Information providing system

Abstract

To provide an information providing system capable of compensating for a blind spot of an automatic driving vehicle and preventing a collision with a moving body such as an oncoming vehicle, when overtaking an obstacle on a travel route.SOLUTION: An information providing system 100 includes a driving support device PV that communicates with an automatic driving vehicle VE and monitors surroundings. The driving support device PV includes a determination unit 52 that transmits travel control information according to future position information received from the automatic driving vehicle VE and a monitoring result to the automatic driving vehicle VE. The future position information includes an avoidance route TR2 that bypasses an obstacle OB on an initial route TR1. The determination unit 52 predicts a collision with a moving body MB travelling in a route change section CS including the avoidance route TR2.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an information providing system that provides driving support information from a facility side provided along a road during automatic driving by, for example, an autonomous vehicle.

Background Art

[0002] In vehicle driving support technology, there is a vehicle control device provided in a vehicle that uses peripheral information obtained by a peripheral sensor of the vehicle to detect a parked vehicle on a driving route, and when it is estimated that the parked vehicle does not start moving, controls the vehicle to travel on a changed driving route (Patent Document 1).

[0003] Further, in another driving support technology, a vehicle control device provided in a vehicle acquires peripheral information by an in-vehicle camera of the vehicle, creates an obstacle avoidance plan in cooperation with other autonomous vehicles using vehicle-to-vehicle communication, and avoids obstacles that cannot be recognized by the vehicle (Patent Document 2).

[0004] Further, in another vehicle driving support technology, a route providing device mounted on a vehicle or an object that is a roadside object creates a route for avoiding an object for use by a vehicle approaching the object based on peripheral information and the like obtained by a sensor of the device (Patent Document 3).

[0005] Further, in another driving support technology, there is a management device that collects information on obstacles obtained by a sensor unit of a vehicle and generates a virtual stop line based on the obstacle information.

[0006] However, in Patent Documents 1 and 4 above, the peripheral information of obstacles obtained by sensors provided in the vehicle is used, and there is a problem that the monitoring range is limited. Further, in Patent Document 2 above, vehicle-to-vehicle communication is performed to communicate obstacle information to avoid obstacles, but there is a problem that obstacles in a blind spot area cannot be detected when there is no vehicle that can cooperate. Further, in Patent Document 3 above, for example, an avoidance route created by an object route providing device is provided to a following vehicle, but there is a problem that the system cannot be established if the object does not have the device.

Prior Art Documents

Patent Documents

[0007]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Summary of the Invention

[0008] The present invention has been made in view of the above background, and an object of the present invention is to provide an information providing system that can prevent a collision with a moving object such as an oncoming vehicle by compensating for the blind spot of an autonomous vehicle when overtaking an obstacle on a driving route.

[0009] To achieve the above object, an information providing system according to the present invention includes a driving support device that communicates with an autonomous vehicle and monitors the surroundings, and the driving support device has a determination unit that transmits driving control information according to future position information received from the autonomous vehicle and a monitoring result to the autonomous vehicle. The future position information includes an avoidance route that bypasses an obstacle on the initial route, and the determination unit predicts a collision with a moving object traveling in a route change section including the avoidance route.

[0010] In the above information providing system, when bypassing an obstacle on the initial route, the determination unit of the driving support device predicts a collision with a moving body traveling through a route change section including an avoidance route, and transmits driving control information according to the surrounding monitoring results, thereby compensating for the blind spot of the automated vehicle and preventing a collision with a moving body traveling through the route change section.

[0011] According to a specific aspect of the present invention, in the above information providing system, the driving support device transmits first target information obtained from an obstacle as a monitoring result and free space information indicating that there is no obstacle in front of the obstacle on the initial route to the automated vehicle, and causes the automated vehicle to create an avoidance route based on the first target information and the free space information. In this case, the blind spot of the automated vehicle can be compensated for by the first target information and the free space information of the obstacle obtained from the monitoring result of the driving support device, and an appropriate avoidance route can be generated so that the vehicle can smoothly return to the initial route after passing the obstacle.

[0012] According to another aspect of the present invention, the driving support device acquires second target information from a moving body as a monitoring result. The determination unit determines whether the obstacle has stopped for a predetermined time from the first target information. If it is determined that the obstacle has stopped, the position of a virtual stop line is set, and the position information of the virtual stop line is transmitted to the automated vehicle as driving control information. The determination unit receives an avoidance route from the automated vehicle and determines whether the automated vehicle temporally interferes with the second target information in the route change section. If it is determined that there is interference, departure impossible information is transmitted to the automated vehicle as driving control information. Based on the determination that there is no possibility of collision based on the second target information in a situation where there is a stop determination of the obstacle based on the first target information, if the automated vehicle continues to travel while maintaining its speed, then when it is later determined that there is a possibility of collision based on the second target information immediately before the virtual stop line, there is a possibility that the automated vehicle may not be able to stop suddenly. Therefore, by providing the position information of the virtual stop line to the automated vehicle before receiving the avoidance route from the automated vehicle, the driving support device can prevent the automated vehicle from making an emergency stop and can surely prevent the automated vehicle from colliding with the moving body in the route change section in the future.

[0013] According to still another aspect of the present invention, the driving support device acquires second target information from the moving body as a monitoring result, and the determination unit receives an avoidance route from the autonomous vehicle, and determines whether the autonomous vehicle temporally interferes with the second target information in the route change section. If it is determined that there is interference, the position of the virtual stop line is set, and the position information of the virtual stop line is transmitted to the autonomous vehicle as driving control information. In this case, by stopping the autonomous vehicle at the virtual stop line, it is possible to prevent a collision with the moving body in the route change section in the future.

[0014] According to still another aspect of the present invention, the determination unit has a calculation unit that calculates an available departure time at which the autonomous vehicle stopped at the virtual stop line can start based on the avoidance route and the second target information, and the determination unit transmits the available departure time calculated by the calculation unit to the autonomous vehicle as driving control information. In this case, for example, it is possible to indicate the accurate departure timing for the autonomous vehicle stopped at the virtual stop line. Note that even if a virtual stop line is provided, the autonomous vehicle may pass straight toward the avoidance route without stopping at the virtual stop line if it reaches the available departure time before reaching the virtual stop line.

[0015] According to still another aspect of the present invention, when determining whether the autonomous vehicle temporally interferes with the second target information in the route change section, the determination unit determines whether there are other obstacles in the free space. If it is determined that there are, the determination unit transmits non-departure information to the autonomous vehicle as driving control information. In this case, by considering the state of the free space when returning to the initial route together with the collision prediction with the moving body in the route change section, it is possible to further avoid the collision risk associated with the route change.

[0016] According to still another aspect of the present invention, when the first target information does not change for a predetermined time, the determination unit determines that the obstacle has stopped, transmits information indicating that there is an obstacle stopped on the initial route to the autonomous vehicle, and requests creation of an avoidance route. By requesting an avoidance route when there is an obstacle such as a parked vehicle on the road, the processing in the driving support device can be smoothed.

[0017] According to still another aspect of the present invention, the driving support device includes a first lane corresponding to the initial route and a second lane corresponding to the avoidance route, and monitors, as the surroundings, a range including an empty space where there is no obstacle ahead of the avoidance route from a position where the autonomous vehicle can temporarily stop in front of the obstacle. In this case, by monitoring the surroundings by the driving support device, it is possible to obtain peripheral information in a wider range than the peripheral information obtained from the in-vehicle sensors, and it is possible to compensate for the blind spot of the autonomous vehicle.

Brief Description of the Drawings

[0018]

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Mode for Carrying Out the Invention

[0019] 〔First Embodiment〕 Hereinafter, with reference to FIG. 1 and the like, an example of the information providing system according to the first embodiment of the present invention will be described. FIG. 1 is a conceptual diagram for explaining an overview of a road RA in which the information providing system 100 according to the present embodiment is introduced.

[0020] When the automated vehicle VE travels in a passing mode on the road RA, the information providing system 100 monitors the presence of vehicles having potential risks (specifically, oncoming vehicles OC etc. that may collide with the automated vehicle VE), and supports the driving of the automated vehicle VE. In the present embodiment, an example will be described for the case where information for driving support is provided to the automated vehicle VE traveling on the road RA from the facility side along the road, that is, from the roadside, by the information providing system 100.

[0021] In FIG. 1, an example of an operation is shown for the case where the automated vehicle VE to be supported by the information providing system 100 travels on a straight road RA with one lane on each side. As an example of the automated vehicle VE, a bus BU traveling along a predetermined route is shown. However, the information providing system 100 can provide necessary information not only for the bus BU but also for various automated vehicles VE with different vehicle sizes, such as ordinary passenger cars, trucks, trailers, and tractors. In an example here, the automated vehicle VE that is the target of receiving information from the information providing system 100 attempts to go straight in the direction indicated by arrow A1 according to the initial route TR1 corresponding to the future position information, or to bypass the obstacle OB according to the avoidance route TR2 corresponding to the future position information. In the illustrated example, the initial route TR1 is a route for going straight on the first lane RA1 on the premise that there is no obstacle OB on the first lane RA1 on which the automated vehicle VE travels. Also, the avoidance route TR2 is a route for traveling by protruding into the second lane RA2, which is the oncoming lane, in order for the automated vehicle VE to avoid the obstacle OB existing on the first lane RA1. The range including the area where the travel of the automated vehicle VE switches from the initial route TR1 to the avoidance route TR2 and protrudes into the second lane RA2 is the route change section CS as the overtaking section, and there may be a possibility of collision with the moving body MB. The avoidance route TR2 merges with the initial route TR1 on the first lane RA1 corresponding to the fact that the automated vehicle VE returns to the first lane RA1 after passing through the route change section CS along the side of the obstacle OB.

[0022] The information providing system 100 is mainly composed of the driving support device PV. More specifically, the driving support device PV is a roadside device installed near the road RA. It monitors the detection range SA including the driving route TR 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 addition, the driving support device PV functions as a determination device that makes various determinations such as whether progress is possible based on the information about the autonomous vehicle VE. As described above, with the driving support device PV as the center, each part cooperates to establish the function of the information providing system 100. The driving support device PV is provided on utility poles, streetlights, etc., and is not limited to being installed on existing objects, and may be installed separately as an independent unit. In the configuration as described above, it is also possible to regard only the driving support device PV as the information providing system 100.

[0023] The driving support device PV monitors the surrounding area including the first lane RA1 corresponding to the initial route TR1 of the autonomous vehicle VE and the second lane RA2 corresponding to the avoidance route TR2, and includes a free space VS without an obstacle OB at the end of the avoidance route TR2 from a position where the autonomous vehicle VE can temporarily stop in front of the obstacle OB. The free space VS is an area where no other obstacle OBx exists in front of the obstacle OB on the first lane RA1, and is shown by the hatching in FIG. 1. The free space VS corresponds to the area where the avoidance route TR2 merges into the initial route TR1 after returning to the first lane RA1. In the example shown in FIG. 1, when an obstacle OB exists ahead in the traveling direction of the autonomous vehicle VE, the area in front of the obstacle OB becomes a blind spot BA of the autonomous vehicle VE. The blind spot BA overlaps with the free space VS. The detection range SA for driving support in the information providing system 100 includes the range of this blind spot BA. By monitoring the surrounding area, that is, the detection range SA, by the driving support device PV, it is possible to obtain peripheral information in a wider range than the peripheral information obtained from the in-vehicle sensors provided in the autonomous vehicle VE, and to compensate for the blind spot BA of the autonomous vehicle VE. Note that the positions and sizes of the free space VS, the blind spot BA, the detection range SA, etc. can be changed as appropriate.

[0024] The information providing system 100 monitors the traffic conditions in the detection range SA to obtain target information such as an obstacle OB and a moving object MB, and also obtains information (future position information described later) indicating a driving route TR when the automated driving vehicle VE travels on the road RA. Based on these pieces of information, the information providing system 100 predicts a collision between the automated driving vehicle VE and the moving object MB in the route change section CS in order to avoid a collision with the moving object MB, specifically, an oncoming vehicle OC, in the detection range SA. The information providing system 100 determines the presence or absence of a collision based on the collision prediction and transmits driving control information regarding the determination result to the automated driving vehicle VE. Thereby, even if the automated driving vehicle VE avoids the obstacle OB and protrudes into the second lane RA2, it can avoid a collision with the moving object MB.

[0025] In the present embodiment, based on the above-acquired information, the information providing system 100 determines whether or not the automated driving vehicle VE collides with a moving object MB traveling in the second lane RA2 in the route change section CS when the automated driving vehicle VE travels on the first lane RA1 according to the driving route TR in the detection range SA. The driving route TR is a movement locus of the automated driving vehicle VE based on future position information, and the future position information is created in the automated driving vehicle VE based on the route information possessed by the automated driving vehicle VE, the current speed of the automated driving vehicle VE, and time. When the information providing system 100 determines that there is a possibility of a collision, it transmits driving control information corresponding to the monitoring result in the detection range SA to the automated driving vehicle VE. Specifically, when the information providing system 100 determines that the obstacle OB on the initial route TR1 has stopped due to parking or the like, it transmits the position information of the virtual stop line VL to the automated driving vehicle VE in order to stop the automated driving vehicle VE. On the other hand, when the information providing system 100 determines that the obstacle OB has not stopped, it does not transmit the position information of the virtual stop line VL.

[0026] The virtual stop line VL indicates the position set by the driving assistance device PV as an area or a line segment. In the figure, it is shown as a dashed line, but it is not actually drawn on the road surface and exists as position data or position information. The position information of the virtual stop line VL is stored as data in the driving assistance device PV. The position data of the virtual stop line VL is provided to the autonomous vehicle VE from the roadside as needed. As described above, in the information providing system 100, when the autonomous vehicle VE is running and a stop or a temporary stop is necessary, a virtual stop line VL is provided as a unified standard for safely stopping the vehicle.

[0027] When the information providing system 100 stops the autonomous vehicle VE at the virtual stop line VL, it then continues to monitor information such as whether the possibility of collision with the moving body MB is eliminated in the route change section CS, and based on this determination, generates information (departure available time) regarding the time when it is eliminated, and provides the generated information to the autonomous vehicle VE. Note that the departure available time is assumed to be indicated, for example, by a specified time (available to depart from a certain hour, minute, and second to a certain hour, minute, and second) or by the length of time (available to depart from a certain number of seconds after the current time to a certain number of seconds after the current time).

[0028] On the other hand, when information about the virtual stop line VL is transmitted from the information providing system 100, for example, the autonomous vehicle VE performs autonomous driving to stop at the virtual stop line VL, and creates an avoidance route TR2 while driving in the area in front of the virtual stop line VL or after stopping at the virtual stop line VL. Also, when stopped at the virtual stop line VL, the autonomous vehicle VE waits for information on the departure available time from the information providing system 100 and then resumes driving.

[0029] In the information providing system 100, as a prerequisite for performing the above-described information provision, for example, when the autonomous vehicle VE travels on the road RA, it transmits future position information, which is an example of information regarding itself, to the driving support device PV that is a roadside device. As described above, the future position information includes position information corresponding to the initial route TR1 for traveling straight in the first lane RA1, position information corresponding to the avoidance route TR2 for avoiding the obstacle OB, and the like. When the first future position information, specifically, the transmission of the initial route TR1, is made from the autonomous vehicle VE to the driving support device PV, communication is started between the autonomous vehicle VE and the driving support device PV. Taking this as an opportunity, the information providing system 100 is to identify the autonomous vehicle VE to be the target of support. After the transmission of the first future position information, communication between the autonomous vehicle VE and the driving support device PV is continuously performed until the autonomous vehicle VE passes the virtual stop line VL or enters the route change section CS.

[0030] As shown in FIGS. 1 and 2, in the information providing system 100, the driving support device PV includes, for example, a sensor unit 10, a communication unit 30, and a main control unit 50 so as to be in the above-described mode. That is, the driving support device PV monitors the detection range SA in the sensor unit 10, communicates with the autonomous vehicle VE via the communication unit 30, processes various acquired information in the main control unit 50, and makes each determination as the determination unit 52. Also, the determination result is transmitted to the autonomous vehicle VE via the communication unit 30.

[0031] Hereinafter, with reference to FIG. 2, a configuration example for performing the above-described operation in the information providing system 100 will be described.

[0032] Among 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 body MB, an obstacle OB, etc. existing in a detection range SA as a predetermined range to be monitored. As shown in an example in FIG. 1, the sensor unit 10 monitors the detection range SA, which is the support target area, among the first lane RA1, which is the driving lane of the autonomous vehicle VE, and the second lane RA2, which is the oncoming lane. The camera unit (infrastructure camera) 11 captures an image to generate image data for monitoring the detection range SA. Regarding the distance measuring unit 12, for example, in addition to LiDAR, a millimeter-wave sensor or a radar can be adopted, and by performing distance measurement to generate distance measurement data, the position of the obstacle OB or the moving body MB can be obtained. Note that the sensor unit 10 may be configured to provide either the camera unit 11 or the distance measuring unit 12 as long as it can acquire target information such as the moving body MB. In FIGS. 1 and 2, only one sensor unit 10 is shown, but in order to monitor the detection range SA without limitation, a configuration in which a plurality of cameras or the like are installed in the field can be adopted. For example, sensor units 10 may be provided on the entrance side and the exit side as viewed from the autonomous vehicle VE in the detection range SA, and monitored from both sides of the detection range SA. Also, when the range to be monitored in the detection range SA is changed depending on the traveling direction of the autonomous vehicle VE, it is also possible to appropriately select the camera or the like to be used accordingly. Here, various information such as image data and distance measurement data regarding the obstacle OB and the moving body MB existing in the detection range SA, which is the detection result obtained by the sensor unit 10, is used as target information. That is, the target information includes information about the motion status of pedestrians, various vehicles, etc. existing in the detection range SA, and the presence of obstacles. In the present embodiment, the sensor unit 10 acquires first target information from the obstacle OB and second target information from the moving body MB.

[0033] The communication unit 30 is a wireless unit for performing wireless communication with the autonomous vehicle VE. The communication unit 30 uses, for example, a communication method that utilizes a mobile communication line typified by 5G or 4G LTE, a medium-range wireless communication method typified by wireless LAN, etc., a short-range wireless communication method such as DSRC, or a spot communication method such as a beacon, and performs digital data communication while identifying the counterpart device with the autonomous vehicle VE existing in a predetermined communication zone. Here, with respect to the autonomous vehicle VE that is the communication counterpart, future position information indicating its own future position is transmitted to the driving support device PV as data for making a determination. More specifically, first, the autonomous vehicle VE has an autonomous driving control unit AO composed of various circuit mechanisms, etc., in order to perform various controls for autonomous driving. 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 the future route plan information based on the current position. This future position information includes, in addition to 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, information such as the speed and azimuth (azimuth angle) at each of these times (scheduled time). That is, the future position information includes the predicted arrival time at each position on the road RA of the autonomous vehicle VE and the required passing time for each position, and the communication unit 30 receives the future position information from the autonomous vehicle VE via the communication unit TT of the autonomous vehicle VE.

[0034] Regarding the future position information in the example of FIG. 1, taking the position where the autonomous vehicle VE is depicted as the current position FP1, the points FP2, FP3, …, FPn shown in order in the traveling direction of the autonomous vehicle VE from the current position FP1 indicate the future positions of the autonomous vehicle VE. More specifically, with the time T at the current position (current time) being 0 (T = 0), the point FP2 indicates the position of the autonomous vehicle VE t seconds after the current time (T = t). Similarly, the point FP3 indicates the position of the autonomous vehicle VE 2t seconds after the current time (T = 2t), and the point FPn indicates the position of the autonomous vehicle VE nt seconds after the current time (T = nt). Connecting the points FP1 to FPn in FIG. 1 with a solid line forms the traveling route TR based on the future position information. The future position information of the autonomous vehicle VE changes appropriately according to the traveling state, and what is appropriately updated for the driving support device PV is transmitted.

[0035] Returning to FIG. 2, the main control unit 50 is composed of, for example, various circuit mechanisms, etc. In one example shown in the figure, it has or functions as a sensor control unit 51 and a determination unit 52.

[0036] The sensor control unit 51 controls the operations of each part constituting the sensor unit 10 and outputs the target information acquired in the sensor unit 10 to the determination unit 52.

[0037] The determination unit 52 has a determination execution unit 52a and a calculation unit 52b.

[0038] The determination execution unit 52a performs various determinations and associated processes based on the future position information of the autonomous vehicle VE received by the communication unit 30, the target information as the detection result by the sensor unit 10, and the like. Typically, as shown in FIG. 1, the determination execution unit 52a determines the stop state of the obstacle OB by obtaining the initial route TR1, extracting the situation of the obstacle OB as the first target information, and the like. As a result of the determination, if it is determined that the obstacle OB is stopped, a signal recommending or commanding to stop or temporarily stop at the virtual stop line VL is transmitted from the driving support device PV to the autonomous vehicle VE. Further, the determination execution unit 52a determines the presence or absence of a collision between the autonomous vehicle VE and the moving body MB in the route change section CS by obtaining the avoidance route TR2, extracting the running situation of the moving body MB as the second target information, and the like.

[0039] The calculation unit 52b calculates the departure available time or departure available time at which the autonomous vehicle VE provided with the position information of the virtual stop line VL can start from the virtual stop line VL. Regarding the calculation of the departure available time, typically, it is considered to calculate the time when the autonomous vehicle VE can safely resume driving from the virtual stop line VL based on the future position information of the autonomous vehicle VE, specifically, the avoidance route TR2, the first target information of the obstacle OB, the second target information of the moving body MB, and the like. Further, by using the future position information calculated on the side of the autonomous vehicle VE, the calculation unit 52b indirectly takes into account the time with a margin added to the time until the autonomous vehicle VE passes through the route change section CS from the position of the virtual stop line VL in accordance with the unified criteria on the roadside while corresponding to the performance of the autonomous vehicle VE (including the weather on that day, the load capacity, etc.).

[0040] The communication unit 30 transmits the information on the departure available time calculated by the calculation unit 52b to the autonomous vehicle VE as described above.

[0041] Note that, although details will be described later, based on the determination result, in addition to the position information of the virtual stop line VL and the available departure time as described above, the determination unit 52 can provide the autonomous vehicle VE with travel control information (for example, travel maintenance information, non-departure information, etc.) according to the state of the obstacle OB and the moving body MB or the free space VS, etc. obtained by the sensor unit 10. Here, the travel maintenance information is control information for maintaining the state in which the autonomous vehicle VE is traveling. The non-departure information is control information for maintaining the state in which the autonomous vehicle VE is stopped or for stopping the autonomous vehicle VE that is traveling in the area in front of the virtual stop line VL at the virtual stop line VL.

[0042] Next, with reference to FIGS. 3(A) and 3(B), the temporal interference between the future position information of the automated vehicle VE and the second target information of the moving body MB in the route change section CS will be described. FIGS. 3(A) and 3(B) are diagrams showing the passing timings of the automated vehicle VE and the moving body MB in the route change section CS in chronological order. FIG. 3(A) shows an example in which the automated vehicle VE and the moving body MB interfere with each other temporally in the route change section CS, and FIG. 3(B) shows an example in which the above interference is eliminated by setting the departure available time. In FIGS. 3(A) etc., reference sign K1a indicates the time when the automated vehicle VE reaches the first end CS1 of the route change section CS shown in FIG. 1, and reference sign K1b indicates the time when the automated vehicle VE travels through the route change section CS and reaches the second end CS2 of the route change section CS. Further, reference sign K2b indicates the time when the moving body MB traveling in the oncoming lane reaches the second end CS2 of the route change section CS as seen from the automated vehicle VE, and reference sign K2a indicates the time when the moving body MB travels through the route change section CS and reaches the first end CS1 of the route change section CS. As shown in FIG. 3(A), in the determination execution unit 52a, when the future position information and the second target information interfere with each other temporally when passing through the route change section CS, it is determined that there is a possibility that the automated vehicle VE and the moving body MB will collide in the future in the route change section CS. As shown in FIG. 3(B), if the traveling timing of the automated vehicle VE in the route change section CS is set to the timing after the elapse of the departure available time TS2 from the interference determination time TS1, the interference between the automated vehicle VE and the moving body MB is eliminated. Note that the departure available time TS2 shows an example set in consideration of the time TM1 such as the acceleration of the automated vehicle VE and the clearance time TM2 of the route change section CS. As shown in the drawing, by starting the automated vehicle VE at the departure available time, the automated vehicle VE can travel along the avoidance route TR2 in a state where there is no risk of collision with the moving body MB.

[0043] Figures 4(A) and 4(B) are data diagrams showing, as an example, an overview of the communication content between the vehicle side and the roadside in the above-described manner. Figure 4(A) shows information transmitted from the vehicle side to the roadside, and Figure 4(B) shows information transmitted from the roadside to the vehicle side, which is specified by an ID. That is, for the roadside, a determination unit ID is defined, and for the vehicle side, a vehicle ID for specifying the autonomous vehicle VE is adopted.

[0044] As shown in Figure 4(A) and as described above, in addition to various IDs and the creation date and time, the vehicle side transmits the position information (current position) and future position information of the autonomous vehicle VE to the roadside. In the example shown in the figure, for the position information (current position), in addition to the latitude and longitude indicating the location where the autonomous vehicle VE exists at the current time (transmission time), information on the speed (travel speed) and azimuth (azimuth angle) of the autonomous vehicle VE is included. On the other hand, for the future position information, in addition to the same information as in the case of the position information (current position), information on the offset (distance) from the position information (current position) is further added. The future position information includes a plurality (n) of predicted values at regular intervals (for example, every 1 second) from the current time. That is, the roadside facilities can grasp the driving route of the autonomous vehicle VE until, for example, n seconds later.

[0045] As shown in Figure 4(B) and as described above, in addition to various IDs and the creation date and time, the roadside, that is, the driving support device PV side, transmits information such as the information on the virtual stop line VL, the information on the available departure time, and other driving control information to the vehicle side. Regarding the virtual stop line VL, in order to show its position as a line (line segment), information on the coordinates (latitude, longitude) of the start point and the end point indicating the positions of both ends is provided. Regarding the available departure time, although it is conceivable to provide information on the time as it is, for example, in the mode of transmitting a signal indicating that departure is possible at the time when departure becomes possible, that is, in the mode of transmitting an available departure signal toward the autonomous vehicle VE, it can also be regarded as providing information corresponding to the available departure time.

[0046] Regarding the provision of information from the above-described driving support device PV to the autonomous vehicle VE, it can be regarded that it is solely for the purpose of driving support for the autonomous vehicle VE. That is, the information provided from the roadside is not necessarily mandatory for the autonomous vehicle VE, and the final decision on how to drive may be left to the autonomous vehicle VE itself. That is, the information provided from the roadside may be mandatory for the autonomous vehicle VE, or the judgment of the autonomous vehicle VE itself may take precedence over the information provided from the roadside.

[0047] To explain a rough operation example of the driving support device PV, the second target information is acquired from the moving body MB as a monitoring result, and the determination unit 52 determines whether or not the obstacle OB has stopped for a predetermined time from the first target information. If it is determined that the obstacle has stopped, the position of the virtual stop line VL is set. After the determination unit 52 transmits the position information of the virtual stop line VL as driving control information to the autonomous vehicle VE, the determination unit 52 receives the avoidance route TR2 from the autonomous vehicle VE, and determines whether or not the autonomous vehicle VE temporally interferes with the second target information in the route change section CS. If the determination unit 52 determines that there is interference, the determination unit 52 transmits non-departure information as driving control information to the autonomous vehicle VE or transmits the available departure time at a future time. On the other hand, if the determination unit 52 determines that there is no interference, the determination unit 52 transmits the available departure time at the current time as driving control information to the autonomous vehicle VE. The available departure time at the current time means that the autonomous vehicle VE can depart immediately if it is stopped at the virtual stop line VL. Note that the available departure time at the current time can also be considered to allow the autonomous vehicle VE to pass the virtual stop line VL as it is, even if the autonomous vehicle VE is not stopped at the virtual stop line VL, by leaving a margin for collision avoidance.

[0048] As described above, when the autonomous vehicle VE continues to travel while maintaining its speed based on the determination that there is no possibility of collision based on the second target information in a situation where there is a stop determination of the obstacle OB based on the first target information, and then, when it is determined based on the second target information that there is a possibility of collision immediately before the virtual stop line VL, there may be a case where the autonomous vehicle VE cannot stop suddenly. Therefore, by providing the autonomous vehicle VE with the position information of the virtual stop line VL before receiving the avoidance route TR2 from the autonomous vehicle VE, it is possible to prevent the sudden stop of the autonomous vehicle VE and surely prevent the autonomous vehicle VE from colliding with the moving body MB in the route change section CS in the future.

[0049] Hereinafter, with reference to the flowcharts shown as FIGS. 5, 6, and 7, an example of a series of operations in the information providing system 100 will be described. FIGS. 5 and 6 are flowcharts showing a series of operations in the roadside, that is, the driving support device PV, and FIG. 7 is a flowchart showing a series of operations in the vehicle side, that is, the autonomous vehicle VE.

[0050] With reference to FIGS. 5 and 6, a series of operations in the driving support device PV, which is a roadside device, will be described.

[0051] The driving support device PV receives the initial route TR1, which is future position information, from the autonomous vehicle VE (step S101). Thereby, the driving support device PV detects the presence of the vehicle to be the information providing target. More specifically, the main control unit 50 of the driving support device PV, as step S101, continues to perform a confirmation operation of whether or not it has received the initial route TR1, which is the first future position information serving as a trigger for communication start, from the autonomous vehicle VE that should be the information providing target until the confirmation is made (step S101: Yes).

[0052] Next, the main control unit 50, as the determination unit 52 (determination execution unit 52a), determines whether or not there is an obstacle OB on the initial route TR1 acquired as described above (step S102).

[0053] In step S102, when it is determined that the obstacle OB exists (step S102: Yes), the main control unit 50, as the determination execution unit 52a, determines whether the obstacle OB has stopped (step S103). In step S103, the determination execution unit 52a determines that the obstacle OB has stopped when the first target information of the obstacle OB does not change for a predetermined time. Note that the main control unit 50 may transmit information indicating that the obstacle OB has stopped on the initial route TR1 to the autonomous vehicle VE.

[0054] On the other hand, in step S102, when it is determined that the obstacle OB does not exist (step S102: No), the main control unit 50, as the determination execution unit 52a, transmits information indicating that there is no information on the obstacle OB to the autonomous vehicle VE (step S104), and ends a series of processes. Note that in step S104, the main control unit 50 may transmit driving maintenance information as driving control information so that the autonomous vehicle VE travels along the initial route TR1 on the first lane RA1.

[0055] In step S103, when it is determined that the obstacle OB has stopped (step S103: Yes), the main control unit 50, as the determination execution unit 52a, transmits, to the autonomous vehicle VE, position information regarding the virtual stop line VL as travel control information, information regarding the free space VS in front of the obstacle OB, and position information (first target information) of the obstacle OB (step S105). In step S105, the main control unit 50 requests the autonomous vehicle VE to create and transmit an avoidance route TR2. That is, the determination execution unit 52a transmits the first target information obtained from the obstacle OB as the monitoring result and information on the free space VS where there is no obstacle in front of the obstacle OB on the initial route TR1 to the autonomous vehicle VE, and causes the autonomous vehicle VE to create an avoidance route TR2 based on the first target information and the information on the free space VS. Thereby, the dead angle BA of the autonomous vehicle VE is compensated by the first target information of the obstacle OB and the information on the free space VS obtained from the monitoring result of the sensor unit 10, and an appropriate avoidance route TR2 can be generated so that the vehicle can smoothly return to the initial route TR1 after passing the obstacle OB. Note that, regarding the avoidance route TR2, the request from the driving support device PV may be omitted, and the autonomous vehicle VE may be configured to automatically create it by receiving the information regarding the free space VS and the first target information in step S105.

[0056] On the other hand, in step S103, when it is determined that the obstacle OB has not stopped (step S103: No), the process proceeds to step S104.

[0057] After step S105, the main control unit 50, as the determination execution unit 52a, determines whether or not non-returnable information to the initial route TR1 has been received (step S106). In the autonomous vehicle VE, when the avoidance route TR2 cannot be created, non-returnable route information is received from the autonomous vehicle VE, and when the avoidance route TR2 can be created, non-returnable route information is not received, and instead, the avoidance route TR2 is received. The non-returnable route information is received, for example, when there is no free space VS.

[0058] In step S106, when non-returnable route information is received (step S106: Yes), the process returns to step S102.

[0059] On the other hand, in step S106, when non-returnable route information has not been received (step S106: No), the main control unit 50, as the determination execution unit 52a, determines whether an avoidance route TR2, which is future position information, has been received from the autonomous vehicle VE (step S107).

[0060] In step S107, when the avoidance route TR2 has been received, the main control unit 50, as the determination execution unit 52a, determines whether the second target information of the autonomous vehicle VE and the moving body MB interferes with each other temporally in the route change section CS (step S108). The interference determination in step S108 results in a collision prediction between the autonomous vehicle VE and the moving body MB. In the interference determination, in step S108, as shown in FIG. 3(A), the passing timings of the autonomous vehicle VE and the moving body MB in the route change section CS are considered.

[0061] In step S108, when it is determined that there is no interference (step S108: Yes), the main control unit 50, as the determination execution unit 52a, transmits information indicating that the current time is the departure possible time to the autonomous vehicle VE as travel control information (step S109), and a series of processes end when the autonomous vehicle VE crosses the virtual stop line VL.

[0062] On the other hand, in step S108, when it is determined that there is interference (step S108: No), the main control unit 50, as the determination execution unit 52a, determines whether there exists a future timing at which the autonomous vehicle VE can depart (step S110).

[0063] In step S110, if there is a timing when departure is possible (step S110: Yes), the main control unit 50, as the determination execution unit 52a, transmits the calculation result of the departure possible time in the calculation unit 52b or the corresponding departure possible signal to the autonomous vehicle VE (step S111). Here, the main control unit 50 provides the information with the future time as the departure possible time to the autonomous vehicle VE as travel control information. Then, when the departure possible time arrives and the autonomous vehicle VE crosses the virtual stop line VL, a series of processes ends. In step S111, as shown in FIG. 3(B), the passing timings of the autonomous vehicle VE and the moving body MB in the route change section CS are considered.

[0064] In step S110, if there is no timing when departure is possible (step S110: No), the main control unit 50, as the determination execution unit 52a, transmits the departure impossible information for stopping the autonomous vehicle VE to the autonomous vehicle VE as travel control information (step S112), and returns to step S108. As cases where there is no timing when departure is possible, it is assumed that the autonomous vehicle VE continues to interfere with the second target information and the departure possible time cannot be calculated for a predetermined time or more, or another obstacle OBx newly appears in the empty space VS.

[0065] In step S112, if the autonomous vehicle VE is stopped at the virtual stop line VL, it remains stopped. Also, if the autonomous vehicle VE is traveling in the area before the virtual stop line VL, it stops at the virtual stop line VL.

[0066] Note that when determining (step S108) whether the autonomous vehicle VE temporally interferes with the second target information in the route change section CS, it may be determined whether there is another obstacle OBx in the empty space VS, and if it is determined that there is, the departure impossible information may be transmitted to the autonomous vehicle VE. In this way, by considering the state of the empty space VS when returning to the initial route TR1 together with the collision prediction with the moving body MB in the route change section CS, the collision risk associated with the route change can be further avoided.

[0067] As described above, when new future position information is transmitted from the autonomous vehicle VE, the main control unit 50 updates the future position information and performs various processes based on the updated future position information.

[0068] Referring to FIG. 7, a series of operations in the autonomous vehicle VE when receiving information from the driving support device PV will be described. Note that the autonomous vehicle VE continuously transmits its own future position information to the driving support device PV while receiving information from the driving support device PV.

[0069] The autonomous vehicle VE transmits the initial route TR1, which is the first future position information, to the driving support device PV (step S201).

[0070] Next, the autonomous vehicle VE checks whether it has acquired the position information of the virtual stop line VL, the information regarding the free space VS, and the position information of the obstacle OB (the first target information) (step S202). That is, triggered by the transmission in step S201, the driving support device PV performs determination processing regarding the obstacle OB (steps S102 and S103 in FIG. 5), and the driving support device PV transmits the above-mentioned various types of information.

[0071] In step S202, when the above-mentioned various types of information are acquired (step S202: Yes), the autonomous vehicle VE determines whether an avoidance route TR2 can be created (step S203). In the subsequent steps, if the autonomous vehicle VE reaches the virtual stop line VL obtained in step S202 before the departure possible time arrives, the autonomous vehicle VE stops at the virtual stop line VL. Note that the autonomous vehicle VE may decelerate and travel in the area from the entrance of the detection range SA of the driving support device PV to the virtual stop line VL. In this case, the autonomous vehicle VE may transmit the updated avoidance route TR2 associated with deceleration or the like to the driving support device PV.

[0072] On the other hand, in step S202, when the various types of information described above are not acquired (step S202: No), the autonomous vehicle VE receives information indicating that there is no information on the obstacle OB (step S204), maintains traveling on the initial route TR1 (step S205), and ends the operation process for receiving information from the driving support device PV. In step S204, the autonomous vehicle VE may be configured to acquire traveling maintenance information from the driving support device PV as traveling control information.

[0073] In step S203, when an avoidance route TR2 can be created (step S203: Yes), the autonomous vehicle VE transmits the avoidance route TR2, which is future position information, to the driving support device PV (step S206). The avoidance route TR2 can be created whether the autonomous vehicle VE stops at the virtual stop line VL or before stopping.

[0074] After step S206, the autonomous vehicle VE checks whether it has acquired the departure available time (step S207). By transmitting the avoidance route TR2 in step S206, collision prediction processing (step S108 in FIG. 6) is performed in the driving support device PV, and when there is a departure available timing, information regarding the departure available time at the current time or a future time is transmitted.

[0075] In step S207, when the departure available time is acquired (step S207: Yes), after the departure available time arrives (step S208), if the autonomous vehicle VE is stopped at the virtual stop line VL, it departs from the stop position (step S209) and ends a series of processes. Thereafter, the autonomous vehicle VE travels according to the avoidance route TR2 and then returns to the initial route TR1. Note that if the autonomous vehicle VE has not reached the virtual stop line VL and is in a traveling state, it simply passes through the virtual stop line VL and changes the route to the avoidance route TR2.

[0076] On the other hand, in step S207, when the vehicle does not acquire the departure available time (step S207: No), the autonomous vehicle VE obtains the departure unavailable information on the assumption that there is no departure available timing, stops at the virtual stop line VL, and repeats step S207 until the departure available time is acquired.

[0077] In addition, in step S203, when the avoidance route TR2 cannot be created (step S203: No), the autonomous vehicle VE transmits the route non-returnable information to the driving support device PV (step S210), and returns to step S202. The case where the avoidance route TR2 cannot be created assumes, for example, a case where there is no free space VS in front of the obstacle OB. When the loop from step S202 to step S210 continues or when reaching step S210, the autonomous vehicle VE can cancel the autonomous driving and switch to manual driving or remote operation by the crew of the autonomous vehicle VE.

[0078] Note that the above operation mode is an example, and various modifications are possible. For example, in the above mode, various determination processes are performed in the driving support device PV triggered by the transmission of the future position information from the autonomous vehicle VE. However, it is not limited to such a mode. As described above, for example, the traffic situation analysis in the detection range SA is always performed, and various data are acquired from the autonomous vehicle VE, and a configuration that can quickly output the determination result may be adopted.

[0079] Also, in the above, when the information of the virtual stop line VL is not transmitted, it is described as a mode of transmitting the information indicating that it is possible to proceed. However, for example, when the information of the virtual stop line VL is not transmitted, nothing may be transmitted to the autonomous vehicle VE, and it may be determined that the vehicle can continue to travel without transmitting. At this time, by adopting a mode of performing a confirmation process for the transfer of the future position information transmitted at a predetermined interval, it may be handled as a substitute for the signal indicating that the vehicle can proceed.

[0080] In the information providing system 100 of the embodiment described above, when bypassing an obstacle OB on the initial route TR1, the determination unit 52 of the driving support device PV predicts a collision with a moving body MB traveling through a route change section CS including an avoidance route TR2, and transmits driving control information according to the surrounding monitoring results, thereby compensating for the blind spot BA of the automated vehicle VE and preventing a collision with the moving body MB traveling through the route change section CS.

[0081] 〔Second Embodiment〕 Hereinafter, with reference to FIGS. 8, 9, and 10, an example of the information providing system according to the second embodiment will be described. FIGS. 8 and 9 are flowcharts showing a series of operations in the driving support device PV, and FIG. 10 is a flowchart showing a series of operations in the automated vehicle VE. In the second embodiment, descriptions of the same matters as those in the first embodiment will be omitted.

[0082] In the driving support device PV constituting the information providing system 100 of the present embodiment, after receiving the avoidance route TR2 from the automated vehicle VE, the determination unit 52 determines whether the automated vehicle temporally interferes with the second target information in the route change section CS. When it is determined that there is interference, the determination unit 52 sets the position of the virtual stop line VL, and transmits the position information of the virtual stop line VL to the automated vehicle as driving control information.

[0083] Specifically, as shown in FIG. 8, in step S103 of the operation example of the driving support device PV, when the obstacle OB is stopped (step S103: Yes), the main control unit 50, as the determination execution unit 52a, transmits information regarding the free space VS and the position information of the obstacle OB to the automated vehicle VE (step S305). That is, in the case of the second embodiment, immediately after step S103, the position information of the virtual stop line VL is not transmitted. The position information of the virtual stop line VL is transmitted to the automated vehicle VE after it is determined that there is interference in step S108 shown in FIG. 9 (step S313).

[0084] As shown in FIG. 10, in an operation example of the autonomous vehicle VE, when determining whether various information is received from the driving support device PV, it is determined whether information regarding the free space VS and the position information of the obstacle OB are received (step S402). In the second embodiment, the autonomous vehicle VE receives the position information of the virtual stop line VL before or after the transmission of the avoidance route TR2 in the autonomous vehicle VE (step S206 in FIG. 10) and after the collision determination in the driving support device PV (step S108 in FIG. 9), and before the reception determination of the departure available time (step S207).

[0085] 〔Third Embodiment〕 Hereinafter, with reference to FIG. 11, an example of the information providing system according to the third embodiment will be described. In the third embodiment, descriptions of the same matters as in the first embodiment and the like are omitted.

[0086] As shown in FIG. 11, in the information providing system 100 of the present embodiment, an operation example is shown for the case where the autonomous vehicle VE to be supported travels on a straight road RA with two lanes on one side. In the illustrated example, the initial route TR1 is a route that goes straight on the first lane RA1 on the premise that there is no obstacle OB on the first lane RA1 on which the autonomous vehicle VE travels. Also, the avoidance route TR2 is a route that protrudes into the second lane RA2, which is the passing lane, in order to avoid the obstacle OB existing on the first lane RA1 by the autonomous vehicle VE. Note that the oncoming lanes with respect to the lane on which the autonomous vehicle VE travels in the present embodiment correspond to the third lane RA3 and the fourth lane RA4.

[0087] In the present embodiment, when predicting a collision in the route change section CS, the following vehicle BC traveling on the second lane RA2 with respect to the autonomous vehicle VE is regarded as the moving body MB. When the following vehicle BC travels on the second lane RA2 and tries to overtake the autonomous vehicle VE, a possibility of collision may occur. Although not shown, when there is a vehicle traveling on the second lane RA2 in front of the autonomous vehicle VE, the front vehicle is also considered as the moving body MB when predicting a collision.

[0088] In the information providing system 100 of the present embodiment, the operation examples of the driving support device PV and the autonomous vehicle VE can be the same as those in the first embodiment.

[0089] Hereinafter, with reference to FIGS. 12(A) and 12(B), the temporal interference between the future position information of the autonomous vehicle VE and the second target information of the moving body MB in the route change section CS will be described. FIGS. 12(A) and 12(B) are diagrams showing the passing timings of the autonomous vehicle VE and the moving body MB in the route change section CS in chronological order. FIG. 12(A) shows an example in which the autonomous vehicle VE and the moving body MB interfere with each other temporally in the route change section CS, and FIG. 12(B) shows an example in which the above interference is eliminated by setting the departure possible time. In FIGS. 12(A) and the like, reference symbol K1a indicates the time when the autonomous vehicle VE reaches the first end CS1 of the route change section CS shown in FIG. 11, and reference symbol K1b indicates the time when the autonomous vehicle VE travels through the route change section CS and reaches the second end CS2 of the route change section CS. Further, reference symbol K2a indicates the time when the moving body MB traveling in the overtaking lane reaches the first end CS1 of the route change section CS as viewed from the autonomous vehicle VE, and reference symbol K2b indicates the time when the moving body MB travels through the route change section CS and reaches the second end CS2 of the route change section CS. As shown in FIG. 12(A), in the determination execution unit 52a, when the future position information and the second target information interfere with each other temporally when passing through the route change section CS, it is determined that there is a possibility that the autonomous vehicle VE and the moving body MB will collide in the future in the route change section CS. As shown in FIG. 12(B), if the traveling timing of the autonomous vehicle VE in the route change section CS is set to the timing after the elapse of the departure possible time TS2 from the interference determination time TS1, the interference between the autonomous vehicle VE and the moving body MB is eliminated. The departure possible time TS2 shows an example set in consideration of the time TM1 such as the acceleration of the autonomous vehicle VE and the clearance time TM2 of the route change section CS. As shown in the figure, by starting the autonomous vehicle VE at the departure possible time, the autonomous vehicle VE can travel along the avoidance route TR2 without the risk of collision with the moving body MB.

[0090] 〔Others〕 The present invention is not limited to the above-described embodiments, and can be implemented in various forms without departing from the gist thereof.

[0091] In the above embodiment, the shape of the road RA and the like are merely examples, and the present invention is not limited thereto, and can be applied to various shapes and structures.

[0092] In the above embodiment, the reference point of the travel route TR is set to the center of the front end of the autonomous vehicle VE. However, for example, it can be appropriately changed to the center of the vehicle body of the autonomous vehicle VE or the center of the rear end.

[0093] In the above embodiment, the image analysis process for grasping the traffic situation in the detection range SA and the like is started on the occasion of receiving the notification of the first future position information from the autonomous vehicle VE. However, the traffic situation grasping process may be performed in advance, and various determination results as the final result may be output with reference to the notification from the autonomous vehicle VE.

[0094] In the above embodiment, an example in which a vehicle is parked as the obstacle OB is given. However, as long as it is to avoid the obstacle OB on the road RA, the present system can be applied by regarding it as an obstacle also in the case of construction work, accident handling, etc.

[0095] Also, in the above, the driving support device PV and the like constituting the information providing system 100 are installed near the site, that is, near the road RA. However, the present invention is not limited thereto. For example, for locations responsible for various information processing and data management, etc., they can be provided as a management center (management server) or the like at a remote location, or various processes and data storage can be performed on the cloud. For example, the position data (position information) of the virtual stop line VL stored in the driving support device PV and the like can be stored at a remote management center (management server) or on the cloud.

Explanation of Reference Numerals

[0096] 10…Sensor unit, 11…Camera unit, 12…Distance measuring unit, 30…Communication unit, 50…Main control unit, 51…Sensor control unit, 52…Judgment unit, 52a…Judgment execution unit, 52b…Calculation unit, 100…Information providing system, AO…Automatic driving control unit, BA…Blind spot, BC…Following vehicle, BU…Bus, CS…Route change section, FG…Future position information generation unit, MB…Moving body, OB…Obstacle, OC…Oncoming vehicle, PA…Road, PV…Driving support device, RA…Road, RA1…Lane 1, RA2…Lane 2, RA3…Lane 3, RA4…Lane 4, SA…Detection range, TR…Travel route, TR1…Initial route, TR2…Avoidance route, TT…Communication unit, VE…Autonomous vehicle, VL…Virtual stop line, VS…Empty space

Claims

1. A driving assistance device that communicates with an autonomous vehicle and monitors the surroundings, wherein the driving assistance device has a determination unit that transmits driving control information corresponding to future position information received from the autonomous vehicle and a monitoring result to the autonomous vehicle, the future position information includes an avoidance route that bypasses an obstacle on an initial route, the determination unit transmits, to the autonomous vehicle, first target information obtained from the obstacle and free space information where there is no obstacle in front of the obstacle on the initial route as the monitoring result, causes the autonomous vehicle to create the avoidance route based on the first target information and the free space information, and predicts a collision with a moving body traveling through a route change section including the avoidance route. An information providing system.

2. The driving assistance device acquires second target information from the moving body as the monitoring result, the determination unit determines whether or not the obstacle has stopped for a predetermined time from the first target information, and if it is determined that the obstacle has stopped, sets the position of a virtual stop line and transmits the position information of the virtual stop line to the autonomous vehicle as the driving control information, The determination unit receives the avoidance route from the autonomous vehicle, determines whether the autonomous vehicle temporally interferes with the second target information in the route change section, and if it is determined that there is interference, transmits departure impossible information to the autonomous vehicle as the driving control information. The information providing system according to claim 1.

3. The driving assistance device acquires second target information from the moving body as the monitoring result, the determination unit receives the avoidance route from the autonomous vehicle, determines whether the autonomous vehicle temporally interferes with the second target information in the route change section, and if it is determined that there is interference, sets the position of a virtual stop line and transmits the position information of the virtual stop line to the autonomous vehicle as the driving control information. The information providing system according to claim 1.

4. The determination unit has a calculation unit that calculates a departure possible time at which the autonomous vehicle stopped at the virtual stop line can start moving, based on the avoidance route and the second target information, the determination unit transmits the departure possible time calculated by the calculation unit to the autonomous vehicle as the driving control information. The information providing system according to any one of claims 2 and 3.

5. When determining whether the automated driving vehicle temporally interferes with the second target information in the route change section, the determination unit determines whether there is another obstacle in the free space in front of the obstacle, and if it determines that there is, transmits departure-prohibited information as the driving control information to the automated driving vehicle. The information providing system according to any one of claims 2 and 3.

6. When the first target information does not change for a predetermined time, the determination unit determines that the obstacle has stopped, transmits information indicating that the obstacle has stopped on the initial route to the automated driving vehicle, and requests creation of the avoidance route. The information providing system according to any one of claims 1 to 5.

7. The driving support device includes a first lane corresponding to the initial route and a second lane corresponding to the avoidance route, and monitors, as the surroundings, a range including a free space where there is no obstacle ahead of the avoidance route, from a position where the automated driving vehicle can temporarily stop in front of the obstacle. The information providing system according to any one of claims 1 to 6.

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