging lane 92 to main lane 91 and begins driving in main lane 91. A safe following distance L is maintained in front of the second merging control vehicle AD4 after merging. Multiple control vehicles AD1 to AD4 can drive on the main lane 91 after merging, maintaining a safe following distance L between each vehicle. Furthermore, multiple mainline control vehicles AD1 and AD3, and multiple merging control vehicles AD2 and AD4 can merge one by one in sequence at the merging section R1.

[0089] As described above, in this embodiment, the server CPU 34, which acts as the control control unit 42 of the server device 3, generates information on the passing points and passing times of subsequent main line control vehicles AD connected to a main line control vehicle AD that may interfere in the merging section R1, by shifting the passing times within the passing points and passing times of the main line control vehicle AD that may interfere. Furthermore, the control control unit 42 generates information on the passing points and passing times of subsequent merging control vehicles AD connected to a merging control vehicle AD that may interfere in the merging section R1, by shifting the passing times within the passing points and passing times of the merging control vehicle AD that may interfere. As a result, the control unit 42 can easily generate information on the passing points and times for subsequent main line control vehicles AD or subsequent merging control vehicles AD that may interfere in the merging section R1, based on information on the preceding main line control vehicles AD or merging control vehicles AD that may interfere. The control unit 42 can easily generate information on passing points and times for each subsequent control vehicle AD that will not interfere, based on the information on passing points and times for the main line control vehicles AD and merging control vehicles AD that may interfere, which have already been adjusted to avoid interference.

[0090] In particular, in this embodiment, the merging distance secured in front of the second and subsequent merging control vehicles AD in a line is equivalent to the distance between two vehicles (2 × L) secured to allow one merging control vehicle AD to merge, plus the length of one vehicle. This makes it possible for one merging control vehicle AD to fasten into each of the multiple main line control vehicles AD.

[0091] [Third Embodiment] The above-described embodiment is a good example when the group of vehicles selected to travel toward the merging section R1 consists only of the control vehicle AD, which is driven automatically under the control of the server device 3. However, on actual roads, there may be uncontrolled vehicles that are not operating under the control of server device 3. Even in such driving conditions, the main line control vehicle AD and the merging control vehicle AD, which operate under the control of server device 3, are required to drive through the merging section R1 while ensuring safety by not interfering with other vehicles.

[0092] Figure 11 is a flowchart of the control of a merging section R1 in a third embodiment of the present invention, where an uncontrolled vehicle is included among multiple controlled vehicles AD traveling in a line toward the merging section R1. The server CPU 34, acting as the control unit 42, repeatedly executes the merging section control shown in Figure 11 for the control vehicle AD traveling toward merging section R1. The server CPU 34 repeatedly executes the merging section control shown in Figure 11 for the control vehicle AD traveling toward merging section R1, including steps ST13 to ST16 in Figure 4 (step ST20). The process from step ST21 to step ST41 is the same as in the embodiment described above. However, the group of vehicles selected in step ST21 includes not only the control vehicle AD but also non-control vehicles. Then, if the server CPU 34 determines that there is interference in step ST41, it proceeds to step ST50.

[0093] In step ST50, the server CPU 34 determines whether the vehicle 2 selected in step ST40 is an uncontrolled vehicle. The server CPU 34 may determine, based on the records in the vehicle position behavior DB 52, whether or not the selected vehicle 2 is an uncontrolled vehicle. If the selected vehicle 2 is not an uncontrolled vehicle, the server CPU 34 proceeds to step ST26. In response to this, if the selected vehicle 2 is an uncontrolled vehicle, the server CPU 34 proceeds to step ST51.

[0094] In step ST51, the server CPU34 sets up a simultaneous merging group to ensure the driving safety of the uncontrolled vehicle merging section R1 by sandwiching the uncontrolled vehicle between controlled vehicles AD and merging simultaneously with the controlled vehicles AD. In this case, the server CPU 34 may select the control vehicles AD before and after the uncontrollable vehicle selected in step ST40 and set up a simultaneous merging group. If there are multiple uncontrollable vehicles in a sequence, the control vehicles AD before and after each of them may be set up as a simultaneous merging group. After that, the server CPU 34 proceeds to step ST26.

[0095] In step ST26, the server CPU 34 determines whether the vehicle 2 selected in step ST40 is on the main road or not. If the selected vehicle 2 is on the main road, the server CPU 34 proceeds to step ST52. On the other hand, if the selected vehicle 2 is not on the main road, i.e., it is on the merging side, the server CPU 34 proceeds to step ST53.

[0096] In step ST52, the server CPU 34 generates information on passing points and passing times for the main road vehicle 2 selected in step ST40. In this case, the server CPU 34 may basically select two passing points for the main road vehicle 2 that are closer to the end point G2 of the merging section R1 than the current position of the main road vehicle 2, for example, the start point G1 and the end point G2 of the merging section R1 in Figure 1. The server CPU 34 then calculates the passing time at each passing point assuming that the main road vehicle 2 is traveling from its current position while maintaining the latest vehicle speed. Furthermore, if the server CPU 34 has already determined that there is a possibility of interference with a main line vehicle 2 selected before the main line vehicle 2 currently selected, the server CPU 34 moves at the same speed as the preceding main line vehicle 2 that has the potential to interfere and calculates the passing times at the start point G1 and end point G2 of the merging section R1. This allows the currently selected main line vehicle 2 to travel through the merging section R1 while maintaining a safe distance from the preceding main line vehicle 2 that has the potential to interfere. In this case, the server CPU 34 may generate the passing time of the preceding main line vehicle 2 that has the potential to interfere by shifting it by a time corresponding to the distance and speed of the preceding main line vehicle 2. By copying the passing times of the passing points of the preceding main line vehicle in this way, the server CPU 34 can obtain the appropriate passing times for each main line vehicle 2 without having to calculate them from scratch. This can reduce the processing load on the server CPU 34. Subsequently, in step ST29, the server CPU 34 transmits the generated individual control information to the currently selected main line vehicle 2. Subsequently, the server CPU 34 proceeds to step ST30.

[0097] However, if a simultaneous merging group is set in step ST51, the server CPU34 generates information on passing points and passing times for each of the multiple mainline vehicles 2 included in the simultaneous merging group. The server CPU 34 basically calculates the passing points and passing times of each main line vehicle 2 included in the simultaneous merging group by copying the passing points of the preceding main line vehicle 2 in a sequentially shifted manner. In this process, the server CPU 34 does not change the passing times of multiple main line vehicles 2 included in the simultaneous merging group and uses the same time. Subsequently, in step ST29, the server CPU 34 transmits individually generated control information to each control vehicle AD on the main line side included in the simultaneous merging group. After that, the server CPU 34 proceeds to step ST30.

[0098] In step ST53, the server CPU 34 generates information on the passing points and passing times for the merging vehicle 2 selected in step ST40. In this case, the server CPU 34 may basically select two passing points for the merging vehicle 2 that are closer to the end point G2 of the merging section R1 than the current position of the merging vehicle 2, for example, the start point G1 and the end point G2 of the merging section R1 in Figure 1. The server CPU 34 then calculates the passing time at each passing point assuming that the merging vehicle 2 maintains its latest speed from its current position. Furthermore, if the server CPU 34 has already determined that there is a possibility of interference with a merging vehicle 2 selected before the currently selected merging vehicle 2, the server CPU 34 moves at the same speed as the preceding merging vehicle 2 that has the potential to interfere and calculates the passing times at the start point G1 and end point G2 of the merging section R1. This allows the currently selected merging vehicle 2 to travel through the merging section R1 while maintaining a safe distance from the preceding merging vehicle 2 that has the potential to interfere. In this case, the server CPU 34 may generate the passing time of the preceding merging vehicle 2 that has the potential to interfere by shifting it by a time corresponding to the distance and speed of the preceding merging vehicle 2. By copying the passing times of the passing points of the preceding merging vehicles in this way, the server CPU 34 can obtain the appropriate passing times for each merging vehicle 2 without having to calculate them from scratch. This can reduce the processing load on the server CPU 34. Subsequently, in step ST29, the server CPU 34 transmits the generated individual control information to the currently selected merging vehicle 2. Subsequently, the server CPU 34 proceeds to step ST30.

[0099] However, if a simultaneous merging group is set in step ST51, the server CPU 34 generates information on the passing point and passing time for each of the multiple merging vehicles 2 included in the simultaneous merging group. The server CPU 34 basically calculates the passing point and time for each merging vehicle 2 included in the simultaneous merging group by copying the passing point of the preceding merging vehicle 2 in a sequentially shifted manner. In this process, the server CPU 34 does not change the passing times of multiple merging vehicles 2 included in the simultaneous merging group, and uses the same time for all of them. Subsequently, in step ST29, the server CPU 34 sends individually generated control information to each control vehicle AD on the merging side included in the simultaneous merging group. After that, the server CPU 34 proceeds to step ST30.

[0100] In step ST30, the server CPU34 determines whether the selection process in step ST40 has been completed for all automobiles 2 in the vehicle group selected in step ST21. If the selection process for all vehicles 2 selected in step ST21 is not yet complete, the server CPU 34 returns the process to step ST40. The server CPU 34 repeats the process from step ST40 to step ST30 until the selection process for all vehicles 2 selected in step ST21 is complete. As a result, multiple control vehicles AD traveling towards the merging section R1 under the control of the server device 3 can individually receive individual control information from the server device 3 and use it for their respective driving control. Once the selection process for all autonomous vehicles in the vehicle group selected in step ST21 is complete, the server CPU 34 terminates this control.

[0101] Figure 12 is a road diagram showing the main lane 91 and the merging lane 92 in an expanded state, illustrating an example of group merging when an uncontrolled vehicle is included among multiple merging control vehicles AD. In Figure 12, the main lane 91 and the merging lane 92 are shown unfolded to run parallel to each other. Here, the first main line vehicle C1 is the main line control vehicle AD, which operates under the control system shown in Figure 11. The second merging vehicle C2 is a merging control vehicle AD that operates under the control system shown in Figure 11. Third merging vehicle C3 is an uncontrolled vehicle. Third merging vehicle C3 is driving in merging lane 92 of merging section R1, maintaining a following distance L between itself and the preceding second merging vehicle C2. The fourth merging vehicle C4 is a merging control vehicle AD operating under the control system shown in Figure 11. In the merging section R1, the fourth merging vehicle C4 is driving in a manner that maintains a distance L between it and the preceding third merging vehicle C3. The fifth main lane vehicle C5 is a merging control vehicle AD that operates under the control system shown in Figure 11. In main lane 91, the distance L between the first main lane vehicle C1 and the fifth main lane vehicle C5 is the sum of the merging vehicle count of 3 plus 1, which is equivalent to 4 vehicles, plus the length of 3 merging vehicles. Under the control system shown in Figure 11, the server device 3 controls two or more passing points and passing times in the merging section R1 for each control vehicle AD, so that multiple control vehicles AD can travel in the merging section R1 in an organized manner as illustrated in Figure 12.

[0102] In this driving environment of the merging section R1, the second merging vehicle C2 and the fourth merging vehicle C4 move from the merging lane 92 to the main lane 91 under the control shown in Figure 11. Furthermore, the third merging vehicle C3, which is an uncontrolled vehicle, moves from the merging lane 92 to the main lane 91 without being controlled by the server device 3. After these merges, a following distance L can be maintained between multiple vehicles C1 to C5 traveling in the main lane 91. The uncontrolled third merging vehicle C3 can safely change lanes from merging lane 92 to main lane 91 between the second merging vehicle C2 and the fourth merging vehicle C4. Furthermore, even after moving to main lane 91, the uncontrolled third merging vehicle C3 can remain positioned between the second merging vehicle C2 and the fourth merging vehicle C4 and continue driving in the same manner as before merging.

[0103] Thus, in this embodiment, if an uncontrolled vehicle is included among multiple merging control vehicles AD, the multiple vehicles 2 from the merging control vehicle AD in front of the uncontrolled vehicle to the merging control vehicle AD behind the uncontrolled vehicle are merged as a group. The server CPU 34 can easily generate the passing points and times for the second and subsequent merging control vehicles AD in a group of vehicles merging simultaneously by shifting the passing points of the preceding merging control vehicles AD in the group of vehicles merging simultaneously.

[0104] Figure 13 is a road diagram showing an example of merging when an uncontrolled vehicle is included among multiple main-line control vehicles AD, with the main lane 91 and merging lane 92 expanded. In Figure 13, the main lane 91 and the merging lane 92 are shown unfolded to run parallel to each other. Here, the first main line vehicle C6 is the main line control vehicle AD, which operates under the control system shown in Figure 11. The second main lane vehicle C7 is an uncontrolled vehicle. The second merging vehicle C7 maintains a distance L between itself and the preceding first main lane vehicle C6 in the merging section R1. Third mainline vehicle C8 is a mainline control vehicle AD operating under the control system shown in Figure 11. In the merging section R1, the third mainline vehicle C8 is operating in a manner that maintains a distance L between it and the preceding second mainline vehicle C7. The fourth merging vehicle C9 is a merging control vehicle AD operating under the control system shown in Figure 11. The fifth main line vehicle C10 is a main line control vehicle AD that operates under the control system shown in Figure 11. In main lane 91, the distance L between the third main lane vehicle C8 and the fifth main lane vehicle C10 is equal to two merging vehicles (1 plus 1) plus the length of one merging vehicle. Under the control system shown in Figure 11, the server device 3 controls two or more passing points and passing times in the merging section R1 for each control vehicle AD, allowing multiple control vehicles AD to travel in the merging section R1 in an organized manner as illustrated in Figure 13.

[0105] In this merging section R1 driving environment, the fourth merging vehicle C9 changes lanes from merging lane 92 to main lane 91 and begins driving in main lane 91. The fourth merging vehicle C9 merges in front of the fifth main lane vehicle C10. The fourth merging vehicle C10 can also merge while maintaining a following distance L between itself and the preceding third main lane vehicle C8. As a result of this merging, the merging vehicle 2 will not merge in front of or behind the uncontrolled second main lane vehicle C7. The uncontrolled second main lane vehicle C7 can continue to travel in the same manner as before the merge, even after the fourth merging vehicle C9 merges into main lane 91. Thus, in this embodiment, if an uncontrolled vehicle is included among multiple main lane control vehicles AD traveling in a line on the main lane 91, the merging control vehicle AD can be prevented from merging in front of or behind the uncontrolled vehicle.

[0106] As described above, in this embodiment, when an uncontrolled vehicle is included among multiple merging control vehicles AD, the multiple vehicles 2 including the uncontrolled vehicle are merged as a group, from the merging control vehicle AD in front of the uncontrolled vehicle to the merging control vehicle AD behind the uncontrolled vehicle. As a result, in this embodiment, even if there are uncontrolled vehicles among the multiple merging vehicles 2 that are not controlled by the server device 3, the multiple merging vehicles 2, including the uncontrolled vehicles, can be merged in a group into the main lane controlled vehicle AD traveling on the main lane 91.

[0107] Furthermore, in this embodiment, if an uncontrolled vehicle is included between multiple mainline control vehicles AD, the merging control vehicle AD can be prevented from merging before or after the uncontrolled vehicle. As a result, in this embodiment, even when there are uncontrolled vehicles among the multiple mainline vehicles 2 that are not controlled by the server device 3, the safety of the mainline vehicles 2, including the uncontrolled vehicles, during and after merging can be enhanced.

[0108] The embodiments described above are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or changes are possible without departing from the spirit of the invention. [Explanation of Symbols]

[0109] 1...Control system for control vehicle, 2...Automobile (vehicle), 3...Server equipment, 6...Communication system, 7...Base station, 8...Communication network, 10...Control system, 11...Sensor control device, 12...Driving control device, 13...Drive control device, 14...Steering control device, 15...Braking control device, 16...External communication control device, 17...Vehicle network, 21...GNSS receiver, 22...External camera, 23...Accelerometer, 24...High-precision map data, 29...Vehicle communication device, 31...Server communication device, 32...Server GNSS receiver, 33...Server memory, 34...Server CPU, 35...Server DB, 36...Server internal bus, 41...Pre-processing unit, 42...Control control unit, 51...Server map data Data, 52...Vehicle position behavior DB, 91...Main lane, 92...Merging lane, 110...GNSS satellite, AD1~AD4...Control vehicle, C1...First main lane vehicle (main lane control vehicle), C2...Second merging vehicle (merging control vehicle), C3...Third merging vehicle (uncontrolled vehicle), C4...Fourth merging vehicle (merging control vehicle), C5...Fifth main lane vehicle (main lane control vehicle), C6...First main lane vehicle (main lane control vehicle), C7...Second main lane vehicle (uncontrolled vehicle), C8...Third main lane vehicle (main lane control vehicle), C9...Fourth merging vehicle (merging control vehicle), C10...Fifth main lane vehicle (main lane control vehicle), G1...Starting point, G2...Ending point, R1...Merging section, R2...Section before, S1...Main lane diagram, S2...Merging line diagram

Claims

1. Multiple control vehicles that control the autonomous driving of their own vehicle using individually received control information, A server device that generates individual control information for each of the multiple control vehicles and transmits it to each of the multiple control vehicles, It has, The server device is A server communication device that receives driving information from each of the multiple control vehicles, including at least the driving position of each vehicle, A database for accumulating and recording the driving information of multiple control vehicles, When the server communication device receives the driving information from each of the control vehicles, a pre-processing unit records the driving time along with the driving position of the control vehicle in the database. A control control unit that periodically generates individual control information for each of the multiple control vehicles using the information recorded in the database, It has, The control unit, If, among the multiple control vehicles recorded in the database, there is a main lane control vehicle traveling on the main lane and a merging lane control vehicle traveling on the merging lane, For the main line control vehicle, information is generated as information of the passing points and the time of passing points in the merging section, including information of at least two points, including the start and end points of the merging section when the main line control vehicle continues its latest run, and transmitted to the main line control vehicle as a single individual control information. Regarding the merging control vehicle, as information on the passing points and the time of passing points in the merging section, information on at least two points, including the start and end points of the merging section, is generated as a set and transmitted to the merging control vehicle as a single individual control information, assuming that the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle travels so as to pass the passing points at the specified time. The information regarding the passing points and passing times for the merging control vehicle is generated such that the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle travels from the starting point to the ending point. Control system for air traffic control vehicles.

2. The control unit, The possibility of interference in the merging section is determined when the merging control vehicle and the main line control vehicle, both traveling toward the merging section, continue their respective latest movements. For the main line control vehicle and the merging control vehicle, which do not have the potential for interference in the merging section, the individual control information generated for continuing their respective most recent runs in the merging section does not include the information of the passing point and the passing time. For the main line control vehicle that may interfere with the merging control vehicle in the merging section, information on the passing point and passing time is generated assuming the main line control vehicle continues its latest run. For a merging control vehicle that may interfere with the main line control vehicle in the merging section, information is generated regarding the passing point and passing time at which the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle travels from the starting point to the ending point. A control system for an air traffic control vehicle according to claim 1.

3. Multiple control vehicles that control the autonomous driving of their own vehicle using individual control information received, A server device that generates individual control information for each of the multiple control vehicles and transmits it to each of the multiple control vehicles, It has, The server device is A server communication device that receives driving information from each of the multiple control vehicles, including at least the driving position of each vehicle, A database for accumulating and recording the driving information of multiple control vehicles, When the server communication device receives the driving information from each of the control vehicles, a pre-processing unit records the driving time along with the driving position of the control vehicle in the database. A control control unit that periodically generates individual control information for each of the multiple control vehicles using the information recorded in the database, It has, The control unit, If, among the multiple control vehicles recorded in the database, there is a main lane control vehicle traveling on the main lane and a merging lane control vehicle traveling on the merging lane, Regarding the main line control vehicle, information on the passing points and the time of passing points in the merging section is generated for the case where the main line control vehicle continues its latest run, and transmitted to the main line control vehicle as the individual control information. Regarding the merging control vehicle, information is generated regarding the passing points and the time of passing each point in the merging section, such that the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle travels to pass each point at the specified time, and this information is transmitted to the merging control vehicle as individual control information. If the aforementioned main line control vehicles are traveling in a convoy of multiple vehicles on the main line lane, the passing points and passing times for the second and subsequent main line control vehicles in the convoy are generated by shifting the passing times among the passing points and passing times for the main line control vehicles in order from the leading vehicle in the convoy, or If the aforementioned merging control vehicles are traveling in a convoy on the merging lane, the passing points and passing times for the second and subsequent merging control vehicles in the convoy are generated by shifting the passing times of the merging control vehicles in order from the leading vehicle in the convoy. Control system for air traffic control vehicles.

4. The control unit, When multiple main line control vehicles are traveling in a convoy, and multiple merging control vehicles are traveling in a convoy, The passing point and time for the leading main line control vehicle in the convoy, and the passing point and time for the leading merging control vehicle in the convoy, are generated in a manner that suppresses interference. The passing points and passing times for the second and subsequent main line control vehicles in the convoy are generated by shifting the passing times among the passing points and passing times for the main line control vehicles in order from the leading end of the convoy. The passing points and passing times for the second and subsequent merging control vehicles in the convoy are generated by shifting the passing times among the passing points and passing times for the merging control vehicles in order from the leading end of the convoy. A control system for an air traffic control vehicle according to claim 3.

5. Multiple control vehicles that control the autonomous driving of their own vehicle using individual control information received, A server device that generates individual control information for each of the multiple control vehicles and transmits it to each of the multiple control vehicles, It has, The server device is A server communication device that receives driving information from each of the multiple control vehicles, including at least the driving position of each vehicle, A database for accumulating and recording the driving information of multiple control vehicles, When the server communication device receives the driving information from each of the control vehicles, a pre-processing unit records the driving time along with the driving position of the control vehicle in the database. A control control unit that periodically generates individual control information for each of the multiple control vehicles using the information recorded in the database, It has, The control unit, If, among the multiple control vehicles recorded in the database, there is a main lane control vehicle traveling on the main lane and a merging lane control vehicle traveling on the merging lane, Regarding the main line control vehicle, information on the passing points and the time of passing points in the merging section is generated for the case where the main line control vehicle continues its latest run, and transmitted to the main line control vehicle as the individual control information. Regarding the merging control vehicle, information is generated regarding the passing points and the time of passing each point in the merging section, such that the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle travels to pass each point at the specified time, and this information is transmitted to the merging control vehicle as individual control information. When a group of merging control vehicles traveling in a line on the merging lane are to merge onto the main lane, the passing points and times for the second and subsequent merging control vehicles in the group merging simultaneously are generated by shifting the passing points in the passing points and times for each vehicle, starting from the leading vehicle in the group merging simultaneously. The passing points and times for the main lane control vehicle that is behind the group of merging control vehicles merging simultaneously are generated by shifting the passing times for the main lane control vehicle that is in front of the group merging simultaneously. Control system for air traffic control vehicles.

6. Multiple control vehicles that control the autonomous driving of their own vehicle using individual control information received, A server device that generates individual control information for each of the multiple control vehicles and transmits it to each of the multiple control vehicles, It has, The server device is A server communication device that receives driving information from each of the multiple control vehicles, including at least the driving position of each vehicle, A database for accumulating and recording the driving information of multiple control vehicles, When the server communication device receives the driving information from each of the control vehicles, a pre-processing unit records the driving time along with the driving position of the control vehicle in the database. A control control unit that periodically generates individual control information for each of the multiple control vehicles using the information recorded in the database, It has, The control unit, If, among the multiple control vehicles recorded in the database, there is a main lane control vehicle traveling on the main lane and a merging lane control vehicle traveling on the merging lane, Regarding the main line control vehicle, information on the passing points and the time of passing points in the merging section is generated for the case where the main line control vehicle continues its latest run, and transmitted to the main line control vehicle as the individual control information. Regarding the merging control vehicle, information is generated regarding the passing points and the time of passing each point in the merging section, such that the merging control vehicle does not interfere with the main line control vehicle when the main line control vehicle travels to pass each point at the specified time, and this information is transmitted to the merging control vehicle as individual control information. If a non-controlled vehicle is included among a plurality of main-line controlled vehicles traveling in a line on the main lane, the passing point and time for the main-line controlled vehicle behind the non-controlled vehicle are generated by shifting the passing time of the main-line controlled vehicle ahead of the non-controlled vehicle, and the passing point and time for the merging controlled vehicle are generated to be later than the passing point and time for the main-line controlled vehicle behind the non-controlled vehicle. Control system for air traffic control vehicles.

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