Control system for supervised 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

Control system for control vehicles

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

[0002] Autonomous self-driving vehicles are being developed that determine the driving environment of the vehicle based on detection information from vehicle sensors installed in the vehicle and autonomously control the driving of the vehicle accordingly (Patent Documents 1 and 2).

[0003] JP 2019-086964 A JP 2019-067059 A

[0004] Incidentally, vehicles, including autonomous vehicles, do not simply travel on straight roads, but may also travel through merging sections where the road they are traveling on merges with another road, as described in Patent Documents 1 and 2. In such cases, the vehicle is required to travel through the merging section so as not to interfere with other vehicles traveling on other roads. In general, when traveling through a merging section, a main lane vehicle traveling in the main lane of the road where the vehicle is merging has priority over a merging vehicle traveling in the merging lane of the merging road.

[0005] In such a merging section, an autonomous vehicle is required to give priority to main lane vehicles over merging vehicles and travel in a manner that does not interfere with other vehicles in the merging section. Meanwhile, an autonomous vehicle basically determines its own driving environment based on detection information from its own vehicle sensor and controls its own vehicle travel accordingly. In this case, if the autonomous vehicle is, for example, a main lane vehicle, the autonomous vehicle will initiate driving control to avoid interference with the merging control vehicle in the merging section after detecting a merging vehicle by its own vehicle sensor. Similarly, if the autonomous vehicle is, for example, a merging vehicle, the autonomous vehicle will initiate driving control to avoid interference with the main lane vehicle in the merging section after detecting a main lane vehicle by its own vehicle sensor. In this way, an autonomous vehicle traveling autonomously will initiate driving control to avoid interference with other vehicles after entering a merging section where it directly detects other vehicles.

[0006] However, such autonomous driving control of an autonomous vehicle that begins after entering a merging section may involve sudden changes in speed, etc. In a merging section, for example, the driving environment may be such that an autonomous vehicle is driving in a merging lane while another vehicle is driving alongside in the main lane. In this case, the autonomous vehicle is required to decelerate to move behind the other vehicle in the limited merging section, and then accelerate to match the speed of the other vehicle while changing lanes. Occupants of the autonomous vehicle may feel uncomfortable with control that involves sudden changes in speed, etc.

[0007] As such, improvements are required for the driving control of autonomous vehicles when driving in merging sections.

[0008] A control system for a control vehicle according to one embodiment of the present invention includes a plurality of control vehicles that control the autonomous driving of their own vehicle using received individual control information, and a server device that generates individual control information for each of the plurality of control vehicles and transmits the individual control information to each of the plurality of control vehicles, wherein the server device includes a server communication device that receives driving information including at least the driving position of each of the plurality of control vehicles from each of the plurality of control vehicles, a database that accumulates and records the driving information of the plurality of control vehicles, a preprocessing unit that, when the server communication device receives the driving information from each of the control vehicles, records the driving position of the control vehicle together with the driving time in the database, and a control control unit that periodically generates the individual control information for each of the plurality of control vehicles using the information recorded in the database, and the control control When, among the plurality of control vehicles recorded in the database, there are a main line control vehicle traveling on the main line lane toward a merging section where a main line lane and a merging lane merge, and a merging control vehicle traveling on the merging lane, the control unit generates information about the passing point and the passing time of the passing point for the merging section for the main line control vehicle when the main line control vehicle continues its latest traveling, and transmits this information to the main line control vehicle as the individual control information, and generates information about the passing point and the passing time of the passing point for the merging section for the merging control vehicle when the main line control vehicle travels so as to pass the passing point at the passing time, and transmits this information to the merging control vehicle as the individual control information.

[0009] In a control system for a controlled vehicle according to the present invention, a server device generates individual control information for each of a plurality of controlled vehicles based on travel information for the plurality of controlled vehicles and individually transmits the information to each of the plurality of controlled vehicles. The plurality of controlled vehicles control their own autonomous travel using the individual control information they receive. The server device may store information in a database indicating that the plurality of controlled vehicles include a main lane controlled vehicle traveling in the main lane toward a merging section where a main lane and a merging lane merge, and a merging controlled vehicle traveling in the merging lane. In this case, the control control unit of the server device generates, for the main lane controlled vehicle, information on the passing point and the passing time of the passing point for the merging section, which is information that indicates that the main lane controlled vehicle will not interfere with the main lane controlled vehicle when traveling so as to pass the passing point at the passing time. As a result, a main lane control vehicle traveling in the main lane toward the merging section can use the received individual control information for its own vehicle to travel through the merging section while continuing its latest travel. Furthermore, a merging control vehicle traveling in the merging lane toward the merging section can travel through the merging section so as not to interfere with the main lane control vehicle. This invention allows the main lane control vehicle to be given priority over the merging control vehicle, while controlling travel through the merging section so that the main lane control vehicle and the merging control vehicle do not interfere with each other in the merging section. Furthermore, in this invention, the control control unit of the server device generates and transmits information on the passing points and passing times for each of the main lane control vehicle and the merging control vehicle as individual control information for both the main lane control vehicle and the merging control vehicle. Therefore, even if communication with the server device is subsequently temporarily interrupted, the main lane control vehicle and the merging control vehicle can control their travel so as not to interfere with each other, according to the passing points and passing times they have already received. In contrast, if, for example, information on the passing point and passing time for the merging section is sent to only one of the main line control vehicle and the merging control vehicle, there is a possibility that the subsequent travel of the other control vehicle will differ from what is assumed by the server device.In this case, even if only one of the controlled vehicles is traveling according to the information from the server device, there is still a possibility that the reliability of the traveling of the other controlled vehicle, with which communication is temporarily interrupted, cannot be guaranteed. In the present invention, the server device's control over the traveling of the controlled vehicle in the merging section can be initiated from the stage when the controlled vehicle is traveling toward the merging section. The controlled vehicle can be in a traveling state suitable for merging in the merging section. As a result, in the present invention, the traveling of the controlled vehicle in the merging section is less likely to involve sudden speed changes, compared to when an autonomous vehicle controls the traveling through autonomous driving and initiates traveling control to suppress interference with other vehicles once the vehicle enters the merging section. The occupants of the controlled vehicle are less likely to feel uncomfortable with the autonomous driving of the controlled vehicle.

[0010] In this way, in the present invention, the control vehicle as an automatically driven vehicle can improve driving in merging sections by controlling the driving of the own vehicle under the control of the server device.

[0011] FIG. 1 is a configuration diagram of a control vehicle control system according to an embodiment of the present invention. FIG. 2 is an explanatory diagram of an example of a control system for a control vehicle. FIG. 3 is a configuration diagram of the server device of FIG. 1. FIG. 4 is a timing chart showing the overall flow of control for individually controlling the traveling of multiple control vehicles in the control vehicle control system of FIG. 1. FIG. 5 is a flowchart of merging section control for a control vehicle traveling toward a merging section in a first embodiment of the present invention. FIG. 6 is a road map corresponding to the main lane and merging lane in FIG. 1. FIG. 7 is an explanatory diagram of an S-chart for a main lane, showing interference determination between the main lane control vehicle and the merging control vehicle of FIG. 1 and waypoints generated for each control vehicle accordingly. FIG. 8 is a flowchart of merging section control for a plurality of control vehicles traveling in a line toward a merging section in a second embodiment of the present invention. FIG. 9 is an explanatory diagram of an S-chart of a main lane, showing interference determination between multiple main lane control vehicles and multiple merging control vehicles and waypoints generated for each controlled vehicle accordingly. FIG. 10 is a road diagram showing a development of main lane lanes and merging lanes to illustrate an example of a state in which multiple merging control vehicles and multiple main lane control vehicles are fast-merging under the control of FIG. 9. FIG. 11 is a flowchart of control of a merging section in a case where a non-controlled vehicle is included among multiple controlled vehicles traveling in a line toward the merging section, according to a third embodiment of the present invention. FIG. 12 is a road diagram showing a development of main lane lanes and merging lanes to illustrate an example of group merging in a case where a non-controlled vehicle is included among multiple merging control vehicles. FIG. 13 is a road diagram showing a development of main lane lanes and merging lanes to illustrate an example of merging in a case where a non-controlled vehicle is included among multiple main lane control vehicles.

[0012] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0013] [First Embodiment] Fig. 1 is a configuration diagram of a traffic control vehicle control system 1 according to an embodiment of the present invention. A plurality of vehicles 2 shown in Fig. 1 are traveling toward a merging section R1 where a main lane 91 and a merging lane 92 merge. The main lane vehicles 2 traveling on the main lane 91 continue traveling on the main lane 91 and pass through the merging section R1. The merging vehicles 2 traveling on the merging lane 92 travel on the merging lane 92 and, upon reaching the merging section R1, change lanes from the merging lane 92 to the main lane 91. Thereafter, the merging vehicles travel on the main lane 91 and pass through the merging section R1.

[0014] Meanwhile, development is underway for vehicles such as the automobile 2, which perform autonomous control for autonomous driving instead of conventional manual driving by a driver. In addition to the automobile 2, other vehicles that travel along road lanes include, for example, trucks, buses, motorcycles, and personal mobility vehicles. An autonomous vehicle that travels autonomously has a vehicle sensor such as an exterior camera. The autonomous vehicle determines the vehicle's driving environment based on detection information from the vehicle sensor and autonomously controls the vehicle's driving according to the determined driving environment. The autonomous driving of the automobile 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 assist the driver in manual driving. However, even in level 2 autonomous driving, the automobile 2 can maintain its lane and follow a preceding vehicle by combining, for example, adaptive cruise control (ACC) control, such as leading vehicle following, with lane keeping control.

[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 so as not to interfere with other vehicles traveling in other lanes. Generally, in the merging section R1, a main lane vehicle 2 traveling in a main lane 91 where the autonomous vehicle is merging has priority over a merging vehicle 2 traveling in a merging lane 92 from which the autonomous vehicle is merging. Therefore, it is desirable for the autonomous vehicle to drive through the merging section R1 while giving priority to the main lane vehicle 2 over the merging vehicle 2 and not interfering with other vehicles in the merging section R1.

[0016] On the other hand, as described above, an autonomous vehicle determines its own vehicle's driving environment based on detection information from its own vehicle sensor and controls its own vehicle's driving accordingly. For example, when traveling in main lane 91, the autonomous vehicle initiates driving control to suppress interference with the merging vehicle 2 in merging section R1 after the merging vehicle 2 is detected by its own vehicle sensor. Also, when traveling in a merging autonomous vehicle, the autonomous vehicle initiates driving control to suppress interference with the main lane vehicle 2 in merging section R1 after the main lane vehicle 2 is detected by its own vehicle sensor. In this way, an autonomous vehicle that autonomously controls its own vehicle's driving based on detection by its own vehicle sensor basically initiates driving control of its own vehicle to prevent interference with other vehicles only after the autonomous vehicle enters merging section R1 where other autonomous vehicles can be detected.

[0017] However, if cruise control to avoid interference with other vehicles is initiated after entering the merging section R1, the control must be completed within the merging section R1 at the latest, which may involve sudden speed changes. For example, an autonomously driven vehicle may be traveling in the merging lane 92 while another vehicle is traveling alongside in the main lane 91. In this case, the autonomously driven vehicle is required to decelerate so as to be behind the other vehicle in the remaining merging section R1, and then change lanes in the remaining merging section R1 at that time and accelerate to keep up with the other vehicle's speed. Passengers in the autonomously driven vehicle may feel uncomfortable with control that involves sudden speed changes. Thus, cruise control for autonomously driven vehicles is required to be improved for driving in the merging section R1. The autonomous driving of autonomously driven vehicles has limitations in terms of cruise control in the merging section R1.

[0018] In order to solve such problems, this embodiment uses a control vehicle control system 1 shown in FIG. 1 . The control vehicle control system 1 of FIG. 1 includes a plurality of control vehicles AD traveling on a road and a server device 3 that transmits and receives driving information, individual control information, and the like to and from the plurality of control vehicles AD via a communication system 6. FIG. 1 shows the plurality of control vehicles AD, including a main line control vehicle AD traveling on a main lane 91 and a merging control vehicle AD traveling on a merging lane 92. The communication system 6 of FIG. 1 also includes a plurality of base stations 7 that are provided 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 be formed from a carrier communication network that provides base stations, the Internet, a communication network of a service company that provides server devices, or the like.

[0019] The controlled vehicle AD is an autonomous vehicle that is traveling by autonomous driving under the control of the server device 3. The controlled vehicle AD may basically be an autonomous vehicle that is capable of traveling by autonomous driving of level 3 or higher, but in some cases may include an autonomous vehicle that is capable of traveling by autonomous driving of level 2. Even an autonomous vehicle that can only travel by autonomous driving of level 2 can be made to travel by autonomous driving equivalent to or higher than level 3 under the control of the server device 3. In contrast, a non-controlled vehicle, which will be described later, is an automobile 2 that is not traveling by autonomous driving under the control of the server device 3. Examples of non-controlled vehicles include an automobile 2 that is traveling by manual driving, an autonomous vehicle that travels by autonomous driving control without the control of the server device 3, an autonomous vehicle that does not have an autonomous driving function under the control of the server device 3, and an autonomous vehicle that travels by autonomous driving under the control of another service.

[0020] The driving information is information that the control vehicle AD transmits to the server device 3, and includes the latest position and time of the vehicle, which is used for traffic control by the server device 3. The driving information may include information other than the latest position and time of the control vehicle AD, such as information on the driving state, such as vehicle speed and driving direction, and information such as images detected by the vehicle's sensor.

[0021] The individual control information is control information generated individually by the server device 3 for each control vehicle AD. The individual control information includes information that the control vehicle AD can use to control the traveling of its own vehicle. The individual control information may include, for example, control information such as whether or not there is an acceleration request, whether or not there is a deceleration request, whether or not there is a stop request, whether or not there is a steering request, and whether or not there is a vehicle speed maintenance request. In this case, the control vehicle AD that controls the traveling under the control of the server device 3 may generate a control value according to the received individual control information and control the traveling of its own vehicle using the control value. Furthermore, as will be described later, the individual control information may include information on the passing points and passing times of each control vehicle AD. In this case, the individual control information may include only information on the passing points and passing times, or may also include the above-described control information. In this case, the control vehicle AD that controls the traveling under the control of the server device 3 may generate a control value so that the vehicle passes through the passing points included in the received individual control information at the passing times, and control the traveling of its own vehicle using the control value. The individual control information may also include information on remote control values ​​equivalent to the control values ​​generated by the control vehicle AD within the vehicle itself. In this case, the control vehicle AD, which controls its traveling under the control of the server device 3, may control the traveling of its own vehicle using the remote control values ​​included in the received individual control information. The individual control information may also include information on the traveling environment, such as traffic information, which the control vehicle AD can use for autonomous control. The information included in the individual control information does not need to be the same for all of the multiple control vehicles AD controlled by the server device 3. The server device 3 may change the information included in the individual control information depending on the function or type of the control vehicle AD involved in generating the individual control information.

[0022] FIG. 2 is an explanatory diagram of an example of a control system 10 of a control vehicle AD. The control system 10 of the control vehicle AD in FIG. 2 includes a vehicle network 17 and multiple control devices connected thereto. In FIG. 2, examples of the multiple control devices include a sensor control device 11, a cruise control device 12, a drive control device 13, a steering control device 14, a braking control device 15, and an external vehicle 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. Operational members such as a steering wheel and pedals that are operated by the driver during manual driving are connected to the operation control device. Furthermore, each control device shown in FIG. 2 may be divided into multiple devices and connected to the vehicle network 17. Note that autonomous vehicles other than the control vehicle AD may also be equipped with a control system 10 similar to that shown in FIG. 2.

[0023] The vehicle network 17 may be a vehicle-specific network such as a Controller Area Network (CAN), a Local Interconnect Network (LIN), or a broadband network for vehicles. The vehicle network 17 may also 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 provided 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 vehicle sensors provided on the control vehicle AD, and outputs detected values ​​of the various vehicle sensors or processed information obtained by processing the detected values ​​to other control devices via the vehicle network 17. In Fig. 2, examples of vehicle sensors connected to the sensor control device 11 include a GNSS receiver 21, an outside vehicle camera 22, and an acceleration sensor 23. In addition to these, a vehicle speed sensor that detects the speed of the control vehicle AD, a steering sensor that detects the steering angle of the steering wheels of the control vehicle AD, and the like may also be connected to the sensor control device 11.

[0025] The GNSS receiver 21 receives radio waves from a plurality of GNSS satellites 110 as shown in FIG. 1, and generates information on the position and time of the control vehicle AD.

[0026] The exterior camera 22 captures images of the driving environment around the control vehicle AD traveling on a road or the like. The exterior camera 22 may be a monocular camera, a compound camera, or a 360-degree camera. It is desirable that the exterior camera 22 be capable of capturing images of at least the front of the traveling control vehicle AD. Other devices 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 unevenness information on the road surface around the vehicle, the types of other vehicles around the vehicle, and their relative directions and distances, based on information about the driving environment, such as the images captured by the exterior 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 each of the yaw, pitch, and roll directions. The sensor control device 11 may also time-integrate the acceleration of the acceleration sensor 23 to generate information on the speed of the control vehicle AD.

[0028] A vehicle communication device 29 provided in the control vehicle AD is connected to the exterior-vehicle communication control device 16. The vehicle communication device 29 establishes a wireless communication path with a base station 7 with which communication is possible. The exterior-vehicle communication control device 16 controls the operation of the vehicle communication device 29 and transmits and receives information to and from the server device 3 via the vehicle communication device 29 and the base station 7. For example, the exterior-vehicle communication control device 16 outputs information that the vehicle communication device 29 receives from the server device 3 or the base station 7 to other control devices via the vehicle network 17. The exterior-vehicle communication control device 16 transmits information input from other control devices via the vehicle network 17 to the server device 3 via the vehicle communication device 29 and the base station 7.

[0029] The drive control device 13 includes an engine that generates drive power using, for example, gasoline or hydrogen as fuel, a motor that generates drive power using electricity, a transmission, or a drive device that combines these, which is provided in the control vehicle AD. The drive control device 13 controls the operation of the drive device using control values ​​obtained through the vehicle network 17.

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

[0031] The braking control device 15 is connected to a braking device provided in the control vehicle AD. The braking control device 15 controls the operation of the braking device based on a control value acquired through the vehicle network 17.

[0032] The driving control device 12 controls the driving of the control vehicle AD. When controlling driving in manual driving mode, the driving control device 12 may generate control values ​​corresponding to the driver's operation amounts of the steering wheel, pedals, etc. In this case, for driving assistance, the driving control device 12 may determine information on the driving state of the vehicle and information on the surrounding area of ​​the vehicle and adjust the control values ​​accordingly. In the case of autonomous automatic driving, the driving control device 12 acquires information on the driving state of the vehicle and information on the surrounding area of ​​the vehicle from the sensor control device 11 and generates control values ​​according to the information. In this case, the driving control device 12 may, for example, determine the conditions of the road and lane on which the vehicle is traveling based on the latest position of the vehicle in the high-precision map data 24, and generate control values ​​for steering and acceleration / deceleration. When driving as a control vehicle AD under the control of the server device 3, the driving control device 12 acquires individual control information from the server device 3 and generates control values ​​according to the information. In this case, the driving control device 12 may determine information on the driving state of the vehicle and information on the surrounding area of ​​the vehicle and generate control values ​​accordingly. The driving control device 12 may switch between the various driving controls described above based on individual control information, detection information of the vehicle itself, or an operation by the driver.

[0033] For example, if the cruise control device 12 determines, based on the latest image captured by the exterior camera 22, that another moving object is approaching in front of the vehicle, or if the individual control information includes information indicating an equivalent determination result, the cruise control device 12 generates a control value for deceleration and outputs it to the brake control device 15. The brake control device 15 executes deceleration control in accordance with the control value. This allows the control vehicle AD to autonomously decelerate or stop so as not to interfere with the preceding vehicle. Furthermore, if the cruise control device 12 determines, based on the latest image captured by the exterior camera 22, that the stopped vehicle is ready to start, or if the individual control information includes information indicating an equivalent determination result, the cruise control device 12 generates a control value for acceleration and outputs it to the drive control device 13. The drive control device 13 executes acceleration control in accordance with the control value. This allows the control vehicle AD to autonomously accelerate and start so as to follow the preceding vehicle. Furthermore, if the driving control device 12 determines that the vehicle is likely to deviate from its lane based on the latest image captured by the exterior camera 22, or if the individual control information includes information indicating an equivalent determination result, the driving control device 12 generates a control value for steering and outputs it to the steering control device 14. The steering control device 14 executes steering control in accordance with the control value. This changes the direction of the controlled vehicle AD while it is traveling, allowing the controlled vehicle AD to travel in a manner that maintains the lane it is traveling in. Furthermore, if the driving control device 12 determines that the vehicle needs to turn right, left, or change lanes by comparing the vehicle's position obtained by the GNSS receiver 21 with the high-precision map data 24, or if the individual control information includes information indicating an equivalent determination result, the driving control device 12 generates a control value for steering and outputs it to the steering control device 14. The steering control device 14 executes steering control in accordance with the control value. This allows the controlled vehicle AD to turn right, turn left, or change lanes. By these driving controls, the driving control device 12 can control the control vehicle AD to drive autonomously based on the detection of the vehicle's own sensor. Also, the driving control device 12 can control the control vehicle AD to drive in accordance with the control of the server device 3.

[0034] Fig. 3 is a configuration diagram of the server device 3 in Fig. 1. The server device 3 in Fig. 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 transmits and receives driving information including at least the driving position of each vehicle, individual control information, and the like, between the vehicle communication devices 29 provided in the control vehicles AD. As a result, the server communication device 31 receives driving information regarding the driving of each of the control vehicles AD. The server communication device 31 may also receive driving information of automobiles 2 other than the control vehicles AD through the communication system 6.

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

[0037] The server DB 35 accumulates and records the driving information of each of the plurality of control vehicles AD under the control of the server device 3. The server DB 35 may be provided with, for example, server map data 51, a vehicle position / behavior DB (database) 52, and the like, as will be described later.

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

[0039] Travel information received from a plurality of control vehicles AD is accumulated and recorded in the vehicle position behavior DB 52. Travel information of automobiles 2 other than the control vehicles AD may also be accumulated and recorded in the vehicle position behavior DB 52.

[0040] The server memory 33 records data such as programs executed by the server CPU 34 and setting values.

[0041] The server CPU 34 reads and executes programs recorded in the server memory 33. This allows the server device 3 to function as a server control unit that controls its operation. The server device 3 also includes functions of the server control unit, such as a pre-processing unit 41 and a control control unit 42, as described below. Each time the server communication device 31 receives driving information from each control vehicle AD, the pre-processing unit 41 classifies the received latest driving information of the control vehicle AD for each control vehicle AD and records the information 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 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 travel of multiple control vehicles AD in the control vehicle control system 1 of Figure 1. Note that due to the size of the drawing, only one control vehicle AD is shown in Figure 4. Figure 4 shows the travel control device 12 of the control vehicle AD, and the preprocessing unit 41 and control unit 42 of the server device 3. Time flows from top to bottom. Figure 4 also shows the server map data 51 and vehicle position behavior DB 52 of the server device 3.

[0043] Here, the server map data 51 may be about roads on which autonomous vehicles such as the traffic control vehicle AD can travel. It is generally preferable to use high-precision map data including information about each lane of a road, information about intersections, and the like as the server map data 51. For example, FIG. 1 shows a merging section R1 between a main lane 91 of a main road and a merging lane 92 of a merging road. The server map data 51 may include information about the location of the main lane 91 and the location of the merging lane 92 for the road in the merging section R1, as shown in the road line map of FIG. 6 (described later).

[0044] When the server communication device 31 receives new driving information from each controlled vehicle AD under its control, the preprocessing unit 41 executes preprocessing control to record the received information in the vehicle position / behavior DB 52. As a result, information such as the latest positions of multiple controlled vehicles AD under the control of the server device 3 can be accumulated and recorded in the vehicle position / behavior DB 52. When the preprocessing unit 41 receives information about a moving object such as a vehicle 2 traveling on a road other than the controlled vehicle AD, the preprocessing unit 41 may execute preprocessing control to record the received information in the vehicle position / behavior DB 52. In this case, information such as the latest positions of non-controlled vehicles not under the control of the server device 3 is accumulated and recorded in the vehicle position / behavior DB 52. An intersection camera for ADAS captures images of vehicles 2 passing through intersections. Based on such information, the vehicle position / behavior DB 52 may record the positions of all vehicles 2 within the jurisdiction of the server device 3. Furthermore, in the vehicle position / behavior DB 52, the driving information of multiple vehicles 2 may be accumulated so as to be categorized for each vehicle 2 using identification information issued for each vehicle 2.

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

[0046] In such a control vehicle control system 1, the server device 3 can basically periodically and repeatedly generate multiple pieces of individual control information for controlling the driving of multiple control vehicles AD driving within its jurisdiction under the control of the preprocessing unit 41 and the control control unit 42. Then, in the control vehicle AD receiving the individual control information, the driving control device 12 thereof can use the individual control information received from the server device 3 to generate control values ​​in accordance with the requirements of the individual control information, thereby controlling the autonomous driving of the vehicle itself. Under the control of the server device 3, the multiple control vehicles AD can safely drive autonomously without interfering with each other by executing driving control basically in accordance with the control of the server device 3.

[0047] For example, the driving control device 12 of the control vehicle AD acquires driving information of its own vehicle in step ST1 and transmits the driving information of its own vehicle to the server device 3 in step ST2. The driving control device 12 also generates control values ​​for driving control in step ST3 using the driving information of its own vehicle and the individual control information of its own vehicle received from the server device 3, and executes driving control of its own vehicle in step ST4. The driving control device 12 of the control vehicle AD periodically repeats driving control under such control, as shown by repeating steps ST1 to ST4 in Figure 4. This allows the driving control device 12 of the control vehicle AD to continue controlling the driving of its own vehicle based on the latest driving state of its own vehicle as well as 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 step ST12 in the vehicle position behavior DB 52. Every time the pre-processing unit 41 receives new driving information from each control vehicle AD, the pre-processing unit 41 repeats the processes from step ST11 to step ST12. As a result, information on the driving states of each of the multiple control vehicles AD, from the past to the latest, is accumulated and recorded in the vehicle position behavior DB 52.

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

[0050] When the control vehicle AD receives the individual control information based on the interference determination by the server device 3, the control vehicle AD executes driving control in accordance with the individual control information. However, even if control is executed under such control, there remains a possibility that the driving state of the control vehicle AD is not the driving state desired by the server device 3. In this case, the server device 3 transmits individual control information to the control vehicle AD to further suppress interference. As a result, the control vehicle AD controls its driving based on the individual control information multiple times, and may ultimately achieve the driving state expected by the server device 3. Furthermore, the control vehicle AD can be expected to continue driving in the state expected by the server device 3. In this way, when the driving control device 12 of each of the multiple control vehicles AD receives the individual control information of its own vehicle from the server device 3, it repeatedly executes driving control of its own vehicle using the received individual control information. The control vehicle AD can control the autonomous driving driving under the control of the server device 3 so that the driving is as expected by the server device 3.

[0051] Next, the merging section control in this embodiment will be described. In this embodiment, an example suitable for a case where all of the vehicles 2 in the merging section R1 and the section before it shown in FIG. 1 are control vehicles AD will be described.

[0052] Fig. 5 is a flowchart of the merging section R1 control for a control vehicle AD traveling toward the merging section R1 in the first embodiment of the present invention. The server CPU 34, as the control control unit 42, repeatedly executes the merging section control of Fig. 5 for the control vehicle AD traveling toward the merging section R1. The server CPU 34 repeatedly executes the merging section control of Fig. 5 for the merging section control (step ST20) including steps ST13 to ST16 of Fig. 4 for the control vehicle AD traveling toward the 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 FIG. 1 based on the positions of the vehicles 2 stored in the vehicle position / behavior DB 52 of the server DB 35. The vehicle position / behavior DB 52 stores the latest driving information, such as the position, time, and vehicle speed, of the vehicles 2, including the vehicles controlled by the traffic control vehicles AD. The server CPU 34 may estimate the position of each vehicle 2 at the time of processing step ST21 based on the latest position, time, and vehicle speed. The server CPU 34 may then select all vehicles 2 within a predetermined range traveling toward the merging section R1 as shown in FIG. 1, for example, in a section R2 just before the merging section R1, as a group of vehicles 2 traveling toward the merging section R1. At this time, the server CPU 34 may also select the vehicles 2 in the merging section R1 as part of the vehicle group. As a result, if there are a main line control vehicle AD and a merging control vehicle AD traveling toward the merging section R1 from among the multiple control vehicles AD recorded in the server DB 35, the server CPU 34 can select these control vehicles AD as a vehicle group.

[0054] In step ST22, the server CPU 34 maps the multiple vehicles 2 selected for the vehicle group in step ST1 onto an S chart for each lane, as shown in FIG. 6 , which will be described later. The S chart is 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, a main lane control vehicle AD traveling toward the merging section R1 is mapped onto the S chart for the main lane 91. Furthermore, a merging control vehicle AD traveling toward the merging section R1 is mapped onto the S chart for the merging lane 92. The multiple vehicles 2 in the merging section R1 of FIG. 1 are mapped onto the S chart for the main lane 91 and the S chart for the merging lane 92. The driving environment in the merging section R1 of FIG. 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 vehicles 2 one by one in order from the front of the vehicle group.

[0056] In step ST24, the server CPU 34 determines whether the vehicle 2 selected in step ST23 will interfere with another vehicle. The server CPU 34 may determine the possibility of interference based on, for example, the degree of proximity between the positions or the arrival times of the merging vehicle 2 and the main line vehicle 2 traveling toward the merging section R1, when the merging vehicle 2 and the main line vehicle 2 continue their respective most recent travels. For example, if the positions of the merging vehicle 2 and the main line vehicle 2 are equal to or less than a threshold, the server CPU 34 may determine that there is a possibility of interference. On the other hand, if the positions of the merging vehicle 2 and the main line vehicle 2 are not equal to or less than the 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 the vehicle 2. Alternatively, the threshold may be, for example, the vehicle length plus the inter-vehicle distance. If it is determined that there is a possibility of interference, the server CPU 34 proceeds to step ST26. If it is determined that there is no possibility of interference, the server CPU 34 advances the process to step ST25.

[0057] Step ST25 is a process executed when the vehicle 2 selected in step ST23 is at a potential risk of interference with another vehicle. For each of the main lane control vehicles AD and the merging control vehicles AD that are not at a potential risk of interference in the merging section R1, the server CPU 34 generates individual control information for continuing to travel in the merging section R1 while maintaining their current travel and speed as individual control information for continuing their latest travel and merging. The individual control information generated in step ST25 does not need to include information about the passing points and passing times for the merging section R1, as in steps ST27 and ST28 described below. The server CPU 34 then proceeds to step ST29.

[0058] Step ST26 is a process executed when there is a possibility that the vehicle 2 selected in step ST23 will interfere with another vehicle. The server CPU 34 first determines whether the vehicle 2 selected in step ST23 is a main line vehicle 2 on the main line side. If the selected vehicle 2 is on the main line side, the server CPU 34 proceeds to step ST27. On the other hand, if the selected vehicle 2 is not on the main line side, i.e., is on the merging side, the server CPU 34 proceeds to step ST28.

[0059] In step ST27, the server CPU 34 generates information on passing points and passing times for the main line vehicle 2. In this case, the server CPU 34 may select points closer to the end point G2 of the merging section R1 than the current location of the main line vehicle 2, for example, the start point G1 and end point G2 of the merging section R1 in FIG. 1 , as two passing points for the main line vehicle 2. The server CPU 34 may then calculate the passing times of each passing point when the main line vehicle 2 travels from its current location while maintaining its most recent vehicle speed. If there is a preceding vehicle for the selected main line vehicle 2, the server CPU 34 may calculate the passing times of each passing point when the main line vehicle 2 continues traveling similar to its most recent traveling speed, under the restriction that it will not approach the preceding vehicle in the merging section R1 of the main lane 91. The server CPU 34 then proceeds to step ST29.

[0060] In step ST28, the server CPU 34 generates information on passing points and passing times for the merging vehicle 2. In this case, the server CPU 34 may select, as two passing points for the merging vehicle 2, points closer to the end point (G2) of the merging section R1 than the current location of the merging vehicle 2, for example, the start point G1 and end point G2 of the merging section R1 in FIG. 1 . Then, when a main line vehicle 2 with a possibility of interference travels in step ST27 so as to pass the passing points at the passing times, the server CPU 34 may calculate the passing times of each passing point for the merging vehicle 2 so as to ensure a predetermined inter-vehicle distance between the merging vehicle 2 and the main line vehicle 2. This allows the server CPU 34 to calculate passing points and passing times for the merging vehicle 2 that are unlikely to interfere with the main line autonomous vehicle. The server CPU 34 then 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 traveling under the control of the server device 3 can receive the individual control information for its own vehicle from the server device 3 and control the traveling of its own vehicle in accordance with the information, as shown in FIG.

[0062] In step ST30, the server CPU 34 determines whether the selection process in step ST23 has been completed for all vehicles 2 in the vehicle group. If the selection process has not been completed for all vehicles 2 in the vehicle group, the server CPU 34 returns the process to step ST23. The server CPU 34 repeats the processes from step ST23 to step ST30 until the selection process has been completed for all vehicles 2 in the vehicle group. As a result, all of the multiple control vehicles AD traveling toward the merging section R1 under the control of the server device 3 can receive their own individual control information from the server device 3 and control their own traveling accordingly. When the selection process has been completed for all automatically driven vehicles in the vehicle group, the server CPU 34 ends this control.

[0063] This allows the server CPU 34 to determine the possibility of interference at the merging section R1 between the merging control vehicle AD and the main line control vehicle AD traveling toward the merging section R1 if they continue their respective most recent traveling. For the main line control vehicle AD and the merging control vehicle AD that are not likely to interfere at the merging section R1, the server CPU 34 can generate individual control information for continuing their respective most recent traveling through the merging section R1 that does not include information on passing points and passing times. Furthermore, for the main line control vehicle AD that may interfere with the merging control vehicle AD at the merging section R1, the server CPU 34 can generate information on passing points and passing times for the main line control vehicle AD if it continues its most recent traveling. In addition, for a merging control vehicle AD that may interfere with a main line control vehicle AD in the merging section R1, the server CPU 34 can generate information on the passing points and passing times at which the merging control vehicle AD will not interfere with the main line control vehicle AD when the main line control vehicle AD travels from the starting point to the end point.

[0064] FIG. 6 is a road map corresponding to the main lane 91 and merging lane 92 of FIG. 1 . A main lane vehicle 2, designated as a main lane control vehicle AD1, is traveling on the main lane 91 toward the merging section R1. A merging vehicle 2, designated as a merging control vehicle AD2, is traveling on the merging lane 92 toward the merging section R1. The server CPU 34 maps the main lane control vehicle AD1 of FIG. 1 to its current position on the main lane map S1 based on the travel information stored in the vehicle position behavior DB 52 of the server DB 35. In FIG. 6 , this is indicated by a solid black circle. Furthermore, the server CPU 34 maps the merging control vehicle AD2 of FIG. 1 to its current position on the merging map S2 based on the travel information stored in the vehicle position behavior DB 52 of the server DB 35. In FIG. 6 , this is indicated by a solid black circle. Figure 6 shows an example in which, among the multiple control vehicles AD recorded in the database, there is a main line control vehicle AD1 traveling on the main lane 91 toward the merging section R1, and a merging control vehicle AD2 traveling on the merging lane 92.

[0065] Then, in the interference determination of step ST24, the server CPU 34 moves the position of the merging control vehicle AD2 on the merging line map S2 onto the main line map 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 autonomous vehicle onto the main line map S1. In FIG. 6 , the position of the merging control vehicle AD2 on the main line map S1 moves to position P1, which is indicated by a solid white circle. The merging control vehicle AD2 is located behind the main line control vehicle AD1 on the main line map S1. Furthermore, in the interference determination of 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 map S1 and the position of the main line control vehicle AD1 on the main line map S1 is equal to or less than a threshold. On the other hand, 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 a position where the merging control vehicle AD2 and the main line control vehicle AD1 would subsequently continue traveling in the current state to the end point G2 of the merging section R1, as shown by the dashed white circle in the figure, with the interference determination threshold.

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

[0067] For this reason, the server CPU 34 selects the main line control vehicle AD1 for the first time in step ST23 of FIG. 5 and generates two pairs of passing points and passing times for the main line control vehicle AD1 to continue its current travel and travel through the merging section R1. In FIG. 7, the first pair of passing point WP11 and passing time t11 for the main line control vehicle AD1 is for passing the start point G1 of the merging section R1 at passing time t11. The second pair of passing point WP12 and passing time t12 for the main line control vehicle AD1 is for passing the end point G2 of the merging section R1 at passing time t12. The server CPU 34 transmits the two pairs of passing points and passing times to the main line control vehicle AD1 as individual control information. Upon receiving the information on passing points and passing times as individual control information in this manner, the main line control vehicle AD1 controls the travel of its own vehicle so as to pass each passing point at each passing time. The main lane control vehicle AD1 will maintain its current running direction and travel through the merging section R1, as shown by the solid line in the figure.

[0068] 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 FIG. 7, the first set of passing points WP21 and passing times t21 for the merging control vehicle AD2 is for passing the start point G1 of the merging section R1 at passing time t21. The second set of passing points WP22 and passing times for the merging control vehicle AD2 is for passing the end 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 to the merging control vehicle AD2 as individual control information. Upon receiving the information on passing points and passing times as individual control information in this manner, the merging control vehicle AD2 can control the traveling of its own vehicle so that it travels through the merging section R1 in accordance with the two sets of passing points and passing times. As shown by the solid line in the figure, the merging control vehicle AD2 executes travel control to decelerate from its current speed just before the first pair of passing points WP21 before arriving at the merging section R1, and then accelerate to the speed of the main line control vehicle AD1. As a result, the merging control vehicle AD2 can travel at the same speed as the main line control vehicle AD1 in the merging section R1 from the first pair of passing points WP21 and passing time t21 to the second pair of passing points WP22 and passing time t22. The merging control vehicle AD2 can travel without interfering with the main line control vehicle AD1 in the merging section R1. In FIG. 7, the merging control vehicle AD2 secures a distance L between itself and the leading main line control vehicle AD1 in the merging section R1, and travels while maintaining the distance L. Furthermore, the merging control vehicle AD2 changes lanes in the merging section R1 from the merging lane 92 to the main lane 91. At this time, 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 on at least two points including the start point G1 and end point G2 of the merging section R1 as information on passing points and passing times for the main line control vehicle AD1. The server CPU 34 also generates a set of information on at least two points including the start point G1 and end point G2 of the merging section R1 as information on passing points and passing times for the merging control vehicle AD2. The information on passing points and passing times for the merging control vehicle AD2 can be such that the merging control vehicle AD2 does not interfere with the main line control vehicle AD1 when the main line control vehicle AD1 travels from the start point G1 to the end point G2.

[0070] As described above, in the control vehicle 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 the multiple control vehicles AD and transmits the information to each of the multiple control vehicles AD individually. The multiple control vehicles AD each control their own autonomous driving driving using the individual control information they receive. The server CPU 34, which serves as the control control unit 42 of the server device 3, selects a main line control vehicle AD1 and a merging control vehicle AD2 traveling toward the merging section R1 from the multiple control vehicles AD recorded in the vehicle position / behavior DB 52. For the main line control vehicle AD1, the control control unit 42 generates information on the passing points and passing times of the passing points in the merging section R1 for the main line control vehicle AD1, assuming that the main line control vehicle AD1 continues its latest driving. Furthermore, the traffic control unit 42 generates information about the passing point and passing time of the passing point in the merging section R1 for the merging control vehicle AD2 so that the merging control vehicle AD2 does not interfere with the main line control vehicle AD1, which passes the passing point at the passing time. This allows the main line control vehicle AD1 to travel through the merging section R1 so as to continue its latest travel using the individual control information it receives. Furthermore, the merging control vehicle AD2 can travel through the merging section R1 so as not to interfere with the main line control vehicle AD1. In this embodiment, the main line control vehicle AD1 is given priority over the merging control vehicle AD2, and travel through the merging section R1 can be controlled so that the main line control vehicle AD1 and the merging control vehicle AD2 do not interfere with each other in the merging section R1.

[0071] Moreover, in this embodiment, the control control unit 42 of the server device 3 generates and transmits information on each passing point and passing time 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 subsequently temporarily interrupted, the main line control vehicle AD1 and the merging control vehicle AD2 can control their respective travels so as not to interfere with each other, according to the passing points and passing times they have already received. On the other hand, if, for example, information on passing points and passing times for the merging section R1 is generated and transmitted only to one of the main line control vehicle AD1 and the merging control vehicle AD2, the subsequent travel of the other control vehicle AD may differ from that expected by the server device 3. In this case, even if only one control vehicle AD travels according to the information from the server device 3, the reliability of the travel of the other control vehicle AD with which communication is temporarily interrupted may still be insufficient. In this embodiment, traffic control by the server device 3 can start driving control of the control vehicle AD in the merging section R1 from the stage when the control vehicle AD is driving toward the merging section R1. The control vehicle AD may be in the driving state shown in FIG. 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 changes in speed, compared to when the driving is controlled by an autonomous vehicle. The occupants of the control vehicle AD are less likely to feel uncomfortable with the automatic driving of the control vehicle AD.

[0072] In this embodiment, the traffic control unit 42 of the server device 3 generates and transmits a set of information on two points, the start point G1 and end point G2 of the merging section R1 in the main lane 91, as information on the passing point and passing time of the main lane control vehicle AD1. The traffic control unit 42 also generates and transmits a set of information on two points, the start point G1 of the merging section R1 in the merging lane 92 and the end point G2 of the merging section R1 in the main lane 91, as information on the passing point and passing time of the merging control vehicle AD2. This allows the traffic control unit 42 of the server device 3 to instruct the traveling state of the main lane control vehicle AD1 in the merging section R1 and the traveling state of the merging control vehicle AD2 in the merging section R1 through a single communication with each vehicle. The traveling of the main lane control vehicle AD1 and the traveling of the merging control vehicle AD2 in the merging section R1 conforms to what the server device 3 expects. The main line control vehicle AD1 and the merging control vehicle AD2 are expected to travel without interfering with each other in the merging section R1.

[0073] In this embodiment, the traffic control unit 42 of the server device 3 determines the possibility of interference at the end point G2 of the merging section R1, for example, when the merging control vehicle AD2 and the main lane control vehicle AD1 continue their respective most recent travels. Then, for each of the main lane control vehicles AD1 and AD2 for which there is no possibility of interference in the merging section R1, the traffic control unit 42 generates individual traffic control information for continuing their respective most recent travels and merging. In this case, the individual traffic control information does not include information on passing points and passing times. The merging control vehicle AD2 and the main lane control vehicle AD1 can pass through the merging section R1 without changing their current travels. In contrast, for the main lane control vehicle AD1 for which there is a possibility of interference in the merging section R1, the traffic control unit 42 generates information on passing points and passing times for the main lane control vehicle AD1 to continue its most recent travels in the main lane 91. Furthermore, for merging autonomous vehicles that may interfere, the traffic control unit 42 generates information on passing points and passing times that will not interfere with the main line control vehicle AD1 if the main line control vehicle AD1 continues its most recent travel. This allows the traffic control unit 42 of the server device 3 to control the travel of all controlled vehicles AD traveling in the merging section R1 so as to suppress 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 that are not likely to interfere in the merging section R1, the traffic control unit 42 only generates individual control information for continuing their most recent travel, which does not include information on passing points and passing times. Therefore, the traffic control unit 42 does not need to generate information on passing points and passing times for all controlled vehicles AD traveling in the merging section R1. This reduces the processing load on the traffic control unit 42.

[0074] [Second embodiment] The above-described embodiment is a good example when a main line control vehicle AD and a merging control vehicle AD are traveling one by one toward the merging section R1. In this embodiment, a good example will be described when a plurality of main line control vehicles AD and a plurality of merging control vehicles AD are traveling toward the merging section R1. When a plurality of main line control vehicles AD and a plurality of merging control vehicles AD are traveling toward the merging section R1, it is generally considered desirable to have a fast merging in which the main line control vehicles AD and the merging control vehicles AD merge one by one in alternating order.

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

[0076] In step ST40, the server CPU 34 selects one unprocessed vehicle 2 from the group of vehicles, starting from the front, in order to generate individual control information for each controlled vehicle AD. Here, the server CPU 34 can line up multiple vehicles 2 in the main lane 91 in order by moving multiple merging vehicles 2 in the merging lane 92 to the main lane 91, as illustrated in Figure 6. The server CPU 34 selects unprocessed vehicles 2 in order from the front of the line.

[0077] In step ST41, the server CPU 34 determines whether interference has occurred in the previous processing. The determination of the possibility of interference between the currently selected vehicle 2 and another vehicle may be the same as that in step ST24. After executing step ST30, the server CPU 34 has determined the possibility of interference between the merging vehicle 2 and the main lane vehicle 2 at least once in the previous interference determinations. The server CPU 34 determines whether the possibility of interference has been determined at least once in all of these current processing. If the possibility of interference has not been determined even once in 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 currently selected vehicle 2, instructing the vehicle 2 to continue traveling in the merging section R1 at the current speed. In step ST29, the server CPU 34 transmits the generated individual control information to the currently selected vehicle 2. The server CPU 34 then proceeds to step ST30. On the other hand, if the possibility of interference has been determined at least 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 currently selected vehicle 2 is on the main lane. If the selected vehicle 2 is on the main lane, the server CPU 34 proceeds to step ST42. On the other hand, if the selected vehicle 2 is not on the main lane, i.e., if it is on the merging side, the server CPU 34 proceeds to step ST43.

[0078] In step ST42, the server CPU 34 generates information on passing points and passing times for the main line vehicle 2. In this case, the server CPU 34 may basically select points closer to the end point G2 of the merging section R1 than the current location of the main line vehicle 2, for example, the start point G1 and end point G2 of the merging section R1 in FIG. 1, as the two passing points for the main line vehicle 2. The server CPU 34 then calculates the passing times of each passing point when the main line vehicle 2 travels from its current location while maintaining its 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 currently selected main line vehicle 2, the server CPU 34 moves at the same speed as the preceding main line vehicle 2 that may be interfering, and calculates the passing times of 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 may be interfering. In this case, the server CPU 34 may generate the passage time of the leading main line vehicle 2 that may be interfering by shifting it by a time corresponding to the distance from the leading main line vehicle 2 and the vehicle speed. By copying the passage times of the passing points of the leading main line vehicle in this way so as to shift them, the server CPU 34 can obtain the appropriate passage times of each main line vehicle 2 without having to calculate them from scratch as with the first vehicle. This reduces the processing load on the server CPU 34. Thereafter, in step ST29, the server CPU 34 transmits the generated individual control information to the currently selected main line vehicle 2. Thereafter, the server CPU 34 proceeds to step ST30.

[0079] In step ST43, the server CPU 34 generates information on passing points and passing times for the merging vehicle 2. In this case, the server CPU 34 may basically select points closer to the end point G2 of the merging section R1 than the current location of the merging vehicle 2, for example, the start point G1 and end point G2 of the merging section R1 in FIG. 1 , as the two passing points for the merging vehicle 2. The server CPU 34 then calculates the passing times of each passing point at which the merging vehicle 2 is unlikely to interfere with the main line vehicle 2 when the main line vehicle 2 travels so as to pass the passing points of the main line vehicle 2 at the passing times. 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 times at which the merging vehicle 2 will pass the start point G1 and end point G2 of the merging section R1 while traveling at the same speed as the preceding merging vehicle 2 that may interfere. In this case, the server CPU 34 may generate the passage time of the preceding merging vehicle 2 that may interfere by shifting it by a time corresponding to the distance from the preceding merging vehicle 2 and the vehicle speed of the preceding merging vehicle 2. By copying the passage times of the passing points of the preceding merging vehicle in this manner so as to delay them, the server CPU 34 can obtain appropriate passage times for each merging vehicle 2 without having to calculate the passage times from scratch as with the first vehicle. This reduces the processing load on the server CPU 34. Thereafter, in step ST29, the server CPU 34 transmits the generated individual control information to the currently selected merging autonomously driven vehicle. Thereafter, the server CPU 34 proceeds to step ST30.

[0080] In step ST30, the server CPU 34 determines whether the selection process in step ST40 has been completed for all vehicles 2 in the vehicle group. If the selection process has not been completed for all vehicles 2 in the vehicle group, the server CPU 34 returns the process to step ST40. The server CPU 34 repeats the processes from step ST40 to step ST30 until the selection process has been completed for all vehicles 2 in the vehicle group. As a result, all of the multiple control vehicles AD traveling toward the merging section R1 under the control of the server device 3 individually receive their own individual control information from the server device 3 and can use it for their own travel control. When the selection process has been completed for all vehicles 2 in the vehicle group, the server CPU 34 terminates this control.

[0081] This allows the server CPU 34 to generate information about passing points and passing times for the following main line vehicles 2 that are lined up behind the main line 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 also generate information about passing points and passing times for the following merging vehicles 2 that are lined up behind the 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 passing points and passing times for the control vehicles AD in order from the head of the line.

[0082] FIG. 9 is an explanatory diagram of an S-chart of a main lane 91, showing interference determination between multiple main lane control vehicles AD and multiple merging control vehicles AD, and waypoints generated for each control vehicle AD accordingly. In the S-chart of FIG. 9, the horizontal axis represents the main lane diagram S1. The vertical axis represents time. FIG. 9 shows a first main lane control vehicle AD1 and a second main lane control vehicle AD3 as multiple control vehicles AD on the main lane 91. Also, a first merging control vehicle AD2 and a second merging control vehicle AD4 as multiple control vehicles AD on the merging lane 92. In the vehicle group of multiple control vehicles AD1 to AD4 in FIG. 9, the server CPU 34 first selects the first main lane control vehicle AD1. Next, it selects the first merging control vehicle AD2. Next, it selects the second main lane control vehicle AD3. Next, it selects the second merging control vehicle AD4.

[0083] 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 the determination of step ST41 regarding the first merging control vehicle AD2, 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. As shown by the dashed circle in the figure, the first merging control vehicle AD2 may interfere with the first main line control vehicle AD1 in the merging section R1. As a result, in step ST43, the server CPU 34 generates a passing point and passing time for the first merging control vehicle AD2 so that the first merging control vehicle AD2 moves through the merging section R1 at the same vehicle speed as the first main line control vehicle AD1. 9, the first pair of passing points WP21 and passing times t21 for the first merging control vehicle AD2 are for passing the start point G1 of the merging section R1 at passing time t21. The second pair of passing points WP22 and passing times t22 for the first merging control vehicle AD2 are for passing the end point G2 of the merging section R1 at passing time t22. In addition, the distance between the first merging control vehicle AD2 and the preceding first main lane control vehicle AD1 should basically be equal to or greater than the inter-vehicle distance L secured between the first merging control vehicle AD2 and the preceding first main lane control vehicle AD.

[0084] Furthermore, the server CPU 34 determines in step ST41 that interference has occurred for the second main lane control vehicle AD3. As a result, in step ST42, the server CPU 34 generates the passing points and passing times for the second main lane control vehicle AD3, which are traveling through the merging section R1 at the same vehicle speed as the first main lane control vehicle AD1. In FIG. 9 , the first pair of passing points WP31 and passing times t31 for the second main lane control vehicle AD3 are for passing the start point G1 of the merging section R1 at passing time t31. The second pair of passing points WP32 and passing times t32 for the second main lane control vehicle AD3 are for passing the end point G2 of the merging section R1 at passing time t32. Furthermore, the inter-vehicle distance between the second main lane control vehicle AD3 and the first merging control vehicle AD2, which merges ahead of the second main lane control vehicle AD3, may basically be set to be equal to or greater than the inter-vehicle 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 two vehicles (2 x L) plus the vehicle length of one vehicle 2.

[0085] Furthermore, the server CPU 34 determines in step ST41 that interference has occurred for the second merging control vehicle AD4. As a result, in step ST43, the server CPU 34 generates passing points and passing times for the second merging control vehicle AD4 so that the second merging control vehicle AD4 moves through the merging section R1 at the same vehicle speed as the first merging control vehicle AD2. In FIG. 9 , the first pair of passing points WP41 and passing times t41 for the second merging control vehicle AD4 are for passing the start point G1 of the merging section R1 at passing time t41. The second pair of passing points WP42 and passing times t42 for the second merging control vehicle AD4 are for passing the end point G2 of the merging section R1 at passing time t42. Furthermore, the inter-vehicle distance between the second merging control vehicle AD4 and the second main lane control vehicle AD3, which will be ahead after merging, may basically be set to be equal to or greater than the inter-vehicle 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 two vehicles (2 x L) plus the vehicle length of one vehicle 2.

[0086] Through this control, multiple main line control vehicles AD1, AD3 and multiple merging control vehicles AD2, AD4 merge in the main line lane 91 of the merging section R1, ensuring a vehicle-to-vehicle distance L between them. Furthermore, when multiple main line control vehicles AD are traveling in a line and multiple merging control vehicles AD are traveling in a line, the server CPU 34 first generates passing points and passing times for the first main line control vehicle AD in the line and the first merging control vehicle AD in the line, which suppress interference between each other. The server CPU 34 then generates passing points and passing times for the second and subsequent main line control vehicles AD in the line by shifting the passing times among the passing points and passing times for the first main line control vehicle AD in the line. In addition, the server CPU 34 generates the passing points and passing times for the second and subsequent merging control vehicles AD in the series by shifting the passing points and passing times for the first merging control vehicle AD in the series.

[0087] Figure 10 is a road map showing a main lane 91 and a merging lane 92 in an expanded view to illustrate an example of a state in which multiple main lane control vehicles AD1, AD3 and multiple merging control vehicles AD2, AD4 are fast merging under the traffic control of Figure 9. In Figure 10, the main lane 91 and the merging lane 92 are shown expanded to run parallel to each other. By traveling under the traffic control of Figure 9, the first merging control vehicle AD2 can travel in the merging section R1 while maintaining a vehicle-to-vehicle distance L between itself and the preceding first main lane control vehicle AD1. The second main lane control vehicle AD3 can travel in the merging section R1 while maintaining a merging distance that is approximately twice the vehicle-to-vehicle distance L between itself and the preceding first merging control vehicle AD1. The second merging control vehicle AD4 can travel in the merging section R1 so as to maintain a merging distance between itself and the preceding first merging control vehicle AD2 that is approximately twice the inter-vehicle distance L. By controlling two or more passing points and passing times in the merging section R1 for each control vehicle AD by the server device 3 under the control of Fig. 9, the multiple control vehicles AD can travel in an orderly manner in the merging section R1 as illustrated in Fig. 10.

[0088] In this driving environment of the merging section R1, the first merging control vehicle AD2 changes lanes from the merging lane 92 to the main lane 91 and starts traveling on the main lane 91. The first merging control vehicle AD2 merges between the first main lane control vehicle AD1 and the second main lane control vehicle AD3. After merging, a vehicle-to-vehicle distance L is maintained in front of and behind the first merging control vehicle AD2. The second merging control vehicle AD4 changes lanes from the merging lane 92 to the main lane 91 and starts traveling on the main lane 91. After merging, a vehicle-to-vehicle distance L is maintained in front of the second merging control vehicle AD4. The multiple control vehicles AD1 to AD4 can travel in the main lane 91 after merging while maintaining a vehicle-to-vehicle distance L in front of and behind each other and maintaining that state. In addition, the multiple main line control vehicles AD1, AD3 and the multiple merging control vehicles AD2, AD4 can fast merge one by one in order in the merging section R1.

[0089] As described above, in this embodiment, the server CPU 34 serving as the control control unit 42 of the server device 3 generates information on passing points and passing times for the following main line control vehicles AD connected to the main line control vehicle AD that may interfere in the merging section R1 by shifting the passing times among the passing points and passing times of the possibly interfering main line control vehicles AD. Also, the control control unit 42 generates information on passing points and passing times for the following merging control vehicles AD connected to the merging control vehicle AD that may interfere in the merging section R1 by shifting the passing times among the passing points and passing times of the possibly interfering merging control vehicles AD. This allows the traffic control unit 42 to easily generate information on passing points and passing times for a main line control vehicle AD following a main line control vehicle AD or a merging control vehicle AD following a merging control vehicle AD that may interfere in the merging section R1, based on information on the preceding main line control vehicle AD or merging control vehicle AD that may interfere.The traffic control unit 42 can easily generate information on passing points and passing times that will not interfere for each of the following control vehicles AD, based on information on passing points and passing times that have already been adjusted to prevent interference for the main line control vehicle AD or merging control vehicle AD that may interfere.

[0090] In particular, in this embodiment, the merging distance to be secured before the second and subsequent merging control vehicles AD in a series is equivalent to the distance between two vehicles (2 x L) secured to enable one merging control vehicle AD to merge, plus the length of one vehicle. This allows the merging control vehicles AD to merge one by one between multiple main lane control vehicles AD.

[0091] [Third Embodiment] The above-described embodiment is a good example for a case where the group of vehicles selected to travel toward the merging section R1 is composed only of control vehicles AD traveling by automatic driving under the control of the server device 3. However, on an actual road, there may be non-control vehicles that are not traveling by automatic driving under the control of the server device 3. Even in such a traveling environment, the main line control vehicles AD and the merging control vehicles AD traveling by automatic driving under the control of the server device 3 are required to travel through the merging section R1 while ensuring safety and not interfering with other vehicles.

[0092] FIG. 11 is a flowchart of traffic control for the merging section R1 in the third embodiment of the present invention, when a non-controlled vehicle is included among multiple controlled vehicles AD traveling in a line toward the merging section R1. The server CPU 34, as the traffic control control unit 42, repeatedly executes the merging section control of FIG. 11 for the controlled vehicles AD traveling toward the merging section R1. The server CPU 34 repeatedly executes the merging section control of FIG. 11 for the merging section control (step ST20), which includes steps ST13 to ST16 of FIG. 4, for the controlled vehicles AD traveling toward the merging section R1. The processing from steps ST21 to ST41 is the same as in the above-described embodiment. However, it is assumed that the vehicle group selected in step ST21 includes not only the controlled vehicles AD but also non-controlled vehicles. If the server CPU 34 determines that interference exists 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 a non-controlled vehicle. The server CPU 34 may determine whether the driving information of the selected vehicle 2 is a non-controlled vehicle based on the records of the vehicle position behavior DB 52. If the selected vehicle 2 is not a non-controlled vehicle, the server CPU 34 proceeds to step ST26. On the other hand, if the selected vehicle 2 is a non-controlled vehicle, the server CPU 34 proceeds to step ST51.

[0094] In step ST51, the server CPU 34 sets a simultaneous merging group for sandwiching a non-controlled vehicle between controlled vehicles AD so that the non-controlled vehicle and the controlled vehicle AD can merge simultaneously, in order to ensure safe driving in the merging section R1 for the non-controlled vehicle. At this time, the server CPU 34 may select controlled vehicles AD before and after the non-controlled vehicle selected in step ST40 to set the simultaneous merging group. If there are multiple consecutive non-controlled vehicles, the multiple controlled vehicles AD before and after the non-controlled vehicle may be set as the simultaneous merging group. Thereafter, 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 lane side. If the selected vehicle 2 is on the main lane side, the server CPU 34 proceeds to step ST52. On the other hand, if the selected vehicle 2 is not on the main lane side, i.e., 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 line vehicle 2 selected in step ST40. In this case, the server CPU 34 may basically select points closer to the end point G2 of the merging section R1 than the current location of the main line vehicle 2, such as the start point G1 and end point G2 of the merging section R1 in FIG. 1, as the two passing points for the main line vehicle 2. The server CPU 34 then calculates the passing times of each passing point when the main line vehicle 2 travels from its current location while maintaining its 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 currently selected main line vehicle 2, the server CPU 34 moves at the same speed as the preceding main line vehicle 2 that may be interfering, and calculates the passing times of 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 may be interfering. In this case, the server CPU 34 may generate the passage time of the leading main line vehicle 2 that may be interfering by shifting it by a time corresponding to the distance from the leading main line vehicle 2 and the vehicle speed. By copying the passage times of the passing points of the leading main line vehicle in this way so as to shift them, the server CPU 34 can obtain the appropriate passage times of each main line vehicle 2 without having to calculate them from scratch. The processing load on the server CPU 34 can be reduced. Thereafter, in step ST29, the server CPU 34 transmits the generated individual control information to the currently selected main line vehicle 2. Thereafter, the server CPU 34 proceeds to step ST30.

[0097] 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 main line vehicles 2 included in the simultaneous merging group. The server CPU 34 basically calculates the passing point and passing time of each main line vehicle 2 included in the simultaneous merging group by copying the passing point of the preceding main line vehicle 2 so as to shift it in order. At this time, the server CPU 34 does not change the passing times of the multiple main line vehicles 2 included in the simultaneous merging group, but sets them to a common time. Thereafter, in step ST29, the server CPU 34 transmits the individual control information generated for each of the main line vehicles AD included in the simultaneous merging group to each control vehicle AD on the main line side. Thereafter, the server CPU 34 proceeds to step ST30.

[0098] In step ST53, the server CPU 34 generates information on passing points and passing times for the merging vehicle 2 selected in step ST40. In this case, the server CPU 34 may basically select points closer to the end point G2 of the merging section R1 than the current location of the merging vehicle 2, such as the start point G1 and end point G2 of the merging section R1 in FIG. 1, as the two passing points for the merging vehicle 2. The server CPU 34 then calculates the passing times of each passing point when the merging vehicle 2 travels from its current location while maintaining its latest vehicle speed. Furthermore, if the server CPU 34 has already determined that a merging vehicle 2 selected before the currently selected merging vehicle 2 may interfere, the server CPU 34 calculates the passing times of the start point G1 and end point G2 of the merging section R1 while traveling at the same speed as the preceding merging vehicle 2 that may interfere. 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 may interfere. In this case, the server CPU 34 may generate the passage time of the preceding merging vehicle 2 that may interfere by shifting the time by a time corresponding to the distance to the preceding merging vehicle 2 and the vehicle speed of the preceding merging vehicle 2. By copying the passage times of the passing points of the preceding merging vehicle in this manner so as to shift them, the server CPU 34 can obtain appropriate passage times for each merging vehicle 2 without having to calculate them from scratch. This reduces the processing load on the server CPU 34. Thereafter, in step ST29, the server CPU 34 transmits the generated individual control information to the currently selected merging vehicle 2. Thereafter, 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 passing time of each merging vehicle 2 included in the simultaneous merging group by copying the passing point of the preceding merging vehicle 2 for the merging vehicle 2 included in the simultaneous merging group so as to shift the passing point in order. At this time, the server CPU 34 does not change the passing times of the multiple merging vehicles 2 included in the simultaneous merging group, but sets them to a common time. Thereafter, in step ST29, the server CPU 34 transmits the individual control information generated for each of the merging vehicles 2 to each control vehicle AD on the merging side included in the simultaneous merging group. Thereafter, the server CPU 34 proceeds to step ST30.

[0100] In step ST30, the server CPU 34 determines whether the selection process in step ST40 has been completed for all of the vehicles 2 in the vehicle group selected in step ST21. If the selection process has not been completed for all of the vehicles 2 in the vehicle group selected in step ST21, the server CPU 34 returns the process to step ST40. The server CPU 34 repeats the processes from step ST40 to step ST30 until the selection process has been completed for all of the vehicles 2 in the vehicle group selected in step ST21. As a result, the multiple control vehicles AD traveling toward the merging section R1 under the control of the server device 3 can individually receive individual control information for each of them from the server device 3 and use it for their own driving control. When the selection process has been completed for all of the automatically driven vehicles in the vehicle group selected in step ST21, the server CPU 34 terminates this control.

[0101] FIG. 12 is a road map showing an example of group merging when a non-controlled vehicle is included among multiple merging control vehicles AD, showing a main lane 91 and a merging lane 92 in an expanded view. In FIG. 12, the main lane 91 and the merging lane 92 are shown expanded to run parallel to each other. Here, the first main lane vehicle C1 is the main lane controlled vehicle AD traveling under the traffic control of FIG. 11. The second merging vehicle C2 is the merging control vehicle AD traveling under the traffic control of FIG. 11. The third merging vehicle C3 is a non-controlled vehicle. The third merging vehicle C3 is traveling in the merging lane 92 of the merging section R1 so as to maintain a distance L between it and the preceding second merging vehicle C2. The fourth merging vehicle C4 is the merging control vehicle AD traveling under the traffic control of FIG. 11. The fourth merging vehicle C4 is traveling in the merging section R1 while maintaining a vehicle-to-vehicle distance L between it and the preceding third merging vehicle C3. The fifth main lane vehicle C5 is a merging control vehicle AD traveling under the traffic control of Figure 11. In the main lane 91, the vehicle-to-vehicle distance L between the first main lane vehicle C1 and the fifth main lane vehicle C5 is equal to the number of merging vehicles (three plus one), or four, plus the vehicle length of three merging vehicles. Under the traffic control of 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 the multiple control vehicles AD to travel in an orderly manner in the merging section R1, 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 traffic control of FIG. 11 . Furthermore, the third merging vehicle C3, which is a non-controlled vehicle, moves from the merging lane 92 to the main lane 91 without the traffic control of the server device 3. After these mergings, an inter-vehicle distance L can be secured between the multiple vehicles C1 to C5 traveling in the main lane 91. The third merging vehicle C3, which is a non-controlled vehicle, can safely change lanes from the merging lane 92 to the main lane 91 between the second merging vehicle C2 and the fourth merging vehicle C4. Furthermore, even after moving into the main lane 91, the third merging vehicle C3, which is a non-controlled vehicle, is positioned between the second merging vehicle C2 and the fourth merging vehicle C4, and can continue traveling in the same condition as before the merging.

[0103] In this manner, in this embodiment, when a non-control vehicle is included among multiple merging control vehicles AD, multiple vehicles 2 are caused to merge in a group, from the merging control vehicle AD in front of the non-control vehicle to the merging control vehicle AD behind the non-control vehicle. The server CPU 34 can easily generate the passing points and passing times for the second and subsequent merging control vehicles AD in the group that are to merge simultaneously by shifting the passing point for the preceding merging control vehicle AD in the group that are to merge simultaneously.

[0104] FIG. 13 is a road map showing an example of merging when a non-controlled vehicle is included among multiple main lane controlled vehicles AD, with a main lane 91 and a merging lane 92 expanded. In FIG. 13, the main lane 91 and the merging lane 92 are shown expanded to run parallel to each other. Here, the first main lane vehicle C6 is the main lane controlled vehicle AD traveling under the traffic control of FIG. 11. The second main lane vehicle C7 is a non-controlled 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. The third main lane vehicle C8 is the main lane controlled vehicle AD traveling under the traffic control of FIG. 11. The third main lane vehicle C8 is traveling in the merging section R1 so as to maintain a distance L between itself and the preceding second main lane vehicle C7. The fourth merging vehicle C9 is the merging controlled vehicle AD traveling under the traffic control of FIG. 11. The fifth main line vehicle C10 is a main line control vehicle AD that travels under the traffic control of Fig. 11. In the main line lane 91, the distance L between the third main line vehicle C8 and the fifth main line vehicle C10 is equal to two merging vehicles (one plus one), plus the vehicle length of one merging vehicle. Under the traffic control of Fig. 11, two or more passing points and passing times in the merging section R1 for each control vehicle AD are controlled by the server device 3, so that the multiple control vehicles AD can travel in an orderly manner in the merging section R1, as illustrated in Fig. 13.

[0105] In this driving environment of the merging section R1, the fourth merging vehicle C9 changes lanes from the merging lane 92 to the main lane 91 and begins traveling in the main lane 91. The fourth merging vehicle C9 merges in front of the fifth main lane vehicle C10. The fourth merging vehicle C10 can merge while maintaining a distance L between it and the preceding third main lane vehicle C8. This merging prevents merging vehicles 2 from merging in front of or behind the non-controlled second main lane vehicle C7. The non-controlled second main lane vehicle C7 can continue traveling in the same condition as before the merging even after the fourth merging vehicle C9 merges into the main lane 91. In this way, in this embodiment, when a non-controlled 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 non-controlled vehicle.

[0106] As described above, in this embodiment, when a non-controlled vehicle is included among multiple merging control vehicles AD, multiple vehicles 2 including the non-controlled vehicle are allowed to merge in a group from the merging control vehicle AD in front of the non-controlled vehicle to the merging control vehicle AD behind the non-controlled vehicle. As a result, in this embodiment, even when a non-controlled vehicle that is not under control of the server device 3 is included among the multiple merging vehicles 2, the multiple merging vehicles 2 including the non-controlled vehicle can be allowed to merge in a group between main lane control vehicles AD traveling on the main lane 91.

[0107] Furthermore, in this embodiment, if a non-controlled vehicle is included among multiple main lane controlled vehicles AD, the merging controlled vehicle AD can be prevented from merging in front of or behind the non-controlled vehicle. As a result, in this embodiment, even if a non-controlled vehicle that is not under control by the server device 3 is included among multiple main lane vehicles 2, safety can be improved during and after merging for main lane vehicles 2 including the non-controlled vehicle.

[0108] The above-described embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications and changes are possible within the scope of the gist of the invention.

[0109] 1...Control vehicle control system, 2...Automobile (vehicle), 3...Server device, 6...Communication system, 7...Base station, 8...Communication network, 10...Control system, 11...Sensor control device, 12...Travel control device, 13...Drive control device, 14...Steering control device, 15...Braking control device, 16...External vehicle communication control device, 17...Vehicle network, 21...GNSS receiver, 22...External vehicle camera, 23...Acceleration sensor, 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...Preprocessing unit, 42...Control control unit, 51...Server map data data, 52...vehicle position behavior DB, 91...main line lane, 92...merging lane, 110...GNSS satellite, AD1 to AD4...control vehicle, C1...first main line vehicle (main line control vehicle), C2...second merging vehicle (merging control vehicle), C3...third merging vehicle (non-control vehicle), C4...fourth merging vehicle (merging control vehicle), C5...fifth main line vehicle (main line control vehicle), C6...first main line vehicle (main line control vehicle), C7...second main line vehicle (non-control vehicle), C8...third main line vehicle (main line control vehicle), C9...fourth merging vehicle (merging control vehicle), C10...fifth main line vehicle (main line control vehicle), G1...start point, G2...end point, R1...merging section, R2...previous section, S1...main line diagram, S2...merging line diagram

Claims

1. A system comprising: a plurality of control vehicles that use received individual control information to control the autonomous driving of their own vehicle; and a server device that generates individual control information for each of the plurality of control vehicles and transmits the individual control information to each of the plurality of control vehicles, wherein the server device comprises: a server communication device that receives driving information including at least the driving position of each of the plurality of control vehicles from each of the plurality of control vehicles; a database that accumulates and records the driving information of the plurality of control vehicles; a preprocessing unit that, when the server communication device receives the driving information from each of the control vehicles, records the driving position and driving time of the control vehicle in the database; and a control control unit that periodically generates the individual control information for each of the plurality of control vehicles using information recorded in the database, wherein the control control unit, when there are a main lane control vehicle driving in the main lane toward a merging section where a main lane and a merging lane merge, and a merging control vehicle driving in the merging lane, among the plurality of control vehicles recorded in the database, a control system for a control vehicle, which generates information about the passing points and passing times of the passing points for the merging section for the main line control vehicle when the main line control vehicle continues its latest traveling, and transmits the information to the main line control vehicle as the individual control information; and generates information about the passing points and passing times of the passing points for the merging section for the merging control vehicle when the main line control vehicle travels so as to pass the passing points at the passing times, so that the merging control vehicle will not interfere with the main line control vehicle, and transmits the information to the merging control vehicle as the individual control information.

2. The control control unit generates a set of information on at least two points including the start point and end point of the merging section as the passing point and passing time information for the main line control vehicle, and transmits this as a single piece of individual control information to the main line control vehicle; generates a set of information on at least two points including the start point and end point of the merging section as the passing point and passing time information for the merging control vehicle, and transmits this as a single piece of individual control information to the merging control vehicle; and generates the passing point and passing time information for the merging control vehicle such that the merging control vehicle will not interfere with the main line control vehicle when the main line control vehicle travels from the start point to the end point.

3. The control system for control vehicles described in claim 2, wherein the control control unit determines the possibility of interference at the merging section when the merging control vehicle and the main line control vehicle traveling toward the merging section continue their respective most recent traveling, and for the main line control vehicle and the merging control vehicle for which there is no possibility of interference at the merging section, generates the individual control information for continuing their respective most recent traveling through the merging section that does not include information on the passing point and the passing time, for the main line control vehicle that may interfere with the merging control vehicle at the merging section, generates information on the passing point and the passing time for the main line control vehicle to continue its most recent traveling, and for the merging control vehicle that may interfere with the main line control vehicle at the merging section, generates information on the passing point and the passing time for the merging control vehicle to not interfere with the main line control vehicle when the main line control vehicle travels from the start point to the end point.

4. A control system for a control vehicle as claimed in any one of claims 1 to 3, wherein the control control unit, when multiple main line control vehicles are traveling in a line on the main line lane, generates the passing points and passing times for the second and subsequent main line control vehicles in the line by shifting the passing points and passing times for the main line control vehicles in order from the front of the line, or, when multiple merging control vehicles are traveling in a line on the merging lane, generates the passing points and passing times for the second and subsequent merging control vehicles in the line by shifting the passing points and passing times for the merging control vehicles in order from the front of the line.

5. The control system for a control vehicle as described in claim 4, wherein, when multiple main line control vehicles are traveling in a line and multiple merging control vehicles are traveling in a line, the control control unit generates the passing point and the passing time for the main line control vehicle at the head of the line and the passing point and the passing time for the merging control vehicle at the head of the line so as to suppress interference, generates the passing points and the passing times for the second and subsequent main line control vehicles in the line by shifting the passing times among the passing points and passing times for the main line control vehicles in order from the head of the line, and generates the passing points and the passing times for the second and subsequent merging control vehicles in the line by shifting the passing times among the passing points and passing times for the merging control vehicles in order from the head of the line.

6. A control system for a controlled vehicle as claimed in any one of claims 1 to 3, wherein the control control unit, when causing a group of multiple merging control vehicles traveling in a line on the merging lane to merge into the main lane, generates the passing points and passing times for the second and subsequent merging control vehicles of the group that are to merge simultaneously by shifting the passing points among the passing points and passing times for the merging control vehicles in order from the front of the group that are to merge simultaneously, and generates the passing points and passing times for the main line control vehicles that are behind the multiple merging control vehicles of the group that are to merge simultaneously by shifting the passing points and passing times among the passing times for the main line control vehicles that are ahead of the multiple merging control vehicles of the group that are to merge simultaneously.

7. A control system for controlled vehicles as claimed in any one of claims 1 to 3, wherein, when a non-controlled vehicle is included among multiple main line controlled vehicles traveling in a line on the main line lane, the control control unit generates the passing point and passing time for the main line controlled vehicle behind the non-controlled vehicle by shifting the passing time from the passing point and passing time for the main line controlled vehicle ahead of the non-controlled vehicle, and generates the passing point and passing time for the merging controlled vehicle so that they are later than the passing point and passing time for the main line controlled vehicle behind the non-controlled vehicle.

Images