Mobility information providing system, server device, and vehicle

Abstract

To prevent the movement of a moving body such as a vehicle from being easily affected by the movement of the other moving bodies.SOLUTION: A movement information providing system 1 for receiving information on the movement of a plurality of moving bodies 100, using a plurality of communication devices 4 provided for a predetermined area or a predetermined section, acquires field information on the plurality of moving bodies 100, maps positions of the plurality of moving bodies 100 on the basis of the collected information, and generates information on routes or movable ranges of the plurality of moving bodies 100 using information on which the positions of the plurality of moving bodies 100 are mapped. When the collected information includes information that prevents the movement of the moving body 100, the movement information providing system 1 sets a movement restriction section for the moving body 100 and generates information on route or movable range of the moving body 100 so as to restrict the movement of the moving body 100 in the movement restriction section. A control portion 24 of the moving body 100 determines or controls the movement using the generated information on route or movable range.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a mobility information providing system, a server device, and a vehicle. [Background technology]

[0002] For automobiles and other vehicles, the development of autonomous driving technology for driving to a destination is progressing (Patent Document 1). A vehicle travels along a route to a destination, for example. During this travel, the vehicle is required to capture images of the surroundings of the vehicle using sensors such as cameras installed in the vehicle and to travel safely while avoiding moving objects such as other vehicles. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2019-212095 A Summary of the Invention [Problem to be solved by the invention]

[0004] It is expected that the realization of autonomous driving of vehicles and other moving bodies will enable moving bodies to move to their destinations without the user's will, and will also enable them to assist the user in driving operations, thereby increasing the safety of travel. However, in a situation where moving bodies such as vehicles each perform detection and control independently, it is not always possible to accurately grasp the movements of other moving bodies. For example, an unexpected movement of another moving object, another moving object stopped in a blind spot, or another moving object emerging from a blind spot may require a moving object such as a vehicle to perform sudden driving control to avoid these other moving objects.

[0005] It is also possible to realize a mobile information providing system that provides information on other moving bodies to a vehicle, for example, in order to determine or control the running of the vehicle, such as an automobile. For example, it is possible to collect moving information on a plurality of moving bodies in a server device of the mobile information providing system, and to instruct each moving body to move safely without colliding with other moving bodies based on the collected information. However, even if movement information of a moving object is collected in this manner, a moving object such as a vehicle cannot always be guaranteed to move safely. For example, roads along which vehicles travel may be closed due to inclement weather, such as a snowstorm, a landslide, a cave-in, or the like. In addition, for example, road lanes may be restricted due to congestion, etc. For example, on a two-lane road with right and left turn lanes, vehicles waiting to turn right or left may be parked across the adjacent lanes, or moving or transport vehicles may be parked outside the road.

[0006] In this way, the movement of a moving body such as a vehicle is required to be less susceptible to the influence of the movement of other moving bodies. [Means for solving the problem]

[0007] A mobility information providing system according to one embodiment of the present invention is a mobility information providing system capable of receiving information related to the movement of a plurality of moving bodies using a plurality of communication devices provided in a predetermined area or a predetermined section, and capable of transmitting information that can be used for movement judgment or movement control in each of the plurality of moving bodies, the system including: an acquisition unit that acquires field information including information about the movement of the plurality of moving bodies, or pre-processed information obtained by processing the field information; a mapping unit that maps current positions and predicted positions of the plurality of moving bodies onto a navigation chart of a driving situation in which a position along a lane is on the horizontal axis and time is on the vertical axis, based on the information collected by the acquisition unit; a generation unit that uses the navigation chart on which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit to generate information on a course or a movable range in which each of the plurality of moving bodies can move, the course or the movable range being free from interference with or close proximity to other moving bodies; and a generation unit that generates, for each of the plurality of moving bodies, information on the generated course or movable range, or information on the course or the movable range, based on the generated information on the course or the movable range. and a control unit that determines or controls the movement of each moving body by using information that can be used for determining or controlling the movement of each moving body obtained by the acquisition unit, wherein when the information collected by the acquisition unit includes information on a road block that prevents the movement of the moving body, the mapping unit maps the moving body moving on the movable road onto the operation chart and sets a movement restriction section of the road block on the operation chart, and the generation unit generates information on a course or a movement range of each of the multiple moving bodies that restricts movement in the movement restriction section due to the road block set on the operation chart and does not interfere with or come close to other moving bodies set on the operation chart, for a moving body moving toward the movement restriction section, information on a course that changes lanes to a part of a plurality of lanes of the road so as not to enter the movement restriction section, and further generates information on a course that decelerates and stops just before the movement restriction section, and generates information on a course or a movement range that returns using the remaining lanes of the road for a plurality of moving bodies that have gathered and decelerated and stopped in a part of the plurality of lanes of the road. A mobility information providing system according to one embodiment of the present invention is a mobility information providing system that can receive information related to the movement of a plurality of moving bodies using a plurality of communication devices provided in a predetermined area or a predetermined section, and can transmit information that can be used for movement judgment or movement control in each of the plurality of moving bodies, the mobility information providing system including an acquisition unit that acquires field information including information about the movement of the plurality of moving bodies, or pre-processed information obtained by processing the field information, a mapping unit that maps current positions and predicted positions of the plurality of moving bodies onto a driving chart of a driving situation with a position along a lane on the horizontal axis and time on the vertical axis based on the information collected by the acquisition unit, and a mapping unit that maps the current positions and predicted positions of the plurality of moving bodies onto a driving chart of a driving situation with a position along a lane on the horizontal axis and time on the vertical axis based on the information collected by the mapping unit, and a plurality of information related to the movement of the plurality of moving bodies using the information collected by the mapping unit. a generation unit that uses a traffic chart on which the current positions and predicted positions of the moving bodies are mapped to generate information on a course or a movable range in which each of the multiple moving bodies can move, the course or the movable range being such that the moving bodies do not interfere with or come close to other moving bodies; and a control unit that uses, for each of the multiple moving bodies, information that can be used for determining or controlling the movement of each of the multiple moving bodies and is obtained based on the generated course or the information on the course or the information on the movable range, to determine or control the movement of each of the multiple moving bodies, in the information collected by the acquisition unit, of If the information is included, the moving body moving on the movable road is mapped onto the operation chart, and a movement restriction section of a lane where movement is restricted due to the congestion is set on the operation chart. The generation unit generates information on the path or movement range of each of the multiple moving bodies by adding information about the movement restriction section so as to restrict movement in the movement restriction section set on the operation chart and not interfere with or come close to other moving bodies set on the operation chart, and has the moving body determine whether or not to change lanes based on the planned path of the vehicle.

[0008] Preferably, the mobile information providing system has a plurality of terminal devices that can be used by each of the plurality of mobile bodies, and the plurality of communication devices provided for the specified area or specified section in which the plurality of mobile bodies move communicate with the terminal devices used by the mobile bodies moving in the specified area or specified section that they are responsible for.

[0009] Preferably, the control unit is provided in a vehicle as the moving body, and determines or controls the movement of the vehicle on the movable roads or lanes using information on a course or movable range that is generated together with the moving body so as to restrict the movement of the moving body in the restricted movement section based on mapping of the restricted movement section of the moving body.

[0015] A server device according to one embodiment of the present invention is a server device for a mobility information provision system that can receive information related to the movement of a plurality of moving bodies using a plurality of communication devices provided in a predetermined area or a predetermined section, and can transmit information that can be used for movement judgment or movement control for each of the plurality of moving bodies, the server device including an acquisition unit that acquires field information including information about the movement of the plurality of moving bodies in the mobility information provision system, or pre-processed information obtained by processing the field information, a mapping unit that maps current positions and predicted positions of the plurality of moving bodies onto a navigation chart of a driving situation in which a position along a lane is the horizontal axis and time is the vertical axis based on the information collected by the acquisition unit, a generation unit that generates information on a course or a movable range in which each of the plurality of moving bodies can move, which does not interfere with or come close to other moving bodies, using the navigation chart on which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit, and a generation unit that generates, for each of the plurality of moving bodies, information on the course or movable range that is generated, or information on the course or the movable range based on the generated information on the course or the movable range. and a control unit that uses the obtained information that can be used to determine or control the movement of each moving body to determine or control the movement of each moving body, and among these, the mapping unit has at least the acquisition unit, the mapping unit, and the generation unit, wherein when the information collected by the acquisition unit includes information on a road block that prevents the movement of the moving body, the mapping unit maps the moving body moving on the road on which it can move onto the operation chart and sets a movement restriction section of the road block onto the operation chart, and the generation unit restricts movement in the movement restriction section set on the operation chart, and generates information on the path or movement range of each of the multiple moving bodies so as to not interfere with or come into close proximity with other moving bodies set on the operation chart, and for a moving body moving toward the movement restriction section, generates information on a path to change lanes to one of the multiple lanes of the road so as not to enter the movement restriction section, and further generates information on a path to decelerate and stop just before the movement restriction section, and generates information on a path or movement range to return using the remaining lanes of the road for a multiple moving body that has gathered and decelerated and stopped in one of the multiple lanes of the road. A server device according to one embodiment of the present invention is a server device for a mobility information providing system that can receive information related to the movement of a plurality of moving bodies using a plurality of communication devices provided in a predetermined area or a predetermined section, and can transmit information that can be used for movement judgment or movement control in each of the plurality of moving bodies, the server device including an acquisition unit in the mobility information providing system that acquires field information including information about the movement of the plurality of moving bodies or pre-processed information obtained by processing the field information, a mapping unit that maps current positions and predicted positions of the plurality of moving bodies on a driving chart of a driving situation with a position along a lane as the horizontal axis and time as the vertical axis based on the information collected by the acquisition unit, and a mapping unit that maps the ... mapping unit. A generating unit generates information on a course or movable range in which each of the plurality of moving bodies can move, which does not interfere with or come close to other moving bodies, by using a traffic chart on which a current position and a predicted position are mapped, and a control unit determines or controls the movement of each of the plurality of moving bodies by using the generated course or movable range information or information that can be used for determining or controlling the movement of each moving body, which is obtained based on the course or movable range information, and the control unit includes at least the acquiring unit, the mapping unit, and the generating unit, and the mapping unit adds, to the information collected by the acquiring unit, congestion in lanes for turning right or left at an intersection as information that hinders the movement of the moving body. of If the information is included, the moving body moving on the movable road is mapped onto the operation chart, and a movement restriction section of a lane where movement is restricted due to the congestion is set on the operation chart. The generation unit generates information on the path or movement range of each of the multiple moving bodies by adding information about the movement restriction section so as to restrict movement in the movement restriction section set on the operation chart and not interfere with or come close to other moving bodies set on the operation chart, and has the moving body determine whether or not to change lanes based on the planned path of the vehicle.

[0016] A vehicle according to one embodiment of the present invention is a vehicle of a mobile information provision system capable of receiving information related to the movement of a plurality of moving bodies using a plurality of communication devices provided in a specified area or a specified section, and transmitting information that can be used for movement judgment or movement control in each of the plurality of moving bodies, the vehicle including an acquisition unit in the mobile information provision system acquiring field information or information processed from the field information including information about the movement of the plurality of moving bodies, a mapping unit that maps current positions and predicted positions of the plurality of moving bodies onto a navigation chart of driving conditions with positions along lanes as the horizontal axis and time as the vertical axis based on the information collected by the acquisition unit, a generation unit that uses the navigation chart on which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit to generate information on a course or a movable range in which each of the plurality of moving bodies can move, which does not interfere with or come into close proximity to other moving bodies, and for each of the plurality of moving bodies, information on the generated course or movable range, or information on each of the plurality of moving bodies obtained based on the information on the course or the movable range. and a control unit that determines or controls the movement of each moving body using information that can be used to determine or control the movement of the moving body, and the mapping unit has at least the mapping unit, the generation unit, and the control unit, wherein when the information collected by the acquisition unit includes information on a road block that prevents the movement of the moving body, the mapping unit maps the moving body moving on the road on which it can move onto the operation chart and sets a movement restriction section of the road block on the operation chart, and the generation unit restricts movement in the movement restriction section for the road block set on the operation chart, and generates information on the path or movement range of each of the multiple moving bodies so as not to interfere with or come close to other moving bodies set on the operation chart, and for a moving body moving toward the movement restriction section, generates information on a path to change lanes to one of the multiple lanes of the road so as not to enter the movement restriction section, and further generates information on a path to decelerate and stop just before the movement restriction section, and generates information on a path or movement range to return using the remaining lanes of the road for a multiple moving body that has gathered and decelerated and stopped in one of the multiple lanes of the road. A vehicle according to one aspect of the present invention is a vehicle of a mobile information providing system that can receive information related to the movement of a plurality of moving bodies using a plurality of communication devices provided in a predetermined area or a predetermined section, and can transmit information that can be used for movement judgment or movement control in each of the plurality of moving bodies, and includes an acquisition unit in the mobile information providing system that acquires field information or information processed from the field information including information about the movement of the plurality of moving bodies, a mapping unit that maps current positions and predicted positions of the plurality of moving bodies on a driving chart of a driving situation with a position along a lane on the horizontal axis and time on the vertical axis based on the information collected by the acquisition unit, and a mapping unit that calculates the current positions and predicted positions of the plurality of moving bodies by the mapping unit. a generation unit that uses a traffic chart on which a traffic map indicating a traffic status and a predicted position of each of the plurality of moving bodies is mapped to generate information on a course or a range of movement that does not interfere with or come close to other moving bodies, and a control unit that uses, for each of the plurality of moving bodies, the generated course or range of movement information or information that can be used for determining or controlling the movement of each moving body obtained based on the course or range of movement information, to determine or control the movement of each moving body, among which at least the mapping unit, the generation unit, and the control unit are included, and the mapping unit adds, to the information collected by the acquisition unit, congestion in lanes for turning right or left at an intersection as information that hinders the movement of the moving body. of If the information is included, the moving body moving on the movable road is mapped onto the operation chart, and a movement restriction section of a lane where movement is restricted due to the congestion is set on the operation chart. The generation unit generates information on the path or movement range of each of the multiple moving bodies by adding information about the movement restriction section so as to restrict movement in the movement restriction section set on the operation chart and not interfere with or come close to other moving bodies set on the operation chart, and has the moving body determine whether or not to change lanes based on the planned path of the vehicle. Effect of the Invention

[0017] According to the present invention, it is possible to make the movement of a moving body such as a vehicle less susceptible to the influence of the movement of other moving bodies.

[0018] In addition, in the present invention, when the information collected by the acquisition unit includes information that prevents the movement of a mobile object, the mobile object is mapped for the road or lane on which the mobile object is moving, and a movement restriction section is set, and information on the course or movable range of each of the multiple mobile objects is generated so as to restrict the movement in the movement restriction section. As a result, even if the road on which the mobile object moves is blocked due to bad weather such as a snowstorm, a landslide, a collapse, etc., even if a moving or transport vehicle is parked outside the road, or even if a mobile object waiting to turn right or left on a two-lane road with a right turn lane and a left turn lane is stopped in the adjacent lane, the mobile object can move in accordance with these restrictions based on the course or movable range information generated based on the setting of the movement restriction section for these. [Brief description of the drawings]

[0019] [Figure 1] FIG. 1 is a configuration diagram of a system for providing travel information to a moving object according to a first embodiment of the present invention. [Diagram 2] FIG. 2 is a hardware configuration diagram of the server device of FIG. [Diagram 3] FIG. 3 is a configuration diagram of a control system that controls the automatic driving of the automobile shown in FIG. [Figure 4] FIG. 4 is a flowchart of a process of transmitting the vehicle information by the external communication ECU in FIG. [Diagram 5] FIG. 5 is a flowchart of a process of collecting field information related to the movement of a plurality of automobiles by the server CPU of FIG. [Figure 6] FIG. 6 is a flowchart of a process for generating information on the course or driving range of a small section in which each vehicle can travel, as primary processed information by the server CPU of FIG. [Figure 7]FIG. 7 is a flowchart of a process performed by the server CPU in FIG. 2 to transmit information that can be used for determining or controlling the movement of an automobile and that is generated in the generation process in FIG. [Figure 8] FIG. 8 is a flowchart of a process for receiving information that can be used for determining or controlling the movement of the vehicle by the terminal device of the vehicle control system of FIG. [Figure 9] FIG. 9 is a flowchart of a process for controlling automatic driving or driving assistance of the automobile by the driving control ECU of the automobile control system of FIG. [Figure 10] Figure 10 is an explanatory diagram of a series of processes in the mobility information providing system of the first embodiment, from obtaining routes for multiple automobiles from field information regarding the travel of multiple automobiles in a first specific example, to controlling the travel of the multiple automobiles. [Figure 11] FIG. 11 is an explanatory diagram for explaining a process of generating information on the routes or driving ranges of a plurality of automobiles for each lane by the automobile movement information providing system. [Figure 12] FIG. 12 is a diagram showing the region algorithm at the time of merging in the second specific example. [Figure 13] FIG. 13 is a flowchart of a process for mapping a movement restricted section in which movement is prohibited and generating information on a course or a movable range of an automobile in the third specific example. [Figure 14] FIG. 14 is an explanatory diagram of the process of generating information on the course or driving range of an automobile based on FIG. [Figure 15] FIG. 15 is a flowchart of a process for mapping a movement restricted section in which movement is prohibited and generating information on a course or a movable range of an automobile in the fourth specific example. [Figure 16] FIG. 16 is an explanatory diagram of a process for generating information on the routes or driving ranges of a plurality of automobiles based on FIG. [Figure 17] FIG. 17 is a flowchart of a process for mapping a movement restriction section that restricts movement and generating information on a course or a movable range of an automobile in the fifth specific example. [Figure 18] FIG. 18 is an explanatory diagram of the intersection where the processing of FIG. 17 is executed. [Figure 19] FIG. 19 is a flowchart of a decision process for controlling movement of an automobile based on the information on the course or movable range generated by the process of FIG. [Figure 20] FIG. 20 is a flowchart showing detailed processing of step ST67 in FIG. 9 in the second embodiment. [Figure 21] FIG. 21 is a flowchart of a process of collecting field information related to the movement of a plurality of automobiles by the server device of the sixth embodiment. [Figure 22] FIG. 22 is a flowchart of a process of transmitting collected field information by the server device according to the sixth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0021] [First embodiment] FIG. 1 is a configuration diagram of a system 1 for providing travel information to a moving object according to a first embodiment of the present invention. The mobile information providing system 1 in Figure 1 includes a plurality of terminal devices 2 that can be used by each of a plurality of automobiles 100 as a plurality of moving bodies traveling on a road, and a plurality of wireless base stations 4 provided along the road on which the plurality of automobiles 100 travel.

[0022] 1 also illustrates a GNSS (Global Navigation Satellite System) satellite 110. The GNSS satellite 110 transmits radio waves toward the Earth's surface, on which latitude and longitude information indicating the position of each satellite and absolute time information that is synchronized between multiple satellites are superimposed. By receiving radio waves from multiple GNSS satellites 110, latitude and longitude information indicating the position of the receiving point can be generated. In addition, the time it takes for the radio waves to reach the receiving point can be calculated based on the generated latitude and longitude and the distance that can be determined based on the latitude and longitude of the satellite. This makes it possible to obtain the accurate time for the receiving point based on the time of the GNSS satellite 110.

[0023] In addition to the automobile 100, the moving body may be, for example, a pedestrian, a bicycle, a motor cycle, or a cart. The terminal device 2 may be provided for these moving bodies. The terminal device 2 may be provided fixedly to the automobile 100 or the like, or may be provided detachably.

[0024] On a road on which multiple wireless base stations 4 are installed, other automobiles 100 for which information is not provided by the mobile information providing system 1 in Fig. 1 and other automobiles 100 for which separate information is provided by other mobile information providing systems may travel. The automobiles 100 and other moving bodies do not travel on a fixed track, such as a train. The automobiles 100 and other moving bodies can move by freely changing their own direction and speed. The mobile information providing system 1 may provide mobile information to a limited number of multiple moving bodies instead of providing mobile information to all of these moving bodies.

[0025] The multiple wireless base stations 4 are connected to a dedicated network 5 provided for the mobility information providing system 1. To the dedicated network 5, a server device 6 is further connected.

[0026] The server device 6 is connected to a plurality of terminal devices 2 through a dedicated network 5. A base station side system 3 that provides mobility information to mobile objects is configured by a plurality of wireless base stations 4, the dedicated network 5, and the server device 6. The plurality of wireless base stations 4 may be arranged in a line for each section along a single road, and each may provide information to a terminal device 2 used by a mobile object moving in the section that each is responsible for. Alternatively, the plurality of wireless base stations 4 may be arranged in an area larger than a single road, and each may provide information to a terminal device 2 used by a mobile object moving in the area that each is responsible for. In this specification, the term "area" refers to a place that is divided into a planar area, and is a zone. Moreover, the term "interval" means from one point to the next point, and includes the concept of time.

[0027] The dedicated network 5 is installed for the mobile information providing system 1, and may be a private closed network. It may also be provided for a section of a road or an area of ​​a region, but it is sufficient that the use is limited by specific conditions such as a specific system or section. In contrast, the Internet is a public open wide-area communication network. Other wide-area communication networks include, for example, a dedicated communication network used in an advanced transportation system such as ADAS (Advanced driver-assistance systems) and an ATM exchange network used exclusively for telephone exchange. The mobile information providing system 1 may use these wide-area communication networks instead of or together with the dedicated network 5. In an open network, the transmission delay tends to be larger than in a closed network, but a certain degree of confidentiality can be maintained by encoding the data, such as by encrypting it. However, by using the dedicated network 5, data communication between multiple wireless base stations 4 and the server device 6 can be performed stably with low delay and large capacity at high speed, compared to the case of using the Internet, etc. The dedicated network 5 transmits and receives information using asynchronous frames based on the TCP / IP protocol, etc., and even if frames are retransmitted due to collision detection, etc., the transmission delay caused by these is unlikely to become excessive. The dedicated network 5 can keep transmission delays small compared to the Internet, where large amounts of data can be transmitted and received asynchronously.

[0028] A plurality of server devices 6 may be provided in a communication network constituted by a dedicated network 5 or the Internet. The plurality of server devices 6 may be provided in a distributed manner for each assigned region such as a road or an area, or may be provided in a distributed manner for a lower level that directly communicates with a plurality of wireless base stations 4 and a higher level. The plurality of server devices 6 may be provided in a distributed manner for each group into which a plurality of terminal devices 2 are divided. In any case, the processing load of each server device 6 can be reduced by the cooperation of the plurality of server devices 6. Also, by appropriately distributing and arranging the plurality of server devices 6 in the transmission network, it is possible to reduce the amount of information transmitted in each part of the transmission network and in the entire transmission network.

[0029] In such a mobile information providing system 1, the terminal devices 2 of the multiple automobiles 100 and the server device 6 transmit and receive data to and from each other by routing control of data packets in a communication network made up of a dedicated network 5 and multiple wireless base stations 4. When the terminal device 2 moves together with the automobile 100 and the wireless base station 4 accommodating the terminal device 2 changes, the multiple wireless base stations 4 and the server device 6 switch routing and communicate with the terminal device 2 from the wireless base station 4 that newly accommodates the moving automobile 100. The multiple wireless base stations 4 before and after the switch may transmit and receive information about the moving automobile 100 and the terminal device 2 between them. The server device 6 collects field information related to the traveling of the multiple automobiles 100 through such communication. The field information may include information collected about moving bodies other than the automobiles 100. Based on the collected field information, the server device 6 generates information on the course or movable range of a small section for each automobile 100, in which the multiple automobiles 100 can travel safely without colliding with each other. The server device 6 transmits the generated information as primary processed information to the terminal devices 2 of the multiple automobiles 100 repeatedly at predetermined intervals. The server device 6 may also organize the collected field information itself, for example, for each automobile 100, and transmit it repeatedly to the terminal devices 2 of the multiple automobiles 100 at predetermined intervals. If there is only one vehicle 100 in the designated area and / or section, the primary processing information may be generated from a map collected in advance and the field information of that one vehicle. Also, communication may be performed only once when the vehicle 100 passes through the designated area and / or section. The term "micro-section" as used here refers to a section in the traveling direction (front, rear, left, right) of the automobile 100 receiving control or assistance, and may be defined as the distance traveled in 200 milliseconds at a speed of 60 km / h, for example. Moreover, being in charge means that the wireless base station 4 is capable of communication. Through such communication, the terminal device 2 installed in the automobile 100 repeatedly receives the primary processing information and the field information transmitted by the server device 6 from the wireless base station 4 that accommodates it at predetermined intervals. The automobile 100 executes control of the movement of the automobile 100 based on the information received by the terminal device 2. In the case of autonomous driving, the automobile 100 determines a course for autonomous driving and drives the automobile according to the course. In the case of driving assistance for manual driving, the automobile 100 adjusts the driving operation of the user riding in the automobile 100 so as not to deviate significantly from the determined course, and drives the automobile 100. The automobile 100 can drive along the determined course. The automobile 100 may notify the user riding in the automobile 100 of the information received by the terminal device 2 and information based thereon by display, voice, or the like.

[0030] Here, the field information collected by the base station such as the server device 6 may be information related to the movement of mobile objects such as a plurality of automobiles 100, such as information collected from each automobile 100, road monitoring information, and local traffic information based thereon. Information collected from each automobile 100 may include, for example, driving information of each automobile 100, passenger information related to the user, information surrounding each automobile 100, and local traffic information. Driving information of automobile 100 may include, for example, not only the traveling direction and traveling speed, but also the current location, destination, and vehicle attitude and movement. Vehicle attitude may include, for example, yaw rate.

[0031] Furthermore, the primary processed information transmitted by the base station such as the server device 6 to the terminal device 2 of each automobile 100 may be information that each automobile 100 can use to control or determine the running of each automobile 100, such as the direction of travel and the speed of travel of the automobile 100 in the small section. The information transmitted by the server device 6 to the terminal device 2 of each automobile 100 may include, for example, information on the estimated current location of the automobile 100, the estimated maximum possible travel distance or maximum possible travel range from the current location of the automobile 100, and the estimated current time. The automobile 100 can continue to run in a state where safety is ensured by the information by the terminal device 2 repeatedly receiving this information at short predetermined intervals. The automobile 100 can safely run, for example, to a desired destination by repeatedly acquiring information for each small section at predetermined intervals and running according to the information.

[0032] Incidentally, conventional automobiles 100 allow the user to travel safely to the destination by setting a route to the destination in a navigation device and driving the vehicle while ensuring safety by following the route guidance. In this case, automobiles 100 with a driving assistance function can assist driving by capturing images of the inside and outside of the vehicle using sensors such as cameras installed in the automobile 100 and adjusting the course to avoid moving objects such as other automobiles 100. However, such autonomous automatic driving and driving assistance do not necessarily make it possible to accurately predict and understand the movements of other automobiles 100 and the like. For example, the other automobile 100 operated by the user may suddenly change course and move unexpectedly. In addition, other moving objects may jump out onto the course, or other automobiles 100 may be parked at the end of a corner that cannot be seen. For example, the weather may worsen due to a snowstorm, reducing visibility. In weather such as a snowstorm, it may be difficult to see oncoming vehicles. At a junction at an intersection or interchange, other automobiles 100 may approach from the side or diagonally behind. In these cases, the self-driving vehicle must suddenly perform driving control to avoid the other automobile 100, for example, so as not to hit the other automobile 100 whose driving direction changes suddenly or to obstruct its path. It is desirable to avoid such a situation in order to prevent accidents. When controlling the movement of a moving object such as the automobile 100, it is desirable to make it as difficult as possible to cause the influence of the unexpected movement of other moving objects.

[0033] FIG. 2 is a diagram showing a hardware configuration of the server device 6 in FIG. The server apparatus 6 in FIG. 2 includes a server communication device 11, a server GNSS receiver 12, a server memory 13, a server CPU 14, and a server bus 15 to which these are connected.

[0034] The server communication device 11 is connected to a communication network using a dedicated network 5. The server communication device 11 transmits and receives data to and from other devices connected to the communication network, such as a plurality of wireless base stations 4 and a terminal device 2 of an automobile 100. The server GNSS receiver 12 receives radio waves from the GNSS satellites 110 to obtain the current time. The server device 6 may include a server timer (not shown) that is calibrated by the current time of the server GNSS receiver 12. The server memory 13 records the programs and data executed by the server CPU 14 . The server CPU 14 reads and executes the program from the server memory 13. In this way, the server device 6 realizes a server control unit. The server CPU 14 serving as a server control unit manages the overall operation of the server device 6. The server CPU 14 acquires information collected in the mobility information providing system 1, and generates and transmits information to be provided to a plurality of communication devices.

[0035] FIG. 3 is a configuration diagram of a control system 20 that controls the automatic driving of the automobile 100 in FIG. In the control system 20 of the automobile 100 in Fig. 3, a plurality of control devices are represented by a control ECU (Electronic Control Unit) incorporated therein. In addition to the control ECU, the control device may have, like the server device 6 in Fig. 2, a memory for recording control programs and data, an input / output port connected to a controlled object or a device for detecting the state of the controlled object, a timer for measuring time and clock time, and an internal bus to which these are connected. 3 specifically includes, for example, a drive ECU 21, a steering ECU 22, a braking ECU 23, a driving control ECU 24, a driving operation ECU 25, a detection ECU 26, an external communication ECU 27, and a UI operation ECU 28. The control system 20 of the automobile 100 may include other control ECUs not shown. These control ECUs constitute a control unit of the control system 20 of the automobile 100 .

[0036] The control ECUs are connected to a vehicle network 30, such as a controller area network (CAN) or a local interconnect network (LIN) used in the automobile 100. The vehicle network 30 may be configured with a plurality of bus cables 31 that can connect the control ECUs, and a central gateway (CGW) 32 as a relay device to which the bus cables 31 are connected. The control ECUs are assigned IDs as identification information that are different from each other. Basically, the control ECUs periodically output data to other control ECUs. The ID of the control ECU that is the output source and the ID of the control ECU that is the output destination are added to the data. The other control ECUs monitor the bus cable 31, and when the ID of the output destination is, for example, their own, acquire the data and execute processing based on the data. The central gateway 32 monitors each of the multiple bus cables 31 that are connected, and when it detects a control ECU that is connected to a bus cable 31 different from the control ECU that is the output source, it outputs data to that bus cable 31. Such relay processing by the central gateway 32 allows a plurality of control ECUs to input and output data between other control ECUs that are connected to a bus cable 31 different from the bus cable 31 to which each control ECU is connected.

[0037] The UI operation ECU 28 is connected to a display device 41 and an operation device 42 as user interface devices for a user who is in the vehicle. The display device 41 may be, for example, a liquid crystal device or a video projection device. The operation device 42 may be, for example, a touch panel, a keyboard, or a non-contact operation detection device. The display device 41 and the operation device 42 may be installed on the inner surface of the vehicle interior in which the user is riding. The UI operation ECU 28 acquires data from the vehicle network 30 and displays the data on the display device 41. The UI operation ECU 28 outputs an operation input to the operation device 42 to the vehicle network 30. The UI operation ECU 28 may also execute processing based on the operation input and include the processing result in the data. The UI operation ECU 28 may, for example, display a navigation screen for setting a destination or the like on the display device 41, search for a route to the destination selected by the operation input, and include the route data in the data. The route data may include attribute information, such as lanes, of the road used to travel from the current location to the destination.

[0038] To the driving operation ECU 25, for example, a steering wheel 51, a brake pedal 52, an accelerator pedal 53, a shift lever 54, etc. are connected as operation members for the user to control the traveling of the automobile 100. When an operation member is operated, the driving operation ECU 25 outputs data including the presence or absence of the operation and the amount of operation to the vehicle network 30. In addition, the driving operation ECU 25 may execute processing regarding the operation of the operation member and include the processing result in the data. For example, when the accelerator pedal 53 is operated in a situation where there is another moving object or a fixed object in the traveling direction of the automobile 100, the driving operation ECU 25 may determine that the operation is abnormal and include the determination result in the data.

[0039] The detection ECU 26 is connected with, as detection members for detecting the running state of the automobile 100, for example, a speed sensor 61 for detecting the speed of the automobile 100, an acceleration sensor 62 for detecting the acceleration of the automobile 100, a stereo camera 63 for capturing images of the surroundings outside the automobile 100, an in-vehicle camera 64 for capturing images of the user in the vehicle cabin, a microphone 65 for converting sounds inside and outside the vehicle into data, and a GNSS receiver 66 for detecting the position of the automobile 100. The GNSS receiver 66 receives radio waves from a plurality of GNSS satellites 110 similar to the server GNSS receiver 12, and obtains the latitude, longitude, and current time, which are the current position of the vehicle. As a result, it is expected that the current time of the automobile 100 will match the current time obtained by the server GNSS receiver 12 of the server device 6 with high accuracy. The detection ECU 26 obtains detection information from the detection members, and outputs data including the detection information to the vehicle network 30. The detection ECU 26 may also execute processing based on the detection information, and include the processing results in the data. For example, when the acceleration sensor 62 detects an acceleration exceeding a collision detection threshold, the detection ECU 26 may determine that a collision has been detected and include the collision detection result in the data. The detection ECU 26 may extract moving objects such as pedestrians and other automobiles 100 existing around the vehicle based on the images from the stereo camera 63, determine the type and attributes of the moving objects, estimate the relative direction, relative distance, and moving direction of the moving objects according to the position, size, and change of the moving objects in the images, and include information on the moving objects including these estimation results in the data and output the data to the vehicle network 30.

[0040] A communication device 71 and a communication memory 72 are connected to the external communication ECU 27. The terminal device 2 has the external communication ECU 27, the communication device 71, and the communication memory 72. The communication device 71 transmits and receives data transmitted and received by the external communication ECU 27 to and from, for example, a wireless base station 4 outside the vehicle and the communication device 71 of another vehicle 100. The communication device 71 communicates with a plurality of communication devices provided for each area or section. The communication memory 72 is a computer-readable recording medium, and records a program executed by the external communication ECU 27, a setting value, and data transmitted and received by the external communication ECU 27. The external communication ECU 27 transmits and receives data to and from, for example, a server device 6 using the communication device 71. The external communication ECU 27 collects vehicle information, for example, through the vehicle network 30, and transmits the information to the server device 6. The external communication ECU 27 acquires primary processing information transmitted to the vehicle by the server device 6 from the communication device 71, and records the information in the communication memory 72.

[0041] The vehicle information collected by the external communication ECU 27 includes, for example, vehicle interior information such as the state of the user riding in the vehicle, information on the vehicle's running state, surrounding information such as the running environment of the vehicle, and area information in which the vehicle is running. The surrounding information may include information on other moving objects in the vicinity. The vehicle running state information includes, for example, the above-mentioned autonomous sensors (vehicle-mounted sensors: acceleration, GPS, gyro, electronic compass, air pressure, camera, radar, ultrasonic waves, infrared rays, etc.) provided in the vehicle. The autonomous sensors may detect information on the movement of the vehicle, vehicle information such as information on the user of the vehicle and the vehicle number, and surrounding information or area information of the vehicle. The vehicle running state information may include information on the running state that can be calculated based on the detection of these sensors, such as information such as yaw rate. The vehicle information transmitted by the external communication ECU 27 may be the vehicle information collected by the external communication ECU 27 as is, or may be information that has been processed, filtered, encoded, or quantized on the collected information. The external communication ECU 27, which serves as the terminal device 2, repeatedly transmits the vehicle information to the communication device. The information that the external communication ECU 27 acquires from the server device 6 may include not only the primary processed information for the vehicle itself, but also the primary processed information for other mobile objects in the vicinity. It may also include interpolated information that cannot be acquired by an autonomous sensor. The external communication ECU 27, as the terminal device 2, repeatedly receives information from the communication device that can be used for at least determining or controlling movement of the vehicle itself.

[0042] A control memory 81 is connected to the driving control ECU 24. The control memory 81 is a computer-readable recording medium, and stores programs executed by the driving control ECU 24, setting values, and the like. Information on the content of control performed by the driving control ECU 24 may be stored in the control memory 81. The driving control ECU 24 reads and executes the programs from the control memory 81. In this way, the driving control ECU 24 can function as a control unit for controlling the driving of the automobile 100. The driving control ECU 24 acquires data from, for example, the external communication ECU 27, the detection ECU 26, the driving operation ECU 25, etc. via the vehicle network 30, and executes control of automatic driving or manual driving assistance for the driving of the automobile 100. The driving control ECU 24 generates driving control data for controlling the driving of the automobile 100 based on the acquired data, and outputs the data to the drive ECU 21, the steering ECU 22, and the braking ECU 23. The drive ECU 21, the steering ECU 22, and the braking ECU 23 control the driving of the automobile 100 based on the input driving control data. The driving control ECU 24, as a movement control device, controls the movement of the vehicle using information received by the terminal device 2.

[0043] Next, the control of the routes of the multiple automobiles 100 by the mobility information providing system 1 having the above-mentioned configuration will be described.

[0044] FIG. 4 is a flowchart of the process of transmitting the vehicle information by the external communication ECU 27 of FIG. The external communication ECU 27 of the communication device provided in the automobile 100 repeatedly executes the process of transmitting the vehicle information in Fig. 4 when, for example, it is in a state in which it can communicate with the wireless base station 4. The period in which the external communication ECU 27 transmits the vehicle information may be, for example, in the range of several tens of milliseconds to several seconds.

[0045] In step ST1, the external communication ECU 27 collects and acquires vehicle information from inside the vehicle. The external communication ECU 27 acquires data from the driving control ECU 24, the detection ECU 26, the driving operation ECU 25, etc., for example, through the vehicle network 30. In this way, the external communication ECU 27 collects the vehicle's driving state, such as the vehicle's current position, traveling direction, and traveling speed, the state of the riding user, information about the surroundings of the vehicle, and information about the area in which the vehicle is traveling. In addition, the external communication ECU 27 may calculate information, such as yaw rate, that cannot be obtained as a detection value of an autonomous sensor, based on the acquired information. The external communication ECU 27 may record the collected data in the communication memory 72. The data collected by the external communication ECU 27 may include each detection time.

[0046] In step ST2, the external communication ECU 27 judges whether it is time to transmit the vehicle information. The external communication ECU 27 may judge whether the time elapsed since the previous transmission timing has passed a predetermined transmission period based on the current time of the GNSS receiver 66, for example. The control system 20 of the automobile 100 may have a vehicle timer that is connected to the vehicle network 30, the central gateway 32, the external communication ECU 27, or the driving control ECU 24 and is calibrated based on the current time of the GNSS receiver 66, and the time of this vehicle timer may be used. If the transmission period has not passed, the external communication ECU 27 returns the process to step ST1. If it is judged that it is time to transmit the vehicle information after the transmission period has passed, the external communication ECU 27 advances the process to step ST3.

[0047] In step ST3, the external communication ECU 27 transmits the information collected in step ST2 from the communication device 71 to the server device 6. The communication device 71 transmits the information collected in step ST2 to the wireless base station 4 with which the communication device 71 can communicate in the current communication environment. The wireless base station 4 transmits the information received from the communication device 71 of the automobile 100 to the server device 6 via the dedicated network 5. Here, the information transmitted from the communication device 71 of the automobile 100 to the wireless base station 4 includes, for example, vehicle information such as values ​​detected in the automobile 100 and the detection time, the latest current location of the automobile 100, the latest time of the automobile 100, and the like.

[0048] In this way, the terminal devices 2 of the multiple automobiles 100 repeatedly transmit current or past detection information by the autonomous sensors of each vehicle to the communication device responsible for the area or section that houses each vehicle. The multiple communication devices repeatedly receive current or past information of each automobile 100 from the terminal devices 2 of the automobiles 100 moving in the area or section that each is responsible for. The multiple communication devices transmit the information received from the terminal devices 2 of the automobiles 100 to the server device 6.

[0049] FIG. 5 is a flowchart of the process of collecting field information related to the movement of a plurality of automobiles 100 by the server CPU 14 of FIG. The server CPU 14 of the server device 6 repeatedly executes the collection process of FIG. 5 every time the server communication device 11 of the server device 6 receives new field information.

[0050] In step ST11, the server CPU 14 judges whether or not field information has been received. The field information includes, for example, vehicle information transmitted by each of the terminal devices 2 of the multiple automobiles 100, and detection information of a detection device such as a camera installed on a road. A server device 6 (not shown) of an intelligent transportation system may transmit traffic information of an area it manages to the server device 6. The server communication device 11 receives this information. If the server communication device 11 has not received the field information, the server CPU 14 repeats the process of step ST11. If the server communication device 11 receives the field information, the server CPU 14 advances the process to step ST12.

[0051] In step ST12, the server CPU 14 judges whether or not the time, etc., of the received field information needs to be corrected. The time, etc. of the automobile 100 and the time, etc. of the server device 6 are basically based on radio waves from the common group of GNSS satellites 110, and therefore are considered to be essentially the same. However, the automobile 100 may be traveling in a situation where it cannot receive radio waves from the GNSS satellites 110, for example, in a tunnel. In this case, the time of the automobile 100 is updated by its timer, and may include an error with respect to the common time. For example, the time of the field information transmitted by such an automobile 100 may differ from the time of the server device 6. The server CPU 14 determines whether or not such an error exists, for example, by comparing the received field information with information from the server device 6, or by comparing the position of the received field information with map data. If it is determined that there is an error equal to or greater than a set threshold, the server CPU 14 determines that correction is necessary and proceeds to step ST13. If the error is less than the threshold, the server CPU 14 determines that correction is not necessary and proceeds to step ST14.

[0052] In step ST13, the server CPU 14 corrects the received field information. There are various possible methods for correcting the field information, but for example, a value such as the time included in the field information itself may be corrected, or information on an error range may be added to the time. For example, for the time of the automobile 100 traveling through a tunnel, the server CPU 14 adds information on an error range of the time according to the elapsed time since entering the tunnel. Additionally, the server CPU 14 may also correct other information that needs to be corrected in conjunction with the correction of the time, such as the position and speed of the automobile 100. Such information for correcting the field information may be included when the automobile 100 transmits the field information, or may be added by the base station 4 that relays the field information. The correction process for the field information may be performed on the information collected by the automobile 100, or on the field information relayed by the base station 4.

[0053] In step ST14, the server CPU 14 classifies the received or modified field information by its information source and accumulates it in the server memory 13. As a result, the server memory 13 of the server device 6 accumulates and records information about the automobile 100 and the user or surrounding information received from each of the automobiles 100, or traffic information of the area in which each automobile 100 is moving, as field information related to the movement of the automobiles 100. The server CPU 14 may record the time when each piece of field information was received in association with the received field information.

[0054] In FIG. 5, the server CPU 14 directly corrects the time, etc. of the received field information when necessary. Alternatively, for example, the server CPU 14 may execute the process of FIG. 5 without correcting the time of day or the like in the received field information. In this case, the server CPU 14 may further generate additional field information for expanding the error range for the time, etc., of the received field information. With such additional information on the error range, the server CPU 14 can obtain information on the possible range for the position, speed, etc., of the automobile 100 in later processing. As a result, for example, it is possible to increase the possibility that the automobile 100 is actually present within the range of the position of the automobile 100 processed by the server CPU 14.

[0055] FIG. 6 is a flowchart of a process for generating information on the course or driving range of a small section in which each automobile 100 can travel, as primary processed information by the server CPU 14 of FIG. The server CPU 14 of the server device 6 repeatedly executes the route generation process of Fig. 6. The cycle in which the server CPU 14 executes the route generation process may be shorter than the time it takes for the automobile 100 to finish traveling the route of the primary processed information, for example, and may be about several tens of milliseconds to several hundreds of milliseconds.

[0056] In step ST21, the server CPU 14 judges whether it is time to generate new routes for the multiple automobiles 100. The server CPU 14 may judge whether the time elapsed from the previous generation timing has passed a predetermined generation period based on the current time of the server GNSS receiver 12. If the generation period has not passed, the server CPU 14 repeats the judgment process of step ST21. If it is judged that it is time to generate the route after the generation period, the server CPU 14 advances the process to step ST22.

[0057] In step ST22, the server CPU 14 acquires the latest field information received by the server communication device 11 from the server memory 13. The server CPU 14 acquires, for example, field information relating to the movements of the multiple automobiles 100 collected from the multiple automobiles 100. The server CPU 14 may acquire pre-processed information in which the field information is processed, for example, in the wireless base station 4. The server CPU 14 may acquire, from each of the multiple automobiles 100, information relating to the movements of each of the multiple automobiles 100, information relating to each of the users, and information relating to the surroundings or area, as the field information relating to the movements of the multiple automobiles 100.

[0058] In step ST23, the server CPU 14 maps the driving environment on the current map and the forecast map. The driving environment may be, for example, information on traffic congestion and road closures that indicate the state of each road. By mapping the driving environment, information indicating the driving environment is assigned to the current map and the forecast map for each position or range of each driving environment. Here, the current map and the forecast map may be a road map of the area for which the mobility information providing system 1 provides information. The current map and the forecast map are world maps. The current map and the forecast map may be recorded in the server memory 13. The current map may be a road map that maps in real time the current positions of the multiple automobiles 100 at the current time of the server GNSS receiver 12. The current map may be a road map that maps in real time the current positions at a time that is a predetermined time later than the current time of the server GNSS receiver 12. The forecast map may be a road map that maps the predicted positions of the multiple automobiles 100 estimated for a predetermined period of time after the road map time. The forecast map may be a road map at a time about a few seconds after the road map time.

[0059] In step ST24, the server CPU 14 generates, from the latest field information, a moving object list for a plurality of automobiles 100 that the server device 6 needs to notify at present. The moving object list may include other moving objects, such as other automobiles 100, that the server device 6 does not need to notify.

[0060] From step ST25, the server CPU 14 starts a process for mapping the current positions of the target automobiles 100 onto the current diagram. By mapping the automobiles 100, information on the automobiles 100 is assigned to each of the current positions of the automobiles 100 on the current diagram. The server CPU 14 acquires or estimates the current position of the unprocessed automobile 100 included in the moving object list from the latest field information. Here, the current time does not need to be the time of the server GNSS receiver 12 itself, but may be a time several hundred milliseconds later. If the time difference between the time corresponding to the latest current location of the automobile 100 and the current time is equal to or less than a threshold of about several hundred milliseconds, the server CPU 14 may set the acquired current location as the current location of the automobile 100. If the time difference is greater than the threshold, the server CPU 14 may use the host vehicle information such as the moving direction, moving speed, and attitude of the automobile 100 to calculate the direction of movement and the amount of movement already made from the latest current location acquired, and set the position of the calculation result as the current location of the automobile 100.

[0061] In step ST26, the server CPU 14 maps the current positions of the moving objects estimated based on the latest field information onto the current map. As a result, the current positions of the multiple automobiles 100 based on the latest information are mapped onto the current map with high accuracy.

[0062] In step ST27, the server CPU 14 judges whether or not the processing has been completed for the multiple automobiles 100 in the moving object list. If the processing has not been completed for all the automobiles 100 in the moving object list, the server CPU 14 returns the processing to step ST25. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processing from step ST25 to step ST27. When the processing has been completed for all the automobiles 100 in the moving object list, the server CPU 14 ends the mapping processing to the current time map and proceeds to step ST28. As a result, the current positions of the multiple automobiles 100 in question are mapped to the current time map so as to indicate their relative positional relationships.

[0063] From step ST28, the server CPU 14 starts processing for mapping the predicted positions of the target multiple automobiles 100 in the future for a predetermined period of time, in this case the predicted positions several seconds from the time of the current map, onto the predicted map. The server CPU 14 estimates the predicted position of an unprocessed automobile 100 included in the moving object list by calculation from the latest field information. The server CPU 14 calculates the predicted position at a predicted time a small period after the current time using information of the automobile 100 being calculated. The predicted time may be a time from several hundred milliseconds to several seconds after the current time. The server CPU 14 may use host vehicle information such as the moving direction, moving speed, and attitude of the automobile 100 to calculate the moving direction and moving amount from the current position taking into account the behavior of the automobile 100, and the position resulting from this calculation may be the predicted position of the automobile 100.

[0064] In step ST29, the server CPU 14 maps the predicted positions of the moving objects estimated based on the latest field information onto the predicted map. As a result, the predicted positions of the multiple automobiles 100 based on the latest information are mapped onto the predicted map.

[0065] In step ST30, the server CPU 14 judges whether or not the processing has been completed for the multiple automobiles 100 in the moving object list. If the processing has not been completed for all the automobiles 100 in the moving object list, the server CPU 14 returns the processing to step ST28. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processing from step ST28 to step ST30. When the processing has been completed for all the automobiles 100 in the moving object list, the server CPU 14 ends the mapping processing to the predicted map and proceeds to step ST31. As a result, the predicted positions of the multiple target automobiles 100 are mapped onto the predicted map so as to show their relative positional relationships.

[0066] In step ST31, the server CPU 14 generates a route or range where the target automobiles 100 can travel safely. For example, the server CPU 14 generates a safe route for each of the target automobiles 100 from the current position of the current map to the predicted position of the predicted map, which does not interfere with or approach other moving objects. For example, when the automobile 100 moves from the current position to the predicted position and does not intersect with the other automobiles 100, or intersects with the other automobiles 100 at a different time, the server CPU 14 may generate a route from the current position to the predicted position. On the other hand, when the automobile 100 moves from the current position to the predicted position and intersects with the other automobiles 100 at approximately the same time, the server CPU 14 may generate a route from the current position to the position immediately before the intersection as the route to travel. In this case, the server CPU 14 may generate a route that decelerates so as to stop at the position immediately before the intersection. Through these processes, the server CPU 14 can generate a route of a small section in which each of the multiple automobiles 100 can proceed safely based on the virtual routes of the multiple automobiles 100 from the position of the current map to the position of the predicted map so that the routes do not cross each other. The server CPU 14 may generate a safe driving range in which each of the multiple automobiles 100 can proceed safely, instead of such a specific route. The safe driving range may be generated so as not to overlap with the safe driving range of other automobiles 100, for example. The server CPU 14 records the route or range generated for each automobile 100 in the server memory 13 as primary processed information obtained from the field information. The server CPU 14 generates primary processed information that can be used for the movement judgment or movement control of the automobiles 100 in the multiple automobiles 100 or the multiple terminal devices 2 based on the acquired information.

[0067] In step ST32, the server CPU 14 judges whether or not the processing has been completed for the plurality of automobiles 100 in the moving object list. If the processing has not been completed for all automobiles 100 in the moving object list, the server CPU 14 returns the processing to step ST31. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processing from step ST31 to step ST32. When the processing has been completed for all automobiles 100 in the moving object list, the server CPU 14 ends the route generation processing of FIG. 6.

[0068] In this way, the server CPU 14 maps the current positions of the multiple moving bodies estimated based on the collected field information onto the current map. The server CPU 14 also estimates future predicted positions of the multiple moving bodies based on the travel direction, travel speed, or travel state of each of the multiple moving bodies estimated based on the collected field information and the current map, and maps them onto the predicted map. The server CPU 14 then generates, as primary processed information obtained based on the field information, the course or travelable range of a small section in which each of the multiple moving bodies can travel, assuming the movement of the multiple moving bodies from the position of the current map to the position of the predicted map.

[0069] FIG. 7 is a flowchart of a process performed by the server CPU 14 in FIG. 2 to transmit information that can be used for determining or controlling movement of the automobile 100 and that is generated in the generation process in FIG. The server CPU 14 of the server device 6 repeatedly executes the information transmission process of Fig. 7. The cycle in which the server device 6 transmits information may be in the range of several tens of milliseconds to several seconds, which is the same as the cycle in which the automobile 100 in Fig. 4 transmits information. The server CPU 14 of the server device 6, when collecting field information from a plurality of automobiles 100 by, for example, the process of Fig. 5, generates, as primary processed information, the routes or driving ranges of the minute sections in which each of the plurality of moving bodies can travel, as shown in Fig. 6. In addition to this, the server CPU 14 may repeatedly execute the transmission process of Fig. 7, for example, every time it executes the route generation process of Fig. 6.

[0070] In step ST41, the server CPU 14 obtains the latest information on the course or movable range of the automobile 100 recorded in the server memory 13 as primary processed information.

[0071] In step ST42, the server CPU 14 transmits the acquired primary processed information from the server communication device 11 to the communication device 71 of the corresponding automobile 100. The primary processed information is transmitted from the server device 6 to the wireless base station 4 through the dedicated network 5, and then transmitted from the wireless base station 4 to the terminal device 2 of the automobile 100. The multiple communication devices transmit the generated primary processed information to the multiple terminal devices 2 provided in the multiple automobiles 100.

[0072] In step ST43, the server CPU 14 judges whether or not the processing has been completed for the plurality of automobiles 100 in the moving object list. If the processing has not been completed for all automobiles 100 in the moving object list, the server CPU 14 returns the processing to step ST41. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processing from step ST41 to step ST43. When the processing has been completed for all automobiles 100 in the moving object list, the server CPU 14 ends the route generation processing of FIG. 7.

[0073] As a result, the server device 6 transmits, to the multiple automobiles 100, primary processed information used for control or judgment of each of them. The server device 6 may transmit, for example, primary processed information indicating the traveling direction and traveling speed of each of the multiple automobiles 100. The primary processed information may further include the current position, the current time, the predicted time, and the like, as information for verification and confirmation. Moreover, the server device 6 continues to repeatedly transmit the primary processed information regarding the course of the small section to each of the multiple automobiles 100 by repeating the process of FIG. 7. The server device 6 may transmit field information collected from a plurality of automobiles 100 to the plurality of automobiles 100 together with the primary processed information or instead of the primary processed information.

[0074] FIG. 8 is a flowchart of a process for receiving information that can be used for determining or controlling the movement of the automobile 100 by the terminal device 2 of the control system 20 of the automobile 100 in FIG. The terminal device 2 of the automobile 100 receives the primary processed information from the wireless base station 4. The terminal device 2 may receive field information from the wireless base station 4. The external communication ECU 27 of the terminal device 2 repeatedly executes the reception process of the primary processed information in Fig. 8. The external communication ECU 27 may repeatedly execute the reception process of Fig. 8 every time it receives the primary processed information.

[0075] In step ST51, the external communication ECU 27 determines whether or not new information addressed to the vehicle has been received. The communication device 71 receives primary processed information addressed to the vehicle and field information addressed to the vehicle from the server device 6. In this case, the external communication ECU 27 determines that new information addressed to the vehicle has been received, and proceeds to step ST52. If the communication device 71 has not received new information addressed to the vehicle from the server device 6, the external communication ECU 27 repeats the process of step ST51.

[0076] In step ST52, the external communication ECU 27 acquires information addressed to the vehicle from the communication device 71. The information addressed to the vehicle refers to information that can be used to control the vehicle. The information addressed to the vehicle may include, for example, information related to the control of the device of the vehicle, as well as information about the surroundings of the vehicle that can be processed.

[0077] In step ST53, the external communication ECU 27 judges whether or not the time, etc., of the acquired information addressed to the vehicle needs to be corrected. The time, etc. of the automobile 100 and the time, etc. of the server device 6 are basically based on radio waves from the common group of GNSS satellites 110, and therefore are considered to be essentially the same. However, the server device 6 may be in a situation where it is unable to receive radio waves from the GNSS satellites 110, although this may be temporary. In this case, the time of the server device 6 is updated by its timer, and may include an error with respect to the common time. For example, the time of the field information transmitted by such a server device 6 may differ from the time of the automobile 100. The external communication ECU 27 determines whether or not such an error exists by, for example, comparing the received information with the information of the vehicle itself. If it determines that there is an error equal to or greater than a set threshold, the external communication ECU 27 determines that correction is necessary and proceeds to step ST54. If the error is less than the threshold, the external communication ECU 27 determines that correction is not necessary and proceeds to step ST55.

[0078] In step ST54, the external communication ECU 27 corrects the acquired information. There are various possible methods for correcting the information, and for example, a value such as a time included in the information itself may be corrected, or information of an error range may be added to the time, etc. Additionally, the external communication ECU 27 may also correct other information that needs to be corrected in conjunction with the correction of the time, such as the position and speed of the automobile 100. Such information for correcting information may be included when the server device 6 transmits the information, or may be added by the base station 4 that relays the information. Also, the information correction process may be performed by the server device 6 or the base station 4.

[0079] In step ST55, the external communication ECU 27 stores the acquired information addressed to the vehicle in the communication memory 72. As a result, the information addressed to the vehicle is stored and recorded in the communication memory 72 of the automobile 100.

[0080] In this manner, the terminal device 2 of the automobile 100 receives and stores the primary processed information obtained based on the field information relating to the movements of a plurality of moving objects. The terminal device 2 may receive and store collected field information relating to the movements of a plurality of moving objects.

[0081] FIG. 9 is a flowchart of a process for controlling automatic driving or driving assistance of the automobile 100 by the driving control ECU 24 of the control system 20 of the automobile 100 in FIG. The driving control ECU 24 that controls the driving of the automobile 100 repeatedly executes driving control based on the primary processed information of Fig. 9. The driving control ECU 24 may repeat the driving control of Fig. 9, for example, at a period shorter than the time it takes for the automobile 100 to finish driving along the route of the primary processed information. In this case, the repetition period may be, for example, about several tens of milliseconds to several hundreds of milliseconds.

[0082] In step ST61, the cruise control ECU 24 determines whether it is time to update the control. The cruise control ECU 24 may determine whether the time elapsed since the previous control timing has passed a predetermined update period based on the current time of the GNSS receiver 66. The cruise control ECU 24 may also estimate the end time of the control on the currently executed route, and determine whether the remaining time until the estimated end time is smaller than a threshold value. If the update period has not passed, the cruise control ECU 24 repeats the determination process of step ST61. If it is determined that it is time for control that has passed the update period, the cruise control ECU 24 proceeds to step ST62.

[0083] In step ST62, the cruise control ECU 24 acquires the latest primary processing information. The cruise control ECU 24 acquires the primary processing information last received by the communication device 71 from the communication memory 72 via the external communication ECU 27. The cruise control ECU 24 may acquire other primary processing information received previously together with the latest primary processing information. It is possible to grasp changes in movement based on multiple pieces of primary processing information.

[0084] In step ST63, the cruise control ECU 24 acquires vehicle information from each part of the vehicle. For example, the cruise control ECU 24 acquires information on the current location and other moving objects in the vicinity from the detection ECU 26. In the case of driving assistance, the cruise control ECU 24 acquires information on the operation by the user from the driving operation ECU 25.

[0085] In step ST64, the cruise control ECU 24 determines whether the information matches the actual current position. The cruise control ECU 24 compares the current position detected by the vehicle with the current position included in the latest primary processing information. If these positions match with a small error that does not interfere with cruise control, the cruise control ECU 24 determines that the current positions match and proceeds to step ST65. If these positions match with a large error, the cruise control ECU 24 determines that the current positions do not match and proceeds to step ST67.

[0086] In step ST65, the cruise control ECU 24 judges whether the route from the current position instructed by the latest primary processing information is clear and drivable. For example, based on the acquired surrounding information of the vehicle detection, the cruise control ECU 24 judges whether there is a foreign object, an abnormality, a danger, or another moving object passing on the instructed route or drivable area. If there is no possibility of such an obstacle, the cruise control ECU 24 judges that the instructed route is clear and proceeds to step ST66. If there is an obstacle or there is a possibility of such an obstacle, the cruise control ECU 24 judges that the instructed route or drivable area is not clear and proceeds to step ST67. The cruise control ECU 24 may not only determine whether the indicated route is cleared based on the surrounding information of the vehicle detected by the autonomous sensor, but may also compare the detection value of the autonomous sensor with the information included in the latest primary processing information and determine whether the indicated route is cleared based on the error between them. If the types of physical quantities or coordinate systems are different between the detection value of the autonomous sensor and the information acquired from the outside, the cruise control ECU 24 may convert the physical quantities or coordinate systems of the information acquired from the outside so that they can be compared with the detection value of the autonomous sensor, and compare the converted pseudo sensor value with the detection value of the autonomous sensor. If the error is equal to or greater than the threshold, the cruise control ECU 24 determines that the indicated route or driving range is not clear, and proceeds to step ST67. If the error is smaller than the threshold, the cruise control ECU 24 determines that the indicated route is clear, and proceeds to step ST66.

[0087] In step ST66, the cruise control ECU 24 controls the cruise according to the instructed route. The cruise control ECU 24 generates the instructed route or a route within the instructed travelable range as the cruise control data. When the cruise control ECU 24 acquires a route as a vector including a direction and a distance or a time from the server device 6, the cruise control ECU 24 may generate the cruise control data along the route. When the cruise control ECU 24 acquires a safe travelable range from the server device 6, the cruise control ECU 24 may calculate a vector based on the maximum travelable direction and the distance or the time within the safe travelable range, and generate the route based on the vector as the cruise control data. The cruise control ECU 24 controls the traveling of the host vehicle based on the generated cruise control data. In the case of driving assistance, the cruise control ECU 24 adjusts the user's operation so as not to deviate significantly from the course based on the generated cruise control data. In this case, the cruise control ECU 24 may adjust the user's operation so as not to deviate from the designated travelable range. In this way, the driving control ECU 24 determines the route of the vehicle based on the primary processed information obtained based on the field information related to the movements of multiple moving objects received by the terminal device 2, and controls or assists the driving of the vehicle.

[0088] In step ST67, the cruise control ECU 24 generates cruise control data based on information detected independently by the autonomous sensor of the vehicle itself, rather than on the instructed route. In this case, the cruise control ECU 24 may use the instructed route or driving range information as subordinate information to obtain cruise control data based on the autonomous sensor, and generate cruise control data so as not to exceed the instructions. The cruise control ECU 24 controls the traveling of the host vehicle based on the generated cruise control data. In the case of driving assistance, the cruise control ECU 24 adjusts the user's operation so as not to deviate significantly from the course based on the generated cruise control data. In this case, the cruise control ECU 24 may adjust the user's operation so as not to deviate from the designated travelable range.

[0089] In this way, the driving control ECU 24, in the automobile 100 as a moving body, acquires the primary processed information received by the communication device 71, generates driving control data from the primary processed information, and controls or supports the driving of the automobile 100 using the generated driving control data. The driving control ECU 24 can execute a movement judgment or movement control of the vehicle according to the route instructed in the acquired primary processed information, and control or support the driving of the automobile 100. Here, the driving control data is secondary processed information used to judge or control the movement of the automobile 100.

[0090] Unlike this embodiment, the terminal device 2 may receive information other than the route or movable range information, such as field information, from the wireless base station 4. In this case, the cruise control ECU 24 generates a route or movable range based on the received information by processing similar to that of the server device 6, and executes the processing of Fig. 9 based on the route or movable range. In this case, the cruise control ECU 24 generates information on the route or movable range of a small section in which the host vehicle can travel from the field information, and executes the processing of Fig. 9 based on the generated information.

[0091] As described above, in this embodiment, the server device 6 collects field information related to the movement of the automobile 100 as a plurality of moving bodies, generates a course or a safe driving range of a small section for each moving body in which the plurality of moving bodies can proceed safely so as not to collide with each other, for example, based on the collected field information, and transmits the generated course or safe driving range of the small section to each of the communication devices 71 of the plurality of terminal devices 2 as primary processing information. Therefore, the communication device 71 of the terminal device 2 that receives the primary processing information about the moving bodies that can be used by each of them from the server device 6 can obtain course information about its own movement that takes into account the course on which the other moving bodies move based on it. Each moving body obtains its own course information that takes into account the course on which the other moving bodies move according to it, and proceeds based on it, thereby becoming less susceptible to the unexpected movement of the other moving bodies. By moving multiple moving bodies such as vehicles according to common information, mutual safety during traveling is increased.

[0092] FIG. 10 is an explanatory diagram of a series of processes in the mobility information providing system 1 of the first embodiment, from obtaining routes for the multiple automobiles 100 from field information related to the traveling of the multiple automobiles 100 to controlling the movements of the multiple automobiles 100.

[0093] In step ST71, the mobility information providing system 1 collects field information regarding the traveling of a plurality of automobiles 100. In step ST72, the mobility information providing system 1 obtains the current positions of the multiple automobiles 100 based on the field information related to the traveling of the multiple automobiles 100, and maps them on the current map. In step ST73, the mobility information providing system 1 obtains predicted positions of the multiple automobiles 100 based on field information related to the traveling of the multiple automobiles 100, and maps the predicted positions on the predicted map. In step ST74, the mobility information providing system 1 obtains the driving range or the indicated route for each of the multiple automobiles 100 based on the current map and the predicted map. In step ST75, the mobility information system 1 obtains a route that each of the multiple automobiles 100 uses for control or decision-making from the driving range or the indicated route of each of the multiple automobiles 100. In step ST76, the mobility information providing system 1 controls the traveling of the multiple automobiles 100 by, for example, automatic driving along their respective routes.

[0094] In this way, the mobility information providing system 1 generates a current time map in step ST72, and generates information such as a route and a movable range that each automobile 100 can travel safely without colliding with each other by the processes of steps ST73 to ST75. The automobiles 100 under control control the travel of their own vehicles based on their respective instruction information. This allows the automobiles 100 under control to travel safely so as not to collide with other moving objects. In this way, the processes of steps ST73 to ST75 correspond to a control process based on collision prediction (step ST70) that predicts the possibility of collision for each automobile 100 based on mapping such as the current time map, and controls the travel of each automobile 100 to prevent the collision from occurring if there is a possibility of collision.

[0095] In the first embodiment, a server device 6 connected to a plurality of wireless base stations 4 executes the processes from step ST71 to step ST74, and a control system 20 of an automobile 100 executes the processes from step ST75 to step ST76. Additionally, for example, the server device 6 may execute the process from step ST71 to step ST72, execute the process from step ST71 to step ST73, or execute the process from step ST71 to step ST75. In this case, the server device 6 transmits the primary processed information generated by each process to the terminal devices 2 of the multiple automobiles 100. The automobile 100 may execute the process of step ST76 in the process based on the primary processed information received by the terminal device 2, and control the traveling of the automobile 100.

[0096] Next, a specific example of a control process for controlling the movements of a plurality of automobiles 100 by the mobility information providing system 1 of this embodiment will be described.

[0097] [First concrete example: an example using mapping data that compiles current and forecast maps for each lane] The mobility information providing system 1 of this embodiment basically generates a course or a driving range for each automobile 100 for each road. Some roads have multiple lanes on which traffic can travel in the same direction. The traffic congestion situation and the number of preceding vehicles may differ for each lane. At interchanges and junctions, the automobile 100 tends to slow down and become congested. An example of how to deal with such a situation will be described below.

[0098] FIG. 11 is an explanatory diagram for explaining a process of generating information on the routes or driving ranges of a plurality of automobiles 100 for each lane by the mobility information providing system 1 for the automobiles 100. In FIG. FIG. 11(A) shows a road having a first lane and a second lane that is passable in the same direction as the first lane. FIG. 11(B) is a traffic diagram showing the driving conditions of a plurality of automobiles 100 in the first lane. FIG. 11(C) is a traffic diagram showing the driving conditions of a plurality of automobiles 100 in the second lane. In the traffic diagrams of the driving conditions in FIG. 11(B) and FIG. 11(C), the horizontal axis is the position along the lane. The vertical axis is time. The origin is the current time. Each line shown on the traffic diagram indicates the movement of each automobile 100. Each automobile 100 moves along the line as time passes from the current position intersecting with the horizontal axis, and the position changes. The current diagram may be constructed, for example, by combining multiple such traffic diagrams for each lane of a road.

[0099] The server device 6 generates a traffic diagram of the driving conditions for each lane shown in Fig. 11(B) and Fig. 20(C) based on the current positions and speeds included in the field information of the multiple automobiles 100. For example, the server device 6 selects the lane in which the automobile 100 is traveling from multiple traffic diagrams for each lane of the road based on the position or position history acquired from the automobile 100. The server device 6 draws the current position and / or predicted position of the automobile 100 for the selected traffic diagram using information such as the time, position, speed, or acceleration acquired from the automobile 100. The server device 6 generates information on the course or driving range for each vehicle 100 based on the operation chart so that each vehicle 100 does not get too close to the other vehicles 100 in front and behind. For example, in the operation chart of FIG. 11(B), the first to third automobiles 100 in the front of the traveling direction are traveling from left to right in the figure with almost no speed difference. In contrast, the fourth automobile 100 closest to the origin is traveling at a speed faster than the other three automobiles 100 traveling in front of it. If the fourth automobile 100 continues traveling in this manner, there is a possibility that it will collide with the third automobile 100 from the rear. The server device 6 may estimate and determine the possibility of such a collision based on the mapping, and may generate, for example, information on a course or a driving range for maintaining the current speed for the first to third automobiles 100, and generate information on a course or a driving range for decelerating the fourth automobile 100 from the current speed to the same speed as the preceding automobile 100, in order to prevent the collision related to the determination from occurring. Then, the fourth automobile 100 controls the automatic traveling so that it decelerates to a specified speed within the driving range that does not collide with the third automobile 100, for example, based on the information acquired from the server device 6. Also, the server device 6 calculates the average speeds of the automobiles 100 for each lane, for example, and compares them. The server device 6 may look ahead and calculate and compare the average speeds of the automobiles 100 at the timing corresponding to the predicted map. When there is a difference in average speed between the multiple lanes, the server device 6 generates information on a course or movable range for the automobile 100 in the lane with the slower average speed to change lanes to the lane with the faster average speed. The server device 6 generates information on a course or movable range so that the automobile 100 changes lanes to the lane with the fastest average speed among the multiple lanes. The server device 6 generates a course or movable range for lane change including acceleration / deceleration so as not to get too close to other automobiles 100 traveling in the lane to which the automobile 100 is to be changed. The server device 6 transmits the generated lane change course or driving range. The control system 20 of the automobile 100 controls or determines the traveling of the automobile 100 according to the lane change course or driving range received by the terminal device 2 from the wireless base station 4. As a result, the automobile 100 changes lanes according to the instruction. After changing lanes, the automobile 100 can travel while avoiding congestion and deceleration in the original lane. For example, the speeds and average speeds of the automobiles 100 traveling in the lane in FIG. 11(B) are lower than those traveling in the lane in FIG. 11(C). In this case, the server device 6 instructs, for example, the fourth automobile 100 traveling in the lane in FIG. 11(B) to change to the lane in FIG. 11(C). When the fourth automobile 100 in FIG. 11(B) receives instruction information from the server device 6, it automatically executes the instructed lane change based on the acquired information, for example, within a driving range where it will not collide with the third automobile 100. After that, the fourth automobile 100 in FIG. 11(B) is mapped as a new third automobile 100 in FIG. 11(C).

[0100] In this manner, in this example of traffic control processing, information on the course or driving range of each automobile 100 is generated so that multiple automobiles 100 traveling in each lane do not collide with each other in the respective lanes. In addition, in this example of control processing, route or driving range information can be generated to avoid congestion. In this embodiment, a server device 6 connected to multiple wireless base stations 4 via a dedicated network 5 generates information on routes or driving ranges for lane changes based on a driving chart of driving conditions. In this case, in a situation where a complicated flow of automobiles 100 occurs, such as merging at interchanges or junctions, there is a possibility that information on the route or driving range for lane changes may be delayed. In such a case, it is advisable to provide multiple server devices 6 for each of the multiple wireless base stations 4, and generate information on the route or driving range for lane changes through distributed control by the multiple server devices 6. This makes it possible to minimize information transmission delays.

[0101] [Second concrete example, an example in which the occupied area of ​​each automobile 100 is considered] FIG. 12 is a diagram showing the area algorithm of the automobile 100 at the time of merging (changing lanes) according to this embodiment. The current situation map generating means of the server device 130 converts the information from the information storage means to server time, and generates a map as a plane coordinate of the change in the position of each vehicle due to time change, with the horizontal axis being the time coordinate and the vertical axis being the position coordinate. At that time, the vehicle's driving area is set as a Path (hereinafter, a driving lane) so that it can be calculated on a plane. The solid lines represent the moving state of the moving body (here, the automobile 100). The more negative the vertical axis, the more future time is indicated, and specifically, the absolute time of actual vehicle driving is included. The positive direction of the horizontal axis represents the lane, and the inclination of each line represents the speed of the moving body. In other words, if the lines overlap on the horizontal axis, it means that the corresponding automobile 100 will interfere, and the closer the inclination of the solid line is to vertical, the slower the speed is. The area displayed around the solid line with varying thickness is the width of the occupied area, which is the body length (vertical and horizontal) of the automobile 100A and the margin. In addition, when the automobiles 100 are lined up in one lane, interference can be avoided by determining that the moving object that occupies a particular place first at the scheduled travel time has a higher priority. The direction of the arrow indicates the traveling direction of the automobile 100A. The left side of Fig. 12 shows the first lane (merging lane), and the right side shows the second lane (main lane). As shown in the upper left diagram, when automobile 100A traveling in the first lane tries to change lanes to the second lane, it will overlap with the solid line of automobile 100B traveling in the second lane within the predicted travel time as shown in the upper right diagram, and therefore it can be seen that there will be interference. As shown in the lower left diagram, if the travel speed is reduced, there will be no overlap within the predicted travel time as shown in the lower right diagram, and therefore it is determined that there will be no interference, and automobile 100A is notified to reduce its speed and merge.

[0102] [Third concrete example: Example of movement restriction area where movement is prohibited] The road on which the automobile 100 travels may be closed due to bad weather such as a snowstorm, a landslide, a collapse, etc. When a road is closed, the automobile 100 must slow down and stop before the closed section or take a detour to another road. In this specific example, a case in which the mobility information providing system 1 responds to a road closure will be described.

[0103] FIG. 13 is a flowchart of a process for mapping a movement restricted section in which movement is prohibited and generating information on a course or a movable range of an automobile in the third specific example. The server CPU 14 of the server device 6 in FIG. 2 repeatedly executes the process in FIG. 13 as part of the course generation process in FIG.

[0104] In step ST201, the server CPU 14 judges whether or not mapping for the automobile 100 is completed. If mapping for the automobile 100 is not completed, the server CPU 14 repeats this process. If mapping for the automobile 100 is completed, the server CPU 14 advances the process to step ST202.

[0105] In step ST202, the server CPU 14 starts mapping of other objects besides the automobile 100, such as the automobile 100.

[0106] In step ST203, the server CPU 14 judges whether the collected field information includes information that prohibits the movement of the automobile 100. As a result, the server CPU 14 judges that the collected field information includes information that requires prohibiting the movement of the automobile 100 on the road or lane on which the automobile 100 is moving. In the field information, information that prohibits the movement of the automobile 100 includes, for example, road regulation information included in the traffic information, and emergency information and warning information in the weather forecast. The server CPU 14 may make a judgment by referring to not only the latest field information, but also past field information, for example, from the past hour or day. The weather forecast may include lifting information for emergency information and warning information. In this case, the server CPU 14 may make a judgment by referring to emergency information and warning information included in past field information until lifting information is included in the latest field information. Furthermore, the server CPU 14 may independently generate information prohibiting the movement of the automobile 100 based on past mapping data generated based on past field information. The server CPU 14 may generate information prohibiting the movement of the automobile 100 based on past mapping data until it can be determined that the state in which information prohibiting movement is generated based on mapping data has been resolved. Examples of information prohibiting the movement of the automobile 100 that may be generated based on mapping data include information on moving vehicles, trucks, and emergency vehicles occupying the road by parking on the side of the road, and information on road collapses and fallen trees. If the collected field information does not include information prohibiting the movement of the automobile 100, the server CPU 14 ends this process. If the collected field information includes information prohibiting the movement of the automobile 100, the server CPU 14 advances the process to step ST204.

[0107] In step ST204, the server CPU 14 maps information that prohibits the movement of the automobile 100, which is included in the field information. The server CPU 14 maps a movement restriction section, for example, to a road in an area where movement is prohibited and restricted in the field information. The movement restriction section may be composed of flag information of the start position of the movement restriction section and flag information of the end position of the movement restriction section, for example. In this way, when the collected field information includes information that requires the movement of the automobile 100 to be prohibited, the server CPU 14 can set a movement restriction section that prohibits the movement of the automobile 100. Through the above process, the server CPU 14 ends mapping of the movement restriction section in which movement is prohibited. When the collected field information includes information that prevents the movement of the automobile 100, the server CPU 14 maps the automobile 100 and sets a movement restriction section for the road or lane on which the automobile 100 is moving. In addition, information that prevents the movement of automobile 100 may include, for example, not only information indicating that automobile 100 cannot actually move, or information indicating that it is undesirable for automobile 100 to actually move, but also information that is a cause one step prior to the occurrence or suggestion of such a possibility. Furthermore, the information indicating the need to prohibit the movement of the automobile 100 may include not only direct information indicating the need to prohibit the movement, but also information requesting the prohibition.

[0108] In step ST205, the server CPU 14 generates the movable range and the necessary route of the multiple automobiles 100 based on the mapping data in which the movement restriction section is set together with the multiple automobiles 100, for example, the above-mentioned current map or forecast map, or the mapping data such as FIG. 11(B) or FIG. 11(C). At this time, for the automobiles 100 moving toward the movement restriction section in which movement is prohibited, the server CPU 14 generates information on the route to decelerate and stop before the movement restriction section so as not to enter the movement restriction section. Alternatively, the server CPU 14 generates information on the route to avoid the road in which the movement restriction section is set and use another road. In this way, when a movement restriction section that prohibits the movement of the automobile 100 is set for the road or lane on which the automobile 100 is moving, the server CPU 14 generates information on the route or movable range of the automobile 100 to decelerate, stop, or detour as information on the route or movable range of the small section. By obtaining such route information, the automobile 100 traveling toward a restricted movement section where movement is prohibited can slow down and stop just before the restricted movement section, or can make a detour to use other roads. When no travel restriction section in which travel of the automobile 100 is prohibited is set, the server CPU 14 generates information on the path or travelable range of the automobile 100 in the usual manner, regardless of travel restrictions.

[0109] FIG. 14 is an explanatory diagram of a process for generating information on the course or driving range of the automobile 100 based on FIG. FIG. 14 is a navigation diagram for one road or lane along which the automobile 100 can travel. In the travel chart of FIG. 14, the horizontal axis is position along the road. The horizontal axis may be position along the lane. The vertical axis is time. The origin is the current time. Time flows from top to bottom.

[0110] 14, travel restriction sections are set in which travel is prohibited for the automobile 100. The automobile 100 travels from left to right in the figure. The server CPU 14 generates the operation chart of FIG. 14 in step ST204. Then, in step ST205, the server CPU 14 generates, for the automobile 100 moving toward the movement restricted section, information on a course for decelerating and stopping before reaching the movement restricted section. Alternatively, in step ST205, the server CPU 14 may generate information on a route that detours around the movement restricted section for the automobile 100 moving toward the movement restricted section.

[0111] As described above, in this embodiment, when the collected field information includes information prohibiting the movement of the automobile 100, the server CPU 14 maps the movement restriction section that prohibits the movement of the automobile 100, and generates information on the route or movable range so as not to enter the movement restriction section that prohibits the movement. As a result, the automobile 100 can not only move safely so as not to collide with other automobiles 100, but also move safely so as not to move in the movement restriction section that prohibits the movement. Even if the automobile 100 moves by autonomous automatic driving, it cannot slow down and stop until it finds the restriction mark of the movement restriction section in the visual range. In this embodiment, when the road is closed due to bad weather such as a snowstorm, a landslide, a collapse, etc., the automobile 100 can safely slow down and stop before it. Even if multiple automobiles 100 move in a line toward the movement restriction section, rear-end collisions of the automobiles 100 are less likely to occur just before the movement restriction section.

[0112] [Fourth Specific Example: Other Examples of Movement Restriction Areas Where Movement is Prohibited] In the third specific example, the automobile 100 decelerates and stops before the section to be closed, or takes a detour to another road. In the fourth specific example, the automobile 100 decelerates and stops before the section to be closed, and then returns.

[0113] FIG. 15 is a flowchart of a process for mapping a movement restricted section in which movement is prohibited and generating information on a course or a movable range of an automobile in the fourth specific example. The server CPU 14 of the server device 6 in FIG. 2 repeatedly executes the process in FIG. 15 as part of the course generation process in FIG. The processes from step ST201 to step ST204 are the same as those in FIG.

[0114] In step ST211, the server CPU 14 generates the movable range and necessary routes for the multiple automobiles 100 based on the mapping data in which the movement restriction section is set together with the multiple automobiles 100. At this time, the server CPU 14 generates information on the route for the automobiles 100 moving toward the movement restriction section in which movement is prohibited, in which the automobiles 100 change lanes to a part of the multiple lanes of the road so as not to enter the movement restriction section, and further decelerate and stop before the movement restriction section. In this way, when a movement restriction section that prohibits the movement of the automobiles 100 is set for the road or lane on which the automobiles 100 are moving, the server CPU 14 generates information on the route or movable range of the automobiles 100 in the small section, in which the multiple automobiles 100 gather to a part of the multiple lanes of the road and decelerate and stop. By obtaining such route information, multiple automobiles 100 traveling toward a movement restricted section where movement is prohibited can gather in one of multiple lanes of the road just before the movement restricted section and slow down and stop. When no travel restriction section in which travel of the automobile 100 is prohibited is set, the server CPU 14 generates information on the path or travelable range of the automobile 100 in the usual manner, regardless of travel restrictions.

[0115] In addition, in the subsequent processing of step ST211 in Figure 15, the server CPU 14 generates information on a return route or movable range using the remaining lanes of the road for multiple automobiles 100 that have gathered and slowed down and stopped in one of the multiple lanes of the road. By obtaining such route information, multiple automobiles 100 that have gathered in some lanes before a movement restricted section where movement is prohibited and have slowed down and stopped can move back in sequence using the remaining lanes of the road.

[0116] FIG. 16 is an explanatory diagram of a process for generating information on the routes or driving ranges of a plurality of automobiles 100 based on FIG. FIG. 16(A) is a traffic diagram for a first lane of a one-way two-lane road at a first time instant. FIG. 16(B) is a traffic diagram for the second lane of a one-way two-lane road at a first time instant. FIG. 16(C) is a traffic diagram for a first lane of a one-way two-lane road at a second time that is later than the first time. FIG. 16(B) is a traffic diagram for a second lane of a one-way two-lane road at a second time instant after the first time instant. In the traffic diagram of FIG. 16, the horizontal axis is the position along each lane. The vertical axis is time. The origin is the current time. Time flows from top to bottom. 14, a movement restriction section is set in which movement of the automobiles 100 is prohibited. A plurality of automobiles 100 are moving from left to right in the figure in a first lane and a second lane of a one-way two-lane road.

[0117] In step ST204 of FIG. 15 at the first time, the server CPU 14 generates the operation charts of FIG. 16(A) and FIG. 16(B). Then, in step ST205, the server CPU 14 generates information on a course for the multiple automobiles 100 moving toward the movement restricted section, in which the automobiles change lanes to the second lane and decelerate and stop before reaching the movement restricted section. As a result, the automobile 100 traveling in the first lane toward the movement restricted section changes lanes to the second lane and decelerates and stops in the second lane. Moreover, the automobile 100 moving in the second lane toward the movement restriction section decelerates and stops in the second lane. This allows the multiple automobiles 100 moving toward the movement restriction section to decelerate and stop in the second lane. Essentially, there are no automobiles 100 in the first lane.

[0118] At a second time, the multiple automobiles 100 that have been moving toward the movement restriction section in the first lane and the second lane are decelerating and stopping in the second lane. There are no automobiles 100 in the first lane. In step ST205, the server CPU 14 generates information on a course for the automobile 100 stopped at the front just before the movement restriction section to change lanes and return to the first lane where there are no other automobiles 100. The server CPU 14 generates information on a course for reverse driving for the lanes of the road. In addition, the server CPU 14 generates information on a course for maintaining the vehicle 100 stopped in the first lane, for the vehicle 100 that is the second or subsequent vehicle stopped before the movement restricted section. This allows the automobile 100, which has decelerated to a stop at the front of the second lane, to change lanes and return to the first lane.

[0119] After the second time, in step ST205, the server CPU 14 generates, in order, for each of the vehicles 100 stopped before the movement restricted section, information on a route for changing lanes and returning to the first lane. Furthermore, the server CPU 14 generates information on a course for the automobile 100 stopped behind the automobile 100 that has been instructed to return, so as to maintain the automobile 100 stopped in the first lane. This allows the multiple automobiles 100 that are decelerating and stopped in the second lane to change lanes in turn and return to the first lane.

[0120] As described above, in this embodiment, when a movement restriction section is set on a road with multiple lanes that prohibits the movement of the automobile 100, information on a course or a movable range is generated for multiple automobiles 100 traveling on the road, which causes the automobiles 100 to change lanes to a part of the multiple lanes of the road and slow down or stop. This allows the multiple automobiles 100 to safely stop before the movement restriction section without colliding with other automobiles 100. Furthermore, after that, for the multiple automobiles 100 that have slowed down or stopped before the movement restriction section, information on a course or a movable range is generated for returning in order in the remaining lanes of the road. For example, even if a multiple lane road without a branch is restricted so that the movement of the automobile 100 is prohibited overall, the automobile 100 can continue moving without continuing to stop on the spot. Furthermore, the multiple automobiles 100 can safely stop and move in order without overtaking each other.

[0121] [Fifth Specific Example: Example of a Movement Restriction Area that Suppresses Movement] The fifth specific example will be described as an example that is effective in cases where, for example, congestion occurs in the right-turn lane or the left-turn lane at an intersection of a road with multiple lanes in each direction. When the number of automobiles 100 attempting to turn right or left increases, the automobiles 100 attempting to turn right or left may line up in adjacent lanes. When the vehicle also turns right or left, it is necessary for the vehicle to follow behind the line of vehicles. On the other hand, when traveling straight through the intersection, it is preferable to travel in another lane that is not congested.

[0122] FIG. 17 is a flowchart of a process for mapping a movement restriction section that restricts movement and generating information on a course or a movable range of an automobile in the fifth specific example. The server CPU 14 of the server device 6 in FIG. 2 repeatedly executes the process in FIG. 13 as part of the course generation process in FIG.

[0123] In step ST221, the server CPU 14 judges whether or not mapping for the automobile 100 is completed. If mapping for the automobile 100 is not completed, the server CPU 14 repeats this process. If mapping for the automobile 100 is completed, the server CPU 14 advances the process to step ST222.

[0124] In step ST222, the server CPU 14 starts mapping of other objects besides the automobile 100, such as the automobile 100.

[0125] In step ST223, the server CPU 14 judges whether or not the collected field information includes information for restricting lane changes due to right or left turns of the automobile 100 on a road with multiple lanes in each direction. In the field information, information that inhibits the movement of the automobile 100 includes, for example, congestion information on roads included in the traffic information and congestion information on entrances and exits of facilities. The congestion information on roads may include congestion information on lanes for turning right or left at an intersection. This allows the server CPU 14 to determine, based on the collected field information, that a situation has arisen in which movement of the automobile 100 should be restricted in a road section with multiple lanes. If the collected field information does not include information that inhibits the movement of the automobile 100, the server CPU 14 advances the process to step ST224. If the collected field information includes information that prohibits the movement of the automobile 100, the server CPU 14 advances the process to step ST225.

[0126] In step ST224, the server CPU 14 judges whether or not the previously collected field information includes information that currently restricts the automobile 100 from changing lanes on a road with multiple lanes in each direction. Based on mapping data based on previously collected field information, the server CPU 14 may, for example, determine congestion for each lane, including right or left turns at each intersection, and further determine whether there is congestion such that a vehicle 100 turning right or left will be forced to stop in an adjacent lane. In addition, the server CPU 14 may determine whether or not congestion in a lane that is a main lane other than a right-turn lane or a left-turn lane is caused by congestion in a right-turn lane or a left-turn lane. If the number of parked vehicles or the length of parking increases or decreases in conjunction with the timing of blinking of the right-turn or left-turn lamp of the intersection traffic light, for example, congestion in the main lane can be considered to be caused by congestion in a right-turn lane or a left-turn lane. This enables the server CPU 14 to determine, based on previously collected field information, that a situation has arisen in which movement of the automobile 100 should be restricted in a road section having multiple lanes. If the previously collected field information does not contain information that inhibits the movement of the automobile 100, the server CPU 14 ends this process. If the previously collected field information contains information that prohibits the movement of the automobile 100, the server CPU 14 advances the process to step ST225.

[0127] In step ST225, the server CPU 14 maps the information that prohibits the movement of the automobile 100 determined in step ST223 or step ST224. The server CPU 14 maps a movement restriction section, for example, to a section of a lane where congestion occurs due to right or left turns and before that section. The movement restriction section may be composed of flag information of the start position of the movement restriction section and flag information of the end position of the movement restriction section, for example. Through the above processing, the server CPU 14 ends mapping of the movement restriction section where movement is restricted. When the field information includes information that restricts the movement of the automobile 100, the server CPU 14 maps the automobile 100 and sets a movement restriction section for the road or lane on which the automobile 100 is moving.

[0128] In step ST226, the server CPU 14 generates the movable range and required route of the multiple automobiles 100 based on the mapping data in which the movement restriction section is set together with the multiple automobiles 100, for example, the above-mentioned current map or forecast map, or mapping data such as FIG. 11(B) or FIG. 11(C). At this time, the server CPU 14 adds information about the movement restriction section for the automobiles 100 moving toward the movement restriction section in which movement is restricted. As a result, when a movement restriction section indicating that the movement of the automobile 100 is restricted is set, the server CPU 14 generates information on the route or movable range of each small section of the multiple automobiles 100 including information about the movement restriction section indicating that the movement of the automobile 100 is restricted. When no travel restriction section in which travel of the automobile 100 is prohibited is set, the server CPU 14 generates information on the path or travelable range of the automobile 100 in the usual manner, regardless of travel restrictions.

[0129] FIG. 18 is an explanatory diagram of the intersection where the processing of FIG. 17 is executed. In Fig. 18, a two-lane road running horizontally and a road running vertically intersect. A right-turn lane is provided on the two-lane road running horizontally for making a right turn at the intersection. In addition, multiple automobiles 100 are stopped in the right-turn lane, waiting to turn right, and the congestion in the right-turn lane extends onto the main road. In this case, the server CPU 14 sets a movement restriction section indicating that the movement of the automobile 100 is restricted, for example, in a range from the rear end of the congestion in the right-turn lane to the intersection. This movement restriction section may be set for the main lane on the center side of the road on a two-lane road. A movement restriction section may or may not be set for the main lane on the outside of the road. The movement restriction section may be set for each lane. Then, based on the setting of the movement restricted section in step ST225, the server CPU 14 transmits, for the automobile 100 moving toward an intersection just before the movement restricted section, information about the route or movable range of the small section, as well as information about the movement restricted section indicating that there is a restriction on the movement of the automobile 100.

[0130] FIG. 19 is a flowchart of a decision process for controlling movement of an automobile based on the information on the course or movable range generated by the process of FIG. The driving control ECU 24 of the control system 20 of the automobile 100 of FIG. 3 repeatedly executes the process of FIG. 19 as part of the process of controlling the automatic driving or driving assistance of the automobile 100 of FIG.

[0131] In step ST231, the cruise control ECU 24 judges whether or not there is a travel restriction section in the lane ahead in which the vehicle 100 is traveling, which limits the movement of the vehicle 100. If there is no travel restriction section, the cruise control ECU 24 ends this process. If there is a travel restriction section, the cruise control ECU 24 advances the process to step ST232.

[0132] In step ST232, the cruise control ECU 24 determines whether or not a lane change is required. The cruise control ECU 24 determines, for example, based on route information for navigation, whether the planned course of the vehicle is, for example, going straight or turning right. For example, in FIG. 18, when the vehicle is traveling on the main lane in the center and turning right, the cruise control ECU 24 determines that a lane change is not required and ends this process. In FIG. 18, when the vehicle is traveling on the main lane in the center and going straight, the cruise control ECU 24 determines that a lane change is required and proceeds to step ST233.

[0133] In step ST233, the cruise control ECU 24 controls lane change. In Fig. 18, when the vehicle is traveling on the main lane on the center side and is about to go straight, the cruise control ECU 24 executes control to change lanes from the main lane on the center side to the main lane on the outside.

[0134] As described above, the cruise control ECU 24 can determine whether or not a lane change is required in a movement restricted section or before a movement restricted section by obtaining information on the course or movable range of the small section as well as information on the movement restricted section indicating that there is a restriction on the movement of the automobile 100 for each lane of the road. Then, if it is determined that a lane change is required, the cruise control ECU 24 can execute control for the lane change. In FIG. 18, automobile 100 traveling on the center main lane and going straight through the intersection can change lanes from the center main lane to the outer main lane before reaching the movement restricted section or near the rear end of the movement restricted section. Also, in FIG. 18, a vehicle 100 traveling on the main lane in the center and attempting to turn right at an intersection can decelerate and stop to follow a vehicle 100 in front that is stopped on the main lane to make a right turn, without having to change lanes. The automobile 100 moving toward the movement-restricted section where movement is restricted can enter the intersection in a lane appropriate for the intended direction, and can decelerate and stop before the movement-restricted section to turn right or left, or change lanes before the movement-restricted section to go straight. No collisions occur at the rear end of the traffic jam. The automobile 100 can move through the intersection safely. For example, on a two-lane road with a right-turn lane and a left-turn lane at an intersection, even if a vehicle waiting to turn right or left is stopped in the adjacent lane, automobile 100 can move without being affected.

[0135] [Second embodiment] The above-described embodiment is an example of the control of a plurality of automobiles 100 by the mobility information providing system 1. Each automobile 100 uses information from the mobility information providing system 1 as necessary to control the movement of its own vehicle. When the control system 20 of the automobile 100 of the mobility information providing system 1 controls the traveling of the automobile 100 based on the own vehicle information, the control system 20 gives priority to using the information detected by the autonomous sensor over the information received from the wireless base station 4 . However, depending on the driving environment, each autonomous sensor may not be able to perform detection with sufficient accuracy. For this reason, it is conceivable that the control system 20 of the automobile 100 increases the types of autonomous sensors and controls driving based on the overall detection of these sensors. However, it is not preferable to increase the number of autonomous sensors capable of detection with such high accuracy without limit in the manufacture of the automobile 100. Moreover, even if the types of autonomous sensors are increased, it is not necessarily possible to perform detection with sufficient accuracy in all driving environments. An example of how to deal with such a situation will be described below.

[0136] FIG. 20 is a flowchart showing detailed processing of step ST67 in FIG. The driving control ECU of the automobile 100 executes the process of FIG. 20 in step ST67 of FIG.

[0137] In step ST81, the driving control ECU judges whether the detection accuracy of the autonomous sensor is sufficient. The autonomous sensor is, for example, a stereo camera that captures an image in front of the automobile 100. In an environment such as backlight, the stereo camera may not be able to capture a sufficient image of surrounding moving objects or lanes on the road surface. If the captured image is not like this, the driving control ECU judges that the detection accuracy of the autonomous sensor is sufficient and proceeds to step ST82. If the captured image is like this, the driving control ECU judges that the detection accuracy of the autonomous sensor is not sufficient and proceeds to step ST83.

[0138] In step ST82, the driving control ECU uses the detection values ​​of the autonomous sensors preferentially over the information received from the wireless base station 4 to determine a course for controlling the driving of the vehicle.

[0139] In step ST83, the driving control ECU determines a route for controlling the driving of the vehicle by using the information received from the wireless base station 4 preferentially over the detection value of the autonomous sensor. The driving control ECU may generate pseudo sensor information of the same format and physical quantity as the detection information of the autonomous sensor from the information received from the wireless base station 4, and use this information to determine a route for controlling the driving of the vehicle.

[0140] In this manner, in this embodiment, depending on the detection accuracy of the autonomous sensor, the priority is switched between the detection value of the autonomous sensor and the information received from the wireless base station 4. In this embodiment, for example, it is possible to deal with a temporary loss of visibility. For example, if image recognition by the stereo camera is lost due to backlighting or falls below a threshold, the control based on the world map is temporarily used with priority over the information from the stereo camera. The information from the world map is bird's-eye view information for a very short period of time, so it can extract the path taken by the preceding vehicle. It also reflects information from the autonomous sensors of other automobiles 100. In addition, even in automatic braking control, if the autonomous sensor is unsuitable for use because its recognition rate is below 80%, the driving control ECU may compare the recognition results of the autonomous sensor with the information in the world map, and if there is a difference between them that is greater than a threshold, give priority to the information in the world map over the recognition results of the autonomous sensor. In addition, if the detection accuracy of some of the autonomous sensors is low, the driving control ECU may instead generate pseudo sensor information based on world map information, and combine this with information from other autonomous sensors to use in determining a course for controlling the driving of the vehicle.

[0141] [Third embodiment] When controlling driving based on host vehicle information, the control system 20 of the automobile 100 in the mobility information providing system 1 of the embodiment described above uses information detected by the autonomous sensor in preference to information received from the wireless base station 4. However, there may be situations where each autonomous sensor cannot detect sufficient information. For example, in driving environments such as snowy fields, blizzards, and poor visibility, autonomous sensors such as stereo cameras cannot detect sufficient information. The automobile 100 has no roads and is unclear as to where it can drive. Also, an oncoming vehicle may suddenly appear. The autonomous sensor is not in a situation where it can be used properly, and the information about the range that can be captured is reduced. An example of how to deal with such a situation will be described below.

[0142] The control system 20 of the automobile 100 determines, based on the received world map and weather information, a driving section where detection by the autonomous sensor is not expected. When traveling in such a section, the control system 20 of the automobile 100 estimates the width in which the automobile can travel from, for example, standing trees, and determines a course to follow in the estimated possible travel direction. The possible travel direction may be estimated by transmitting an image from the terminal device 2 of the automobile 100 to the server device 6 or the wireless base station 4, and the image may be processed on the base station side. When it is determined based on the autonomous sensor that visibility is completely lost, the control system 20 of the automobile 100 prioritizes pseudo sensor information obtained from the received world map over autonomous sensor detection information, even when controlling driving based on the vehicle information. However, for information related to collision safety, such as detection of an actual collision, the autonomous sensor detection information is prioritized. Driving in a snowstorm area is basically performed at the slowest speed. The control system 20 of the automobile 100 determines the route using pseudo sensor information obtained from the world map. In such a process, the control system 20 of the automobile 100 may further grasp the number of automobiles 100 traveling in the area, the current location of each automobile 100, and the start timing of entry into the area, simulate their driving trajectories, and determine the route based on the simulation.

[0143] Furthermore, when the server device 6 or the wireless base station 4 detects that oncoming vehicles are approaching each other based on the world map, it issues a warning to both of the automobiles 100. This makes it possible to avoid a collision. Here, if the oncoming vehicle is outside the management of the system and is recognized as being outside the snowstorm section, the system may simulate the passable area through which the vehicle is expected to pass based on the expected time the vehicle will pass nearby and the current travel path of other vehicles, and notify the vehicle to avoid interference in that area. If interference cannot be avoided, calculations are made to avoid interference at least in the short time it passes through in the simulation. If an oncoming vehicle or motorcycle is not managed by the system and is detected for the first time within a snowstorm section, an emergency notification is sent to vehicles traveling in that specific section and the information is posted on the world map. A simulation is performed with an increased number of uncertainties due to fast moving objects in the calculation, and the estimate of the need for safety is increased (leaning in the direction of safety). If the person is a child or other person, a notification is sent to the nearest vehicle and the information is posted on the world map.

[0144] [Fourth embodiment] In the mobility information providing system 1 of the above-described embodiment, the control system 20 of the automobile 100 basically controls the traveling of the automobile 100 based on the detection information of the autonomous sensor. In this case, even if the user mistakenly depresses the accelerator pedal for the brake pedal while not recognizing a pedestrian or the like, the automobile 100 can be prevented from starting toward the pedestrian or the like. However, the autonomous sensor provided in the automobile 100 does not always operate normally. The autonomous sensor may not be able to perform normal detection due to deterioration over time. In addition, if the detection result of the autonomous sensor is incorrect due to the driving environment such as nighttime, backlight, or the lights of oncoming vehicles, the control system 20 of the automobile 100 may not be able to appropriately control the driving of the vehicle based on the detection information of the autonomous sensor. An example of how to deal with such a situation will be described below.

[0145] The control system 20 of the automobile 100 judges whether the detection information of the autonomous sensor is appropriate. For example, if the image captured by the stereo camera is completely dark or completely white, the control system 20 of the automobile 100 judges that the detection information of the autonomous sensor is inappropriate. In this case, the control system 20 of the automobile 100 checks other moving objects in the traveling direction based on the information of the world map. If it is confirmed that there is another moving object in the traveling direction based on the information of the world map, the control system 20 of the automobile 100 judges that there is another moving object in the traveling direction even if it cannot be determined by the detection information of the autonomous sensor, and executes driving control accordingly. The control system 20 of the automobile 100 executes braking control to prevent starting using the detection information of the pseudo sensor obtained from the world map. The control system 20 of the automobile 100 may use the information of the pseudo sensor described above when it determines that only the autonomous sensor of the automobile 100 is unable to recognize a pedestrian or the like in the world map while other automobiles are visible. In this case, the control system 20 of the automobile 100 may set the reliability of the pseudo sensor to high when the determination occurs over an arbitrary period of time or occurs a predetermined number of times or more. The control system 20 of the automobile 100 may use the detection information of the highly reliable pseudo sensor to select a route or time difference that does not interfere with pedestrians not recognized by the autonomous sensor and their moving direction, and execute driving control based on the selection.

[0146] [Fifth embodiment] In the mobility information providing system 1 of the embodiment described above, the control system 20 of the automobile 100 switches the operation mode between automatic driving and driving assistance for manual driving by the user. The user of the automobile 100 is essentially responsible for its autonomous driving. For example, if the operation mode of the automobile 100 switches from automatic driving to driving assistance while the automobile is in motion, the user will be responsible for the events before and after the switch. In automatic driving, it is necessary to control the driving, including the timing of the switch to driving assistance, so that the user is not liable for damages. In particular, if the user needs to apply strong braking immediately after the operation mode of the automobile 100 while it is moving is switched from automatic driving to driving assistance, it will be a harsh situation for the user. In reality, it is expected that few users will be able to apply full brakes when such a situation occurs. An example of how to deal with such a situation will be described below.

[0147] While the automobile 100 is traveling, the control system 20 of the automobile 100 repeatedly determines the reliability of the world map received by the terminal device 2 from the server device 6. If the reliability of the received world map is low, the control system 20 of the automobile 100 prohibits the operation mode of the automobile 100 from being switched from manual driving to automatic driving. During autonomous driving, the control system 20 of the automobile 100 repeatedly compares the detection information of the pseudo sensor obtained from the world map with the detection information of the autonomous sensor. If these pieces of information differ by more than a threshold, the control system 20 of the automobile 100 does not use the detection information of the pseudo sensor obtained from the world map. The control system 20 of the automobile 100 basically uses the detection information of the autonomous sensor to control the traveling of the automobile 100 during autonomous driving. When there is some kind of disturbance, the control system 20 of the automobile 100 executes control to terminate the automatic driving and switch the operation mode of the automobile 100 from automatic driving to manual driving. In this transition control, the control system 20 of the automobile 100 first controls the running of the automobile 100 so as to widen the distance between the automobile 100 and the preceding vehicle. The distance between the automobile 100 and the preceding vehicle may be determined according to the speed. When the autonomous sensor detects that a predetermined distance has been obtained, the control system 20 of the automobile 100 notifies the user that automatic driving will be switched to manual driving. The control system 20 of the automobile 100 does not use information from the world map for this detection. After a few seconds, the control system 20 of the automobile 100 switches the actual operation mode from automatic driving to manual driving. By maintaining such a distance from the preceding vehicle, the user is less likely to need to apply strong braking immediately after the operation mode of the automobile 100 while traveling switches from automatic driving to driving assistance. The user can understand that automatic driving will switch to manual driving with ample judgment and start the operation for manual driving. An emergency situation in which the user needs to apply strong braking immediately after switching to manual driving is less likely to occur.

[0148] [Sixth embodiment] The server device 6 in each of the above-mentioned embodiments collects information from the multiple automobiles 100 moving in a specific area or section for which it is responsible, maps the information, generates information that can be used by the multiple automobiles 100 for their movement judgment or movement control, and transmits the information to the multiple automobiles 100. Each automobile 100 uses the information received from the server device 6 to execute its movement judgment or movement control. In addition, for example, a part or all of the processing by the server device 6 may be executed in each of the multiple automobiles 100. For example, as shown in FIG. 7, each automobile 100 may collect field information from other automobiles 100, perform mapping to a current map or a forecast map, generate information on a movable range and a course that can be used in the automobile for its own movement judgment or movement control, and use the information for the movement judgment or movement control such as automatic driving of the automobile. In this case, the server device 6 and the multiple wireless base stations 4 will perform the function of transmitting and receiving data between the multiple automobiles 100. The wireless base station 4 is provided in a predetermined area or a predetermined section where the multiple automobiles 100 move, and communicates with the terminal device 2 used in the automobile 100 moving in the predetermined area or predetermined section that it is responsible for.

[0149] In this case, the server device 6 generates and transmits primary processing information based on the field information. The terminal device 2 in the vehicle receives the information generated by the server device 6 from the wireless base station 4 . The vehicle control system 20 generates driving control data as secondarily processed information based on the field information or the first-processed information thereof received by the terminal device 2. Here, the primary processed information refers to information generated based on the field information in the server device 6. The secondary processed information refers to information generated based on the field information and the primary processed information in the control system 20 of the automobile.

[0150] FIG. 21 is a flowchart of a process for collecting field information related to the movement of a plurality of automobiles 100 by the server device 6 of this embodiment. The server CPU 14 of the server device 6 repeatedly executes the collection process of FIG. 21 every time the server communication device 11 of the server device 6 receives new field information.

[0151] In step ST111, the server CPU 14 judges whether or not field information has been received. The field information includes, for example, vehicle information transmitted by each of the terminal devices 2 of the multiple automobiles 100, and detection information of a detection device such as a camera installed on a road. A server device 6 (not shown) of an intelligent transportation system may transmit traffic information of an area it manages to the server device 6. The server communication device 11 receives this information. If the server communication device 11 has not received the field information, the server CPU 14 repeats the process of step ST111. If the server communication device 11 receives the field information, the server CPU 14 advances the process to step ST112.

[0152] In step ST112, the server CPU 14 classifies the received field information by its information source and accumulates it in the server memory 13. As a result, the server memory 13 of the server device 6 accumulates and records information about the automobile 100 and the user or surrounding information received from each of the automobiles 100, or traffic information of the area in which each automobile 100 is moving, as field information related to the movement of the automobiles 100. The server CPU 14 may record the time when each piece of field information was received in association with the received field information.

[0153] In step ST113, the server CPU 14 generates a moving object list for the multiple automobiles 100 that the server device 6 needs to notify at present, based on the received field information. The moving object list may include other moving objects, such as other automobiles 100 that the server device 6 does not need to notify, so that they can be distinguished from the multiple automobiles 100 that the server device 6 needs to notify.

[0154] FIG. 22 is a flowchart of a process for transmitting collected field information by the server device of this embodiment. The server CPU 14 of the server device 6 repeatedly executes the transmission process of FIG.

[0155] In step ST141, the server CPU 14 extracts information related to the traveling of each automobile 100 from a plurality of pieces of field information recorded in the server memory 13. For a certain automobile 100, the server CPU 14 may extract information related to the traveling of the preceding vehicle traveling in front of the automobile 100, in addition to information related to the traveling of the automobile.

[0156] In step ST142, the server CPU 14 transmits the extracted field information from the server communication device 11 to the corresponding communication device 71 of the automobile 100. The field information is transmitted from the server device 6 to the wireless base station 4 through the dedicated network 5, and then transmitted from the wireless base station 4 to the terminal device 2 of the automobile 100. The multiple wireless base stations 4 transmit the field information to multiple terminal devices 2 provided in the multiple automobiles 100.

[0157] In step ST143, the server CPU 14 judges whether or not the processing has been completed for the plurality of automobiles 100 in the moving object list. If the processing has not been completed for all automobiles 100 in the moving object list, the server CPU 14 returns the processing to step ST141. The server CPU 14 selects the next unprocessed automobile 100, and repeats the processing from step ST141 to step ST143. When the processing has been completed for all automobiles 100 in the moving object list, the server CPU 14 ends the route generation processing of FIG. 6.

[0158] As a result, the server device 6 transmits field information to the multiple automobiles 100 for use in controlling or making decisions about each of them. The server device 6 may transmit a moving object list and, for example, primary processed information indicating the traveling direction and traveling speed of each of the multiple automobiles 100 together with the field information. The primary processed information may further include, as information for verification and confirmation, the current position, the current time, and a predicted time a small period after the current time. Moreover, the server device 6 continues to repeatedly transmit field information related to the route of the small section to each of the multiple automobiles 100 by repeating the processes of Figs. 21 and 22. The server device 6 may transmit the field information collected from the multiple automobiles 100 to the multiple automobiles 100 together with the field information or instead of the field information.

[0159] Then, each automobile 100 that has received the field information from the server device 6 executes the process in Fig. 6 to generate information on the route of the automobile itself. However, in this case, since each automobile 100 has received the moving object list or information based thereon from the server device 6, it is not necessary to execute the process in step ST24. Furthermore, each automobile 100 executes the process of FIG. 9 using information about the course of its own vehicle that it has generated, to control the traveling of its own vehicle.

[0160] As described above, in this embodiment, the server device 6 collects field information related to the movement of the automobiles 100 as multiple moving bodies and transmits it to each automobile 100. Then, each automobile 100 can determine and control its movement based on information common to the multiple automobiles 100. By each automobile 100 executing processing based on information common to the multiple automobiles 100, the multiple automobiles 100 can generate a route or safe driving range for each small section of the moving body that can proceed safely without colliding with each other, and can use the route or safe driving range for the generated small section. Each automobile 100 is less susceptible to the unexpected movement of the other automobiles 100. Mutual safety during the traveling of the multiple automobiles 100 is improved.

[0161] This embodiment is an example in which the processing of the server device 6 in the first embodiment is implemented in the automobile 100. The processing of the server device 6 in the above-mentioned second to fifth embodiments can be the processing of the automobile 100, as in this embodiment. In this case, the processing of the server device 6 in each of the above-mentioned embodiments can be read as the processing of the control system 20 of the automobile 100. In this case, the processing of the server device 6 is distributed and processed individually for each automobile 100 by the control systems 20 of the multiple automobiles 100. Each automobile 100 basically executes processing for its own vehicle. Note that each automobile 100 may execute processing for other automobiles 100 on behalf of the other automobiles 100 and transmit the results, for example, depending on the spare capacity of each automobile's processing. In such a case, the control system 20 of the automobile 100 may execute all or part of the processing of the server device 6 in each embodiment. For example, the server device 6 relays field information from multiple automobiles 100 and transmits it to the automobiles 100. In this case, the control system 20 of each automobile 100 executes all the processes of the server device 6 in each embodiment, from collecting the field information from the multiple automobiles 100. For example, the server device 6 receives and collects field information from multiple automobiles 100 and transmits it to the automobiles 100. In this case, the control system 20 of each automobile 100 executes the processing of the server device 6 in each embodiment after collecting the field information from the multiple automobiles 100. For example, the server device 6 receives and collects field information from multiple automobiles 100, and performs mapping to mapping data such as a current map or a forecast map. In this case, the control system 20 of each automobile 100 performs the processing based on the mapping data in each embodiment and subsequent processing. In either case, the mobility information providing system 1 of the above-mentioned embodiment and its modified example includes a server device 6 that collects or relays field information related to the movement of the multiple automobiles 100 moving in a predetermined area or a predetermined section that the mobility information providing system 1 is responsible for, along with multiple terminal devices 2 that can be used by the multiple automobiles 100 as multiple moving bodies through wireless base stations 4 as multiple communication devices. The server device 6 can communicate with multiple terminal devices 2 that can be used by each of the multiple automobiles 100 as multiple moving bodies, as in each of the above-mentioned embodiments, or may be provided in a concentrated manner in correspondence with the multiple wireless base stations 6, etc. The multiple automobiles 100 and the server device 6 may map the field information related to the movement of the multiple automobiles 100 that is collected or relayed to mapping data on either one side or both sides, and generate information for determining or controlling the movement of each of the multiple automobiles 100 based on the mapping data. Each of the multiple automobiles 100 moves according to the information generated for each of them, so that the multiple automobiles 100 can move safely without colliding with each other.

[0162] The above-described embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications and changes are possible without departing from the gist of the invention.

[0163] For example, in the above-described embodiments, the server device 6 in the mobility information providing system 1 and the control system 20 of each automobile 100 cooperate to execute a series of processes in each embodiment. Additionally, for example, the various processes in the above-described embodiments may all be executed by the server device 6. In this case, the control system 20 of each automobile 100 or the like may transmit information required for processing to the server device 6 via the terminal device 2 and the wireless base station 4, and the processing results by the server device 6 may be received by the terminal device 2 via the wireless base station 4. Furthermore, the control system 20 of the automobile 100 may determine and control the running of the automobile 100 based on the received information. Furthermore, for example, the server device 6 may execute only a part of the various processes in the above-mentioned embodiment, such as collection, and the remaining processes may be executed by the control system 20 of each automobile 100. In this case, the server device 6 simply collects field information and transfers it to the terminal devices 2 of the multiple automobiles 100. The control system 20 of each automobile 100 executes mapping based on the field information, generates information on the course or movable range of the automobile, and controls the movement based on the generated information. Furthermore, for example, instead of the server device 6, the control system 20 of each automobile 100 may execute all of the various processes of the above-mentioned embodiment. In this case, the process of the server device 6 may be read as the process of each automobile 100. Then, the server device 6 may transmit information collected from the multiple automobiles 100 to each automobile 100 so as to relay the information. In this case, the server device 6 may not transmit field information to each automobile 100 uniformly, but may transmit, for example, field information of other automobiles 100 in the surrounding area required by each automobile 100. For example, the server device 6 may transmit field information of other automobiles 100 in a predetermined section or a predetermined area classified by the road on which each automobile 100 is traveling to each automobile 100. In addition, for example, the server device 6 may be composed of a plurality of distributed server devices and may be provided to be distributed among a plurality of wireless base stations 4. The plurality of distributed server devices may perform distributed processing according to the stage of information processing, or may perform distributed processing for each region corresponding to the areas of the plurality of wireless base stations 4. The plurality of distributed server devices corresponding to each of the plurality of wireless base stations 4 may be provided integrally with the wireless base station 4. In this case, the distributed server device may manage data routing by the wireless base station 4, and may immediately process data received from the automobile 100 and transmit it to the automobile 100. The wireless base station 4 having such a function of the distributed server device can minimize the transmission delay time of information. The wireless base station 4 having the function of the distributed server device can, for example, execute part of the processing of the control system 20 of the automobile 100 in place of it, and function as a part of the components of the control system 20 of the automobile 100. The plurality of wireless base stations 4, for example, realize the processing of the server device 6 described above in a distributed manner by cooperative processing in which they communicate with each other without going through the server device 6. In this case, each wireless base station 4 fixedly installed with respect to the road may classify information of a plurality of automobiles 100 accommodated in each communication area into a plurality of roads based on the position within each communication area, group the information based on the road classification, and relay the grouped information to a plurality of other wireless base stations 4. A server device 6 separate from the plurality of wireless base stations 4 may not be necessary. Also, the processing of the server device 6 described above may be distributed and realized by cooperative processing between the plurality of wireless base stations 4 and the server device 6. Furthermore, for example, the wireless base station 4 used together with the server device 6 may be a general-purpose wireless base station capable of communicating with a mobile terminal, or a wireless base station provided exclusively for the automobile 100 or the like. Base stations for ADAS communication and the like are provided on the expressway. The base station for ADAS communication can be used as the wireless base station 4 in the above-mentioned embodiment. Also, the automobile 100 may communicate with the base station or the server device 6 through another automobile 100 by, for example, V2V, instead of directly communicating with the base station or the server device 6.

[0164] In the above-described embodiment, the mobile information providing system 1 has one server device 6. In addition, for example, the mobile information providing system 1 may include multiple server devices 6. The multiple server devices 6 may be assigned different areas, or may be assigned overlapping areas such as a wide area and a narrow area. The multiple server devices 6 may be distributed in the mobile information providing system 1 by multiple carriers. The multiple server devices 6 may process their respective areas and cooperate with each other by sending and receiving information to each other. When another server device 6 fails, the server device 6 may also process the area of ​​the other server device 6. In these cases, the multiple server devices 6 can realize the processing of the server device 6 described in each of the above-described embodiments. The mobile information providing system 1 may be made redundant by a substitute server device 6 that is not used normally.

[0165] The above-described first embodiment is an example of applying the present invention based on the first embodiment of the previously filed Japanese Patent Application No. 2019-240029. An example of executing the processing of the server device 6 in Japanese Patent Application No. 2019-240029 by the automobile 100 is described in Japanese Patent Application No. 2019-240030. In addition, the specification of Japanese Patent Application No. 2019-240031 describes another example of the mobility information providing system 1. The contents of these applications are incorporated by reference into this application. For example, the configuration and processing of the travel information providing system 1 of the first embodiment exemplified in this application may be changed from that shown in FIG. 12 to that shown in FIG. 19 of Japanese Patent Application No. 2019-240029. Even in this case, the effects of the present invention can be obtained by applying the contents of each of the above-mentioned embodiments to the modified configuration and processing of the travel information providing system 1.

[0166] The times in the mobility information providing system 1 are the time when the automobile 100 transmits to the server device 6, the time when the server device 6 receives, the time when the server device 6 transmits the processing result to the automobile 100, the measured time when the automobile 100 receives the processing result, the predicted time when the automobile 100 is scheduled to pass, and the actual driving time when the automobile 100 actually drives the predicted section. In a closed system, the time difference between the automobile 100 and the server device 6 can be shortened. [Explanation of symbols]

[0167] 1...mobile information providing system, 2...terminal device, 3...base station side system, 4...wireless base station, 5...dedicated network, 6...server device, 11...server communication device, 12...server GNSS receiver, 13...server memory, 14...server CPU, 15...server bus, 20...control system, 21...driving ECU, 22...steering ECU, 23...braking ECU, 24...driving control ECU, 25...driving operation ECU, 26...detection ECU, 27...external communication ECU, 28...UI operation ECU, 3 0...vehicle network, 31...bus cable, 32...central gateway, 41...display device, 42...operation device, 51...steering wheel, 52...brake pedal, 53...accelerator pedal, 54...shift lever, 61...speed sensor, 62...acceleration sensor, 63...stereo camera, 64...in-vehicle camera, 65...microphone, 66...GNSS receiver, 71...communication device, 72...communication memory, 81...control memory, 100...automobile (moving body), 110...GNSS satellite

Claims

1. A mobility information providing system that can receive information related to the movement of a plurality of mobile objects using a plurality of communication devices provided in a predetermined area or a predetermined section, and can transmit information that can be used for determining or controlling the movement of each of the plurality of mobile objects, An acquisition unit that acquires field information including information about movements of the plurality of moving objects or pre-processed information obtained by processing the field information; a mapping unit that maps current positions and predicted positions of the plurality of moving objects on a travel chart of a driving situation in which a position along a lane is on the horizontal axis and time is on the vertical axis based on the information collected by the acquisition unit; a generation unit that uses a navigation chart in which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit to generate information on a course or a movable range in which each of the plurality of moving bodies can move, the course or range being such that the moving bodies do not interfere with or come close to other moving bodies; a control unit for determining or controlling the movement of each of the plurality of moving bodies by using information that can be used for determining or controlling the movement of each of the moving bodies, the information being obtained based on the generated course or movable range information or the course or movable range information; having The mapping unit: When the information collected by the acquisition unit includes information on a road block that prevents the movement of the moving object, the moving object moving on the movable road is mapped onto the operation chart, and a movement restriction section of the road block is set onto the operation chart; The generation unit is The movement of the moving object is restricted in the movement restriction section due to the road closure set in the operation chart, and the moving object is not interfered with or comes close to other moving objects set in the operation chart. In order to prevent such a movement, the moving object is provided with information on the course or the movable range of each of the moving objects, For a moving body moving toward the movement restriction section, information is generated on a course in which the moving body changes lanes to a part of a plurality of lanes of a road so as not to enter the movement restriction section, and further decelerates and stops before the movement restriction section; generating information on a return route or a movable range using the remaining lanes of the road for a plurality of moving objects that are decelerating and stopped in a portion of a plurality of lanes of the road; Mobility information system.

2. A mobility information providing system that can receive information related to the movement of a plurality of mobile objects using a plurality of communication devices provided in a predetermined area or a predetermined section, and can transmit information that can be used for determining or controlling the movement of each of the plurality of mobile objects, An acquisition unit that acquires field information including information about movements of the plurality of moving objects or pre-processed information obtained by processing the field information; a mapping unit that maps current positions and predicted positions of the plurality of moving objects on a travel chart of a driving situation in which a position along a lane is on the horizontal axis and time is on the vertical axis based on the information collected by the acquisition unit; a generation unit that uses a navigation chart in which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit to generate information on a course or a movable range in which each of the plurality of moving bodies can move, the course or range being such that the moving bodies do not interfere with or come close to other moving bodies; a control unit for determining or controlling the movement of each of the plurality of moving bodies by using information that can be used for determining or controlling the movement of each of the moving bodies, the information being obtained based on the generated course or movable range information or the course or movable range information; having The mapping unit: When the information collected by the acquisition unit includes information on traffic congestion in a lane for turning right or left at an intersection as information that impedes the movement of the moving object, the moving object moving on the road that is movable is mapped to the operation chart, and a movement restriction section of a lane where movement is restricted due to the traffic congestion is set on the operation chart, The generation unit is Restricting movement in the movement restriction section set in the operation chart, and generating information on the course or movement range of each of the multiple moving bodies by adding information on the movement restriction section so as not to interfere with or come close to other moving bodies set in the operation chart, and having the moving bodies determine whether or not to change lanes depending on the planned course of the vehicle. Mobility information system.

3. The mobility information providing system includes a plurality of terminal devices that can be used in each of the plurality of mobile objects, The plurality of communication devices provided for the predetermined area or the predetermined section in which the plurality of mobile bodies move communicate with the terminal devices used in the mobile bodies moving in the predetermined area or the predetermined section that the plurality of communication devices are responsible for.

3. The transportation information providing system according to claim 1 or 2.

4. The control unit is The vehicle is provided with: Using information on a course or movable range that is generated so as to restrict the movement of the moving body in the movement restriction section based on a mapping of the movement restriction section of the moving body together with the moving body, the movement of the moving body on the movable road or lane is determined or controlled. The transportation information providing system according to any one of claims 1 to 3.

5. A server device of a mobility information providing system, which is capable of receiving information related to the movements of a plurality of moving objects using a plurality of communication devices provided in a predetermined area or a predetermined section, and capable of transmitting information that can be used for determining or controlling the movements of each of the plurality of moving objects, In the mobility information providing system, An acquisition unit that acquires field information including information about movements of the plurality of moving objects or pre-processed information obtained by processing the field information; a mapping unit that maps current positions and predicted positions of the plurality of moving objects on a travel chart of a driving situation in which a position along a lane is on the horizontal axis and time is on the vertical axis based on the information collected by the acquisition unit; a generation unit that uses a navigation chart in which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit to generate information on a course or a movable range in which each of the plurality of moving bodies can move, the course or range being such that the moving bodies do not interfere with or come close to other moving bodies; a control unit that determines or controls the movement of each of the plurality of moving bodies by using information that can be used for determining or controlling the movement of each of the moving bodies and that is obtained based on the information on the course or the movable range that is generated for each of the plurality of moving bodies; The system includes at least the acquisition unit, the mapping unit, and the generation unit, The mapping unit: When the information collected by the acquisition unit includes information on a road block that prevents the movement of the moving object, the moving object moving on the movable road is mapped onto the operation chart, and a movement restriction section of the road block is set onto the operation chart; The generation unit is The movement of the moving object is restricted in the movement restriction section set in the operation chart, and information on the course or movable range of each of the moving objects is provided so as not to interfere with or come close to other moving objects set in the operation chart. For a moving body moving toward the movement restriction section, information is generated on a course in which the moving body changes lanes to a part of a plurality of lanes of a road so as not to enter the movement restriction section, and further decelerates and stops before the movement restriction section; generating information on a return route or a movable range using the remaining lanes of the road for a plurality of moving objects that are decelerating and stopped in a portion of a plurality of lanes of the road; Server device.

6. A server device of a mobility information providing system, which is capable of receiving information related to the movements of a plurality of moving objects using a plurality of communication devices provided in a predetermined area or a predetermined section, and capable of transmitting information that can be used for determining or controlling the movements of each of the plurality of moving objects, In the mobility information providing system, An acquisition unit that acquires field information including information about movements of the plurality of moving objects or pre-processed information obtained by processing the field information; a mapping unit that maps current positions and predicted positions of the plurality of moving objects on a travel chart of a driving situation in which a position along a lane is on the horizontal axis and time is on the vertical axis based on the information collected by the acquisition unit; a generation unit that uses a navigation chart in which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit to generate information on a course or a movable range in which each of the plurality of moving bodies can move, the course or range being such that the moving bodies do not interfere with or come close to other moving bodies; a control unit that determines or controls the movement of each of the plurality of moving bodies by using information that can be used for determining or controlling the movement of each of the moving bodies and that is obtained based on the information on the course or the movable range that is generated for each of the plurality of moving bodies; The system includes at least the acquisition unit, the mapping unit, and the generation unit, The mapping unit: When the information collected by the acquisition unit includes information on traffic congestion in a lane for turning right or left at an intersection as information that impedes the movement of the moving object, the moving object moving on the road that is movable is mapped to the operation chart, and a movement restriction section of a lane where movement is restricted due to the traffic congestion is set on the operation chart, The generation unit is Restricting movement in the movement restriction section set in the operation chart, and generating information on the course or movement range of each of the multiple moving bodies by adding information on the movement restriction section so as not to interfere with or come close to other moving bodies set in the operation chart, and having the moving bodies determine whether or not to change lanes depending on the planned course of the vehicle. Server device.

7. A vehicle of a mobile information providing system, which can receive information related to the movement of a plurality of moving objects using a plurality of communication devices provided in a predetermined area or a predetermined section, and can transmit information that can be used for determining or controlling the movement of each of the plurality of moving objects, In the mobility information providing system, an acquisition unit that acquires field information including information about the movements of the plurality of moving objects or information obtained by processing the field information; a mapping unit that maps current positions and predicted positions of the plurality of moving objects on a travel chart of a driving situation in which a position along a lane is on the horizontal axis and time is on the vertical axis based on the information collected by the acquisition unit; a generation unit that uses a navigation chart in which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit to generate information on a course or a movable range in which each of the plurality of moving bodies can move, the course or range being such that the moving bodies do not interfere with or come close to other moving bodies; a control unit that determines or controls the movement of each of the plurality of moving bodies by using information that can be used for determining or controlling the movement of each of the moving bodies and that is obtained based on the information on the course or the movable range that is generated for each of the plurality of moving bodies; The present invention includes at least the mapping unit, the generating unit, and the control unit, The mapping unit: When the information collected by the acquisition unit includes information on a road block that prevents the movement of the moving object, the moving object moving on the movable road is mapped onto the operation chart, and a movement restriction section of the road block is set onto the operation chart; The generation unit is The movement of the moving object is restricted in the movement restriction section due to the road closure set in the operation chart, and the moving object is not interfered with or comes close to other moving objects set in the operation chart. In order to prevent such a movement, the moving object is provided with information on the course or the movable range of each of the moving objects, For a moving body moving toward the movement restriction section, information is generated on a course in which the moving body changes lanes to a part of a plurality of lanes of a road so as not to enter the movement restriction section, and further decelerates and stops before the movement restriction section; generating information on a return route or a movable range using the remaining lanes of the road for a plurality of moving objects that are decelerating and stopped in a portion of a plurality of lanes of the road; vehicle.

8. A vehicle of a mobile information providing system, which can receive information related to the movement of a plurality of moving objects using a plurality of communication devices provided in a predetermined area or a predetermined section, and can transmit information that can be used for determining or controlling the movement of each of the plurality of moving objects, In the mobility information providing system, an acquisition unit that acquires field information including information about the movements of the plurality of moving objects or information obtained by processing the field information; a mapping unit that maps current positions and predicted positions of the plurality of moving objects on a travel chart of a driving situation in which a position along a lane is on the horizontal axis and time is on the vertical axis based on the information collected by the acquisition unit; a generation unit that uses a navigation chart in which the current positions and predicted positions of the plurality of moving bodies are mapped by the mapping unit to generate information on a course or a movable range in which each of the plurality of moving bodies can move, the course or range being such that the moving bodies do not interfere with or come close to other moving bodies; a control unit that determines or controls the movement of each of the plurality of moving bodies by using information that can be used for determining or controlling the movement of each of the moving bodies and that is obtained based on the information on the course or the movable range that is generated for each of the plurality of moving bodies; The present invention includes at least the mapping unit, the generating unit, and the control unit, The mapping unit: When the information collected by the acquisition unit includes information on traffic congestion in a lane for turning right or left at an intersection as information that impedes the movement of the moving object, the moving object moving on the road that is movable is mapped to the operation chart, and a movement restriction section of a lane where movement is restricted due to the traffic congestion is set on the operation chart, The generation unit is Restricting movement in the movement restriction section set in the operation chart, and generating information on the course or movement range of each of the multiple moving bodies by adding information on the movement restriction section so as not to interfere with or come close to other moving bodies set in the operation chart, and having the moving bodies determine whether or not to change lanes depending on the planned course of the vehicle. vehicle.

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