Information provision system

Abstract

To provide an information provision system capable of accurately providing information for safe driving from an infrastructure side.SOLUTION: An information provision system 100 includes: a communication section 30 for performing communication with an automatic operation vehicle VE so as to receive future position information; a sensor section 10 as a monitoring section for monitoring a travel schedule range of the automatic operation vehicle VE; and a setting section for setting a position of a virtual stop line VL in accordance with the future position information received by the communication section 30 and a monitoring result in the sensor section 10. The communication section 30 transmits position information of the virtual stop line VL set by the setting section to the automatic operation vehicle VE.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an information providing system that provides information related to driving from a facility (roadside) installed along a road, for example, when an autonomous vehicle is autonomously driving. [Background technology]

[0002] For example, there is known a technology for controlling an autonomous vehicle that determines the timing of transmission, the stopping position, and the like, and performs operational processing based on sensing or the like on the autonomous vehicle side (see Patent Documents 1 and 2).

[0003] However, in the above-mentioned Patent Documents 1 and 2, for example, when grasping the surrounding traffic conditions, the autonomous vehicle makes decisions based on information it can obtain, so the ability to determine danger, etc. depends on the performance of the autonomous vehicle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2020-175798 A [Patent Document 2] JP 2018-197964 A Summary of the Invention

[0005] The present invention has been made in consideration of the above-mentioned points, and has an object to provide an information providing system that can accurately provide information for safe driving from the infrastructure side.

[0006] To achieve the above objective, an information provision system includes a communication unit that communicates with an autonomous vehicle to receive future position information, a monitoring unit that monitors the planned driving range of the autonomous vehicle, and a setting unit that sets the position of a virtual stop line based on the future position information received by the communication unit and the monitoring results of the monitoring unit, and the communication unit transmits the position information of the virtual stop line set by the setting unit to the autonomous vehicle.

[0007] In the above-mentioned information provision system, the infrastructure sets the position of a virtual stop line based on the future position information received from the autonomous vehicle and the monitoring results on the infrastructure side, and transmits the position information of the set virtual stop line to the autonomous vehicle, thereby enabling the infrastructure to provide accurate stopping position information when grasping traffic conditions, without relying on the performance of the autonomous vehicle.

[0008] In a specific aspect of the present invention, the communication unit continuously communicates with the autonomous vehicle, and the setting unit updates the position setting of the virtual stop line in accordance with newly acquired information. In this case, it is possible to set an optimal position of the virtual stop line in accordance with changes in traffic conditions.

[0009] In another aspect of the present invention, the setting unit sets the position of the virtual stop line based on a history of recorded routes of the vehicle in the planned travel range monitored by the monitoring unit. In this case, it is possible to set the position of the virtual stop line according to the passing situation of the vehicle.

[0010] In yet another aspect of the present invention, a calculation unit is provided that calculates a departure possible time at which an autonomous vehicle stopped at a virtual stop line can start based on a situation in a planned driving range. In this case, an accurate departure timing can be indicated to the autonomous vehicle stopped at the virtual stop line.

[0011] In yet another aspect of the present invention, when it is determined that the autonomous vehicle does not need to stop based on the state of the planned driving range monitored by the monitoring unit, the setting unit does not set a virtual stop line, and the communication unit transmits information to the autonomous vehicle that the autonomous vehicle does not need to stop in the planned driving range. In this case, traffic conditions can be made smoother.

[0012] In yet another aspect of the present invention, the monitoring unit monitors an oncoming lane of the lane in which the autonomous vehicle is traveling, and the setting unit sets the position of the virtual stop line in response to future position information including information indicating that the autonomous vehicle will cross the oncoming lane. In this case, various information necessary for the autonomous vehicle to safely cross the oncoming lane by autonomous driving can be provided to the autonomous vehicle.

[0013] In yet another aspect of the present invention, the monitoring unit includes, as the planned travel range, intersections and crosswalks provided at the intersections. In this case, the position of the virtual stop line can be set accurately based on a determination taking into account the conditions of the intersections and the crosswalks.

[0014] According to another aspect of the present invention, the setting unit determines the virtual stop line based on light color information of a signal lamp installed at an intersection. In this case, it is possible to set the position of the virtual stop line taking into account the switching timing of the signal lamp. [Brief description of the drawings]

[0015] [Figure 1] FIG. 2 is a conceptual diagram for explaining an outline of an operation example at an intersection where the information provision system according to the first embodiment is installed. [Diagram 2] FIG. 1 is a block diagram showing a configuration example of an information providing system. [Diagram 3] 13A and 13B are data diagrams showing an example of an outline of communication content. [Figure 4] 13A to 13D are conceptual diagrams for explaining future position information. [Diagram 5] FIG. 2 is a block diagram showing a configuration example of a setting unit that sets a virtual stop line; [Figure 6] 13A and 13B are conceptual diagrams for explaining the history recording of a vehicle's route. [Figure 7] FIG. 11 is a conceptual diagram for explaining an outline of another operation example at an intersection where an information provision system is provided. [Figure 8] 11 is a flowchart illustrating a series of operations in the information providing system. [Figure 9] FIG. 1 is a conceptual diagram showing an overview of an information providing system. [Figure 10] FIG. 11 is a conceptual diagram for explaining an outline of an operation example at an intersection where an information provision system according to a second embodiment is installed. [Figure 11]FIG. 1 is a block diagram showing a configuration example of an information providing system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] [First embodiment] An example of the information provision 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 overview of an intersection CS to which an information provision system 100 according to this embodiment has been introduced, and Fig. 2 is a block diagram showing an example of the configuration of the information provision system 100. Here, an example will be described in which the information provision system 100 provides information for driving assistance from the roadside to an autonomous vehicle (here, an autonomous vehicle VE) passing through the intersection CS.

[0017] In Fig. 1, the autonomous vehicle VE that is the target of support by the information provision system 100 is shown by hatching, and an example of the operation is shown in which the autonomous vehicle VE is about to turn right at an intersection CS in the planned driving range, i.e., the range that is the destination, as shown by the arrow AA1. In contrast, in the example in Fig. 1, an oncoming vehicle GM is heading toward the same intersection CS from the oncoming lane of the lane in which the autonomous vehicle VE is traveling, as shown by the outlined arrow BB1, and in this case, if the oncoming vehicle GM plans to continue straight, the autonomous vehicle VE needs to stop (make a temporary stop) within the intersection CS. At this time, the autonomous vehicle VE receives position information of the virtual stop line VL, i.e., information on where the autonomous vehicle VE should stop, from the information provision system 100.

[0018] The virtual stop line VL indicates a position set by the infrastructure side, which is the information provider, as a line segment, but is not actually drawn on the road surface, but is position data. The position data (position information) of the virtual stop line VL is provided to the autonomously driven vehicle VE from the roadside as necessary. In particular, in this embodiment, the infrastructure side sets the position of the virtual stop line VL as necessary, and then transmits the set position information of the virtual stop line VL to the autonomously driven vehicle VE. As described above, in the information provision system 100, when the autonomously driven vehicle VE needs to stop (past a stop) when making a right turn, information of the virtual stop line VL is provided to allow the autonomously driven vehicle VE to stop safely within the intersection CS.

[0019] As a premise for providing the above-mentioned information in the information provision system 100, in this example, first, when passing through an intersection CS, the autonomous vehicle VE transmits information about itself to the driving support device SS, which is a roadside device constituting the information provision system 100. Hereinafter, a case will be described in which future position information indicating a planned driving route of the autonomous vehicle VE is used as such transmitted information. An example will be described later in detail regarding the future position information. Here, the first transmission of future position information from the autonomous vehicle VE to the driving support device SS starts communication between the autonomous vehicle VE and the driving support device SS, and this is used as a trigger for the information provision system 100 to grasp the autonomous vehicle VE that should be the target of support. After the first transmission of future position information, communication between the autonomous vehicle VE and the driving support device SS continues until the autonomous vehicle VE completes passing through the intersection CS.

[0020] As described above, the information provision system 100 is mainly configured with the driving support device SS, which is a roadside device installed at or near the intersection CS to monitor the intersection CS. More specifically, the driving support device SS monitors the detection area DD that includes the intersection CS or its surroundings and, as a result, also includes the planned driving range of the autonomous vehicle VE, and communicates with the autonomous vehicle VE to obtain information about the autonomous vehicle VE from the autonomous vehicle VE itself. In this way, the driving support device SS functions as a determination device JD that makes various determinations such as whether or not to proceed at the intersection CS. As described above, the functions of the information provision system 100 are established by the cooperation of each part centered around the driving support device SS. However, in the above configuration, the information provision system 100 can also be considered to be only the driving support device SS that processes various information.

[0021] 1 and 2, in the information provision system 100, the driving support device SS (determination device JD) includes, for example, a sensor unit 10, a communication unit 30, and a main control unit 50 to achieve the above-mentioned aspect. That is, the driving support device SS monitors the detection area DD with the sensor unit 10, communicates with the autonomously driven vehicle VE via the communication unit 30, processes the acquired various information with the main control unit 50, and performs various determinations as the determination device JD. In addition, the determination results are transmitted to the autonomously driven vehicle VE via the communication unit 30.

[0022] A more detailed example of the above embodiment will now be described with reference to the block diagram shown in FIG.

[0023] First, in the information providing system 100, the sensor unit 10 is composed of a camera unit 11 and a distance measuring unit 12, and is a monitoring unit that detects a moving object MB (for example, an oncoming vehicle GM in FIG. 1) and obstacles present in a detection area DD as a predetermined range to be monitored. As shown in the example in FIG. 1, when an autonomous vehicle VE is about to turn right at an intersection CS, the sensor unit 10 as a monitoring unit monitors the oncoming lane of the traveling lane of the autonomous vehicle VE. Here, the moving object MB is assumed to be a bicycle, a pedestrian, etc. in addition to the oncoming vehicle GM described above, and also includes the autonomous vehicle VE that is the target of support. The camera unit (infrastructure camera) 11 captures an image to monitor the intersection CS (see FIG. 1) and generates image data. In addition, the distance measuring unit 12 may be, for example, a LiDAR, a millimeter wave sensor, or a radar, and the position of the moving object MB can be obtained by performing distance measurement and generating distance measurement data. Although only one sensor unit 10 is shown in FIG. 1 and FIG. 2, a configuration can be adopted in which multiple cameras, etc. are installed in the area to thoroughly monitor the intersection CS. In addition, when the range to be monitored in the detection area DD changes depending on the traveling direction of the autonomous vehicle VE, it is possible to appropriately select the camera, etc. to be used accordingly. Here, the detection results obtained by the sensor unit 10 and various information such as image data and distance measurement data regarding the moving object MB present in the detection area DD are referred to as target information. In other words, the target information includes information on the operation status of pedestrians and various vehicles present in the detection area DD, the presence of obstacles, etc.

[0024] In the information providing system 100, the communication unit 30 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 about the autonomous vehicle VE itself. The future position information is composed of information such as the current position and future course plan based on the current position. This future position information includes the current position (position at the current time) of the autonomous vehicle VE, a future position (including a predicted arrival time) created based on this, and information such 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 position of an intersection CS (e.g., a representative point indicating the center position of the intersection CS), 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 information on the predicted arrival time is created in the future position information generation unit FG of the autonomous vehicle VE, the predicted arrival time of the autonomous vehicle VE at the intersection CS is indirectly calculated based on individual characteristic information including driving performance information specific to the autonomous vehicle VE.

[0026] In the information providing system 100, the main control unit 50 is composed of, for example, various circuit mechanisms and the like, and in the illustrated example, has a sensor control unit 51 and a determination unit 52 or functions as these.

[0027] The sensor control unit 51 controls the operation of each unit constituting the sensor unit 10 which is a monitoring unit, and outputs target information acquired by the sensor unit 10 to the determination unit 52.

[0028] The judgment unit 52 includes a collision prediction unit (prediction unit) 52a that predicts whether there is a risk of collision with another vehicle, etc., and ultimately whether or not a virtual stop line VL is required, and a calculation unit 52b that calculates the time to depart from the virtual stop line VL, and in this embodiment in particular, includes a virtual stop line setting unit (setting unit) LS for setting the position of the virtual stop line VL.

[0029] The collision prediction unit (prediction unit) 52a performs collision prediction based on the predicted arrival time of the autonomous vehicle VE at the intersection CS received by the communication unit 30 and target information as a result of detection by the sensor unit 10. Typically, as shown in FIG. 1, when the autonomous vehicle VE is about to turn right at the intersection CS, a collision prediction between the autonomous vehicle VE and another object is performed based on information on the driving situation of the oncoming vehicle (general vehicle) GM as target information and information on pedestrians present at a crosswalk, etc. As a result of the collision prediction, if it is determined that there is a risk of collision, a prediction result is determined that a signal recommending or commanding a stop (temporarily stop) at the virtual stop line VL should be generated. Note that the result of the collision prediction may change from moment to moment depending on the situation. For example, when the oncoming vehicle GM does not communicate with the driving assistance device SS (determination device JD) and there is no future position information of the oncoming vehicle GM, the movement of the oncoming vehicle GM is predicted based on the detection result by the sensor unit 10. The situation shown in the figure shows a case where the oncoming vehicle GM is judged to be going straight through the intersection based on its speed, etc., and accordingly, it is judged that there is a possibility of a collision. However, if the oncoming vehicle GM then changes course, decelerates, or stops, contrary to predictions, the judgment may be changed.

[0030] As described above, the virtual stop line setting unit (setting unit) LS sets the position of the virtual stop line VL to be transmitted to the autonomous vehicle VE when the collision prediction unit (prediction unit) 52a determines that there is a risk of collision. Here, the autonomous vehicle VE turns right, that is, the future position information includes information that the autonomous vehicle VE crosses the oncoming lane, and the position of the virtual stop line VL is set in response to such future position information. More specifically, for example, as shown by the dashed line in the figure, an expected passing area IL is provided as a travel range of an oncoming vehicle (general vehicle) GM in the oncoming lane, and the virtual stop line VL is set at a position just before the expected passing area IL. Note that a detailed example of the configuration of the virtual stop line setting unit (setting unit) LS for setting the expected passing area IL and a setting method of the expected passing area IL will be described later with reference to FIG. 5 and FIG. 6. In the above cases, the virtual stop line setting unit (setting unit) LS sets the position of the virtual stop line VL in accordance with the future position information received by the communication unit 30 and the monitoring results of the sensor unit 10, which is a monitoring unit, being used in the collision prediction unit (prediction unit) 52a. Furthermore, the communication unit 30 transmits the position information of the virtual stop line VL set by the virtual stop line setting unit (setting unit) LS as described above to the autonomously driven vehicle VE.

[0031] 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 can be calculated by taking into consideration information on the driving conditions of oncoming vehicles when turning right at the intersection CS and the spatial range (including clearance) occupied by pedestrians, etc. Furthermore, it can also be considered that information on the switching timing of the signal lamp SG is taken into consideration. In this case, by using future position information such as 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 accordance with a standard unified on the infrastructure side. The possible departure time (possible departure time) may be shown, for example, as a fixed time (from what time the possible departure time is) or as a length of time (from what time the possible departure time is from the present time).

[0032] The communication unit 30 transmits information on the possible departure time calculated by the calculation unit 52b to the autonomously driven vehicle VE in the above manner. At this time, the communication unit 30 can also transmit information on the driving status of oncoming vehicles as target information based on the detection result by the sensor unit 10 to the autonomously driven vehicle VE together with the possible departure time information. Note that the information provision system 100 continues the above communication operation until the autonomously driven vehicle VE has passed through the intersection CS.

[0033] Figures 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 Figure 3(A) shows information transmitted from the vehicle side to the road side, and Figure 3(B) shows information transmitted from the road side to the vehicle side, and is identified by ID. That is, a judgment unit ID is defined for the road side, and a vehicle ID for identifying the autonomous vehicle VE is adopted for the vehicle side.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] The future position information and its transition will be conceptually explained below with reference to Fig. 4. Fig. 4(A) to Fig. 4(D) conceptually show the future position information transmitted from the autonomous vehicle VE to the driving support device SS by using a point FP and a line LL. Specifically, the position where the autonomous vehicle VE is drawn indicates the current position, and the multiple points FP indicate the future positions of the autonomous vehicle VE at regular time intervals. Furthermore, the line LL connects the current position to each point FP, and indicates the planned driving route of the autonomous vehicle VE. Furthermore, in this case, the length of the portion of the line LL between each point FP indicates the speed of the autonomous vehicle VE.

[0038] Of Fig. 4(A) to Fig. 4(D), Fig. 4(A) shows the first future position information to be transmitted to the driving support device SS. When information on the virtual stop line VL is provided as a response from the driving support device SS (setting unit LS) to the transmitted first future position information, as shown in Fig. 4(B), the automatically driven vehicle VE creates new future position information so as to stop at the position of the virtual stop line VL, as shown in Fig. 4(C), and transmits it to the driving support device SS. However, in this embodiment, as described later, the position of the virtual stop line VL is set each time as necessary, that is, the position of the virtual stop line VL can be changed. Therefore, when the virtual stop line VL is provided, the automatically driven vehicle VE will finally stop at the position of the determined virtual stop line VL while changing it as necessary. The automatically driven vehicle VE that finally stops at the virtual stop line VL waits for information on the possible departure time from the driving support device SS, and by acquiring this, creates new future position information indicating the content to be transmitted from the virtual stop line VL, as shown in Fig. 4(D), and transmits it to the driving support device SS.

[0039] As described above, in this embodiment, the position of the virtual stop line VL shown in FIG. 4C, for example, is updated each time in response to changes in traffic conditions, etc. Accordingly, the created future position information is also updated each time. In other words, the position of the virtual stop line VL changes dynamically in some cases, and the final stopping position of the autonomously driven vehicle VE is determined.

[0040] Here, various factors are considered for setting the position of the virtual stop line VL by the virtual stop line setting unit (setting unit) LS, and as one example, a case is assumed in which the situation of the oncoming vehicle GM changes as a result of monitoring by the sensor unit 10, which is a monitoring unit, and the collision prediction is changed. Also conceivable are cases in which the traffic situation up to the intersection CS changes, or the situation at the intersection CS itself changes. In addition to these, in this embodiment, as one aspect in which the position of the virtual stop line VL changes dynamically, an example is assumed in which learning is performed in the virtual stop line setting unit (setting unit) LS and the result of the learning is reflected.

[0041] There are various possible modes for learning, but in this example, we will explain a case where a virtual stop line setting unit (setting unit) LS records the route taken by a vehicle passing through an intersection CS, and sets the position of the virtual stop line VL based on the recorded history.

[0042] Hereinafter, a detailed example of the configuration of the virtual stop line setting unit (setting unit) LS and a method for setting the assumed passing area IL will be described with reference to Figs.

[0043] Fig. 5 is a block diagram showing an example of the configuration of a virtual stop line setting unit (setting unit) LS that sets the virtual stop line VL. Fig. 6(A) and Fig. 6(B) are conceptual diagrams for explaining the history recording of the vehicle's passing route, and show an example of the case where the history of the vehicle's passing route is recorded in advance and used for a predetermined range of the oncoming lane that the autonomous vehicle VE crosses when turning right, in accordance with the embodiment of Fig. 1.

[0044] First, as shown in Fig. 5, the virtual stop line setting unit (setting unit) LS is composed of various circuit boards and the like, and includes a learning unit ST and a data updating unit DR for performing calculation processing. The virtual stop line setting unit (setting unit) LS also stores topographical data GD composed of data relating to the topography of the intersection CS and its surroundings, learning data SD composed of data that serves as material for learning, and virtual stop line position data PD in which position data of the virtual stop line calculated as a result of learning is stored.

[0045] The learning unit ST sets the position of the virtual stop line based on the topographical data GD and the learning data SD. In this example, as a history of the vehicle's passing route, an exposure image of the intersection CS and its surrounding roads is acquired for a predetermined time (for example, 5 minutes) using the sensor unit 10, which is a monitoring unit, and the acquired image data is set as the learning data SD. In this case, for example, it is assumed that the situation will change from that shown in FIG. 6(A) to that shown in FIG. 6(B). To explain specifically, first, FIG. 6(A) shows the state of the traveling route in the above-mentioned exposed image with arrows CC1 when an oncoming vehicle GM passing through (going straight) in the oncoming lane travels when the road surface, etc. is in a normal state. In other words, the multiple arrows CC1 show the passing trajectories of the multiple oncoming vehicles GM, and the aggregate of these arrows shows the passing range of the oncoming vehicle GM as a whole. In response to this, the learning unit ST sets an expected passing area IL1 as an example of an expected passing area IL, which includes a range where the autonomous vehicle VE (see FIG. 1, etc.) crosses the arrow CC1 when turning right at the intersection CS, i.e., a range that can be a crosspoint, and further takes a margin into consideration. Furthermore, the learning unit ST sets a virtual stop line VL1 as an example of a virtual stop line VL, based on the expected passing area IL1. The set virtual stop line VL1 is stored as virtual stop line position data PD.

[0046] In contrast to the above, for example, as illustrated in FIG. 6(B), when some obstacle OB (e.g., a puddle caused by rain) is present on the road surface on the oncoming lane, it is considered that the travel range of the oncoming vehicle GM is changed toward the center of the road as a whole in order to avoid the obstacle, as illustrated. In other words, the range of the travel route indicated by the arrow CC1 changes. Accordingly, in the learning unit ST, a new assumed passing area IL2 is set as an example of the assumed passing area IL, and a new virtual stop line VL2 is set as an example of the virtual stop line VL based on the assumed passing area IL2. In this case, as illustrated in FIG. 6(B), the new virtual stop line VL2 is closer to the center at the intersection CS than the position of the dashed virtual stop line VL1.

[0047] Returning to Fig. 5, the data updating unit DR updates the learning data SD as the learning material as described above each time. That is, based on various data from the sensor unit 10, which is the monitoring unit, the learning data SD is updated by creating the above-mentioned exposed image or new data equivalent thereto every time a certain period of time passes. The learning unit ST can perform the above-mentioned learning each time the data updating unit DR updates the data. In other words, the virtual stop line setting unit (setting unit) LS updates the position setting of the virtual stop line VL in accordance with newly acquired information.

[0048] The above-mentioned configuration enables, for example, dynamic setting and changing of the virtual stop line VL. Note that the configuration of the virtual stop line setting unit (setting unit) LS using the learning unit ST and the like is one example, and it is also possible to apply various learning modes using, for example, artificial intelligence or the like.

[0049] FIG. 7 is a conceptual diagram for explaining an outline of another operation example at an intersection CS where the information provision system 100 is provided, and corresponds to FIG. 1. In the example shown in FIG. 1, an operation example is shown when an autonomous vehicle VE is about to turn right at an intersection CS, whereas in the example shown in FIG. 7, an autonomous vehicle VE is about to turn left. In this case, the position of the virtual stop line VL and the position of the corresponding assumed passing area IL are different from those in FIG. 1. Specifically, in the case of a left turn, for example, a pedestrian PE walking on a crosswalk at the left turn destination becomes a moving object MB to be focused on by monitoring by the sensor unit 10 as a monitoring unit, and a range including the crosswalk becomes the assumed passing area IL. In addition, in accordance with this, the criteria applied to various calculation processes, such as setting the position of the virtual stop line VL in the determination unit 52, are also different from those described with reference to FIG. 1, etc., but the calculation of the possible departure time after stopping is the same as in the above-mentioned case. With regard to the position of the virtual stop line VL, from a different perspective, the virtual stop line VL is set individually depending on whether the autonomous vehicle VE turns right or left after entering the intersection CS, and accordingly, the method of setting the virtual stop line VL transmitted to the autonomous vehicle VE may be different. For example, in this case, it is conceivable that the position of the virtual stop line VL is assumed to be in front of the crosswalk, and the tendency of the walking range of the pedestrian PE, etc. is learned, and the setting of the virtual stop line VL is changed accordingly.

[0050] Hereinafter, an example of each unit in the information provision system 100 and a series of operations thereof will be described with reference to a flowchart shown in FIG. 8. Here, an autonomous vehicle VE 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 information provision system 100. Also, as in the previous example, communication between the driving assistance target and the driving assistance device SS (determination device JD) is assumed to be continuous until the autonomous vehicle VE that is the driving assistance target completes passing through 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 autonomous vehicle VE passes through the intersection CS.

[0051] 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).

[0052] 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.

[0053] 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.

[0054] On the other hand, if it is determined in step S102 that the autonomous vehicle VE is a target for driving assistance (step S102: Yes), the main control unit 50 refers to the target information as a detection result obtained from the sensor unit 10 (step S103), and as the collision prediction unit (prediction unit) 52a, makes a collision prediction based on the target information and future position information from the autonomous vehicle VE (step S104).

[0055] Next, the main control unit 50 determines whether or not it is necessary to stop the autonomously driven vehicle VE based on the result of the collision prediction in step S104 (step S105). That is, the main control unit 50 determines whether or not it is necessary to set the position of the virtual stop line VL.

[0056] If it is determined in step S105 that the autonomous vehicle VE does not need to stop (step S105: No), that is, if it is determined that the autonomous vehicle VE can pass through the intersection CS by turning right or left as desired without stopping, the main control unit 50, as a virtual stop line setting unit (setting unit) LS, does not set a virtual stop line VL, and sends information to the autonomous vehicle VE via the communication unit 30 that it does not need to stop at the intersection CS that is within the planned driving range (step SSa).

[0057] Thereafter, the main control unit 50 transmits the departure ready time calculated by the calculation unit 52b or a corresponding departure ready signal to the autonomously driven vehicle VE (step S201), and further continues to check whether the autonomously driven vehicle VE has completed a right turn (or left turn), i.e., whether it has passed through the intersection CS (step S202).If confirmation is made (step S202: Yes), the main control unit 50 terminates the series of operations for the autonomously driven vehicle VE and returns to the operations from step S101, i.e., starts detecting a new vehicle.

[0058] On the other hand, if it is determined in step S105 that the autonomously driven vehicle VE needs to stop (step S105: Yes), the main control unit 50, as a virtual stop line setting unit (setting unit) LS, sets the position of the virtual stop line VL (step S106) and transmits position information of the set virtual stop line VL to the autonomously driven vehicle VE (step S107).

[0059] Thereafter, the main control unit 50 checks whether new future position information has been acquired from the same autonomous vehicle VE (step S108), and if so (step S108: Yes), updates the future position information (step S109), and if not (step S108: No), maintains the current future position information.Then, the main control unit 50 again refers to the target information (step S110), performs a collision prediction (step S111), and determines whether it is necessary to stop the autonomous vehicle VE (step S112).

[0060] In step S112, if it is determined that stopping of the autonomous vehicle VE is not necessary (step S112: No), the main control unit 50 starts operation from step S201, confirms that the autonomous vehicle VE has passed through the intersection CS, and resumes operation from step S101.

[0061] On the other hand, if it is determined in step S112 that the autonomously driven vehicle VE needs to continue to be stopped (step S112), the main control unit 50 determines whether or not it is necessary to change the stop position, i.e., to change the setting of the virtual stop line VL (step S113).

[0062] In step S113, if it is determined that the stop position needs to be changed (step S113: Yes), the main control unit 50 changes the setting of the virtual stop line VL (step S114) and transmits the position information of the changed virtual stop line VL to the autonomously driven vehicle VE (step S115).

[0063] After it is determined in step S113 that no change in the stop position is necessary (step S113: No), or after a transmission has been made to the autonomously driven vehicle VE in step S115, that is, after the settings of the virtual stop line VL have been confirmed, the main control unit 50 continues to communicate with the autonomously driven vehicle VE while repeating the operations from step S108 again, and the above series of operations is performed until the autonomously driven vehicle VE finally completes passing through the intersection CS.

[0064] FIG. 9 is a conceptual diagram showing an overview of the configuration and operation of the above-mentioned information provision system 100. As shown in the figure and as described above, in the above-mentioned information provision system 100, the sensor unit 10 as a monitoring unit acquires target information for the detection area DD, which is the planned driving range SR of the autonomous vehicle VE and includes the intersection CS, and communicates with the autonomous vehicle VE entering the detection area DD as the planned driving range SR to acquire future position information of the autonomous vehicle VE, thereby grasping the behavior of the autonomous vehicle VE and the intersection CS and the traffic conditions around it. This makes it possible for the information provision system 100 to provide driving assistance to the autonomous vehicle VE passing through the detection area DD. In particular, in this embodiment, the information provision system 100 takes into consideration the detection result (target information) by the sensor unit 10 as a monitoring unit and future position information from the autonomous vehicle VE acquired via the communication unit 30, and provides the position information of the virtual stop line VL as information on whether the autonomous vehicle VE can proceed, etc., to the autonomous vehicle VE after setting it in the setting unit LS. Furthermore, in the above embodiment, the information providing system 100 also provides criteria for determining whether departure after stopping is possible.

[0065] Generally, the shape and conditions of roads are different for each location. Therefore, if the above-mentioned judgments were all made by the autonomous vehicle VE alone, it would be difficult to select the optimal behavior for that location. In contrast, in this embodiment, the roadside can provide the vehicle with a behavior selection based on a standard optimized for each installation location using the information provision system 100. This enables smooth driving, regardless of the influence of the superiority or inferiority of sensing, which differs for each autonomous vehicle VE. In particular, in this embodiment, the position of the virtual stop line VL can be changed according to various situation changes, thereby enabling safer and smoother traffic control. As described above, the planned driving range SR of the autonomous vehicle VE includes the intersection CS and a crosswalk that is provided incidentally thereto or that exists in the vicinity of the intersection CS. In the above embodiment, an accurate vehicle stop judgment can be made at a location where the occurrence of a collision accident is considered to be relatively high, such as the intersection CS or the crosswalk.

[0066] As described above, the information provision system 100 according to this embodiment includes the communication unit 30 that communicates with the autonomous vehicle VE to receive future position information, the sensor unit 10 as a monitoring unit that monitors the planned driving range of the autonomous vehicle VE, and the setting unit LS that sets the position of the virtual stop line VL according to the future position information received by the communication unit 30 and the monitoring results of the sensor unit 10, and the communication unit 30 transmits the position information of the virtual stop line VL set by the setting unit LS to the autonomous vehicle VE. In the information provision system 100 described above, the infrastructure side sets the position of the virtual stop line VL according to the future position information received from the autonomous vehicle VE and the monitoring results on the infrastructure side, and transmits the position information of the set virtual stop line VL to the autonomous vehicle VE, thereby making it possible to provide accurate stop position information from the infrastructure side when grasping traffic conditions, without relying on the performance of the autonomous vehicle VE.

[0067] Second Embodiment Hereinafter, an example of the information provision system according to the second embodiment will be described with reference to Fig. 10 etc. Fig. 10 is a conceptual diagram for outlining an example of an operation at an intersection CS where the information provision system 100 according to this embodiment is provided, and corresponds to Fig. 1 etc. Fig. 11 is a block diagram showing an example of the configuration of the information provision system, and corresponds to Fig. 2.

[0068] In the first embodiment, no particular reference was made to the installation of traffic lights at the intersection CS. In contrast, this embodiment differs from the first embodiment in that it shows an intersection CS where traffic lights are installed. In addition, the position of the crosswalk at the intersection CS is slightly different, and the information provision system 100 is configured to treat the completion of passing the intersection CS as the completion of passing the crosswalk. Note that, apart from these points, the present embodiment is similar to the first embodiment, so the explanation of the overall configuration of the information provision system 100 will be omitted, and other figures such as the above corresponding figures will be appropriately cited as necessary.

[0069] As shown in the figure, in this embodiment, a traffic light TL is provided with four signal lamps SG and a signal controller SC, and the driving support device SS (determination device JD) is connected to the signal controller SC. More specifically, the driving support device SS (determination device JD) is provided close to the signal controller SC, and is connected to the signal controller SC, for example, by wire, so that it is possible to obtain information (light color information, etc.) required for controlling the traffic light. Note that the connection is not limited to a wired connection, and may be a wireless connection.

[0070] The signal controller SC performs overall control of all the signal lamps SG (four signal lamps SG in the example of FIG. 1) installed at the intersection CS. When functioning as the determination device JD, the driving support device SS (determination device JD) can use information about the signal lamps SG to make various determinations such as whether or not to proceed by acquiring information about the signal lamps SG via the signal controller SC as necessary. To explain a more specific example, as shown in FIG. 11, the determination unit 52 (particularly the prediction unit 52a) of the main control unit 50 can acquire information about the switching timing of the signal lamps SG, such as light color information, from the signal controller SC, so that the light color information of the signal lamps SG can be taken into account in addition to the target information from the sensor unit 10 and the future position information from the autonomous vehicle VE when determining a collision. Accordingly, the setting unit LS makes a determination about the virtual stop line VL based on the light color information of the signal lamps SG installed at the intersection CS.

[0071] In this case, for example, as shown in Fig. 10, when an autonomous vehicle VE that is a driving assistance target is about to turn right at an intersection CS, and an oncoming vehicle GM is confirmed to be traveling straight in the oncoming lane a little distance away as shown by an arrow BB1, if it is known from, for example, light color information acquired in advance that the signal lamp SG of the oncoming lane will turn red before the oncoming vehicle GM reaches the intersection CS and the oncoming vehicle GM will stop in front of the intersection, the information provision system 100 (prediction unit 52a) can exclude the oncoming vehicle GM from those that may cause a collision. In other words, in this case, the setting unit LS does not set the position of the virtual stop line VL based on the presence of the oncoming vehicle GM, and does not transmit the position information of the virtual stop line VL.

[0072] On the other hand, as shown in the example in the figure, a pedestrian PE may be confirmed at a crosswalk ahead of the vehicle to turn right. In the illustrated state, the crosswalk is slightly away from the center of the intersection CS, and a space SP in which the autonomous vehicle VE can stop can be secured at the position of the virtual stop line VL corresponding to the assumed passing area IL including the crosswalk. In this case, the information provision system 100 can provide information to the autonomous vehicle VE so that the autonomous vehicle VE stops at the position of the virtual stop line VL ahead of the vehicle turning right at the intersection CS. In this case, by also detecting the vehicle size of the autonomous vehicle VE, it is possible to determine in advance whether or not a space SP in which the autonomous vehicle VE can stop can be secured. That is, in this case, the setting unit LS sets the position of the virtual stop line VL according to the assumed passing area IL including the crosswalk and transmits the position information of the virtual stop line VL.

[0073] In this embodiment as well, the infrastructure sets the position of the virtual stop line VL according to the future position information received from the autonomous vehicle VE and the monitoring results on the infrastructure side, and transmits the position information of the set virtual stop line VL to the autonomous vehicle VE, thereby making it possible to provide accurate stopping position information from the infrastructure side when grasping traffic conditions without relying on the performance of the autonomous vehicle VE. In particular, in this embodiment, it becomes possible to make a judgment that takes into account light color information at an intersection CS where a traffic light TL is present.

[0074] 〔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.

[0075] First, in the above, the location where the information provision system 100 is introduced is the intersection CS, but the information provision system 100 can be introduced in various locations without being limited to this. For example, the present application can be applied to a detection area DD that includes a lane junction or a lane change section.

[0076] 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.

[0077] Furthermore, the position setting of the virtual stop line VL in the virtual stop line setting unit (setting unit) LS can be performed in various ways other than the above, and may be performed in a way that accepts manual position setting, for example. For example, it may be possible to accommodate initial settings when the information provision system 100 is first introduced, temporary traffic restrictions, and changes in settings due to changes in the road conditions or shapes of the intersection CS or its surroundings.

[0078] In addition, various other configurations are possible for configuring the information provision system 100. For example, in the signal light device SG exemplified as the second embodiment, if a monitoring sensor unit is provided, this may be used as the sensor unit 10.

[0079] In the above, the oncoming vehicle GM shown in FIG. 1 etc. has been described as a general vehicle, i.e., one that does not communicate with the information provision system 100. However, if the oncoming vehicle GM communicates with the information provision system 100 and transmits its own future position information, the future position information may be used to perform a collision judgment and to set the position of the virtual stop line VL associated therewith.

[0080] In addition, for example, the virtual stop line VL, the assumed passing area IL, etc. may be adjusted in terms of the buffer amount, etc., taking into account weather conditions such as rain and snow. In other words, the position setting of the virtual stop line VL may be changed depending on the weather.

[0081] In the above description, the driving support device SS (determination device JD) and the like constituting the information provision system 100 are installed near the site, i.e., near the intersection CS, but the present invention is not limited to this. For example, the locations responsible for various information processing and data management may be installed as a management center (management server) or the like in a remote location, or various processing and data storage may be performed on the cloud. For example, the position data of the virtual stop line VL and the like may be stored in a management center (management server) in a remote location or on the cloud.

[0082] In addition, in the above example, the sensor unit 10 is composed of a camera unit 11 and a distance measuring unit 12, but the configuration of the sensor unit 10 is not limited to this, and the sensor unit 10 may be composed of, for example, either the camera unit 11 or the distance measuring unit 12. [Explanation of symbols]

[0083] 10...sensor unit (monitoring unit), 11...camera unit, 12...distance measuring unit, 30...communication unit, 50...main control unit, 51...sensor control unit, 52...judgment unit, 52a...collision prediction unit (prediction unit), 52b...calculation unit, 100...information provision system, AA1, BB1, CC1...arrow, AO...automatic driving control unit, CS...intersection, DD...detection area, DR...data update unit, FG...future position information generation unit, FP...point, GD...terrain data, GM...oncoming vehicle (general vehicle), ID...judgment unit ,ID...vehicle, IL,IL1,IL2...expected passing area, JD...judgment device, LL...line, LS...virtual stop line setting unit (setting unit), LS...setting unit, MB...moving body, OB...obstacle, PD...virtual stop line position data, PE...pedestrian, SC...signal controller, SD...learning data, SG...signal lamp, SP...space, SR...planned driving range, SS...driving support device, ST...learning unit, TL...signal, TT...communication unit (wireless unit), VE...autonomous vehicle, VL,VL1,VL2...virtual stop line

Claims

1. a communication unit that communicates with the autonomous vehicle to receive future location information; A monitoring unit that monitors a planned driving range of the autonomous driving vehicle; a setting unit that sets a position of a virtual stop line in accordance with the future position information received by the communication unit and a monitoring result by the monitoring unit; Equipped with The communication unit transmits position information of the virtual stop line set by the setting unit to the autonomously driven vehicle.

2. The communication unit continuously communicates with the autonomous driving vehicle, The information providing system according to claim 1 , wherein the setting unit updates the position setting of the virtual stop line in accordance with newly acquired information.

3. 3 . The information providing system according to claim 1 , wherein the setting unit sets a position of the virtual stop line based on a history of a route of the vehicle in the planned travel area monitored by the monitoring unit. 4 .

4. The information provision system according to any one of claims 1 to 3, further comprising a calculation unit that calculates a departure possible time at which the autonomous vehicle stopped at the virtual stop line can start based on a situation in the planned driving range.

5. The information provision system according to any one of claims 1 to 4, wherein when it is determined that the autonomous vehicle does not need to stop based on the situation of the planned driving area monitored by the monitoring unit, the setting unit does not set the virtual stop line, and the communication unit transmits information to the autonomous vehicle that stopping is not required in the planned driving area.

6. The monitoring unit monitors an oncoming lane of a driving lane of the autonomous vehicle, The information provision system according to any one of claims 1 to 5, wherein the setting unit sets a position of the virtual stop line in response to the future position information including the autonomous vehicle crossing the oncoming lane.

7. 7. The information providing system according to claim 1, wherein the monitoring unit monitors intersections and pedestrian crossings provided at the intersections as the planned travel area.

8. The information providing system according to claim 7 , wherein the setting unit makes a determination regarding the virtual stop line based on light color information of a signal lamp installed at the intersection.

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