JP2009070101A - Traveling plan generation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling plan generation device, capable of performing generation of a traveling plan with the energy to be consumed by a vehicle being optimized with consideration of the traveling environment. <P>SOLUTION: The device comprises a first speed pattern generation part 22 for generating a first speed pattern based on a setting condition for a traveling route of a vehicle 1; an input part 21 for acquiring a traffic situation; and a traveling planning part 25 for generating a traveling plan of the vehicle based on the first speed pattern and the traffic situation. According to this, the speed pattern is generated based on the setting condition, and the traffic situation is acquired, whereby the traveling plan can be generated based on the generated speed pattern and the acquired traffic situation. Consequently, a fuel-efficient traveling plan or an optimum traveling plan ensured in traveling safety can be generated with consideration of, for example, a stop scene based on the traffic situation. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a travel plan generation device.

2. Description of the Related Art Conventionally, as a device that generates a travel plan for a vehicle, a device that generates a travel plan using a speed pattern that indicates a target speed at predetermined coordinates is known (for example, see Patent Document 1). This device sets initial coordinates, target coordinates, vehicle speed at initial coordinates, and target speed at target coordinates, and generates a speed pattern.
JP 2001-255937 A

  However, in the conventional travel plan generation device, depending on the traffic situation during travel, it may not be possible to travel according to the generated plan, and fuel may be wasted.

  Therefore, the present invention has been made to solve such a technical problem, and is a travel plan that can generate a travel plan that optimizes the energy consumed by the vehicle in consideration of the travel environment including traffic conditions. An object is to provide a generation device.

  That is, the travel plan generation apparatus according to the present invention includes a first speed pattern generation unit that generates a first speed pattern based on setting conditions for a route traveled by a vehicle, a traffic condition acquisition unit that acquires a traffic condition, A travel plan generating means for generating a travel plan for the vehicle based on the first speed pattern and the traffic situation is provided.

  According to the present invention, it is possible to generate a speed pattern based on a set condition, acquire a traffic situation, and generate a travel plan based on the generated speed pattern and the acquired traffic situation. Thereby, for example, considering a stop scene based on the traffic situation, it is possible to generate a travel plan with good fuel efficiency and an optimal travel plan in which travel safety is ensured.

  Here, in the travel plan generation device, it is preferable that the traffic condition acquisition unit acquires traffic signal information of an intersection as the traffic condition. With this configuration, it is possible to generate a low fuel consumption travel plan by appropriately reflecting, for example, a stop caused by a traffic light based on information and a speed pattern of a traffic signal at an intersection.

  Further, in the travel plan generation device that acquires traffic signal information of an intersection as a traffic situation, it is determined whether or not to stop at the intersection when the vehicle travels by vehicle control using the first speed pattern. Stop determination means; second speed pattern generation means for generating a second speed pattern based on a set condition so as to arrive at the intersection at an earlier time point when traveling by vehicle control using the first speed pattern; And the second speed pattern generation means generates the second speed pattern, and the travel plan generation means determines the second speed when the stop determination means determines that the vehicle stops at the intersection. The travel plan is generated based on the pattern and the traffic signal information at the intersection when the vehicle travels in the second speed pattern. It is preferable to.

  With this configuration, when traveling by vehicle control using the first speed pattern, if the signal at the intersection cannot pass through a red signal, the intersection will be reached earlier than in the case of the first speed pattern. A second speed pattern can be generated, and a travel plan can be generated using the second speed pattern. Thereby, based on the signal information, the travel plan can be adjusted so as to pass through the green light at the intersection, so it is possible to generate a travel plan that optimizes the balance between travel time and low fuel consumption travel.

  Further, in the travel plan generation device that acquires traffic signal information of an intersection as a traffic situation, the traffic condition acquisition means is a first travel that allows the vehicle to pass through the travel plan generation means without stopping at the first intersection. When a plan can be generated, the traffic signal information at a second intersection far from the first intersection when the vehicle travels in the first travel plan is acquired as the traffic situation, and the travel plan generation The means preferably generates the second travel plan based on the first speed pattern and the traffic signal information at the second intersection.

  By comprising in this way, a travel plan can be produced | generated based on the traffic signal information in the intersection far from the intersection which can pass. For this reason, when passing through a plurality of intersections, it is possible to identify at which intersection to stop and generate a low fuel consumption travel plan.

  Further, in the travel plan generation device, the traffic condition acquisition means, when a plurality of vehicles are traveling in a vehicle group, the traffic signal information at the intersection of the last vehicle in the vehicle group as the traffic condition. It is preferable that the travel plan generation unit generates the travel plan based on the traffic signal information at the intersection of the last vehicle in the vehicle group.

  By configuring in this way, when the vehicle is traveling while forming a vehicle group, the travel plan of the vehicle that forms the vehicle group based on the traffic information when the last vehicle of the vehicle group passes the intersection Therefore, it is possible to generate a travel plan with low fuel consumption while realizing smooth traffic flow and ensuring safety of travel.

  Further, in the travel plan generation device, the traffic condition acquisition unit acquires a traffic jam situation ahead as the traffic situation, and the travel plan generation unit determines that the vehicle is predetermined when the traffic jam occurs ahead. It is preferable that a travel continuation possible distance that is a distance that can travel that satisfies the condition is estimated and the travel plan is generated based on the travel continuation possible distance.

  By configuring in this way, the traffic situation in front of the vehicle is acquired, and if there is a traffic jam, for example, the vehicle can continue to travel at a distance that can satisfy the conditions for traveling with the lowest fuel consumption. It is possible to estimate the distance and generate the travel plan based on the estimated travelable distance. Thereby, a travel plan with good fuel consumption can be generated.

  In the travel plan generation device, it is preferable that the travel plan generation unit generates the travel plan in which the vehicle is stopped during a period until the travel continuation possible distance becomes a predetermined value or more.

  By configuring in this way, it is possible to generate a travel plan in which the vehicle maintains a stop state until the travel continuable distance becomes a predetermined value or more. It is possible to generate an optimal travel plan that ensures traveling safety.

  In the travel plan generation device, it is preferable that the traffic condition acquisition unit acquires behavior information of a preceding vehicle as the traffic condition. In the travel plan generation device, the travel plan generation means may generate the travel plan by adjusting a start timing of the vehicle based on an acceleration state when the preceding vehicle shifts from a stop state to a start state. Is preferred.

  By configuring in this way, the behavior information of the preceding vehicle can be acquired and reflected in the travel plan, so a travel plan that starts at a safe timing can be generated.

  Furthermore, the travel plan generation device includes a sunshine state acquisition unit that acquires a sunshine state indicating shade or sunshine on the road surface, a set temperature acquisition unit that acquires a set temperature in the passenger compartment, and a temperature acquisition that acquires a temperature condition in the passenger compartment. The travel plan generation means is configured to stop the travel plan on the road surface determined by the sunshine condition based on the set temperature and the temperature state when the vehicle stops. It is preferable to generate.

  By configuring in this way, the sunshine state indicating the shade or the sun of the road surface is acquired, the set temperature in the vehicle interior and the temperature situation in the vehicle interior are acquired, and when it is necessary to stop, the set temperature and Based on the temperature condition, the vehicle can stop on the road surface determined by the sunshine condition. Thereby, since energy can be saved by using the shade and the sun, it is possible to generate a travel plan that suppresses wasteful energy as a whole vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, the driving | running plan which optimized the energy which a vehicle consumes considering the driving | running | working environment including a traffic environment can be produced | generated.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In addition, in each figure, the same code | symbol is attached | subjected to the same or an equivalent part, and the overlapping description is abbreviate | omitted.

(First embodiment)
The travel plan generation device according to the first embodiment is a device that generates a travel plan based on set conditions for a route traveled by a vehicle, and is preferably used for, for example, a vehicle traveling on a road on which a traffic light is installed. It is what is done.

  Initially, the structure of the travel plan production | generation apparatus which concerns on this embodiment is demonstrated. FIG. 1 is a configuration diagram of a vehicle including a travel plan generation device according to an embodiment of the present invention.

  The vehicle 1 is a vehicle that has a function of inputting information by communication or the like, acquiring information by a sensor or the like, and automatically driving along a travel plan. The vehicle 1 includes an antenna 31, a communication unit 32, a sensor 33, and an ECU 2. Here, the ECU (Electronic Control Unit) is a computer of an automobile device that is electronically controlled, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output interface, and the like. It is configured.

  The communication unit 32 has a function of communicating with other vehicles and communication devices arranged on the road side. The information to be communicated includes traffic information. The traffic information includes, for example, traffic signal information indicating a signal cycle of a traffic light and information on a traffic jam situation. The communication unit 32 receives transmission data from the ECU 2 and transmits the transmission data to the other vehicle or the communication device via the antenna 31, and receives data from the other vehicle or the communication device via the antenna 31 to receive data. Is output to the ECU 2.

  The sensor 33 has a function of acquiring surrounding information of the vehicle 1. As the sensor 33, for example, an image sensor such as a camera, a millimeter wave radar, an ultrasonic sensor, or the like is used. The sensor 33 has a function of acquiring vehicle peripheral information and outputting the acquired information to the ECU 2.

  The ECU 2 includes an input unit (traffic information acquisition unit) 21, a first speed pattern generation unit (first speed pattern generation unit) 22, a determination unit (stop determination unit) 23, and a second speed pattern generation unit (second speed pattern generation). Means) 24 and a travel plan generation device 20 including a travel plan section (travel plan generation means) 25.

  The input unit 21 has a function of inputting information for generating a travel plan. The input unit 21 has a function of inputting road environment information, traffic information, and the like from the communication unit 32, for example. The input unit 21 has a function of outputting the input information to the first speed pattern generation unit 22, the determination unit 23, the second speed pattern generation unit 24, and the travel plan unit 25. The ECU 2 has a function of generating the fastest speed pattern that can reach the predetermined point in the shortest time based on the road environment information input by the input unit 21. Examples of the predetermined point serving as a reference for the fastest speed pattern include an installation point of a traffic signal such as an intersection.

  The first speed pattern generation unit 22 has a function of generating a travel plan for a predetermined section. For example, the first speed pattern generation unit 22 inputs road environment information from the input unit 21 and generates a speed pattern. The speed pattern to be generated indicates speed information with respect to time, for example. Examples of the road environment information to be input include distance information, route information, and legal speed of the section. Moreover, the 1st speed pattern production | generation part 22 produces | generates the low fuel consumption speed pattern (1st speed pattern) which can reach | at a predetermined point with low fuel consumption based on road environment information. Examples of the predetermined point serving as a reference for the low fuel consumption speed pattern include an installation point of a traffic signal such as an intersection. Further, the first speed pattern generation unit 22 has a function of outputting the generated low fuel consumption speed pattern to the determination unit 23 and the travel plan unit 25.

  The determination unit 23 uses the fastest speed pattern input from the ECU 2 or the speed pattern input from the first speed pattern generation unit 22 and the traffic information input from the input unit 21 to determine whether the vehicle is the ECU 2 or the first speed pattern generation unit. 22 is a process for determining whether or not to stop at a predetermined point when traveling using the speed pattern generated by No. 22. For example, the determination unit 23 calculates an arrival time at a predetermined point from the fastest speed pattern, compares the arrival time with the signal cycle of the traffic light, and determines whether or not the vehicle stops at the traffic light installation point. In addition, for example, the determination unit 23 calculates the arrival time at a predetermined point from the low fuel consumption speed pattern, compares the arrival time with the signal cycle of the traffic light, and determines whether the vehicle stops at the traffic light installation point such as an intersection. Determine whether or not. The determination unit 23 has a function of outputting the result of stop determination to the second speed pattern generation unit 24.

  The second speed pattern generation unit 24 generates the low fuel consumption generated by the first speed pattern generation unit 22 based on the low fuel consumption speed pattern input from the first speed pattern generation unit 22 and the traffic environment information input from the input unit 21. It has a function of generating a second speed pattern that arrives at a predetermined point at a time earlier than the speed pattern. For example, the second speed pattern is generated by increasing the maximum speed of the low fuel consumption speed pattern by a predetermined speed or by increasing the maximum acceleration of the low fuel consumption speed pattern by a predetermined acceleration. The second speed pattern generation unit 24 has a function of outputting the generated second speed pattern to the travel plan unit 25.

  From the input unit 21, the travel plan unit 25 includes a maximum speed pattern generated by the ECU 2, a low fuel consumption speed pattern generated by the first speed pattern generation unit 22, or a second speed pattern generated by the second speed pattern generation unit 24. It has a function of generating a travel plan based on the input traffic situation. The ECU 2 has a function of controlling the vehicle 1 along the travel plan generated by the travel plan unit 25. Accordingly, the vehicle 1 can travel along the travel plan generated by the travel plan unit 25.

  Next, the operation of the travel plan generation device according to the present embodiment will be described. 3 and 4 are flowcharts showing the operation of the travel plan generation apparatus according to the present embodiment. In consideration of ease of understanding, the operation of the travel plan generation device will be described with reference to FIG. FIG. 2 is a schematic diagram illustrating a travel example of a vehicle including the travel plan generation device according to the present embodiment.

  The control process shown in FIG. 3 and FIG. 4 is executed by the ECU 2, and is repeatedly executed at a predetermined timing after the ignition is turned on, for example.

As shown in FIG. 2, when the vehicle 1 travels toward the traffic light A and the traffic light B, the travel plan generation device 20 starts from the vehicle information setting process shown in FIG. 3 (S10). The process of S10 is a process that is executed by the ECU 2 and sets the minimum upper limit speed V _min and the maximum upper limit speed V _max on a travel path that is running other than when stopping or starting. The minimum upper limit speed V _min and the maximum upper limit speed V _max are set in consideration of the road information input from the input unit 21, the driver's and passenger's requests for travel time, and the like. For example, is set 30 km / h as the minimum upper limit speed _{V min,} legal speed of 60 km / h is set as the maximum upper limit speed _{V max.} Further, the ECU 2 sets an optimum fuel consumption acceleration and an allowable maximum acceleration when stopping or starting. The allowable maximum acceleration is set in advance by the driver, for example. Further, it may be automatically set by learning of the ECU 2 during manual travel. The optimum fuel consumption acceleration is an acceleration that uses a region where the thermal efficiency of the engine is maximized, and is set from the specification information of the vehicle 1. When the process of S10 ends, the process proceeds to a signal information input process (S12).

  The process of S12 is executed by the input unit 21 and is a process for inputting information related to traffic lights in the section for a specified distance from the current location. For example, the input unit 21 inputs information on the traffic signals A and B shown in FIG. 2 by communicating with a communication device arranged on the roadside. As information regarding a traffic light, for example, traffic signal information indicating a lighting cycle of a signal can be cited. The lighting cycle information includes, for example, the start timing and cycle of red, blue, and yellow lighting. When the process of S12 is completed, the process proceeds to the fastest speed pattern generation process (S14).

The process of S14 is a process that is executed by the ECU 2 and generates a speed pattern that arrives at the traffic light at the fastest speed. ECU2 the road information and input from the input unit 21, based on the highest maximum speed V _max and the allowable maximum acceleration or the like set in the processing of S10, to produce the fastest speed pattern through the installation point of the traffic A. Thus, in the process of S14, the fastest speed pattern is generated without considering the traffic signal information. When the process of S14 ends, the process proceeds to a low fuel consumption speed pattern generation process (S16).

The process of S16 is a process that is executed by the first speed pattern generation unit 22 and generates a speed pattern that arrives at a traffic light installation point with low fuel consumption. The first speed pattern generation unit 22 generates a low fuel consumption speed pattern passing through the traffic light A based on the road information input from the input unit 21, the minimum upper limit speed V _min set in the process of S10, the optimum fuel consumption acceleration, and the like. Generate. Thus, in the process of S16, the low fuel consumption speed pattern is generated without considering the traffic signal information. When the process of S16 ends, the process proceeds to a stop determination process (S18).

The process of S18 is a process that is executed by the determination unit 23 and determines whether or not the vehicle 1 is stopped by the traffic light. First, the determination unit 23 refers to the low fuel consumption speed pattern generated in the process of S16 and the fastest speed pattern generated in the process of S14, and arrives at the installation point of the traffic light A when the low fuel consumption speed pattern is adopted. ₁ and the time t ₂ at which the traffic light A arrives at the installation point when the fastest speed pattern is adopted. Assuming that the arrival time zone is between the arrival time t ₁ and the arrival time t ₂ , the determination unit 23 determines whether or not the arrival time zone and the green signal cycle of the traffic light A input by the input unit 21 overlap. Thereby, it can be determined by the traffic light A whether the vehicle 1 stops. In the process of S18, when it is determined that the arrival time zone and the green signal period do not overlap, the process proceeds to the low fuel consumption speed pattern adoption process (S20).

  The process of S20 is executed by the travel planning unit 25, and when there is no green signal period in the arrival time zone when the vehicle 1 arrives at the installation point of the traffic light A, the low fuel consumption speed pattern generated by the process of 16 is adopted. This is a process for generating a travel plan. In this way, if there is no green signal period in the arrival time zone, it is necessary to stop before the traffic light A regardless of what kind of traveling, so low fuel consumption on the premise that the traffic light A stops at the installation point By adopting a simple speed pattern, it is possible to perform energy efficient travel. When the process of S20 ends, the control process shown in FIGS. 3 and 4 ends.

On the other hand, in the process of S18, when it is determined that the arrival time zone and the green signal cycle overlap, that is, when it is determined that the traffic light installation point passes through the green signal, the process proceeds to the stop determination process (S22). The process of S22 is a process that is executed by the determination unit 23 and determines whether or not the vehicle can travel without being stopped by a traffic light when traveling with low fuel consumption is performed. For example, the determination unit 23 determines whether or not the time t ₁ arriving at the installation point of the traffic light A when the low fuel consumption speed pattern is adopted overlaps with the green signal period. In the processing of S22, the time t ₁ is the case where it is determined that overlaps the green light period, the process proceeds to the speed pattern selection process (S24).

  The process of S24 is executed by the travel plan unit 25, and when traveling using the low fuel consumption speed pattern generated in the process of S16, the low fuel consumption speed pattern can be obtained because the green light can pass through the installation point of the traffic light A. This is a process of selecting as a candidate of the minimum speed pattern that can pass through the installation point of the traffic light A with a green light. When the process of S24 is completed, the process proceeds to the minimum speed pattern setting process (S32).

On the other hand, in the processing of S22, the time t ₁ is when it is determined not to overlap with the green light period, the process proceeds to the upper limit speed search process (S26). The process of S26 is executed by the second speed pattern generation unit 24, and an upper limit speed of the low fuel consumption speed pattern is generated in order to generate a second speed pattern that arrives at the installation point of the traffic light A earlier than the low fuel consumption speed pattern. And searching for a second speed pattern that can pass through the installation point of the traffic light A. In the processing of S26, the second speed pattern generating section 24, the upper limit speed in the low fuel consumption speed pattern gradually increased by a predetermined speed amount from the lowest upper limit speed V _min to the maximum upper limit speed V _max, the second speed each time increase Generate a pattern. The increment amount is, for example, 1 km / h. When the second speed pattern generation unit 24 travels using the generated second speed pattern every time the second speed pattern is generated, the second speed pattern generation unit 24 determines whether or not the traffic light A can be passed by the green signal. judge. If it is determined that produces a second speed pattern that can pass through the installation point of the traffic signal A with a green light, or up if the upper limit speed increases to the speed V _max was done, the process proceeds to the stop determination processing (S28).

The process of S28 is executed by the second speed pattern generation unit 24, and it is determined whether or not a second speed pattern that can pass through the installation point of the traffic light A with a green light has been generated. Even when subjected to increased speed maximum speed of the speed pattern up to the upper limit speed V _max, it is because there may not be generating the second speed pattern that can pass through the installation point of the traffic signal A in green light. In the process of S28, when it is determined in S26 that the speed pattern that can pass through the installation point of the traffic light A with a green signal is not generated, the process proceeds to the upper limit acceleration search process (S30).

Processing step S30 is performed at a second speed pattern generating section 24, because even increase the rate to a maximum upper limit speed V _max was not the speed pattern can pass by the green light, by changing the acceleration installation point of the traffic A Is a process of searching for a second speed pattern that can pass through Second speed pattern generating section 24 fixes the maximum speed of the speed pattern generated by the processing of S26 to the maximum upper limit speed V _max, gradually predetermined acceleration amount upper limit acceleration in the velocity pattern from the optimum fuel consumption acceleration to the maximum allowed acceleration The second speed pattern is generated each time the number is increased. The increment amount is, for example, 0.01G. When the second speed pattern generation unit 24 travels using the generated second speed pattern every time the second speed pattern is generated, the second speed pattern generation unit 24 determines whether or not the traffic light A can be passed by the green signal. judge. In the process of S30, since it is determined in the process of S18 that the arrival time zone and the green signal cycle overlap, it is possible to generate a second speed pattern that can always pass through the installation point of the traffic light A with a green signal. When the second speed pattern that can pass through the installation point of the traffic light A with the green signal is generated, the process of S30 is terminated, and the process proceeds to the setting process of the green signal passing minimum speed pattern (S32).

  The process of S32 is a process that is executed by the travel plan unit 25 and sets a minimum speed pattern that can pass through the installation point of the traffic light A with a green light. The travel plan unit 25 sets the second speed pattern generated by the process of S24 or the second speed pattern generated by the process of S30 as the minimum speed pattern. When the process of S32 ends, the process proceeds to the upper limit speed re-search process (S34).

The process of S34 is executed by the second speed pattern generation unit 24, and arrives at the installation point of the traffic light A at a point earlier than the low fuel consumption speed pattern, and among the second speed patterns that can pass through the traffic light A with a green light This is a process of searching for the second speed pattern in which the upper limit speed is the maximum speed. Although it is determined in the process of S18 that the arrival time zone and the green signal cycle overlap, there is a possibility that a plurality of green signal cycles are included in the arrival time zone. For this reason, the second speed pattern generating unit 24 can pass the installation point of the traffic light A at the maximum speed in the green signal period that overlaps when traveling using the minimum speed pattern set in the process of S32. Search for patterns. In the process of S34, the second speed pattern generation unit 24 selects the minimum speed pattern set in the process of S32 as an initial condition. When the maximum speed of the selected minimum speed pattern is not the maximum upper limit speed V _max , the upper limit speed in the speed pattern is gradually increased from the maximum speed of the selected minimum speed pattern to the maximum upper limit speed V _max as in the process of S26. The second speed pattern is generated each time the speed is increased. The increment amount is, for example, 1 km / h. When the second speed pattern generation unit 24 travels using the generated second speed pattern every time the second speed pattern is generated, the second speed pattern generation unit 24 determines whether or not the traffic light A can be passed by the green signal. judge. If it is determined that produces a second speed pattern through the installation point of the traffic signal A at a red light, or up if the upper limit speed increases to the speed V _max was done, the process proceeds to the stop determination processing (S36).

The process of S36 is executed by the second speed pattern generation unit 24. In the process of S34, it is determined whether or not a second speed pattern that passes through the installation point of the traffic light A with a red signal is generated. Even when performing the speed increase the maximum speed of the speed pattern up to the upper limit speed V _max, it may not produce the second speed pattern through the installation point of the traffic signal A at a red light. In the process of S36, when it is determined in S34 that the speed pattern passing through the installation point of the traffic light A with a red signal is generated, the process proceeds to the maximum speed pattern setting process (S44). On the other hand, in the process of S36, when it is determined that the speed pattern passing through the installation point of the traffic light A with the red signal is not generated in the process of S34, the process proceeds to the upper limit acceleration search process (S38).

Processing of step S38 is performed at a second speed pattern generating section 24, because even increase the rate to a maximum upper limit speed V _max was not a speed pattern through a red light, installation point of the traffic A by changing the acceleration Is a process of generating a second speed pattern that passes through a red signal. Second speed pattern generating section 24 fixes the maximum speed of the speed pattern generated by the processing of S36 to the maximum upper limit speed V _max, gradually predetermined acceleration amount upper limit acceleration in the velocity pattern from the optimum fuel consumption acceleration to the maximum allowed acceleration The second speed pattern is generated each time the number is increased. The increment amount is, for example, 0.01G. Every time the second speed pattern is generated, the second speed pattern generation unit 24 determines whether or not the traffic light A passes through the installation point of the traffic light A when traveling using the generated second speed pattern. . When the process of S38 is completed, the process proceeds to an overlap determination process for the green signal period (S40).

  The process of S40 is executed by the second speed pattern generation unit 24 and determines whether or not the arrival time zone and the green signal period all overlap. This determination is made in the process of S38 by determining whether or not it is determined that the generated second speed pattern is increased up to the allowable maximum acceleration and that it passes through the installation point of the traffic light A with a green light. Can be done by doing. In the process of S40, when it is determined that the arrival time zone and the green signal period all overlap, the process proceeds to the maximum speed pattern selection process (S42).

  The process of S42 is executed by the travel planning unit 25, and it can be determined that any speed pattern from the lowest speed pattern to the fastest speed pattern can be adopted, so that it can be passed with a green signal. In this process, the fastest speed pattern is set as a candidate for the fastest speed pattern. When the processing of S42 is completed, the routine proceeds to maximum speed pattern setting processing (S44).

  On the other hand, in the process of S40, when it is determined that the arrival time zone and the green signal period do not all overlap, the process proceeds to the maximum speed pattern setting process (S44). The process of S44 is a process that is executed by the travel planning unit 25 and sets the fastest speed pattern that can pass through the installation point of the traffic light A with a green light. The travel plan unit 25 sets the speed pattern immediately before the second speed pattern determined to pass through the installation point of the traffic light A with a red signal in the process of S36 as the maximum speed pattern that can pass with the blue signal. Or the travel plan part 25 sets the speed pattern just before the 2nd speed pattern determined that it passes the installation point of the traffic light A with a red signal in the process of S40 as a maximum speed pattern which can pass with a blue signal. Alternatively, the second speed pattern selected in the process of S42 is set as the minimum speed pattern. Thereby, the maximum speed pattern of the speed pattern which can pass the installation point of the traffic light A with a green light is decided. Therefore, the speed pattern between the minimum speed pattern set in the process of S32 and the maximum speed pattern set in the process of S44 can be a speed pattern that can pass through the installation point of the traffic light A with a green light. When the process of S44 ends, the process proceeds to a process of generating a speed pattern passing through the installation point of the traffic light A in consideration of the traffic light B (S46).

  The process of S46 is a process that is executed by the first speed pattern generation unit 22 and generates a speed pattern that travels between the traffic light A and the traffic light B at the optimum fuel economy speed. The first speed pattern generation unit 22 sets the travel to the traffic light A as the minimum speed pattern set in the process of S32, and sets the travel pattern in which the travel from the traffic light A to the traffic light B travels at the optimum fuel efficiency speed as in the process of S16. Generate by processing. When the process of S46 is completed, the process proceeds to a signal period determination process (S48).

Processing of S48 is executed by the determination unit 23, when a vehicle travels adopted the optimum fuel consumption speed pattern generated in the process of S46, it overlaps the green light period of the traffic signal time t ₃ and the traffic signal B arriving at the installation point of B This is a process for determining whether or not. In the processing of S48, if it is determined and the blue signal period of time t ₃ and the traffic signal B and overlap, the process proceeds to speed pattern employed process (S50).

  The process of S50 is executed by the travel plan unit 25, and when traveling with the optimum fuel consumption speed pattern, it is determined that the installation points of the traffic light A and the traffic light B pass with a green light, so the optimal fuel consumption speed pattern generated by the process of S46 is performed. Is used for the speed pattern. Thereby, the speed pattern with the lowest fuel consumption is adopted among the speed patterns that can pass through the installation point of the traffic light A and further pass through the installation point of the traffic light B, and the vehicle can travel with good energy efficiency. When the process of S50 ends, the control process shown in FIGS. 3 and 4 ends.

On the other hand, in the processing of S48, when it is determined not overlap the green light period of time t ₃ and the traffic signal B shifts to the speed pattern search process (S52). The process of S52 is executed by the second speed pattern generation unit 24, the speed pattern from the traffic light A to the traffic light B is fixed as the optimum fuel consumption speed pattern generated in the process of S46, and the speed pattern from the control start point to the traffic light A is generated. Among the speed patterns, it is a process of searching for a speed pattern that can pass through the installation points of the traffic light A and the traffic light B with a blue light. When the upper limit speed is gradually increased up to the upper limit speed of the maximum speed pattern set in the process of S44 and increased to the upper limit speed in the same manner as the processes of S26 to S30 with the minimum speed pattern set in the process of S32 as a reference. Increases the acceleration and searches for a speed pattern that arrives in the green signal period of the traffic light A between the minimum speed pattern and the maximum speed pattern. When the process of S52 ends, the process proceeds to a determination process (S54).

  The process of S54 is a process executed by the ECU 2 to determine whether or not the arrival time at the installation point of the traffic light A when traveling with the speed pattern generated in the process of S48 overlaps with the green signal period. In the process of S48, when the generated speed pattern is adopted and the vehicle travels, when it is determined that the vehicle passes through the installation point of the traffic light A with a green light, the process proceeds to the speed pattern adoption process (S56).

  The process of S56 is executed by the travel plan unit 25, adopts the speed pattern generated in the process of S52 as the speed pattern from the control start point to the traffic light A, and the process of S46 as the speed pattern from the traffic light A to the traffic light B. This is a process of adopting the generated optimum fuel consumption speed pattern. Accordingly, among the speed patterns that can pass through the installation point of the traffic light A and further pass through the installation point of the traffic light B, it is possible to adopt a low fuel consumption speed pattern and to travel with high energy efficiency. When the process of S56 ends, the control process of FIGS. 3 and 4 ends.

On the other hand, in the process of S54, if the vehicle adopts the speed pattern generated in the process of S48 and travels, when it is determined that the vehicle does not pass the installation point of the traffic light A with a green light, the process proceeds to the speed pattern search process (S58). The process of S58 is executed by the second speed pattern generation unit 24, fixed as the maximum speed pattern generated in the process of S44 as the speed pattern from the control start point to the traffic light A, and the speed between the traffic light A and the traffic light B This is a process of searching for a speed pattern that can pass through the installation point of the traffic light B with a green light for the pattern. Based on the optimal fuel consumption pattern set in the processing of S46, similarly to the processing in S26 to S30, gradually increasing the maximum speed up to V _max, by increasing the acceleration when raised to the upper limit speed, traffic light B Search for a speed pattern that arrives in the green signal period. When the process of S58 ends, the process proceeds to a determination process (S60).

  The process of S60 is a process that is executed by the ECU 2 and determines whether or not the arrival time of the traffic light B when traveling with the speed pattern generated in the process of S48 overlaps the green signal period. If it is determined in the process of S58 that the generated speed pattern is adopted and the vehicle travels through the installation point of the traffic light B with a green light, the process proceeds to a speed pattern adoption process (S62).

  The process of S62 is executed by the travel planning unit 25, adopts the maximum speed pattern generated in the process of S44 as the speed pattern from the control start point to the traffic light A, and the process of S60 as the speed pattern from the traffic light A to the traffic light B. This is a process that employs the speed pattern generated in (1). Accordingly, among the speed patterns that can pass through the installation point of the traffic light A and further pass through the installation point of the traffic light B, it is possible to adopt a low fuel consumption speed pattern and to travel with high energy efficiency. When the process of S62 ends, the control process of FIGS. 3 and 4 ends.

  On the other hand, in the process of S60, when the vehicle travels using the speed pattern generated in the process of S58, if it is determined that the green signal does not pass the installation point of the traffic light B, the process proceeds to the speed pattern adoption process (S64). The process of S64 is a process executed by the travel plan unit 25 and adopts the minimum speed pattern set in the process of S32 as the speed pattern from the control start point to the traffic light A. Even if it passes through the installation point of traffic light A, it is determined that it always stops at a red signal at the installation point of traffic light B, so the lowest speed pattern among the speed patterns that pass through the installation point of traffic light A with a green light. By adopting a fuel efficient speed pattern, it is possible to travel with good energy efficiency. When the process of S64 ends, the control process of FIGS. 3 and 4 ends.

  By executing the control processing shown in FIG. 3 and FIG. 4, the travel plan generation device 20 can reduce fuel consumption when it stops at a red signal at the installation point of the traffic light A when it cannot pass through the installation point of the traffic signal A with a green light. When the traveling speed pattern is adopted and the installation point of traffic light A can be passed with a green light, the speed pattern passing through the installation point of traffic light A and traffic light B with a low fuel consumption and green light is adopted, and the corresponding speed pattern exists. If not, a speed pattern for driving with low fuel consumption is adopted when the traffic light A passes through the installation point of the traffic light with a green light and stops at the traffic light B with the red light. Thus, if it can pass with a green signal, it can pass with a green signal as much as possible, and can also carry out efficient driving in consideration of the passing situation of the next traffic light installation point.

  As mentioned above, according to the travel plan production | generation apparatus 20 which concerns on 1st Embodiment, a speed pattern is produced | generated based on setting conditions, a traffic condition is acquired, and a travel plan is produced | generated based on the produced | generated speed pattern and the acquired traffic condition. Can be generated. Thereby, for example, considering a stop scene based on the traffic situation, it is possible to generate a travel plan with good fuel efficiency and an optimal travel plan in which travel safety is ensured.

  Moreover, according to the travel plan production | generation apparatus 20 which concerns on 1st Embodiment, by acquiring the traffic signal information of an intersection as a traffic condition, based on the information and speed pattern of the traffic lights A and B of an intersection, signal A, A fuel-efficient travel plan can be generated by appropriately reflecting the stop by B.

  Further, according to the travel plan generation device 20 according to the first embodiment, when traveling by vehicle control using the optimum fuel consumption speed pattern, when the traffic lights A and B cannot pass through a red signal, the optimum fuel consumption speed is obtained. A speed pattern that reaches the traffic lights A and B earlier than the pattern can be generated, and a travel plan can be generated using the generated speed pattern. Thereby, based on the signal information, it is possible to adjust the travel plan so that the traffic lights A and B pass with a green light, and thus, for example, generating a travel plan that optimizes the balance between travel time and low fuel consumption travel Can do.

  Furthermore, according to the travel plan generation device 20 according to the first embodiment, it is possible to generate a travel plan based on traffic signal information of the traffic light B at an intersection farther than the traffic light A at an intersection that can pass. For this reason, when passing through a plurality of intersections, it is possible to identify at which intersection to stop and generate a low fuel consumption travel plan.

(Second Embodiment)
The travel plan generation device according to the second embodiment is configured in substantially the same manner as the travel plan generation device 20 according to the first embodiment, and inputs position information of other vehicles as traffic information, and enters the travel plan. It is different in that it is reflected. In the second embodiment, the description of the same parts as those in the first embodiment will be omitted, and the description will focus on the differences.

  The travel plan generation device according to the second embodiment is preferably used particularly when there is a vehicle waiting for a signal ahead. First, the structure of the travel plan production | generation apparatus which concerns on 2nd Embodiment is demonstrated using FIG. FIG. 5 is a configuration diagram of a vehicle including a travel plan generation device according to the second embodiment. As illustrated in FIG. 5, the travel plan generation device 40 according to the second embodiment is different in that the determination unit 23 and the second speed pattern generation unit 24 included in the travel plan generation device 20 according to the first embodiment are not included. In the vehicle 1, the operation of the ECU 2 is different. In addition to the functions described in the first embodiment, the ECU 2 has a function of running the host vehicle with the surrounding vehicles of the host vehicle as one vehicle group. Moreover, the vehicle 1 may have a function of traveling other vehicles. In the present embodiment, in consideration of ease of understanding, the vehicle 1 controls the surrounding vehicles to travel. explain.

  Next, operation | movement of the travel plan production | generation apparatus 40 which concerns on 2nd Embodiment is demonstrated using FIG.6 and FIG.7. FIG. 6 is a schematic diagram illustrating a travel example of the vehicle 1 including the travel plan generation device 40 according to the present embodiment. FIG. 7 is a flowchart showing the operation of the travel plan generation device 40. The control process shown in FIG. 7 is repeatedly executed at predetermined intervals after the ignition is turned on.

If the control process shown in FIG. 7 is started, the travel plan production | generation apparatus 40 will start from an information input process (S70). The process of S70 is executed by the input unit 21, and is a process of inputting the distance between the traffic light and the traffic light on the road scheduled to travel. For example, the distance L ₁ between the traffic light A and the traffic light B shown in FIG. Input unit 21 communicates with the established communication device, for example, the roadside via the antenna 31, acquires the distance L _1. When the process of S70 is completed, the process proceeds to a vehicle length input process (S72).

The process of S72 is executed by the input unit 21 and is a process of inputting the length of the vehicle scheduled to stop between the traffic lights. For example, this is a process of inputting the vehicle lengths of the vehicles U ₁ and U ₂ scheduled to stop at the traffic light B shown in FIG. The input unit 21 communicates with, for example, an optical beacon disposed on the road side via the antenna 31 and inputs the vehicle lengths of the vehicles U ₁ and U ₂ . When the processing of S72 ends, the process proceeds to traffic information input processing (S74).

  The process of S74 is performed by the input unit 21 and is a process for inputting traffic signal information including a lighting cycle of a traffic light. For example, the length and timing of the red signal cycle and the blue signal cycle of the traffic lights A and B shown in FIG. 6 are input. When the process of S74 ends, the process proceeds to a stop vehicle group selection process (S76).

The process of S76 is a process that is executed by the ECU 2 and that selects a vehicle that is scheduled to stop behind a vehicle that is scheduled to stop between the traffic lights. The ECU 2 compares the length obtained by adding the total length of the vehicle scheduled to be stopped input in the process of S72 and the predetermined inter-vehicle distance with the distance between the traffic signal input in the process of S70. List the vehicles that will stop following. For example, by summing the length of the vehicle U _1, U ₂ shown in FIG. 6, the vehicle U _1, U ₂ of the inter-vehicle distance and vehicle U ₂ and a rear inter-vehicle distance, the distance between the traffic signal A and the signal unit B L compared to, it sets the stoppable vehicle as stopped vehicle group G _1. The inter-vehicle distances of the vehicles U ₁ and U ₂ and the rear inter-vehicle distance of the vehicle U ₂ are, for example, 4 m. When the processing of S76 is completed, the routine proceeds to speed pattern generation processing (S78).

The process of S78 is a process that is executed by the first speed pattern generation unit 22 and generates a speed pattern that decelerates based on the maximum allowable deceleration for the last vehicle in the vehicle group selected in the process of S76. For example, with respect to end vehicle R ₂ Car group G ₁ shown in FIG. 6, it generates a speed pattern. The allowable maximum deceleration is set in advance by the driver, for example. Specifically, -0.3G is mentioned, for example. When the process of S78 ends, the process proceeds to a determination process (S80).

The process of S80 is executed by the determination unit 23, and when the last vehicle of the stop vehicle group travels using the speed pattern generated in the process of S78, before reaching the back of the signal waiting vehicle, This is a process of determining whether to stop by a traffic light. For example, before the vehicle R ₂ arrives behind the vehicles U ₁ and U ₂ that stop at the traffic light B in FIG. 6, it is determined whether or not the vehicle R ₂ stops by the traffic light A in front. Determination unit 23 calculates the time t ₅ to arrive at the installation point of the traffic signal A in the case of adopting the speed pattern generated by the processing of S78. Then, the determination unit 23 determines whether the green signal period of the arrival time t ₅ and the traffic light A overlap. In the processing of S80, if it is determined that the blue signal period of the arrival time t ₅ and the traffic light A do not overlap, the process proceeds to reselecting process of stopping vehicles group (S82).

The process of S82 is a process that is executed by the ECU 2 and reselects the stop vehicle group selected in the process of S76. The ECU 2 excludes the last vehicle from the stopped vehicle group selected in the process of S76 and reselects it as a new stopped vehicle group. For example, the vehicle group G ₁ to the exclusion of the end of the vehicle R _2, forms a vehicle group newly by the vehicle 1 and the vehicle R _1. When the process of S82 ends, the process proceeds to a speed pattern generation process (S78). By performing the processing from S78 to S80, it is possible to determine which vehicles can enter between the traffic light A and the traffic light B.

On the other hand, in the processing of S80, when the green signal period of the arrival time t ₅ and the signal unit A is determined to overlap, the process proceeds to regenerate processing speed pattern of the end vehicle (S84). The process of S84 is a process that is executed by the first speed pattern generation unit 22 and regenerates the last speed pattern of the stop vehicle group selected in the process of S76 or S82. For example, the first speed pattern generation unit 22 generates a speed pattern by increasing the acceleration by 0.01 G from the allowable maximum deceleration. When the process of S84 ends, the process proceeds to a determination process (S86).

The process of S86 is executed by the determination unit 23, and when traveling using the speed pattern generated in the process of S84, a process of determining whether to stop by a traffic light before reaching the back of the signal waiting vehicle. It is. Determination section 23, similarly to the processing in S80, determines whether the green signal period of the arrival time t ₅ and the traffic A of the vehicle R ₂ overlap. In the processing of S86, if it is determined and the blue signal period of the arrival time t ₅ and the traffic signal A and overlap, the process proceeds to the deceleration determination process (S88).

The process of S88 is a process that is executed by the ECU 2 and determines whether or not the deceleration of the speed pattern generated by the process of S84 is a low fuel consumption deceleration. Fuel efficiency deceleration, for example, an acceleration, etc. that thermal efficiency of the engine using the best regions can be determined using the specification information of the vehicle R _2. If it is determined in step S88 that the fuel consumption deceleration is not low, the process proceeds to a deceleration increase process (S90).

The process of S90 is a process executed by the ECU 2 to reduce the deceleration determined in the process of S88. The amount of decrease is, for example, 0.01G. When the process of S90 ends, the process again proceeds to the speed pattern generation process (S84). In the process of S84, a speed pattern is generated based on the deceleration set in the process of S90. As a result, the speed of the last vehicle R ₂ in which the deceleration is gradually decreased until the arrival time t ₅ does not overlap with the green signal period of the traffic light A or until the decreased deceleration becomes the low fuel consumption deceleration. A pattern can be generated.

On the other hand, in the processing of S86, if it is determined and the blue signal period of the arrival time t ₅ and the traffic signal A and do not overlap, the process proceeds to the speed pattern employed process (S94). Processing of S94 is executed by the traveling planning unit 25, a speed pattern of the immediately preceding the determined speed pattern and the blue signal period does not overlap the arrival time t ₅ and the traffic signal A, is adopted as the speed pattern of the end vehicle R ₂ . When the process of S94 ends, the process proceeds to a speed pattern generation process for another vehicle (S96).

Further, in the processing of S88, the deceleration of the speed pattern of the end vehicle R ₂ is when it is determined that the fuel efficiency deceleration proceeds to a speed pattern employed process (S92). The process of S92 is executed by the travel plan unit 25, and since the deceleration of the speed pattern is the low fuel consumption deceleration, the speed pattern for traveling at the low fuel consumption deceleration is adopted. When the process of S92 ends, the process proceeds to a speed pattern generation process for another vehicle (S96).

Processing of S96 is executed by the ECU 2, a process for generating a speed pattern for the vehicle 1, R ₁ of each of the stopping vehicle group except the end vehicle R _2. ECU2, considering the safety distance from the end vehicle R ₂ to produce a speed pattern of the stop wheel group in order from the end side. When the process of S96 ends, the control process shown in FIG. 7 ends.

  As described above, by executing the control process shown in FIG. 7, it is possible to travel in consideration of the balance between the low fuel consumption of the host vehicle and the entire traffic flow by passing signals in units of vehicle groups.

  As described above, according to the travel plan generation device 40 according to the second embodiment, the speed pattern is generated based on the set condition, the traffic situation is acquired, and the travel plan is generated based on the generated speed pattern and the acquired traffic situation. Can be generated. Thereby, for example, considering a stop scene based on the traffic situation, it is possible to generate a travel plan with good fuel efficiency and an optimal travel plan in which travel safety is ensured.

Further, according to the travel plan generation device 40 according to the second embodiment, the travel plan of the vehicles 1 and R ₁ forming the vehicle group G ₁ based on the traffic information when the last vehicle R ₂ passes the intersection. Therefore, it is possible to generate a low fuel consumption travel plan while ensuring smooth traffic flow and travel safety.

(Third embodiment)
The travel plan generation device according to the third embodiment is configured in substantially the same manner as the travel plan generation device according to the first embodiment, and does not input information on traffic lights as traffic information, and positions of other vehicles. The difference is that the information is reflected in the travel plan. In the third embodiment, the description of the same parts as those in the first embodiment will be omitted, and the description will focus on the differences.

  The travel plan generation device according to the third embodiment is suitably used when traveling following other vehicles, for example, when there is traffic on an expressway. First, the structure of the travel plan production | generation apparatus which concerns on 3rd Embodiment is demonstrated using FIG. FIG. 8 is a configuration diagram of a vehicle including the travel plan generation device according to the third embodiment. As illustrated in FIG. 8, the travel plan generation device 60 according to the third embodiment is different in that the determination unit 23 and the second speed pattern generation unit 24 included in the travel plan generation device 20 according to the first embodiment are not included. Further, the operation of the ECU 2 is different in the vehicle 1. In addition to the functions described in the first embodiment, the ECU 2 has a function of running the host vehicle with the surrounding vehicles of the host vehicle as one vehicle group. Moreover, the vehicle 1 may have a function of traveling other vehicles. In the present embodiment, in consideration of ease of understanding, the vehicle 1 controls the surrounding vehicles to travel. explain.

  Next, operation | movement of the travel plan production | generation apparatus 60 which concerns on 3rd Embodiment is demonstrated using FIGS. 9-11. FIG. 9 is a schematic diagram illustrating a travel example of the vehicle 1 including the travel plan generation device 60 according to the present embodiment. 10 and 11 are flowcharts illustrating the operation of the travel plan generation device 60 according to the present embodiment. The control processing shown in FIGS. 10 and 11 is repeatedly executed at predetermined intervals after the ignition is turned on. In consideration of ease of explanation, a case will be described in which the vehicle 1 travels on a congested road shown in FIG.

When the control process is started, the travel plan generation device 60 starts from the forward vehicle confirmation process (S100). The process of S100 is a process that is executed by the ECU 2 and that confirms the traveling state of the vehicle existing in front of the vehicle 1. For example, as shown in a of FIG. 9, the ECU _{2 determines} the traveling state of the vehicle group G <b> 2 located in front of the vehicle 1 based on information obtained from the sensor 33 and the communication unit 32. In the process of S100, if it is determined that the preceding vehicle continues to stop, the process proceeds to the stop maintenance process (S102).

  The process of S102 is executed by the travel plan unit 25 and is a process for maintaining the own vehicle also stopped because the preceding vehicle is stopped. When the process of S102 ends, the control process of FIGS. 10 and 11 ends.

On the other hand, in the process of S100, when it is determined that the preceding vehicle does not continue to stop, the process proceeds to a continuous travel determination process (S104). The process of S104 is a process that is executed by the ECU 2 and determines whether or not the vehicle existing in front of the vehicle 1 can continuously travel over a long distance. The long distance is, for example, 1 km or more. ECU2, for example, communicate with the established communication device toward the front of the vehicle group G ₂ and the roadside via the antenna 31 and the communication unit 32 determines whether the forward vehicle group G ₂ is long distances. In the process of S104, when it is determined that the preceding vehicle can continuously travel, the process proceeds to a normal travel process (S106).

The processing of S106 is executed by the ECU 2, the first speed pattern generation unit 22, and the travel plan unit 25, and performs normal fuel consumption travel. For example, the ECU 2 sets the minimum upper limit speed V _min on a traveling road other than when the vehicle is stopped or started, and sets the optimum fuel consumption acceleration when the vehicle is stopped or started. The optimum fuel consumption acceleration is an acceleration that uses a region where the thermal efficiency of the engine is maximized, and is set from the specification information of the vehicle 1. The first speed pattern generation unit 22 generates a normal speed pattern using the set minimum upper limit speed V _min and the optimum fuel efficiency acceleration, and the travel plan unit 25 generates a travel plan based on the speed pattern. As a result, the vehicle 1 starts and accelerates with low fuel consumption. When the process of S106 is finished, the control process of FIGS. 10 and 11 is finished.

  On the other hand, when it is determined in the process of S104 that the preceding vehicle can continuously travel, the process proceeds to the HV vehicle confirmation process (S108). The process of S108 is a process executed by the ECU 2 to determine whether or not the host vehicle 1 is a hybrid vehicle. In the process of S108, when it is determined that the host vehicle 1 is a hybrid vehicle, the process proceeds to a regeneration deceleration setting process (S110).

  The process of S110 is a process that is executed by the first speed pattern generation unit 22 and sets the stop operation on the premise of regenerative deceleration because the host vehicle 1 is a hybrid vehicle. For example, the first speed pattern generation unit 22 creates a regeneration flag area on the memory of the ECU 2 and performs a process of changing the regeneration flag from 0 to 1. When the process of S110 ends, the process proceeds to the maximum speed and acceleration / deceleration setting process (S114).

  On the other hand, when it is determined in the process of S108 that the host vehicle 1 is not a hybrid vehicle, the process proceeds to an engine brake deceleration process (S112). The process of S112 is executed by the first speed pattern generation unit 22 and is a process for setting the stop operation on the premise of deceleration by the engine brake of the highest gear, N-gear deceleration, or the like because the host vehicle 1 is not a hybrid vehicle. . For example, the first speed pattern generation unit 22 creates an engine brake flag region on the memory of the ECU 2 and performs a process of changing the engine brake flag from 0 to 1. When the processing of S108 is completed, the routine proceeds to processing for setting the maximum speed and acceleration / deceleration (S114).

  The process of S114 is a process that is executed by the first speed pattern generation unit 22 and determines the maximum speed and acceleration / deceleration at which the host vehicle 1 travels. The first speed pattern generation unit 22 sets the maximum speed to about 30 km / h where the air resistance loss is sufficiently small, for example. By sufficiently reducing the speed in this manner, it is possible to travel with good fuel efficiency while suppressing air resistance loss. As for the acceleration / deceleration, the optimum fuel consumption acceleration is adopted as in the process of S106. When the process of S114 ends, the process proceeds to a low fuel consumption speed pattern generation process (S116).

  The process of S116 is a process which is executed by the first speed pattern generation unit 22 and generates a low fuel consumption speed pattern based on the conditions set in the processes of S110 to S114. The first speed pattern generation unit 22 confirms, for example, the regeneration flag and the engine brake flag, determines whether the host vehicle 1 performs the regeneration deceleration control of the hybrid vehicle or the engine brake deceleration control of the AT vehicle, and S114. A speed pattern is generated based on the maximum speed and the optimum fuel consumption acceleration set in. In order to improve the fuel efficiency of the vehicle while taking into consideration the influence on the subsequent traffic, a speed pattern is generated so as not to perform a wave-like traveling that repeats acceleration and deceleration. For example, a speed pattern in which the vehicle starts and stops with one acceleration and one deceleration is used. When the process of S116 is completed, the process proceeds to a vehicle group formation process (S118 of FIG. 11).

The process of S118 is a process that is executed by the ECU 2 and handles surrounding vehicles of the vehicle 1 as a vehicle group. ECU2, as shown in a of FIG. 9, sets the vehicle, for example, about ten as surrounding vehicles as vehicle group _{G 3.} When the process of S118 ends, the process proceeds to a travel distance calculation process (S120).

The process of S120 is a process that is executed by the ECU 2 and calculates the planned travel distance of the vehicle group set in the process of S118. ECU2, for example by using a fuel-efficient speed pattern of the vehicles forming the vehicle group G ₃ shown in a of FIG. 9, to calculate the respective planned travel distance, vehicle group G ₃ and the calculated planned travel distance on average The estimated travel distance (travelable continuation distance) L ₀ is calculated. When the processing of S120 ends, the process proceeds to space confirmation processing (S122).

The process of S122 is a process that is executed by the ECU 2 and determines whether or not a space necessary for vehicle group traveling is secured. The ECU 2 inputs the inter-vehicle distances L ₃ and L ₄ with the vehicle group G ₂ shown in FIG. 9, for example, using the communication unit 32 and the sensor 33, and compares it with the planned travel distance L ₀ calculated in the process of S120. In the process of S122, as shown in FIG. 9a, if L ₀ > L ₃ and it is determined that the space necessary for the vehicle group traveling is not secured, or if the forward vehicle behavior prediction is also performed, L ₀ > when the change in the relation of L ₃ is predicted to be no, the process proceeds to stop keeping process (S124).

Processing of S124 is performed by the travel planning unit 25, since the distance necessary for the car group G ₃ travels in a single acceleration and deceleration is not ensured, the vehicle group G ₃ is a process of maintaining the stop . When the process of S124 ends, the control process shown in FIGS. 10 and 11 ends.

On the other hand, in the process of S122, as shown in FIG. 9b, when it is determined that L ₀ <L ₄ and the space necessary for the vehicle group traveling is secured, the process proceeds to the maximum inter-vehicle distance estimation process. The process proceeds (S126). Processing of S126 is executed in ECU 2, performs the action prediction ahead of the vehicle group G ₂ on the basis of the information inputted from the communication unit 32 and the sensor 33, the processing of predicting the maximum distance to the vehicle group G ₂ is there. When the process of S126 ends, the process proceeds to a speed pattern regeneration process (S128).

Processing of S128 is executed by the first speed pattern generating section 22, a process for generating a fuel-efficient speed pattern of the car group G ₃ again. The first speed pattern generation unit 22 generates a speed pattern in the same manner as the process of S116. In the process of S116, the maximum speed is set to 30 km / h with a sufficiently low air resistance loss, and the speed pattern is generated. However, in the process of S128, the speed pattern is particularly fixed to 30 km / h. There may be no change depending on the maximum inter-vehicle distance estimated in the process of S126. When the process of S128 ends, the process proceeds to a start process (S130).

  The process of S130 is a process that is executed by the ECU 2 and causes the vehicle 1 to automatically run. The ECU 2 starts from the head of the vehicle group in accordance with the travel plan generated in the process of S128, and sequentially starts the subsequent vehicles with an appropriate space between them. The appropriate inter-vehicle distance is, for example, a moving distance for 2 seconds. When the process of S130 ends, the process proceeds to a travel determination process (S132).

  The process of S132 is a process that is executed by the ECU 2 to determine whether or not the automatic travel has ended. If it is determined in the process of S132 that the vehicle 1 is traveling automatically, the process proceeds to the maximum inter-vehicle distance estimation process, where the maximum inter-vehicle distance is dynamically estimated (S126), and a speed pattern is generated (S128). ). On the other hand, when it is determined in the process of S132 that the vehicle 1 is not in automatic travel, the control process of FIGS. 10 and 11 ends because the vehicle is in a stopped state.

  By performing the control processing shown in FIGS. 10 and 11, when the traffic distance can be confirmed in front of the vehicle from start to stop with low fuel consumption in a traffic jam, or the inter-vehicle distance that can be performed with low fuel consumption from start to stop is assumed. You can start only if you can. Thereby, driving with low fuel consumption can be performed.

  As described above, according to the travel plan generation device 60 according to the third embodiment, the speed pattern is generated based on the set condition, the traffic situation is acquired, and the travel plan is generated based on the generated speed pattern and the acquired traffic situation. Can be generated. Thereby, for example, considering a stop scene based on the traffic situation, it is possible to generate a travel plan with good fuel efficiency and an optimal travel plan in which travel safety is ensured.

  In addition, according to the travel plan generation device 60 according to the third embodiment, the traffic situation in front of the vehicle is acquired, and when the traffic jam occurs, for example, the condition that the vehicle travels with the lowest fuel consumption is satisfied. A travel continuation possible distance, which is a travelable distance, is estimated, and the travel plan can be generated based on the estimated travel continuation possible distance. Thereby, a travel plan with good fuel consumption can be generated.

  Further, according to the travel plan generation device 60 according to the third embodiment, since the travel plan in which the vehicle maintains the stop state until the travel continuable distance becomes equal to or greater than the predetermined value, the vehicle group can be appropriately selected. Thus, it is possible to improve the fuel consumption and generate an optimal travel plan in which travel safety is ensured.

(Fourth embodiment)
The travel plan generation device according to the fourth embodiment is configured in the same manner as the travel plan generation device 20 according to the first embodiment, and includes information on the behavior of other vehicles monitored by the sensor 33 or the like as traffic information. It is different in that it is input and reflected in the travel plan of the host vehicle. In the fourth embodiment, the description of the same parts as those in the first embodiment will be omitted, and differences will be mainly described.

  The travel plan generation device according to the fourth embodiment is preferably used when traveling following a preceding vehicle, for example. First, the structure of the travel plan production | generation apparatus which concerns on 4th Embodiment is demonstrated using FIG. FIG. 12 is a configuration diagram of a vehicle including a travel plan generation device according to the fourth embodiment. As illustrated in FIG. 12, the travel plan generation device 80 according to the fourth embodiment is different in that the determination unit 23 and the second speed pattern generation unit 24 included in the travel plan generation device 20 according to the first embodiment are not included. In addition, the operation of the ECU 2 provided in the vehicle 1 is different. In addition to the functions described in the first embodiment, the ECU 2 has a function of predicting the behavior of the preceding vehicle of the host vehicle. The ECU 2 has a function of predicting actions such as acceleration / deceleration, start / stop, lane change, and the like of the preceding vehicle based on information input from the communication unit 32 and the sensor 33, for example.

Next, operation | movement of the travel plan production | generation apparatus 80 which concerns on 4th Embodiment is demonstrated using FIG.13 and FIG.14. FIG. 13 is a schematic diagram illustrating a travel example of the vehicle 1 including the travel plan generation device 80 according to the present embodiment. FIG. 14 is a flowchart showing the operation of the travel plan generation device 80 according to this embodiment. The control process shown in FIG. 14 is repeatedly executed at predetermined intervals after the ignition is turned on. In consideration of ease of explanation, as shown in FIG. 13 a, the case where the vehicle 1 is waiting for a signal at the traffic light A and starts following the preceding vehicle U ₃ according to the instruction from the traffic light A will be described. To do. From a to c in FIG. 13 are displayed in time series.

When the control process is started, the travel plan generation device 80 starts with a behavior prediction process for the preceding vehicle (S140). The process of S140 is a process executed by the ECU 2 to predict the behavior of the preceding vehicle. ECU2, for example, before the preceding vehicle U ₃ is stopped at the traffic signal A, the preceding vehicle U ₃ learns the frequency for each event can take depending on the running state preceding vehicle U ₃ is placed. Then, the ECU 2 predicts, for example, the starting acceleration of the preceding vehicle U ₃ based on the learned information about the preceding vehicle U ₃ input from the sensor 33. When the process of S140 ends, the process proceeds to a preceding vehicle travel information calculation process (S142).

The process of S142 is a process that is executed by the ECU 2 and calculates travel information of the preceding vehicle. For example, the ECU 2 calculates the point F ₀ at which the preceding vehicle U ₃ reaches the desired traveling speed V _p and the time t ₀ at which the preceding vehicle U ₃ reaches the point F ₀ using the start acceleration predicted in the process of S140. The desired travel speed _Vp is, for example, a legal speed. When the process of S142 is completed, the process proceeds to an inter-vehicle distance calculation process (S144).

The process of S144 is a process that is executed by the ECU 2 and calculates the inter-vehicle distance from the preceding vehicle. The ECU 2 calculates a safe inter-vehicle distance L _S required when traveling at the desired traveling speed V _p calculated in the process of S142, using TTC (Time To Collision). TTC is a value obtained by dividing the speed inter-vehicle distance of the vehicle 1 and the preceding vehicle U _3, are set in advance. For example, 2 seconds may be set as a safe T _TTC . If TTC is _TTTC , the safe inter-vehicle distance L _S can be expressed by the following equation.

L _S = V _p · T _TTC (1)

By using Equation 1, it is possible to calculate the distance to the preceding vehicle U _3. When the processing of S144 ends, the process proceeds to target point calculation processing (S146).

Processing of S146 is performed in ECU 2, using a safe distance _{L S} calculated in the processing of the time _{t 0,} and S144 were calculated in the processing of S142, the processing of calculating the point _{F 1} which the vehicle 1 is to target is there. When the vehicle length of the preceding vehicle U ₃ is L _C and the distance to the point F ₀ is L _F0 , the distance L _F1 to the point F ₁ can be expressed by the following equation.

L _F1 = L _F0 −L _C −L _S (2)

By using Equation 2, the distance to the point F ₁ targeted by the vehicle 1 can be calculated. When the process of S146 ends, the process proceeds to a speed pattern generation process (S148).

The process of S148 is executed by the first speed pattern generation unit 22 to generate a speed pattern of the vehicle 1. The first speed pattern generating section 22, the vehicle 1 is a following vehicle of the vehicle U _3, a speed pattern so as to reach the desired running speed V _p at the point F ₁ obtained in the process of S146, desired speed A speed pattern is generated in which acceleration until reaching V _p is acceleration with low fuel consumption. The fuel-efficient acceleration is an acceleration that uses a region where the engine has the highest thermal efficiency, for example. When the process of S148 is completed, the routine proceeds to an inter-vehicle distance determination process (S150).

Processing of S150 is executed in ECU 2, when a vehicle travels adopted speed pattern generated by the processing of S148, inter-vehicle distance to the preceding vehicle U ₃ is a process of determining whether it is safe. The ECU 2 calculates the inter-vehicle distance L ₅ from the preceding vehicle U ₃ when the speed pattern generated in the process of S148 is adopted, and calculates the calculated inter-vehicle distance L ₅ and the safe inter-vehicle distance L _S calculated in the process of S144. Compare. In the process of S150, if it is determined shorter than the inter-vehicle distance _{which L 5} safe distance _{L S,} the process proceeds to correction processing speed pattern (S152).

The process of S152 is executed by the first speed pattern generation unit 22 and is a process for correcting the speed pattern of the vehicle 1. The first speed pattern generation unit 22 performs correction to delay the start timing of the speed pattern, that is, the start timing of the vehicle for a unit time. For example, 100 ms is set as the unit time. When the process of S152 is completed, the process proceeds again to the inter-vehicle distance determination processing (S150), determines whether the inter-vehicle distance _{which L 5} exceeds the safe distance _{L S.} Thus, repeatedly executed until the inter-vehicle distance which L ₅ is determined to be safe.

On the other hand, in the processing of S150, if the inter-vehicle distance _{which L 5} is determined to be not shorter than the safe distance _{L S,} the process proceeds to the speed pattern employed process (S154). The process of S154 is executed by the travel planning unit 25, and adopts the speed pattern generated by the process of S148 or the speed pattern corrected by the process of S152 as the speed pattern of the vehicle 1. The travel plan unit 25 employs the generated or corrected speed pattern as the speed pattern of the vehicle 1 that is the subsequent vehicle. When the process of S154 ends, the control process shown in FIG. 14 ends.

  By implementing the control process shown in Fig. 4, it is possible to secure safety more than necessary to reduce traffic flow throughput, and to give priority to traffic flow throughput more than necessary, and to prevent safety issues. In addition, a fuel-efficient speed pattern and optimum start timing can be realized without consuming unnecessary energy for forcibly securing a constant inter-vehicle distance.

  As described above, according to the travel plan generation device 80 according to the fourth embodiment, the speed pattern is generated based on the set condition, the traffic situation is acquired, and the travel plan is generated based on the generated speed pattern and the acquired traffic situation. Can be generated. Thereby, for example, considering a stop scene based on the traffic situation, it is possible to generate a travel plan with good fuel efficiency and an optimal travel plan in which travel safety is ensured.

Further, according to the travel plan producing apparatus 80 according to the fourth embodiment acquires behavior information of the preceding vehicle U _3, it is possible to be reflected in the travel plan, generating a travel plan to start at a safe time Can do.

(Fifth embodiment)
The travel plan generation device according to the fifth embodiment is configured in substantially the same manner as the travel plan generation device 20 according to the first embodiment, and inputs sunshine information as traffic information, and the travel plan generation device 20 It is different in that it is reflected. In the fifth embodiment, the description of the same parts as in the first embodiment will be omitted, and the description will focus on the differences.

  The travel plan generation device according to the fifth embodiment is suitably employed in a vehicle that travels while adjusting the temperature inside the vehicle by operating an air conditioner, for example. First, the structure of the travel plan production | generation apparatus which concerns on 5th Embodiment is demonstrated using FIG. FIG. 15 is a configuration diagram of a vehicle including a travel plan generation device according to the fifth embodiment. As illustrated in FIG. 15, the travel plan generation device 100 according to the fifth embodiment is different in that the determination unit 23 and the second speed pattern generation unit 24 included in the travel plan generation device 20 according to the first embodiment are not included. In addition, the information input by the input unit (sunshine state acquisition means, set temperature acquisition means, temperature acquisition means) 21 is different. The input unit 21 has a function of inputting traffic signal information as in the first embodiment and acquiring a sunshine state indicating shade or sunshine on the road surface via the communication unit 32 and the sensor 33. Further, it has a function of inputting the temperature in the passenger compartment through the sensor 33. Furthermore, it has the function to input the preset temperature input into the operation part of an air-conditioner as preset temperature in a vehicle.

  Next, the operation of the travel plan generation device 100 according to the fifth embodiment will be described with reference to FIGS. 16 and 17. FIG. 16 is a schematic diagram illustrating a travel example of the vehicles 10 and 11 including the travel plan generation device 100 according to the present embodiment. FIG. 17 is a flowchart showing the operation of the travel plan generation device 100 according to the present embodiment. The control process shown in FIG. 17 is repeatedly executed at predetermined intervals after the ignition is turned on. In consideration of the ease of understanding, the case where the vehicles 10 and 11 are traveling toward the traffic light A as shown in FIG. 16 will be described.

  When the control process is started, the travel plan generation device 100 starts from the information acquisition process (S160). The process of S160 is a process executed by the ECU 2 to input information around the vehicle. The ECU 2 inputs height information of the three-dimensional object E including a building or a structure and map information around the vehicle via the communication unit 32 and the sensor 33. Note that the vehicle may include a GPS receiver, and information about the vehicle periphery may be acquired via the GPS receiver. The GPS receiver is a device having a function of acquiring information related to the position of the vehicle and the traveling environment. Here, the GPS (Global Positioning System) is a measurement system using a satellite and is preferably used for grasping the current position of the host vehicle. Further, the ECU 2 acquires traffic information via the communication unit 32 and the sensor 33. The traffic information includes, for example, a signal cycle of the traffic light A. When the process of S160 is completed, the routine proceeds to a sunshine memory securing process (S162).

  The process of S162 is a process that is executed by the ECU 2 and secures an area for determining the state of sunlight on the memory provided in the ECU 2. The ECU 2 uses the information input in the process of S160 to secure an area where a sunshine state of 400 m square, for example, with the vehicle as the center can be determined. When the process of S162 ends, the process proceeds to the sun confirmation process (S164).

  The process of S164 is executed by the ECU 2 to derive the sun direction and height. The ECU 2 inputs latitude, longitude, and time information via the communication unit 32 and the sensor 33, and calculates the direction and height of the sun H. As in the process of S160, latitude and longitude information may be input using a GPS receiver. When the process of S164 is completed, the process proceeds to the initial process of the sunshine memory (S166).

  The process of S166 is a process that is executed by the ECU 2 and initializes all the sunshine memories secured in the process of S162 as 1. When the process of S166 ends, the process proceeds to a shade setting process (S168).

  The process of S168 is executed by the ECU 2 and is shaded from the direction of the sun H based on the height information and map information of the three-dimensional object input in the process of S160 and the height information of the sun H input in the process of S164. This is a process of calculating the area and resetting the sunshine memory corresponding to the calculated shade area from 1 to 0. When the process of S168 ends, the process proceeds to an all execution determination process (S170).

  The process of S170 is a process that is executed by the ECU 2 and determines whether or not the determination process of S168 has been performed on all the three-dimensional objects input in the process of S160. In the process of S170, when it is determined that the determination process of S168 has not been performed on all three-dimensional objects, the process proceeds to the shade setting process again (S168). On the other hand, in the process of S170, when it determines with having performed the determination process of S168 with respect to all the solid objects, it transfers to a signal stop confirmation process (S172).

  The process of S172 is a process that is executed by the ECU 2 and determines whether or not the vehicle is stopped by an instruction to stop the traffic light. Similar to the process of S18 of the first embodiment, the ECU 2 determines whether the vehicle is based on the vehicle speed pattern generated by the first speed pattern generation unit 22 and the lighting cycle information of the traffic light A input in the process of S160. It is determined whether or not to stop at the installation point of traffic light A. In the process of S172, when it is determined that the vehicle does not stop at the installation point of the traffic light A, the control process shown in FIG. On the other hand, in the process of S172, when it is determined that the vehicle stops at the installation point of the traffic light A, the process proceeds to the confirmation process of the following vehicle (S174).

  The process of S174 is a process that is executed by the ECU 2 to confirm the presence of the following vehicle. The ECU 2 determines whether there is a succeeding vehicle based on information obtained via the communication unit 32 and the sensor 33. If it is determined in step S174 that there is a subsequent vehicle, the control process shown in FIG. 17 ends. On the other hand, if it is determined in step S174 that there is no subsequent vehicle, the process proceeds to a temperature comparison process (S176).

  The process of S176 is executed by the ECU 2 and compares the set temperature in the vehicle with the temperature of the outside air temperature. The set temperature is, for example, a temperature input by an air conditioner button or the like. In the process of S176, when it is determined that the set temperature in the vehicle is higher than the outside air temperature, the process proceeds to the sun stop process (S178).

  The process of S178 is executed by the first speed pattern generation unit 22 and is a process of generating a speed pattern for stopping in the sun because the set temperature in the vehicle is higher than the outside air temperature. The first speed pattern generation unit 22 confirms the sunshine memory, and generates a speed pattern with an area where the sunshine memory is 1 as a target point. For example, like the vehicle 10 shown in FIG. 16, a speed pattern is generated so as to stop at a sunny place. When the processing of S178 is completed, the routine proceeds to speed pattern adoption processing (S182).

  On the other hand, in the process of S176, when it is determined that the set temperature in the vehicle is not higher than the outside air temperature, the process proceeds to a shade stop process (S180). The process of S180 is executed by the first speed pattern generation unit 22, and generates a speed pattern for stopping in the shade because the set temperature in the vehicle is lower than the outside air temperature. The first speed pattern generation unit 22 confirms the sunshine memory, and generates a speed pattern with an area where the sunshine memory is 0 as a target point. For example, like the vehicle 11 shown in FIG. 16, a speed pattern is generated so as to stop at a shaded point. When the processing of S180 ends, the process proceeds to speed pattern adoption processing (S182).

  The process of S182 is a process executed by the travel plan unit 25 and adopts the speed pattern generated in the processes of S178 and S180 as the speed pattern of the host vehicle. When the process of S182 ends, the control process shown in FIG. 17 ends.

  By executing the control process shown in FIG. 17, it is possible to travel with good energy efficiency using the heat of the sun H.

  As described above, according to the travel plan generation device 100 according to the fifth embodiment, the speed pattern is generated based on the setting condition, the traffic situation is acquired, and the travel plan is generated based on the generated speed pattern and the acquired traffic situation. Can be generated.

  Moreover, according to the travel plan production | generation apparatus 100 which concerns on 5th Embodiment, it is necessary to acquire the sunshine state which shows the shade or the sun of a road surface, to acquire the preset temperature of a vehicle interior, and the temperature condition of a vehicle interior, and to stop. In some cases, the vehicle can stop on the road surface determined by the sunshine condition based on the set temperature and the temperature state. Thereby, since energy can be saved by using the shade and the sun, it is possible to generate a travel plan that suppresses wasteful energy as a whole vehicle.

  In addition, each embodiment mentioned above shows an example of the travel plan production | generation apparatus which concerns on this invention. The travel plan generation device according to the present invention is not limited to the travel plan generation device according to each of these embodiments, and the travel plan generation device according to each embodiment is within the scope not changing the gist described in each claim. May be modified or applied to others.

  For example, in each of the above-described embodiments, the travel plan generation device mounted on the vehicle has been described. However, for example, even when installed on the road side, the same effects as in the present embodiment can be obtained.

It is a lineblock diagram of vehicles provided with a run plan generating device concerning a 1st embodiment. It is a schematic diagram which shows the driving example of the vehicle provided with the travel plan production | generation apparatus of FIG. It is a flowchart which shows operation | movement of the travel plan production | generation apparatus of FIG. It is a flowchart which shows operation | movement of the travel plan production | generation apparatus of FIG. It is a block diagram of the vehicle provided with the travel plan production | generation apparatus which concerns on 2nd Embodiment. It is a schematic diagram which shows the example of driving | running | working of the vehicle provided with the travel plan production | generation apparatus of FIG. It is a flowchart which shows operation | movement of the travel plan production | generation apparatus of FIG. It is a block diagram of the vehicle provided with the travel plan production | generation apparatus which concerns on 3rd Embodiment. It is a schematic diagram which shows the driving example of the vehicle provided with the travel plan production | generation apparatus of FIG. It is a flowchart which shows operation | movement of the travel plan production | generation apparatus of FIG. It is a flowchart which shows operation | movement of the travel plan production | generation apparatus of FIG. It is a block diagram of the vehicle provided with the travel plan production | generation apparatus which concerns on 4th Embodiment. It is a schematic diagram which shows the example of driving | running | working of the vehicle provided with the travel plan production | generation apparatus of FIG. It is a flowchart which shows operation | movement of the travel plan production | generation apparatus of FIG. It is a block diagram of the vehicle provided with the travel plan production | generation apparatus which concerns on 5th Embodiment. It is a schematic diagram which shows the example of driving | running | working of the vehicle provided with the travel plan production | generation apparatus of FIG. It is a flowchart which shows operation | movement of the travel plan production | generation apparatus of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1, 10, 11 ... Vehicle, 2 ... ECU, 21 ... Input part (Traffic information acquisition means, sunshine state acquisition means, set temperature acquisition means, temperature acquisition means), 22 ... 1st speed pattern generation part (1st speed pattern) Generation means), 23 ... determination section (stop determination means), 24 ... second speed pattern generation section (second speed pattern generation means), 25 ... travel plan section (travel plan generation means means).

Claims (10)

A first speed pattern generating means for generating a first speed pattern based on a set condition for a route traveled by the vehicle;
Traffic status acquisition means for acquiring traffic status;
Travel plan generating means for generating a travel plan of the vehicle based on the first speed pattern and the traffic situation;
A travel plan generation device comprising:   The travel plan generation apparatus according to claim 1, wherein the traffic condition acquisition unit acquires traffic signal information of an intersection as the traffic condition. Stop determination means for determining whether to stop at the intersection when the vehicle travels by vehicle control using the first speed pattern;
Second speed pattern generation means for generating a second speed pattern based on setting conditions so as to arrive at the intersection at an earlier time point when traveling by vehicle control using the first speed pattern;
With
When the stop determination means determines that the vehicle stops at the intersection, the second speed pattern generation means generates the second speed pattern, and the travel plan generation means includes the second speed pattern, Generating the travel plan based on the traffic signal information at the intersection when the vehicle travels in the second speed pattern;
The travel plan generation device according to claim 2, wherein: If the travel plan generating means can generate a first travel plan that allows the vehicle to pass without stopping at the first intersection, the traffic condition acquisition means travels according to the first travel plan. The traffic signal information at a second intersection far from the first intersection at the time is acquired as the traffic situation;
The travel plan generating means generates a second travel plan based on the first speed pattern and the traffic signal information at the second intersection;
The travel plan generation device according to claim 2 or 3, characterized in that. The traffic situation acquisition means acquires the traffic signal information at the intersection of the last vehicle of the vehicle group as the traffic situation when a plurality of vehicles are traveling in a vehicle group,
The travel plan generation device according to claim 2, wherein the travel plan generation unit generates the travel plan based on the traffic signal information at the intersection of the last vehicle in the vehicle group. The traffic condition acquisition means acquires a forward traffic situation as the traffic condition,
The travel plan generation means estimates a travel continuation distance that is a distance that allows the vehicle to travel satisfying a predetermined condition when there is a traffic jam ahead, and based on the travel continuation possible distance, The travel plan generating apparatus according to claim 1, wherein the travel plan is generated.   The travel plan generation unit according to claim 6, wherein the travel plan generation unit generates the travel plan in which the vehicle is stopped during a period until the travel continuable distance becomes a predetermined value or more. apparatus.   The travel plan generation apparatus according to claim 1, wherein the traffic situation acquisition unit acquires behavior information of a preceding vehicle as the traffic situation.   The said travel plan production | generation means adjusts the start timing of a vehicle based on the acceleration condition at the time of the said preceding vehicle changing from a stop to a start state, and produces | generates the said travel plan. Travel plan generator. Sunshine condition acquisition means for acquiring the sunshine condition indicating the shade or direction of the road surface;
Set temperature acquisition means for acquiring the set temperature in the passenger compartment;
Temperature acquisition means for acquiring the temperature condition in the passenger compartment;
With
The travel plan generation means generates the travel plan so as to stop on the road surface determined by the sunshine condition based on the set temperature and the temperature situation when the vehicle stops.
The travel plan generating apparatus according to claim 1, wherein:

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