Driver Assistance Systems

Abstract

To provide a driving support system that supports automatic driving by providing standardized information for safe driving from an infrastructure side.SOLUTION: The driving support system 100 comprises: a sensor unit 10 for detecting a moving object MB existing in a detection area DD as a predetermined range including a reference position SP; a communication unit 30 that communicates with an automatic driving vehicle VE; and a prediction unit 52a that predicts a collision based on a predicted arrival time of the automatic driving vehicle VE at the reference position SP and a detection result of the sensor unit 10; wherein the communication unit 30 transmits to the automatic driving vehicle VE, information indicating that the automatic driving vehicle VE should stop at a position of a virtual stop line VL as the reference position SP when the prediction unit 52a determines that the collision is predicted.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a driving assistance system for providing driving assistance from a facility (roadside) installed along a road, for example, during autonomous driving by an autonomous vehicle. [Background technology]

[0002] For example, a technique is known for a control device for an autonomous vehicle to appropriately perform various operational processes when the autonomous vehicle passes through an intersection by turning right or left (see Patent Document 1).

[0003] However, in the above Patent Document 1, the operating modes such as transmission timing and stopping position based on control on the autonomous vehicle side may differ depending on, for example, the sensing performance of each vehicle, which may make it difficult to provide information for driving assistance in a unified manner from the infrastructure side, for example. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-88245 Summary of the Invention

[0005] The present invention has been made in consideration of the above-mentioned points, and aims to provide a driving assistance system that supports automated driving by providing unified information for safe driving from the infrastructure side.

[0006] A driving assistance system for achieving the above-mentioned objective includes a sensor unit that detects moving objects within a specified range including a reference position, a communication unit that communicates with an autonomous vehicle, and a prediction unit that predicts a collision based on the predicted time of the autonomous vehicle's arrival at the reference position and the detection results by the sensor unit, and when the prediction unit determines that a collision has been predicted, the communication unit transmits information to the autonomous vehicle that it should stop at the reference position.

[0007] In the driving assistance system, a reference position is set within a predetermined range detected by the sensor unit, and information is sent to the autonomous vehicle to stop at the reference position according to the collision prediction result of the prediction unit. This allows the infrastructure to provide unified reference position information suitable for traffic in a predetermined range.

[0008] In a specific aspect of the present invention, the sensor unit detects an autonomous vehicle heading toward a reference position within a predetermined range and detects a moving body other than the autonomous vehicle, and transmits the detection result to the prediction unit. In this case, accurate collision prediction can be performed based on information on the detected autonomous vehicle and information on the moving body other than the autonomous vehicle.

[0009] In another aspect of the present invention, the sensor unit includes an intersection within a predetermined range, and the reference position is present within the intersection. In this case, it is possible to indicate to the autonomous vehicle that it should stop at an accurate unified reference position within the intersection.

[0010] In yet another aspect of the present invention, the reference position includes a position of a virtual stop line at which the autonomous vehicle is stopped within the intersection, and the communication unit transmits information of the virtual stop line to the autonomous vehicle heading toward the intersection when the prediction unit determines that a collision is predicted. In this case, it is possible to instruct the autonomous vehicle to stop at the position of the virtual stop line.

[0011] In yet another aspect of the present invention, a calculation unit is provided that calculates a possible departure time at which the autonomous vehicle can depart from the virtual stop line, and a communication unit transmits information about the possible departure time to the autonomous vehicle. In this case, an accurate departure timing can be indicated to the autonomous vehicle stopped at the virtual stop line.

[0012] In yet another aspect of the present invention, with regard to the reference position, the virtual stop line is provided corresponding to an autonomous vehicle that enters an intersection and turns right, and the communication unit transmits to the autonomous vehicle information on the possible departure time, as well as information on the driving status of oncoming vehicles as target information based on the detection result by the sensor unit, and information on the switching timing of signal lamps at the intersection. In this case, various information necessary for the autonomous vehicle to safely turn right at the intersection while autonomously driving can be provided to the autonomous vehicle.

[0013] In yet another aspect of the present invention, the sensor unit includes a lane junction or a lane change section within the predetermined range. In this case, accurate unified reference position information for the lane junction or lane change section can be provided to the autonomous vehicle.

[0014] In yet another aspect of the present invention, the predicted arrival time of the autonomous vehicle at the reference position is calculated based on individual characteristic information including information on driving performance specific to the autonomous vehicle. In this case, it is possible to accurately perform a collision prediction judgment, a judgment on whether to transmit information on the reference position, and the like, according to the performance, etc. of each autonomous vehicle and in accordance with a standardized standard on the infrastructure side.

[0015] In yet another aspect of the present invention, the prediction unit includes a vehicle identification unit that identifies the autonomous vehicle as a target by comparing self-location estimation information transmitted from the autonomous vehicle with the detection result of the sensor unit. In this case, the autonomous vehicle to be supported can be accurately identified on the infrastructure side. [Brief description of the drawings]

[0016] [Figure 1] FIG. 2 is a conceptual diagram for explaining an outline of an example of operation at an intersection where the driving assistance system according to the first embodiment is installed. [Diagram 2] FIG. 1 is a block diagram showing a configuration example of a driving assistance system. [Diagram 3] 13A and 13B are data diagrams showing an example of an outline of communication content. [Figure 4]FIG. 11 is a conceptual diagram for explaining an outline of another example of operation at an intersection where a driving assistance system is provided. [Diagram 5] 4 is a flowchart for explaining a series of operations in the driving assistance system. [Figure 6] FIG. 1 is a conceptual diagram showing an overview of a driving assistance system. [Figure 7] FIG. 11 is a conceptual diagram for explaining an outline of another example of operation at an intersection where a driving assistance system is provided. [Figure 8] FIG. 11 is a conceptual diagram for explaining an outline of yet another example of operation at an intersection equipped with a driving assistance system. [Figure 9] FIG. 11 is a conceptual diagram for explaining an outline of an example of operation at an intersection where a driving assistance system according to a second embodiment is provided. [Figure 10] FIG. 13 is a block diagram showing a configuration example of a driving assistance system according to a third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] [First embodiment] An example of the driving assistance system according to the first embodiment will be described below with reference to Fig. 1 etc. Fig. 1 is a conceptual diagram for explaining an outline of an intersection CS to which a driving assistance system 100 according to this embodiment is introduced, and Fig. 2 is a block diagram showing an example of the configuration of the driving assistance system 100. That is, an example will be described here in which information for driving assistance is provided from the roadside to a vehicle passing through the intersection CS by the driving assistance system 100.

[0018] 1 shows an example of an operation in which an autonomous vehicle VE, which is a target of support by the driving assistance system 100, is about to make a right turn at an intersection CS ahead of the autonomous vehicle VE. Specifically, the autonomous vehicle VE, shown by hatching in the figure, is heading toward an intersection CS and is about to make a right turn at the intersection CS, as shown by a dashed line. At this time, when the autonomous vehicle VE is in the position shown by hatching, it transmits information about itself (future position information, which will be described later) to a driving assistance device SS, which is a roadside device constituting the driving assistance system 100, and communication is started between the autonomous vehicle VE and the driving assistance device SS, thereby becoming a target of support by the driving assistance system 100.

[0019] The driving assistance system 100 is mainly composed of a driving assistance device SS, which is a roadside device installed to monitor the intersection CS. More specifically, the driving assistance device SS monitors the detection area DD including the intersection CS or its surroundings, and communicates with the autonomous vehicle VE to obtain information about the autonomous vehicle VE from the autonomous vehicle VE itself, and obtains information about the signal lamps SG installed at the intersection CS via the signal controller SC, thereby functioning as a determination device JD that performs various determinations such as whether or not to proceed. Note that the signal controller SC is assumed to perform overall control of all the signal lamps SG installed at the intersection CS. As described above, the driving assistance system 100 is functioned by each part working together with the driving assistance device SS at the center. In the illustrated example, the driving assistance device SS is installed close to the signal controller SC, and is connected to it by wire, making it possible to obtain information (light color information, etc.) necessary for controlling the traffic lights. Note that in the above configuration, the driving assistance device SS alone can be regarded as the driving assistance system 100.

[0020] As shown in FIG. 2, in the driving assistance system 100, the driving assistance device SS (determination device JD) includes, for example, a sensor unit 10, a communication unit 30, and a main control unit 50 in order to achieve the above-mentioned aspect.

[0021] First, the sensor unit 10 of the driving assistance system 100 is composed of a camera unit 11 and a distance measurement unit 12, and detects a moving object MB, obstacles, etc. present in a detection area DD as a predetermined range to be monitored. Here, the moving object MB is assumed to be a vehicle, a bicycle, a pedestrian, etc., and also includes the autonomous driving vehicle VE that is the target of support. The camera unit (infrastructure camera) 11 captures an image to generate image data in order to monitor the intersection CS. In addition, the distance measurement unit 12 may be, for example, a LiDAR, a millimeter wave sensor, or a radar, and can obtain the position of the moving object MB by performing distance measurement and generating distance measurement data. Note that only one sensor unit 10 is shown in the figure, but a configuration in which multiple cameras, etc. are installed in the intersection CS to monitor the entire intersection CS can be used. In addition, when the detection area DD is changed depending on the traveling direction of the autonomous driving vehicle VE, it is also possible to appropriately select the camera, etc. to be used accordingly. Here, the target information refers to various information such as image data and distance measurement data related to the moving object MB present in the detection area DD, which is a detection result acquired by the sensor unit 10. That is, the target information includes information on the operation status of pedestrians and various vehicles present in the detection area DD, the presence of obstacles, and the like.

[0022] In this embodiment, as shown in Fig. 1, a reference position SP indicating a representative position (range) within an intersection CS in a detection area DD, which is a predetermined range, is set, and the reference position SP includes a virtual stop line VL when the autonomous vehicle VE is stopped (temporarily stopped). Note that the center point (center coordinates) of the determined range may be set as the representative point of the reference position SP.

[0023] The virtual stop line VL shown in the figure by a dashed line indicates a predetermined position as a line segment, but is not actually drawn on the road surface; it is position data that is stored in the driving assistance device SS. The position data (position information) of the virtual stop line VL is provided to the autonomously driven vehicle VE from the roadside as necessary. As described above, in the driving assistance system 100, when the autonomously driven vehicle VE needs to stop (past a stop) when making a right turn, the virtual stop line VL is provided as a unified standard for stopping safely within the intersection CS.

[0024] Returning to FIG. 2, the communication unit 30 of the driving assistance system 100 is a wireless unit for wireless communication with the autonomous vehicle VE. Here, the autonomous vehicle VE, which is the communication partner, transmits future position information indicating its own future position to the driving assistance device SS, which is the determination device JD, as data for making a determination. To explain more specifically, first, the autonomous vehicle VE has an autonomous driving control unit AO composed of various circuit mechanisms and the like to perform various controls for autonomous driving, and in particular, the autonomous driving control unit AO has a future position information generation unit FG. The future position information generation unit FG generates future position information composed of information on the current position of the autonomous vehicle VE itself and future route plans based on the current position. Therefore, this future position information includes information such as the current position (position at the current time) of the autonomous vehicle VE and the future position (including the predicted arrival time) created based on this, as well as the speed and direction (azimuth angle) at each of these times (scheduled times). In other words, the future position information includes the predicted time for the autonomous vehicle VE to arrive at the reference position SP (a representative point of the reference position SP), the time required to pass through the intersection CS, etc., and the communication unit 30 receives the future position information from the autonomous vehicle VE via the communication unit (wireless unit) TT of the autonomous vehicle VE.

[0025] As described above, when the information on the predicted arrival time is generated in the future position information generating unit FG of the autonomous vehicle VE, the predicted arrival time of the autonomous vehicle VE to the reference position SP is calculated based on individual characteristic information including information on driving performance specific to the autonomous vehicle VE. In this case, the driving support device SS as the determination device JD can subsequently perform a collision prediction judgment and a judgment on whether or not to transmit information on the reference position in accordance with a standard unified on the infrastructure side while indirectly responding to the performance of each autonomous vehicle VE. In this case, the predicted arrival time calculated on the autonomous vehicle VE side also reflects the weather of the day, the number of occupants of the autonomous vehicle VE, the load, etc.

[0026] Of the driving assistance system 100, the main control unit 50 is composed of, for example, various circuit mechanisms, and in the example shown in the figure, has or functions as a sensor control unit 51 and an intersection passable time calculation unit 52.

[0027] The sensor control unit 51 controls the operation of each unit constituting the sensor unit 10 , and outputs target information acquired by the sensor unit 10 to an intersection passable time calculation unit 52 .

[0028] The intersection passable time calculation unit 52 includes a collision prediction section (prediction section) 52a and a calculation section 52b.

[0029] The collision prediction unit (prediction unit) 52a predicts a collision based on the predicted arrival time of the autonomous vehicle VE at the reference position SP received by the communication unit 30, target information as a result of detection by the sensor unit 10, and the like. Typically, as shown in FIG. 1, in the case of turning right at an intersection CS, the collision prediction unit 52a predicts a collision between the autonomous vehicle VE and other objects based on information on the driving conditions of an oncoming vehicle (general vehicle) GM as target information, information on a pedestrian PE present at a crosswalk, and further information on the switching timing of a signal lamp SG from a signal controller SC. If it is determined that there is a risk of collision as a result of the collision prediction, a signal recommending or commanding the autonomous vehicle VE to stop (temporarily stop) at the virtual stop line VL is transmitted from the driving support device SS (determination device JD) to the autonomous vehicle VE. Specifically, when the collision prediction unit (prediction unit) 52a determines that a collision is predicted, the communication unit 30 transmits information (stop signal) to the autonomous vehicle VE to stop at the position of the virtual stop line VL at the reference position SP.

[0030] The timing of providing the position information of the virtual stop line VL may be, for example, when it is determined that there is a risk of collision as described above, to provide the position information together with a signal recommending or commanding a stop (temporary stop). Alternatively, in order to more reliably stop at the virtual stop line VL, it is desirable for the autonomous vehicle VE to grasp the position of the virtual stop line VL as early as possible, regardless of whether it is actually used or not. Therefore, in this example, when the autonomous vehicle VE transmits the first future position information and starts communication with the driving assistance device SS (determination device JD), which is a roadside device, the position information of the virtual stop line VL is provided to the autonomous vehicle VE in advance. In this case, the autonomous vehicle VE stops at the position of the virtual stop line VL acquired in advance as necessary based on the result of the collision prediction determination by the collision prediction unit (prediction unit) 52a.

[0031] In addition, with regard to the above aspect, from the viewpoint of acquiring information from the sensor unit 10, the sensor unit 10 detects an autonomously driven vehicle VE heading toward the virtual stop line VL as the reference position SP within a detection area DD, which is a predetermined range, and also detects moving bodies MB other than the autonomously driven vehicle VE, and transmits target information as the detection result to the prediction unit 52a.

[0032] The calculation unit 52b calculates the possible departure time when the autonomous vehicle VE stopped at the virtual stop line VL can depart from the virtual stop line VL. As with the collision prediction by the collision prediction unit (prediction unit) 52a described above, the possible departure time is typically calculated by taking into consideration information on the driving conditions of oncoming vehicles when turning right at the intersection CS, the spatial range (including clearance) occupied by pedestrians, etc. Furthermore, it is also possible to take into consideration information on the switching timing of the signal lamp SG. In this case, by using the predicted arrival time calculated on the autonomous vehicle VE side, the driving support device SS (determination device JD) indirectly determines whether the autonomous vehicle VE can depart by taking into consideration the time from the position of the virtual stop line VL until the autonomous vehicle VE passes through (exits) the intersection CS, with a margin added, according to the performance of the autonomous vehicle VE (including the weather of the day, the load, etc.) and in line with the standard unified on the infrastructure side.

[0033] The communication unit 30 transmits information on the possible departure time calculated by the calculation unit 52b in the above manner to the autonomously driven vehicle VE. At this time, the communication unit 30 may transmit information on the driving status of oncoming vehicles as target information based on the detection results by the sensor unit 10 and information on the switching timing of the signal lamps SG at the intersection CS to the autonomously driven vehicle VE in addition to the information on the possible departure time.

[0034] 3(A) and 3(B) are data diagrams showing an example of the outline of the communication contents between the vehicle side and the road side in the above-mentioned embodiment, where FIG. 3(A) shows information transmitted from the vehicle side to the road side, and FIG. 3(B) shows information transmitted from the road side to the vehicle side. In the illustrated example, the road side is identified by an ID (traffic light ID) of a signal lamp SG or the like installed at the intersection CS. It is assumed that the vehicle side employs a vehicle ID for identifying the autonomous vehicle VE.

[0035] First, as shown in FIG. 3(A) and as described above, the vehicle side transmits the position information (current position) and future position information of the autonomous vehicle VE to the roadside in addition to various IDs and creation dates and times. In the illustrated example, the position information (current position) includes the latitude and longitude indicating the location where the autonomous vehicle VE is located at the present time (time of transmission), as well as information on the speed (traveling speed) and direction (azimuth angle) of the autonomous vehicle VE. On the other hand, the future position information includes information similar to that of the position information (current position), and further includes information on the offset (distance) from the position information (current position). The future position information includes multiple (n) predicted values ​​at fixed time intervals (e.g., every second) from the current time. In other words, the roadside equipment can grasp the planned travel route of the autonomous vehicle VE up to, for example, n seconds from now.

[0036] On the other hand, as shown in FIG. 3(B) and as described above, the road side, i.e., the driving support device SS (determination device JD) transmits to the vehicle side information such as various IDs and creation dates and times, information on the virtual stop line VL, information on the possible departure time, and information on the cause of a collision in the case of a possible collision (collision cause information). Regarding the virtual stop line VL, information on the coordinates (latitude, longitude) of the start point and end point indicating the positions of both ends is provided to indicate the position of the line (line segment). Regarding the possible departure time, it is possible to literally provide time information, but for example, a mode of transmitting a departure possible signal at the time when departure can be started, that is, a mode of transmitting a departure possible signal to the autonomous driving vehicle VE, can also be regarded as providing information equivalent to the possible departure time. Regarding the cause of collision information, it is assumed that the number and positions of general vehicles GM and pedestrians PE with which there is a possibility of collision are information, etc.

[0037] The provision of information by the driving assistance device SS to the autonomous vehicle VE as described above can be considered to be for the purpose of providing driving assistance to the autonomous vehicle VE. In other words, the information provided from the roadside is not necessarily compulsory for the autonomous vehicle VE, and the final decision on how to drive can be left to the autonomous vehicle VE itself.

[0038] FIG. 4 is a conceptual diagram for explaining an outline of another operation example at an intersection CS provided with the driving assistance system 100, and corresponds to FIG. 1. In the example shown in FIG. 1, an operation example is shown when the autonomous vehicle VE is about to turn right at the intersection CS, whereas in the example shown in FIG. 4, an example is shown when the autonomous vehicle VE is about to turn left. In this case, the range of the detection area DD and the position of the virtual stop line VL are different from those in FIG. 1. In addition, the standards applied to various arithmetic processes in the intersection passable time calculation unit 52 are also different from those described with reference to FIG. 1 and the like, but for example, the provision of position information of the virtual stop line VL and the calculation of the departure possible time are the same as in the above case. In addition, from a different perspective, the position of the virtual stop line VL among the above cases is provided in a different way depending on whether the autonomous vehicle VE enters the intersection CS and turns right or left, and the position of the virtual stop line VL transmitted to the autonomous vehicle VE is different accordingly.

[0039] Hereinafter, an example of each unit in the driving assistance system 100 and a series of operations thereof will be described with reference to a flowchart shown in FIG. 5. Here, an autonomous vehicle that is turning right or left at an intersection CS and is capable of communicating necessary data with the driving assistance device SS (determination device JD) is assumed to be a target for receiving driving assistance from the driving assistance system 100. Also, communication between the driving assistance target and the driving assistance device SS (determination device JD) is assumed to be continuous until the driving assistance target passes the intersection CS. That is, future position information is transmitted from the autonomous vehicle VE that is to be the driving assistance target to the driving assistance device SS (determination device JD) at regular intervals (for example, every second), and this is assumed to continue until the driving assistance target passes the intersection CS.

[0040] First, the driving assistance device SS, which is a roadside device, confirms the presence of a vehicle that is a target of driving assistance, that is, performs vehicle detection (step S101). More specifically, in step S101, the main control unit 50 of the driving assistance device SS continues a confirmation operation of whether or not the first future position information, which is a trigger for starting communication, has been received (acquired) from the autonomously driven vehicle VE that is to be the target of driving assistance, until confirmation is made (step S101: Yes).

[0041] In step S101, when acquisition of the first future position information is confirmed (step S101: Yes), the main control unit 50 of the driving assistance device SS judges from the future position information whether or not the vehicle is an assistance target vehicle, that is, whether or not the vehicle is a target for driving assistance (step S102). In this example, whether or not the autonomously driven vehicle VE is a target for driving assistance is determined by checking from the future position information whether or not the autonomously driven vehicle VE is scheduled to turn right or left at the intersection CS.

[0042] In step S102, if it is determined that the autonomous vehicle VE is not a target for driving assistance (step S102: No), the main control unit 50 terminates the series of operations for the autonomous vehicle VE without performing any special processing, and returns to the operations from step S101, i.e., starts detecting a new vehicle.

[0043] On the other hand, if it is determined in step S102 that the autonomously driven vehicle VE is a target for driving assistance (step S102: Yes), the main control unit 50 first provides position information of the virtual stop line VL to the autonomously driven vehicle VE (step S103).

[0044] Next, the main control unit 50 refers to the target information as the detection result obtained from the sensor unit 10 (step S104), and obtains information on the switching timing of the signal light unit SG (step S105), and as the collision prediction unit (prediction unit) 52a, performs collision prediction based on this information and future position information from the autonomous vehicle VE (step S106).

[0045] Furthermore, the main control unit 50 determines whether the autonomous vehicle VE can turn right (or left) as desired based on the switching timing of the signal lamp unit SG acquired in step S105 and the result of the collision prediction in step S106 (step S107). That is, the main control unit 50, as the calculation unit 52b, performs a process for calculating the possible departure time based on various information, and determines whether departure is possible.

[0046] If it is determined in step S107 that the departure is possible (step S107: Yes), the main control unit 50 transmits the calculation result of the possible departure time by the calculation unit 52b or a corresponding possible departure signal to the autonomously driven vehicle VE (step S108).

[0047] Thereafter, the main control unit 50 continues to check whether the autonomous vehicle VE has completed a right turn (or left turn), i.e., whether it has passed the intersection CS (step S109), and once confirmation is made (step S109: Yes), the main control unit 50 terminates the series of operations for the autonomous vehicle VE and returns to the operations from step S101, i.e., starts detecting a new vehicle.

[0048] On the other hand, if it is determined in step S107 that a right turn (or left turn) is not possible (step S107: No), the main control unit 50 sends a signal to the autonomous vehicle VE recommending or instructing it to stop (temporarily stop) at the virtual stop line VL (step S110).

[0049] Next, the main control unit 50 checks whether new future position information has been acquired from the same autonomous vehicle VE (step S111), and if so (step S111: Yes), updates the future position information (step S112) and repeats the operations from step S104. That is, based on the latest target information, etc., it again predicts a collision and determines whether or not the vehicle can pass. Note that, if acquisition of new future position information is not confirmed in step S111, the main control unit 50 does not perform any special processing, maintains the current future position information, and repeats the operations from step S104.

[0050] FIG. 6 is a conceptual diagram showing an overview of the configuration and operation of the driving assistance system 100 described above. As shown in the figure and as described above, the driving assistance system 100 obtains target information for the detection area DD by the sensor unit 10, while communicating with the autonomous vehicle VE entering the detection area DD, to grasp the behavior (prospective progress, future position information) of the autonomous vehicle VE. This enables the driving assistance system 100 to provide driving assistance to the autonomous vehicle VE passing through the detection area DD. That is, the driving assistance system 100 provides information on whether the autonomous vehicle VE can proceed (information on a virtual stop line, information on a possible departure time) by taking into account the detection result (target information) by the sensor unit 10 and future position information from the autonomous vehicle VE. Among these, in particular, in this embodiment, a virtual stop line VL is provided at a reference position SP within the detection area DD, and the position determination when stopping the autonomous vehicle VE is not left to the discretion of the autonomous vehicle VE, but a standardized or unified stopping criterion is provided on the driving assistance device SS (determination device JD) side, which is a roadside device. Furthermore, a criterion for determining whether departure is possible after stopping is also provided. For example, if the autonomous vehicle VE were to make all the judgments, it would generally be difficult to select the optimal behavior at that site, since the shape and situation of each roadside are generally different. In contrast, in this embodiment, it is possible to provide the vehicle side with a selection of behavior based on a criterion optimized for each installation location where the driving assistance system 100 is adopted, from the roadside. This makes it possible to drive smoothly, regardless of the influence of, for example, the superiority or inferiority of sensing, which differs for each autonomous vehicle VE.

[0051] As described above, the driving assistance system 100 according to the present embodiment includes the sensor unit 10 that detects the moving object MB present in the detection area DD as a predetermined range including the reference position SP, the communication unit 30 that communicates with the autonomous vehicle VE, and the prediction unit 52a that predicts a collision based on the predicted arrival time of the autonomous vehicle VE at the reference position SP and the detection result by the sensor unit 10. When the prediction unit 52a judges that a collision is predicted, the communication unit 30 transmits information to the autonomous vehicle VE that the autonomous vehicle should stop at the position of the virtual stop line VL as the reference position SP. In the driving assistance system 100, the virtual stop line VL is set as the reference position SP within the detection area DD detected by the sensor unit 10, and information to the autonomous vehicle VE that the autonomous vehicle should stop at the virtual stop line VL is transmitted to the autonomous vehicle VE according to the judgment result of the collision prediction by the prediction unit 52a. This allows the infrastructure side to provide information on the reference position SP (virtual stop line VL) that is unified as being suitable for traffic in the detection area DD.

[0052] FIG. 7 is a conceptual diagram for explaining an outline of another operation example at an intersection CS provided with the driving assistance system 100, and corresponds to FIG. 1 and the like. The example shown in FIG. 7 illustrates a case where another vehicle VEx is present in front of the autonomous vehicle VE that is to be the driving assistance target. In this case, for example, the autonomous vehicle VE may follow the vehicle VEx based on its own autonomous driving control, and when the vehicle VEx is no longer present, the autonomous vehicle VE may be provided with information by the driving assistance system 100. In addition, when the vehicle VEx is also the driving assistance target, information may be provided to both of them. In this case, it is also possible to set a virtual stop line VL or the like separately for the autonomous vehicle VE, which is the rear vehicle.

[0053] Fig. 8 is a conceptual diagram for explaining an outline of yet another example of operation at an intersection CS where a driving assistance system 100 is provided, and corresponds to Fig. 1 and the like. Fig. 8 shows an example of a case where an autonomous vehicle VE changes lanes. That is, a lane change section is included in a detection area DD as a predetermined range in the sensor unit 10 (see Fig. 2 and the like). In this case, information regarding the behavior of the autonomous vehicle VE, including the lane change of the autonomous vehicle VE as indicated by an arrow AA1, for example, is included in the future position information of the autonomous vehicle VE, and information regarding a virtual stop line VL and the like is provided from the roadside taking this into consideration.

[0054] Second Embodiment Hereinafter, an example of the driving support system according to the second embodiment will be described with reference to FIG. 9. FIG. 9 is a conceptual diagram for explaining an outline of an example of an operation at an intersection CS where the driving support system 100 according to the present embodiment is provided, and corresponds to FIG. 1 and the like. The driving support system 100 according to the present embodiment is different from the first embodiment in that a bus stop (bus stop) for a bus BU is provided, and the bus BU merges from the bus stop to the main line. That is, the detection area DD as a predetermined range in the sensor unit 10 (see FIG. 2 and the like) includes a lane merging point. In this case, in addition to the position of the intersection CS, a reference position SP is also provided at the position of the merging point, and a virtual stop line VL is also set at the reference position SP of the merging point. Since the present embodiment is similar to the first embodiment except for the above differences, the overall configuration of the driving support system 100 will not be described and other figures will be used as necessary.

[0055] In addition, in order to make the explanation of the operation mode easier to understand, it is assumed here that the bus BU is an autonomously driven vehicle VE that receives information provided by the driving assistance system 100 for driving assistance.

[0056] In the above embodiment, the virtual stop line VL is set at the reference position SP of the junction or the reference position SP of the intersection CS on the route that the bus BU is scheduled to travel, for example, as indicated by the arrow AA2. That is, information on these virtual stop lines VL is provided from the driving support device SS (the determination device JD).

[0057] In this embodiment as well, the infrastructure can provide information on the standardized reference position SP (virtual stop line VL) suitable for traffic in the detection area DD. In particular, in this embodiment, information on the virtual stop line VL can be provided even in a case where the detection area DD includes a lane junction.

[0058] Third Embodiment Hereinafter, an example of the driving assistance system according to the third embodiment will be described with reference to Fig. 10. Fig. 10 is a block diagram showing an example of the configuration of the driving assistance system 100 according to this embodiment, and corresponds to Fig. 2.

[0059] 10, the collision prediction unit (prediction unit) 52a is different from the first embodiment in that a vehicle identification unit VI that identifies an autonomously driven vehicle VE is provided. Since the present embodiment is similar to the first embodiment except for the above difference, the overall configuration of the driving assistance system 100 will not be described and other figures will be used as necessary.

[0060] Here, in the driving assistance system 100, it is necessary to identify the autonomous vehicle VE as a prerequisite for providing information to the autonomous vehicle VE. Various aspects are applicable to the identification method, but here, as an example, a vehicle identification unit VI is provided in the collision prediction unit (prediction unit) 52a, and the vehicle identification unit VI collates information on the current position of the autonomous vehicle VE included in self-position estimation information, i.e., future position information, transmitted from the autonomous vehicle VE to the collision prediction unit (prediction unit) 52a with the detection result by the sensor unit 10, i.e., image data and distance measurement data, and identifies the vehicle with a matching position as the autonomous vehicle VE that is the support target of the driving assistance device SS (the determination target of the determination device JD).

[0061] In this embodiment as well, the infrastructure can provide information on the reference position SP (virtual stop line VL) that is unified as being suitable for traffic in the detection area DD. In particular, in this embodiment, the autonomously driven vehicle VE can be reliably identified.

[0062] 〔others〕 The present invention is not limited to the above-described embodiment, and can be embodied in various forms without departing from the spirit and scope of the present invention.

[0063] First, in the above, the location where the driving assistance system 100 is introduced is an intersection CS, but this is not limited to this, and it is possible to introduce the driving assistance system 100 in various locations. For example, in the example described with reference to Figures 8 and 9, it is shown that the detection area DD includes a lane junction and a lane change section, but it is also possible to apply the present application to a location that includes these locations but does not include the intersection CS.

[0064] In addition, the shape of the intersection CS is merely an example and is not limited to this and can be applied to cases with various shapes and structures.

[0065] In addition, various other configurations are possible for configuring the driving assistance system 100 besides those described above. For example, if a monitoring sensor unit is provided in the signal light device SG, this may be used as the sensor unit 10. [Explanation of symbols]

[0066] 10...sensor unit, 11...camera unit, 12...distance measurement unit, 30...communication unit, 50...main control unit, 51...sensor control unit, 52...intersection passable time calculation unit, 52a...collision prediction unit (prediction unit), 52b...calculation unit, 100...driving assistance system, AA1, AA2...arrow, AO...automatic driving control unit, BU...bus, CS...intersection, DD...detection area, FG...future position information generation unit, GM...oncoming vehicle (general vehicle), JD...judgment device, MB...moving body, PE...pedestrian, SC...signal controller, SG...signal lamp, SP...reference position, SS...driving assistance device, TT...communication unit (wireless unit), VE...automatic driving vehicle, VEx...vehicle, VI...vehicle identification unit, VL...virtual stop line

Claims

1. A sensor unit that detects a moving object existing within a predetermined range including a reference position; A communication unit that communicates with an autonomous vehicle; a prediction unit that predicts a collision based on a predicted arrival time of the autonomous vehicle at the reference position and a detection result by the sensor unit; Equipped with A driving assistance system wherein, when the prediction unit determines that a collision has been predicted, the communication unit transmits information to the autonomous vehicle indicating that the autonomous vehicle should stop at the reference position.

2. 2. The driving assistance system according to claim 1, wherein the sensor unit detects the autonomous vehicle heading toward the reference position within the specified range as well as a moving object other than the autonomous vehicle, and transmits a detection result to the prediction unit.

3. The driving assistance system according to claim 1 , wherein the sensor unit includes an intersection in the predetermined range, and the reference position is located within the intersection.

4. the reference position includes a position of a virtual stop line at which the autonomous vehicle is to be stopped within the intersection; The driving assistance system according to claim 3 , wherein the communication unit transmits information about the virtual stop line to the autonomous vehicle heading toward the intersection when the prediction unit determines that a collision has been predicted.

5. a calculation unit that calculates a departure possible time at which the autonomously driven vehicle can start from the virtual stop line, The driving assistance system according to claim 4 , wherein the communication unit transmits the information on the possible departure time to the autonomous driving vehicle.

6. With respect to the reference position, the virtual stop line is provided corresponding to the autonomous vehicle entering the intersection and turning right, 6. The driving assistance system according to claim 5, wherein the communication unit transmits to the autonomous vehicle, together with information on the possible departure time, information on the driving conditions of oncoming vehicles as target information based on the detection results by the sensor unit, and information on the switching timing of signal lights at the intersection.

7. The driving assistance system according to claim 1 , wherein the sensor unit is configured to include a lane junction or a lane change section in the predetermined range.

8. The driving assistance system according to any one of claims 1 to 7, wherein the predicted arrival time of the autonomous vehicle to the reference position is calculated based on individual characteristic information including information on driving performance specific to the autonomous vehicle.

9. The prediction unit includes a vehicle identification unit that compares self-position estimation information transmitted from the autonomous vehicle with the detection result by the sensor unit to identify the autonomous vehicle as a target for judgment. The driving assistance system according to any one of claims 1 to 8.

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