Information Provision 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 overtaking vehicle, when the stopped automatic driving vehicle starts.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 and a monitoring result to the stopped automatic driving vehicle VE. The future position information includes a main route TR2 and a departure route TR1 that merges with the main route TR2. The determination unit 52 predicts a collision of a moving body MB travelling in an overtaking section CS against the automatic driving vehicle VE.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an information providing system that provides driving assistance information from facilities installed along roads, for example, during autonomous driving by an autonomous driving vehicle. [Background technology]

[0002] In vehicle driving assistance technology, a vehicle control device installed in a vehicle detects an obstacle using the vehicle's external environment recognition unit, stops the vehicle, and when restarting after stopping, selects manual or automatic restart based on the positional relationship between the vehicle and the obstacle (Patent Document 1).

[0003] Another driving assistance technology involves an automated driving device installed in a vehicle that, when traveling toward a merging lane where the vehicle's lane merges, determines whether or not merging driving control is possible based on information about other vehicles, the vehicle itself, and map information, and performs driving control in accordance with the determination result (Patent Document 2). For example, if the automated driving device in Patent Document 2 cannot obtain information about the merging lane from roadside facilities or cannot recognize the status of the merging lane using an external sensor, it determines that merging driving control is impossible, and if there is not enough time to switch from automated driving to manual driving, it stops the vehicle.

[0004] In the above-mentioned Patent Document 1, the surrounding information obtained by an external environment recognition device installed in the vehicle is used, so there is a limit to the monitoring range, and furthermore, when restarting, it does not take into account vehicles behind, etc. Furthermore, in the above-mentioned Patent Document 2, information about other vehicles is obtained from sensors external to the vehicle and sensors installed on the road, but when restarting after the vehicle has stopped, it switches to manual driving, and when restarting, it does not take into account driving control using information about other vehicles, etc. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-31660 [Patent Document 2] Japanese Patent Application Laid-Open No. 2016-132421 Summary of the Invention

[0006] The present invention has been made in consideration of the above-mentioned background, and aims to provide an information provision system that can compensate for blind spots of an autonomous vehicle when the vehicle departs from a stopped state, thereby preventing a collision with a moving object such as an overtaking vehicle.

[0007] To achieve the above purpose of The information provision system includes a driving assistance device that communicates with an autonomous vehicle and monitors the surrounding area. The driving assistance device has a determination unit that transmits driving control information to a stopped autonomous vehicle based on future position information received from the autonomous vehicle and the monitoring results. The future position information is composed of a main line route and a departure route that merges with the main line route. The determination unit predicts a collision with a moving object traveling in an overtaking section for the autonomous vehicle.

[0008] In the information provision system, when a stopped autonomous vehicle departs, the determination unit of the driving assistance device predicts a collision between the autonomous vehicle and a moving object with which it may collide, and transmits driving control information according to the results of monitoring the surrounding area, thereby preventing a collision between the autonomous vehicle and the moving object. This compensates for the blind spots of the autonomous vehicle, allowing the autonomous vehicle to depart safely.

[0009] According to a specific aspect of the present invention, in the information provision system, the driving assistance device acquires target object information from moving objects traveling behind and to the side of the autonomously driven vehicle as a monitoring result, and the determination unit receives a departure route from the autonomously driven vehicle and determines whether the autonomously driven vehicle will temporally interfere with the target object information in a route return section from the stopping position of the autonomously driven vehicle to a position where the departure route merges with the main route, and if it determines that interference will occur, transmits departure prohibition information to the autonomously driven vehicle as driving control information. In this case, it is possible to reliably prevent a collision between the autonomously driven vehicle and the moving object.

[0010] According to another aspect of the present invention, the determination unit defines the time until the departure route merges with the main route and the time until the autonomous vehicle starts its departure operation as a clearance time, and takes the clearance time into account when determining whether the autonomous vehicle will interfere with the target information. In this case, by taking into account the initial operation time of the autonomous vehicle, etc., it is possible to reduce errors in collision prediction.

[0011] According to yet another aspect of the present invention, the driving assistance device acquires target object information from moving objects traveling behind and to the side of the autonomously driven vehicle as a monitoring result, the determination unit has a calculation unit that calculates a possible departure time at which the autonomously driven vehicle can depart based on the departure route and the target object information, and the determination unit transmits the possible departure time calculated by the calculation unit to the autonomously driven vehicle as driving control information. In this case, it is possible to indicate an appropriate departure timing to the stopped autonomously driven vehicle.

[0012] According to yet another aspect of the present invention, the determination unit determines the clearance time as the time until the departure route merges with the main route and the time until the autonomously driven vehicle starts its departure operation, and calculates the departure possible time by taking the clearance time into account. In this case, by taking into account the initial operation time of the autonomously driven vehicle, etc., the departure possible time can be more accurately determined.

[0013] According to yet another aspect of the present invention, the driving assistance device receives future position information at the timing when the autonomously driven vehicle turns on a turn signal for departure. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a plan view conceptually showing a road on which an information provision system according to a first embodiment is installed. [Figure 2] FIG. 1 is a block diagram illustrating an example of the configuration of an information providing system. [Figure 3] 10A and 10B are conceptual diagrams illustrating interference between an autonomously driven vehicle and target information of a moving object in a route return section. [Figure 4]10A and 10B are data diagrams showing an example of an outline of communication content. [Figure 5] 10A and 10B are flowcharts illustrating a series of operations in the information providing system. [Figure 6] FIG. 10 is a plan view conceptually showing a road on which an information provision system according to a second embodiment is installed. DETAILED DESCRIPTION OF THE INVENTION

[0015] [First embodiment] An example of an information provision system according to a first embodiment of the present invention will be described below with reference to Fig. 1 etc. Fig. 1 is a conceptual diagram for explaining an overview of a road RA to which an information provision system 100 according to this embodiment has been introduced.

[0016] When an autonomously driven vehicle VE that has stopped on a road RA returns to its driving lane, information provision system 100 monitors for the presence of potentially dangerous vehicles (specifically, vehicles behind or passing beside the autonomously driven vehicle VE that may collide with the autonomously driven vehicle VE), and assists the autonomously driven vehicle VE in driving. In this embodiment, an example will be described in which information provision system 100 provides driving assistance information to an autonomously driven vehicle VE traveling on a road RA from equipment installed along the road, i.e., from the roadside.

[0017] FIG. 1 shows an example of the operation of an autonomous vehicle VE, which is the target of assistance from information provision system 100, traveling on a straight road RA with one lane in each direction. While a bus BU traveling along a predetermined route is shown as an example of an autonomous vehicle VE, information provision system 100 can provide necessary information to various autonomous vehicles VE of different vehicle sizes, such as passenger cars, trucks, trailers, and towing vehicles, in addition to buses BU. The autonomous vehicle VE, which is the target of receiving information from information provision system 100, is stopped at a straight bus stop BS along road RA. It departs at a predetermined time, travels along departure route TR1, merges with main route TR2 on the first lane RA1, and then travels along main route TR2. Here, the departure route TR1 and main route TR2 correspond to future position information of the autonomous vehicle VE. When an autonomously driven vehicle VE is stopped at a bus stop BS, a moving object MB, that is, a rear vehicle BC, may detour into the oncoming second lane RA2 to overtake the autonomously driven vehicle VE. In this way, when the moving object MB overtakes the autonomously driven vehicle VE, there is a possibility of a collision with the moving object MB in the route return section RS, which extends from the stopping position SP of the autonomously driven vehicle VE to the position where the departure route TR1 merges with the main route TR2. The route return section RS is, for example, a section including the first lane RA1, which corresponds to the range from the stopping position SP of the autonomously driven vehicle VE to the position where the departure route TR1 and the main route TR2 merge, where there is a possibility of a collision with the moving object MB.

[0018] Information provision system 100 is mainly composed of driving assistance device PV. More specifically, driving assistance device PV is a roadside device installed near road RA, which monitors a detection area SA including the driving route TR of the automatically driven vehicle VE and communicates with the automatically driven vehicle VE to obtain information about the automatically driven vehicle VE from the automatically driven vehicle VE itself. Driving assistance device PV also functions as a determination device that makes various determinations, such as whether or not to proceed, based on information about the automatically driven vehicle VE. As described above, the functions of information provision system 100 are realized by the cooperation of each unit centered around driving assistance device PV. Driving assistance device PV is installed on bus stops BS, utility poles, electric lights, etc., and may be installed not only on existing objects but also as a separate, independent unit. In the above configuration, driving assistance device PV alone can be considered to be information provision system 100.

[0019] The driving assistance device PV monitors the surrounding area, which includes a first lane RA1 corresponding to the driving lane in which the autonomously driven vehicle VE is traveling and a second lane RA2 corresponding to the oncoming lane of the first lane RA1. The monitoring area also includes an overtaking section CS where a following vehicle BC traveling behind the autonomously driven vehicle VE bypasses and overtakes the autonomously driven vehicle VE, and the area from the stopping position SP of the autonomously driven vehicle VE to the point where the departure route TR1 merges with the main route TR2. Here, the overtaking section CS includes the area in which the moving object MB travels that corresponds to the entire side of the autonomously driven vehicle VE and the area from the start position of the departure route TR1 to the point where it merges with the main route TR2. Although not shown in the figure, the driving assistance device PV monitors not only the following vehicle BC of the autonomously driven vehicle VE but also vehicles passing to the side of the autonomously driven vehicle VE that are overtaking the autonomously driven vehicle VE. Note that a vehicle passing to the side is not limited to a vehicle currently passing directly beside the autonomously driven vehicle VE, but also includes a vehicle that may pass to the side or to the side of the autonomously driven vehicle VE in the future.

[0020] Blind spots are likely to occur behind the autonomously driven vehicle VE, and the detection range SA for driving assistance in the information provision system 100 includes this blind spot range. Monitoring the surroundings, i.e., the detection range SA, by the driving assistance device PV makes it possible to obtain peripheral information over a wider range than that obtained from on-board sensors installed in the autonomously driven vehicle VE, thereby making it possible to compensate for the blind spots of the autonomously driven vehicle VE. Although not shown in the figure, blind spots are particularly likely to occur when there is a curve behind the road RA and visibility around the curve is poor. The positions and sizes of the detection range SA, route return section RS, overtaking section CS, etc. can be changed as appropriate.

[0021] The information provision system 100 monitors traffic conditions within the detection range SA to acquire information about targets such as moving bodies MB, and also acquires information from the automatically driven vehicle VE indicating the driving route TR when traveling on the road RA (future position information, described later). Based on this information, the information provision system 100 predicts a collision between the automatically driven vehicle VE and the moving body MB in the route return section RS in order to avoid a collision with the moving body MB in the detection range SA, specifically, with a rear vehicle BC. The information provision system 100 determines whether or not a collision will occur based on the collision prediction, and transmits driving control information related to the determination result to the automatically driven vehicle VE. This allows the automatically driven vehicle VE to avoid a collision with the moving body MB when returning to the driving lane from the stop position SP.

[0022] In this embodiment, based on the acquired information, the information provision system 100 determines whether the autonomously driven vehicle VE will collide with a moving object MB traveling in the overtaking section CS in the route return section RS when the autonomously driven vehicle VE travels along a travel route TR from a departure route TR1 to a main route TR2 in the detection range SA and returns to the first lane RA1 from a stop position SP. The travel route TR is a movement trajectory of the autonomously driven vehicle VE based on future position information, and the future position information is generated by the autonomously driven vehicle VE based on the route information, speed, and time possessed by the autonomously driven vehicle VE. If the information provision system 100 determines that there is a possibility of a collision, it transmits to the autonomously driven vehicle VE cruise control information corresponding to the monitoring results in the detection range SA. Specifically, if the information provision system 100 determines that there is a possibility of a collision, it transmits departure prohibition information that does not permit the autonomously driven vehicle VE to depart or transmits a future permitted departure time to the autonomously driven vehicle VE. On the other hand, if the information provision system 100 determines that there is no possibility of a collision, it transmits the current permitted departure time to the autonomously driven vehicle VE. The current departure time means that the autonomously driven vehicle VE can depart immediately.

[0023] As described above, information provision system 100 determines whether the possibility of collision with moving body MB is resolved in the route return section RS based on information obtained by continuing to monitor the situation, and generates information regarding the time when the possibility of collision with moving body MB will be resolved (possible departure time), and provides the generated information to automatically driven vehicle VE. Automatically driven vehicle VE waits for the possible departure time indicated by information provision system 100, and then resumes driving. Note that the possible departure time may be indicated, for example, by a set time (from what hour, minute, second to what hour, minute, second the vehicle can depart) or by a length of time (from what number of seconds after the present the vehicle can depart).

[0024] In the information provision system 100, as a premise for providing the information as described above, for example, when the autonomous vehicle VE travels on a road RA, the autonomous vehicle VE transmits future position information, which is an example of information about itself, to the driving assistance device PV, which is a roadside device. As described above, the future position information includes information corresponding to a departure route TR1 for returning to the first lane RA1, which is a driving lane, and information corresponding to a main route TR2 for traveling on the first lane RA1. When the autonomous vehicle VE transmits the initial future position information, specifically the departure route TR1, to the driving assistance device PV, communication between the autonomous vehicle VE and the driving assistance device PV is initiated, and this triggers the information provision system 100 to identify the autonomous vehicle VE that should receive assistance. Specifically, the driving assistance device PV receives information about the departure route TR1 when the autonomous vehicle VE turns on its turn signal for departure. Note that the initial future position information may also include information about the main route TR2 in addition to the information about the departure route TR1. After the initial transmission of the future position information, communication between the automatically driven vehicle VE and driving assistance device PV continues until the automatically driven vehicle VE starts to depart. Specifically, the automatically driven vehicle VE transmits information requested by the driving assistance device PV at intervals of, for example, 0.1 seconds.

[0025] 1 and 2, in information provision system 100, driving assistance device PV 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, driving assistance device PV monitors detection range SA using sensor unit 10, communicates with automatically driven vehicle VE via communication unit 30, and processes the acquired various pieces of information using main control unit 50, while also making various judgments as judgment unit 52. In addition, the judgment results are transmitted to automatically driven vehicle VE via communication unit 30.

[0026] Hereinafter, with reference to FIG. 2, an example of a configuration for performing the above-described operations in the information providing system 100 will be described.

[0027] In the information provision system 100, the sensor unit 10 is a monitoring unit that includes a camera unit 11 and a distance measurement unit 12 and detects moving objects MB and the like within a detection range SA, which is a predetermined range to be monitored. As shown in the example in FIG. 1 , the sensor unit 10 monitors the detection range SA, which is an assistance target area within a first lane RA1, which is the driving lane of the autonomous vehicle VE, and a second lane RA2, which is the oncoming lane. The camera unit (infrastructure camera) 11 captures images and generates image data to monitor the detection range SA. The distance measurement unit 12 may employ, for example, a LiDAR, a millimeter-wave sensor, or a radar, and performs distance measurement to generate distance measurement data, thereby enabling the location of the moving object MB and the like to be acquired. Note that the sensor unit 10 may be configured to include either the camera unit 11 or the distance measurement unit 12, as long as it can acquire target information on the moving object MB and the like. Note that although only one sensor unit 10 is shown in FIGS. 1 and 2 , multiple cameras and the like can be installed within the vehicle to thoroughly monitor the detection range SA. For example, the sensor unit 10 may be provided behind and in front of the autonomously driven vehicle VE within the detection range SA, and monitoring may be performed from both sides of the detection range SA. Furthermore, if the range to be monitored within the detection range SA changes depending on the direction of travel of the autonomously driven vehicle VE, it is possible to appropriately select the camera or the like to be used accordingly. Here, the detection results acquired by the sensor unit 10 and various information such as image data and ranging data regarding a moving object MB present within the detection range SA are referred to as target information. In other words, the target information includes information regarding the operating conditions of pedestrians, various vehicles, and the like present within the detection range SA. In this embodiment, the sensor unit 10 acquires target information from the moving object MB.

[0028] The communication unit 30 is a wireless unit for wireless communication with the autonomously driven vehicle VE. The communication unit 30 uses, for example, a communication method using a mobile communication line such as 5G or 4G LTE, a mid-range wireless communication method such as wireless LAN, a short-range wireless communication method such as DSRC, or a spot communication method such as a beacon, and performs digital data communication with the autonomously driven vehicle VE located in a predetermined communication zone while identifying the other device. Here, the autonomously driven vehicle VE, which is the communication partner, transmits future position information indicating its own future position to the driving assistance device PV as data for making a judgment. More specifically, the autonomously driven vehicle VE has an autonomous driving control unit AO composed of various circuit mechanisms and the like 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 for the autonomously driven vehicle VE itself. The future position information is composed of information such as the current position and a future route plan based on the current position. This future position information includes the current position of automatically driven vehicle VE (position at the current time), a future position (including a predicted arrival time) created based on this, as well as 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 arrival time of automatically driven vehicle VE at each position on road RA, the time required to pass each position, etc., and communication unit 30 receives the future position information from automatically driven vehicle VE via communication unit TT of automatically driven vehicle VE.

[0029] The main control unit 50 is configured with, 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.

[0030] The sensor control unit 51 controls the operation of each unit constituting the sensor unit 10 and outputs target information acquired by the sensor unit 10 to the determination unit 52.

[0031] The determination unit 52 includes a determination execution unit 52a and a calculation unit 52b.

[0032] The determination execution unit 52a performs various determinations and associated processing based on the future position information of the autonomous vehicle VE received by the communication unit 30 and target object information detected by the sensor unit 10. Typically, as shown in FIG. 1, the determination execution unit 52a determines whether or not there will be a collision between the autonomous vehicle VE and the moving object MB in the route return section RS by acquiring the departure route TR1 and the main route TR2 and extracting the driving conditions of the moving object MB as target object information. Note that the determination execution unit 52a preferably takes into account a clearance time when determining whether the autonomous vehicle VE will interfere with the target object information. The clearance time is the sum of the time until the departure route TR1 merges with the main route TR2 (offset time) and the time until the autonomous vehicle VE starts its departure operation (margin time). Specifically, if the offset time is 5 seconds and the margin time is 5 seconds, the clearance time is 10 seconds. The clearance time includes future position information for the departure route TR1 calculated by the autonomous vehicle VE, and therefore is indirectly determined based on the performance of the autonomous vehicle VE (including the weather and load on that day, etc.). The clearance time can be changed as appropriate depending on the length of the autonomous vehicle VE, the shape of the bus stop BS, etc. By taking into account the initial action time of the autonomous vehicle VE, etc. when predicting a collision, it is possible to reduce errors in collision predictions.

[0033] Calculation unit 52b calculates the possible departure time or possible departure time at which the stopped autonomous vehicle VE is able to depart from stopping position SP. A typical calculation of the possible departure time is considered to be a mode in which the time at which autonomous vehicle VE can safely resume traveling from stopping position SP is calculated based on future position information of autonomous vehicle VE, specifically, the departure route TR1, the main route TR2, and target information of moving body MB. Note that calculation unit 52b desirably calculates the possible departure time taking the above-mentioned clearance time into consideration. By taking into consideration the initial operation time of autonomous vehicle VE, etc. when calculating the possible departure time, the possible departure time can be more accurately calculated.

[0034] Communication unit 30 transmits information about the possible departure time calculated by calculation unit 52b in the above manner to automatically driven vehicle VE.

[0035] Temporal interference between the future position information of the autonomously driven vehicle VE and the target information of the moving body MB in the route return section RS shown in FIG. 1 will be described below with reference to FIGS. 3(A) and 3(B). FIGS. 3(A) and 3(B) are diagrams showing, in time series, the passage timing of the autonomously driven vehicle VE and the moving body MB in the route return section RS. FIG. 3(A) shows an example of temporal interference between the autonomously driven vehicle VE and the moving body MB in the route return section RS, and FIG. 3(B) shows an example of how the above interference is resolved by setting an allowable departure time. In FIG. 3(A) and other figures, symbol K1a indicates the time when the autonomously driven vehicle VE enters the route return section RS, and symbol K1b indicates the time when the autonomously driven vehicle VE leaves the route return section RS. Furthermore, symbol K2a indicates the time when the moving body MB, traveling in the overtaking section CS as viewed from the autonomously driven vehicle VE, enters the route return section RS, and symbol K2b indicates the time when the moving body MB leaves the route return section RS. As shown in FIG. 3(A), if the future position information and the target object information interfere with each other over time when the autonomous vehicle VE passes through the route return section RS, the determination execution unit 52a determines that there is a possibility of a collision between the autonomous vehicle VE and the moving body MB in the future on the route return section RS. As shown in FIG. 3(B), if the autonomous vehicle VE departs from the route return section RS after the elapse of the possible departure time TS2 from the interference determination time TS1, the interference between the autonomous vehicle VE and the moving body MB is resolved. Note that the possible departure time TS2 is set by taking into account the time TM1 required for the autonomous vehicle VE to accelerate, the clearance time TM2 required for the route return section RS, and the like. As shown in the figure, by departing the autonomous vehicle VE at the possible departure time, the autonomous vehicle VE can travel along the departure route TR1 without risk of collision with the moving body MB.

[0036] 4(A) and 4(B) are data diagrams showing an example of an outline of the content of communication between the vehicle side and the roadside in the above-described manner, where Fig. 4(A) shows information transmitted from the vehicle side to the roadside, and Fig. 4(B) shows information transmitted from the roadside to the vehicle side, and these are identified by ID. That is, a determination unit ID is defined for the roadside, and a vehicle ID is adopted for the vehicle side to identify the autonomously driven vehicle VE.

[0037] As shown in FIG. 4(A) and as described above, the vehicle transmits to the roadside location information (current location) and future location information of the autonomous vehicle VE in addition to various IDs and creation dates and times. In the illustrated example, the location information (current location) includes the latitude and longitude indicating the location of the autonomous vehicle VE 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. In contrast, the future location information includes the same information as the location information (current location), but also includes information on the offset (distance) from the location information (current location). The future location information includes multiple (n) predicted values at regular time intervals (e.g., every second) from the current time. In other words, the roadside equipment can grasp the driving route of the autonomous vehicle VE up to, for example, n seconds from now.

[0038] As shown in Fig. 4(B) and as described above, the road side, i.e., the driving assistance device PV side, transmits to the vehicle side various IDs, creation dates and times, as well as information on the available departure time and other driving control information. Regarding the available departure time, it is possible to literally provide time information, but for example, a mode of communicating when it is possible to start departure, that is, a mode of transmitting a ready-to-depart signal to the autonomously driven vehicle VE, can also be considered as providing information equivalent to the available departure time.

[0039] Using the example of FIG. 1, the future position information, particularly the departure route TR1, will be described. The position where the autonomous vehicle VE is depicted is the current position FP1, and points FP2 to FP6, which are 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 time T at the current position (present time) set to 0 (T=0), point FP2 indicates the position of the autonomous vehicle VE t seconds from the present time (T=t). Similarly, point FPn (where n=3 to 6) indicates the position of the autonomous vehicle VE nt seconds from the present time (T=nt). The points FP1 to FP6 in FIG. 1 connected by solid lines form the departure route TR1 based on the future position information. The future position information of the autonomous vehicle VE changes as appropriate depending on the traveling state, and updated information is transmitted to the driving assistance device PV as appropriate. Note that, although the departure route TR1 of the future position information has been described above, the future position of the main route TR2 also transitions in accordance with the offset time.

[0040] Table 1 shows specific future position information for autonomously driven vehicle VE in this embodiment. Table 1 shows the current position (N1, E1) of autonomously driven vehicle VE included in the information on departure route TR1, as well as the future position (Nm, Em: m = 2 to 6) created based on this, the offset time, predicted speed, and movement direction (azimuth angle). Here, the movement direction is expressed as an angle relative to the straight-ahead direction A1 in the first lane RA1, which is set to 0 degrees. [Table 1] TIFF0007718943000001.tif116166

[0041] It should be noted that the provision of information by the driving assistance device PV to the autonomously driven vehicle VE as described above can be considered to be solely for the purpose of providing driving assistance to the autonomously driven vehicle VE. In other words, the information provided from the roadside is not necessarily compulsory for the autonomously driven vehicle VE, and the final decision on how to drive may be left to the autonomously driven vehicle VE itself. In other words, the information provided from the roadside may be compulsory for the autonomously driven vehicle VE, and the autonomously driven vehicle VE's own judgment may take precedence over the information provided from the roadside.

[0042] An example of a series of operations in the information provision system 100 will be described below with reference to the flowcharts shown in Figures 5(A) and 5(B). Figure 5(A) is a flowchart showing a series of operations on the road side, i.e., on the driving assistance device PV, and Figure 5(B) is a flowchart showing a series of operations on the vehicle side, i.e., on the autonomously driven vehicle VE.

[0043] A series of operations in the driving support device PV, which is a roadside device, will be described with reference to FIG. 5(A).

[0044] The driving assistance device PV receives a departure route TR1, which is future position information, from the automatically driven vehicle VE (step S101). As a result, the driving assistance device PV detects the presence of a vehicle to be provided with information. More specifically, in step S101, the main control unit 50 of the driving assistance device PV continues to confirm whether or not the departure route TR1, which is the first future position information that serves as a trigger for starting communication, has been received from the automatically driven vehicle VE to be provided with information, until confirmation is made (step S101: Yes). Note that in step S101, in addition to the departure route TR1, a main line route TR2 may also be received as future position information.

[0045] Next, the main control unit 50, as the determination execution unit 52a, determines whether or not there will be temporal interference between the target information of the automatically driven vehicle VE and the moving body MB that is traveling or is scheduled to travel through the overtaking section CS in the route return section RS (step S102). The interference determination in step S102 results in a prediction of a collision between the automatically driven vehicle VE and the moving body MB. When making the interference determination in step S102, the timing of passage of the automatically driven vehicle VE and the moving body MB through the route return section RS is taken into consideration, as shown in FIG. 3(A).

[0046] In step S102, if it is determined that there is no interference (step S102: 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 autonomously driven vehicle VE as driving control information (step S103), and terminates the series of processes when the autonomously driven vehicle VE departs from the stopping position SP.

[0047] In step S102, if it is determined that interference will occur (step S102: No), the main control unit 50, functioning as the determination execution unit 52a, determines whether or not there is a timing in the future when the automatically driven vehicle VE can depart (step S104).

[0048] If a possible departure time exists in step S104 (step S104: Yes), the main control unit 50, as the decision execution unit 52a, transmits the calculation result of the possible departure time by the calculation unit 52b or a corresponding possible departure signal to the automatically driven vehicle VE (step S105). Here, the main control unit 50 provides information indicating a future time as the possible departure time to the automatically driven vehicle VE as driving control information. Thereafter, when the possible departure time arrives and the automatically driven vehicle VE departs from the stop position SP, the series of processes ends. In step S103, the timing of passage of the automatically driven vehicle VE and the moving body MB in the route return section RS, as shown in FIG. 3(B), is taken into consideration.

[0049] In step S104, if there is no timing at which departure is possible (step S104: No), the main control unit 50, as the judgment execution unit 52a, sends departure prohibition information to the autonomously driven vehicle VE as driving control information to put the autonomously driven vehicle VE in a stopped state (step S106), and returns to step S102.

[0050] In the above, when new future position information is transmitted from the automatically driven vehicle VE, the main control unit 50 updates the future position information and performs various processes based on the updated future position information.

[0051] 5(B), a series of operations in the automatically driven vehicle VE when receiving information from the driving assistance device PV will be described. While receiving information from the driving assistance device PV, the automatically driven vehicle VE continuously transmits its own future position information to the driving assistance device PV.

[0052] The automatically driven vehicle VE transmits a departure route TR1, which is the first future position information, to the driving assistance device PV (step S201). Note that in step S201, the main line route TR2 may also be transmitted as the future position information in addition to the departure route TR1. The automatically driven vehicle VE transmits the future position information when it turns on its turn signal for departure.

[0053] Next, the autonomously driven vehicle VE checks whether it has acquired the possible departure time (step S202). The transmission in step S201 triggers the driving assistance device PV to perform collision prediction processing (step S102 in FIG. 5A), and if there is a possible departure timing, information about the possible departure time at the current time or a future time is transmitted.

[0054] If the possible departure time is acquired in step S202 (step S202: Yes), the automatically driven vehicle VE departs from the stop position SP after the possible departure time arrives (step S203), starts traveling along the departure route TR1 (step S204), and ends the series of processes. After traveling along the departure route TR1, the automatically driven vehicle VE merges with the main route TR2.

[0055] On the other hand, if the departure time is not acquired in step S202 (step S202: No), the autonomously driven vehicle VE has acquired departure impossible information that there is no timing available for departure, and the autonomously driven vehicle VE remains stopped at the stopping position SP, repeating step S202 until the departure time is acquired.

[0056] In the information provision system 100 of the embodiment described above, when a stopped autonomous vehicle VE departs, the determination unit 52 of the driving assistance device PV predicts a collision between the autonomous vehicle VE and a moving body MB with which there is a possibility of a collision, and transmits driving control information according to the results of monitoring the surroundings, thereby preventing a collision between the autonomous vehicle VE and the moving body MB. This compensates for the blind spots of the autonomous vehicle VE, allowing the autonomous vehicle VE to depart safely.

[0057] Second Embodiment An example of an information providing system according to the second embodiment will be described below with reference to Fig. 6. In the second embodiment, descriptions of matters similar to those in the first embodiment will be omitted.

[0058] As shown in FIG. 6 , the second embodiment illustrates an example in which an autonomous vehicle VE stops at a bus bay-type stop BS with a stopping area SS off the first lane RA1. Specifically, a bus BU, which is an autonomous vehicle VE, stops at a stop BS in a stopping area SS that is cut out of a sidewalk or pedestrian-only area, travels from a stopping position SP along a departure route TR1, and returns to a main route TR2 on the first lane RA1, which is the travel lane. Depending on the stopping position SP, an autonomous vehicle VE that has stopped at a bus bay-type stop BS may have more difficulty checking behind it, resulting in a wider blind spot than the straight-type stop BS described in the first embodiment.

[0059] In this embodiment, a moving object MB that is overtaking a stopped autonomously driven vehicle VE travels in an overtaking section CS on the first lane RA1. When the autonomously driven vehicle VE returns to the first lane RA1 from the stopping section SS, there is a possibility that the moving object MB will collide with the moving object MB in the route return section RS.

[0060] Specific future position information for the autonomous vehicle VE in this embodiment is shown in Table 2. In the case of a bus bay-type stop BS, the autonomous vehicle VE is stopped in a stopping area SS outside the first lane RA1, so the movement direction at each future position is larger than in the case of a straight-type stop BS. [Table 2] TIFF0007718943000002.tif116166

[0061] In the information provision system 100 of this embodiment, the same operation examples of the driving assistance device PV and the autonomously driven vehicle VE as those of the first embodiment can be applied.

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

[0063] In the above embodiment, the shape of the road RA is merely an example, and the present invention is not limited to this and can be applied to cases where the road has various shapes and structures.

[0064] In the above embodiment, the reference point of the driving route TR is the center of the front of the autonomously driven vehicle VE, but it can be changed as appropriate, for example, to the center of the body of the autonomously driven vehicle VE or the center of the rear end.

[0065] In the above embodiment, the image analysis process etc. for grasping the traffic conditions in the detection range SA is started when the first notification of future position information is received from the autonomously driven vehicle VE, but the traffic condition grasping process may be performed in advance, and various judgment results may be output as the final result by referring to the notification from the autonomously driven vehicle VE.

[0066] In addition, in the above, the driving assistance device PV and the like that constitute the information provision system 100 are assumed to be installed near the site, i.e., near the road RA, but this is not limited to this. For example, it is also conceivable that the locations responsible for various information processing and data management may be set up in a remote location as a management center (management server) or the like, or that various processing and data storage may be performed on the cloud. [Explanation of symbols]

[0067] 10...sensor unit, 11...camera unit, 12...distance measuring unit, 30...communication unit, 50...main control unit, 51...sensor control unit, 52...determination unit, 52a...determination execution unit, 52b...calculation unit, 100...information provision system, AO...autonomous driving control unit, BC...following vehicle, BS...bus stop, BU...bus, CS...overtaking section, FG...future position information generation unit, MB...moving body, PV...driving assistance device, RA...road, RA1...first lane, RA2...second lane, RS...route return section, SA...detection range, SP...stop position, SS...stopping area, TR...driving route, TR1...departure route, TR2...main line route, TT...communication unit, VE...autonomous driving vehicle

Claims

1. a driving assistance device that has a communication unit that communicates with an autonomous vehicle and a sensor unit that acquires target information including operating conditions of moving objects traveling around the autonomous vehicle, the driving assistance device acquiring information about the autonomous vehicle using the communication unit and monitoring the surroundings of the autonomous vehicle using the sensor unit; the driving assistance device has a determination unit that transmits, to the stopped autonomous vehicle, driving control information according to future position information received from the autonomous vehicle and the target information of the surrounding moving bodies that is a monitoring result; the future position information is composed of a main line route and a departure route that merges with the main line route, The determination unit is an information provision system that predicts a collision between the autonomous vehicle and the moving object traveling in an overtaking section.

2. the driving assistance device acquires the target information from the moving object traveling behind or to the side of the autonomously driven vehicle as the monitoring result; 2. The information provision system according to claim 1, wherein the determination unit receives the departure route from the autonomous vehicle, determines whether the autonomous vehicle will interfere with the target information in time in a route return section from a stopping position of the autonomous vehicle to a position where the departure route merges with the main line route, and, if it determines that interference will occur, transmits departure impossible information as the driving control information to the autonomous vehicle.

3. the determination unit determines a time until the departure route merges with the main route and a time until the autonomously driven vehicle starts a departure operation as a clearance time; The information providing system according to claim 2 , wherein the clearance time is taken into consideration when determining whether the automatically driven vehicle will interfere with the target information in terms of time.

4. the driving assistance device acquires the target information from the moving object traveling behind or to the side of the autonomously driven vehicle as the monitoring result; the determination unit includes a calculation unit that calculates a departure possible time at which the autonomously driven vehicle is able to depart based on the departure route and the target information, 4. The information providing system according to claim 1, wherein the determination unit transmits the possible departure time calculated by the calculation unit as the driving control information to the autonomous driving vehicle.

5. the determination unit determines a time until the departure route merges with the main route and a time until the autonomously driven vehicle starts a departure operation as a clearance time; The information providing system according to claim 4 , wherein the possible departure time is calculated taking into consideration the clearance time.

6. 6. The information provision system according to claim 1, wherein the driving assistance device receives the future position information at a timing when the autonomous driving vehicle turns on a turn signal for departure.

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