Autonomous Driving Assistance System

Abstract

To provide an automatic driving assistance system to assist in automatic driving in order to maintain a smooth traffic at a merging point on a road.SOLUTION: An automatic driving assistance system 100 comprises: a vehicle detection unit 10 that detects a vehicle GM in a monitoring range DD, the monitoring range DD being a predetermined region including an upstream side from a merging point MP of one road RN and another road RT and extending along a running direction of the one road RN; an analysis unit AN that analyzes traveling situation of the vehicle GM in the monitoring range DD detected by the vehicle detection unit 10; and a communication unit 70 that notifies an automatic driving vehicle VE traveling in the other road RT of target object information which is an analysis result from the analysis unit AN.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an automatic driving assistance system that provides information to assist automatic driving when an automatic driving vehicle is driving automatically. [Background technology]

[0002] For example, a technology is known in which roadside sensing is performed on vehicles traveling on the main lane of a highway just before a merging lane, and information on vehicle behavior is provided to an autonomous vehicle attempting to merge onto the main lane (see non-patent document 1).

[0003] However, in Non-Patent Document 1, the vehicle behavior is sensed at one location, so it is not possible to grasp dynamically changing vehicle behavior. As a result, depending on the change in vehicle behavior, accurate information cannot be provided, which may make it impossible to maintain smooth traffic in the merging lane (merging position). [Prior art documents] [Patent documents]

[0004] [Non-Patent Document 1] Mitsubishi Heavy Industries Technical Review Vol. 57 No. 2 (2020) Industry & Infrastructure Special Feature Cooperative ITS Merge Assist System for Autonomous Driver Assistance Summary of the Invention

[0005] The present invention has been made in consideration of the above points, and aims to provide an automatic driving assistance system that assists automatic driving in order to maintain smooth traffic at road merging points.

[0006] To achieve the above objective, the autonomous driving assistance system includes a vehicle detection unit that detects vehicles in a predetermined area extending along the driving direction of one road, including the area upstream of the junction between one road and another road, an analysis unit that analyzes the vehicle traffic conditions in the predetermined area detected by the vehicle detection unit, and a notification unit that notifies autonomous vehicles traveling on other roads of target information as the analysis result by the analysis unit.

[0007] The above-mentioned automated driving assistance system makes it possible to perform a planar analysis of vehicle traffic conditions in a specified area extending along the direction of travel on one road, and by notifying automated vehicles traveling on other roads of the analysis results, it becomes possible for the automated vehicles to grasp dynamic changes in vehicle traffic conditions upstream of the merging point.In other words, it becomes possible to provide assistance to automated driving in order to maintain smooth traffic.

[0008] In a specific aspect of the present invention, the vehicle detection unit detects a main road as one road as the predetermined area, and the notification unit notifies target information to an autonomous vehicle traveling on a ramp as another road. In this case, driving assistance can be provided to ensure smooth travel of the autonomous vehicle attempting to merge from the ramp onto the main road.

[0009] In another aspect of the present invention, the analysis unit measures the distance between vehicles when multiple vehicles are traveling in an area of a merging line on a main road. In this case, the analysis unit can calculate a merging position based on the measured distance between vehicles.

[0010] In yet another aspect of the present invention, a determination unit is provided that determines whether an autonomous vehicle traveling on a ramp can merge with a plurality of other vehicles based on the inter-vehicle distance measured by the analysis unit. In this case, smooth merging can be achieved by driving in accordance with the determination result.

[0011] In yet another aspect of the present invention, the analysis unit detects whether a vehicle traveling on a main road is changing lanes. In this case, it becomes possible to determine the possibility of merging depending on whether a vehicle is changing lanes.

[0012] In yet another aspect of the present invention, the vehicle detection unit detects a ramp as one road as the predetermined area, and the notification unit notifies the target information to an autonomous vehicle traveling on a main road as another road. In this case, by notifying the autonomous vehicle traveling on the main road of information about a vehicle attempting to merge from the ramp onto the main road, driving assistance can be provided to ensure smooth travel at the merging point.

[0013] In yet another aspect of the present invention, the analysis unit detects changes in acceleration and deceleration of vehicles traveling in a predetermined area, which makes it possible to determine the possibility of merging in accordance with changes in acceleration and deceleration of the vehicles.

[0014] In yet another aspect of the present invention, the analysis unit individually identifies and tracks vehicles traveling in a predetermined area, and in this case, it is possible to determine the possibility of merging while taking into account the characteristics of the behavior of each vehicle. [Brief explanation of the drawings]

[0015] [Figure 1] FIG. 1 is a conceptual diagram for explaining an outline of an example of operation when the automated driving assistance system according to the first embodiment is installed at a location on an expressway that includes a merging point. [Figure 2] FIG. 1 is a block diagram illustrating an example of the configuration of an autonomous driving assistance system. [Figure 3] 1A to 1D are data diagrams showing an example of an outline of various data used for driving assistance. [Figure 4] (A) to (D) are data diagrams showing an example of the transition of predictions. [Figure 5] FIG. 1 is a block diagram for explaining merging determination in an automatic driving assistance system. [Figure 6] 10A to 10C are flowcharts illustrating a series of operations in the automatic driving assistance system. [Figure 7] FIG. 1 is a conceptual diagram showing a situation in which there are multiple vehicles in a merging lane. [Figure 8]8 is a flowchart for explaining the collision avoidance process in the case of FIG. 7. [Figure 9] FIG. 10 is a conceptual diagram for explaining an outline of an example of operation when the automated driving assistance system according to the second embodiment is installed at a location on an expressway that includes a merging point. [Figure 10] 10A to 10C are flowcharts illustrating a series of operations in the automatic driving assistance system. DETAILED DESCRIPTION OF THE INVENTION

[0016] [First embodiment] An example of the automated driving assistance system according to the first embodiment will be described below with reference to Fig. 1 etc. Fig. 1 is a conceptual diagram for outlining an example of operation at a location including a merging point on a highway to which an automated driving assistance system 100 according to this embodiment has been introduced, and Fig. 2 is a block diagram showing an example of the configuration of the automated driving assistance system 100.

[0017] As shown in FIG. 1, an automated driving assistance system 100 is installed at a location including a main line (main road) MS of a highway and a ramp section SS that merges from a side onto the main line MS. To ensure smooth traffic flow at the merging point MP where the main line MS and the ramp section SS merge, the automated driving assistance system monitors and analyzes traffic conditions and transmits (outputs) the analysis results to provide information for driving assistance. In FIG. 1, the direction of travel of the main line MS is indicated by arrow DD1, and the direction of travel of the ramp section SS is indicated by arrow DD2. In the illustrated example, the ramp section SS consists of one lane, while the main line MS consists of three lanes, including a merging lane (merging lane) ML that includes the merging point MP shared with the ramp section SS, and two driving lanes NL1 and NL2. In the above example, the automated driving assistance system 100 monitors the possibility of a collision between a vehicle (a general vehicle) traveling on the merging lane ML and a vehicle to be assisted traveling on the ramp section SS.

[0018] In the example shown in FIG. 1 , the autonomous vehicle VE that is the target of assistance by the autonomous driving assistance system 100 is indicated by hatching. More specifically, the autonomous vehicle VE is traveling on a ramp section SS and communicates with the autonomous driving assistance system 100 to transmit information about itself to the autonomous driving assistance system 100 and receive notifications from the autonomous driving assistance system 100. Meanwhile, the autonomous driving assistance system 100, as an infrastructure facility, observes and monitors vehicles (traffic conditions) traveling within a monitoring range DD. The monitoring range DD here is an area extending on the main road MS side along the traveling direction of the main road MS (arrow DD1). More specifically, in the autonomous driving assistance system 100, the monitoring range DD, which is a predetermined area for detecting the vehicle GM, includes a merging position MP between one road RN (main road MS) and another road RT (ramp section SS) and also includes an area on the one road RN (main road MS) upstream of the merging position MP. Autonomous driving assistance system 100 analyzes the traffic conditions of vehicle GM, which is a moving object MB to be monitored, in a monitoring area DD established on one road RN (main road MS), and notifies the analysis results to an autonomously driven vehicle VE traveling on another road RT (ramp section SS).This enables the autonomously driven vehicle VE traveling on the ramp section SS to appropriately select a driving mode for autonomous driving when merging onto the main road MS.

[0019] In this embodiment, various types of information, such as image data and distance measurement data, related to the vehicle GM as a moving object MB present in the monitoring range DD is defined as target information. That is, the target information includes information on the operating status of various vehicles present in the monitoring range DD, the presence of obstacles, and the like. Furthermore, in this embodiment, information such as predicted behavior based on the driving status of the vehicle GM extracted from the various acquired data may also be included in the target information. In other words, various types of information, including analysis results by the automated driving assistance system 100, are notified to the automated driving vehicle VE as target information, thereby providing driving assistance.

[0020] In order to provide assistance to the autonomous driving vehicle VE as described above, the autonomous driving assistance system 100 includes a vehicle detection unit (sensor) 10, an analysis unit AN, and a communication unit (notification unit) 70.

[0021] The vehicle detection unit 10 is configured with various sensors to capture images and measure distances within the monitoring range DD, which is a planar area, to detect the position, speed, etc., of a vehicle GM traveling within the monitoring range DD. In this case, the results of an area analysis of the traffic conditions of vehicles traveling on one road RN (main road MS) are notified to an autonomously driven vehicle VE traveling on another road RT (ramp section SS), allowing the autonomously driven vehicle VE to grasp dynamic changes in the traffic conditions. Furthermore, by including the monitoring range DD upstream of the merging point MP, smooth traffic at the merging point MP can be maintained. For example, in the illustrated example, multiple vehicles GM (vehicles GMα, GMβ, GMγ, ...) exist as moving objects MB within the monitoring range DD, and the vehicle detection unit 10 detects these vehicles. In this case, by being able to capture continuous changes as the vehicle GM travels, for example, if vehicle GMα, indicated by the dashed line, subsequently changes lanes to the position indicated by the solid line, this can be detected.

[0022] The analysis unit AN analyzes data (traffic conditions) related to the vehicle GM present in the monitoring range DD detected by the vehicle detection unit 10. Furthermore, the analysis unit AN also functions as a determination unit that acquires future position information from the autonomously driven vehicle VE via the communication unit 70 and determines whether the autonomously driven vehicle VE is able to merge based on the analysis results of the traffic conditions of the vehicle GM and the future position information from the autonomously driven vehicle VE. The future position information is information indicating the planned route of the autonomously driven vehicle VE, and an example of the future position information will be described in detail later. Here, the initial transmission of future position information from the autonomously driven vehicle VE to infrastructure (roadside) equipment initiates communication between the autonomously driven vehicle VE and the infrastructure, and this triggers the autonomous driving assistance system 100 to identify the autonomously driven vehicle VE that should be the target of assistance. After the initial transmission of the future position information, communication between the autonomously driven vehicle VE and the infrastructure continues until the autonomously driven vehicle VE has passed through the merging position MP.

[0023] In addition, merging information (information on whether merging is possible or not) as an analysis result or a determination result in the analysis unit AN is also considered to be one aspect of target information. The merging information may change from moment to moment based on dynamic changes in traffic conditions detected by the vehicle detection unit 10 and updates of future position information from the autonomously driven vehicle VE.

[0024] The communication unit 70 is an interface unit that communicates with the automatically driven vehicle VE, and as described above, receives future position information transmitted from the automatically driven vehicle VE. The communication unit 70 also notifies automatically driven vehicles VE traveling on other roads RT of target information (merging information) as the analysis result by the analysis unit AN.

[0025] Hereinafter, a more detailed configuration example of the automatic driving assistance system 100 will be described with reference to the block diagram shown in FIG.

[0026] As described above, the autonomous driving assistance system 100 is composed of a vehicle detection unit (sensor) 10, an analysis unit AN, and a communication unit 70, and provides autonomous driving assistance to the autonomous driving vehicle VE by communicating with the autonomous driving vehicle VE. The vehicle detection unit 10, the analysis unit AN, and the communication unit 70 are roadside equipment RE installed on the roadside, and the autonomous driving assistance system 100 can be considered to be composed of the roadside equipment RE. On the other hand, from a different perspective, the autonomous driving assistance system 100 can also be considered to be composed of part of the autonomous driving vehicle VE side (on-board side), such as communication equipment of the autonomous driving vehicle VE. In other words, the autonomous driving assistance system 100 can also be considered to include the communication unit TT that constitutes the autonomous driving vehicle VE, and further the autonomous driving control unit AO (or part thereof) that constitutes the autonomous driving vehicle VE.

[0027] In the autonomous vehicle VE, the communication unit TT is for communicating with the infrastructure (roadside equipment RE). For example, the autonomous vehicle VE transmits future position information from the autonomous vehicle VE to the infrastructure via the communication unit TT. The autonomous driving control unit AO is composed of various circuit mechanisms and the like to perform various controls for autonomous driving. In this example, the autonomous driving control unit AO particularly includes a future position information generation unit FG that generates future position information for the autonomous vehicle VE itself. The future position information includes the current position of the autonomous vehicle VE (its position at the current time) and a future position (including a predicted arrival time) created based on the current position, 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 information for calculating the predicted arrival time of the autonomous vehicle VE at the merging position MP or the required time to pass through the merging position MP. The communication unit 70 of the roadside device RE receives future position information from the autonomously driven vehicle VE via the communication unit TT of the autonomously driven vehicle VE, and the analysis unit AN makes a judgment based on the future position information and target information obtained via the communication unit 70, thereby creating merging information.

[0028] On the other hand, as for the handling of target information in the roadside device RE, i.e., the infrastructure side (fixed installation side), as already described, first, the vehicle detection unit 10 takes images and measures the distance within the monitoring range DD, and the moving object MB (vehicle GM) existing within the monitoring range DD is captured as video (image data and distance measurement data), which are then processed in the analysis unit AN to extract the position, speed, etc. of the vehicle GM. In the example shown in the figure, the vehicle detection unit 10 is made up of a camera unit 11 and a distance measurement unit 12, and the analysis unit AN is made up of a target processing unit 20, a merging arrival time calculation unit 30, and a merging determination unit 50, and various operations and processes are performed.

[0029] First, the camera unit (infrastructure camera) 11 of the vehicle detection unit 10 captures images and generates image data in order to monitor the monitoring range DD. The distance measurement unit 12 measures distance and generates distance data. For the distance measurement unit 12, for example, a millimeter wave sensor or radar may be used in addition to LiDAR. As described above, the vehicle detection unit 10 acquires various data from which the position of the moving body MB, i.e., the vehicle GM, can be extracted. Note that the vehicle detection unit 10 continuously captures images and measures distance, making it possible to generate data that captures dynamic (time-dependent) changes in the position of the vehicle GM, etc.

[0030] The analysis unit AN is composed of a CPU, a storage device, various circuit mechanisms, etc., and performs various functions such as analyzing images etc. from the vehicle detection unit 10 to determine the position etc. of the vehicle GM.

[0031] In the analysis unit AN, the target processing unit 20 extracts information about the vehicle GM (moving object MB) from information such as video from the vehicle detection unit 10, i.e., image data and distance measurement data obtained as a result of imaging and distance measurement within the monitoring range DD. That is, the target processing unit 20 generates target information indicating the operating status, etc. of the vehicle GM (moving object MB) present within the monitoring range DD, and outputs the generated target information to, for example, the junction arrival time calculation unit 30 and the communication unit 70.

[0032] The merging arrival time calculation unit 30 calculates (predicts) the time when the vehicle GM in the monitoring range DD will arrive at the merging position MP (see FIG. 1) based on the target information from the target processing unit 20. For example, when the presence of a vehicle GM traveling in the merging lane ML (see FIG. 1) is confirmed, the time when the vehicle GM will arrive at the merging position MP (predicted merging position arrival time) is calculated based on the current position and current speed of the vehicle GM if the current speed is maintained. The merging arrival time calculation unit 30 outputs the calculated predicted merging position arrival time to, for example, the merging determination unit 50. Note that the calculation method in the merging arrival time calculation unit 30 is not limited to the above. For example, the analysis unit AN may capture changes in the acceleration and deceleration of the vehicle GM traveling in the monitoring range DD, which is a predetermined area, and calculate the predicted merging position arrival time by taking these changes into account. In this case, the merging determination unit 50, which will be described later, can determine the possibility of merging based on changes in the acceleration and deceleration of the vehicle GM.

[0033] The merging determination unit 50 determines whether the autonomously driven vehicle VE is able to merge onto the main road MS based on the target object information from the merging arrival time calculation unit 30 and future position information from the autonomously driven vehicle VE acquired via the communication unit 70. More specifically, the merging determination unit 50 determines whether the predicted merging position arrival time for vehicle GM and the scheduled arrival time of the autonomously driven vehicle VE at the merging position MP based on the future position information from the autonomously driven vehicle VE are likely to overlap, i.e., whether there is a possibility of a collision. The merging determination unit 50 transmits merging information as a result of the merging determination to the autonomously driven vehicle VE via the communication unit 70 as a type of target object information. Here, if the merging determination unit 50 determines that there is a possibility of a collision, it outputs the merging information including information on a driving mode for avoiding the collision. An example of such a mode will be described later.

[0034] The communication unit 70 transmits, as target information, to the automatically driven vehicle VE the status of the vehicle GM (moving body MB) in the monitoring range DD output from the target processing unit 20 and the merging information (determination result regarding merging) output from the merging determination unit 50. In other words, the communication unit 70 transmits the analysis result of the analysis unit AN to the outside.

[0035] The autonomous vehicle VE receives target information from the roadside device RE via the communication unit TT and drives autonomously based on this information, enabling smooth merging at the merging position MP (see Figure 1).

[0036] Hereinafter, a specific example of various data handled in the above-described manner will be described with reference to FIG.

[0037] 3(A) and 3(B) are data diagrams showing target information extracted based on roadside (infrastructure) monitoring. FIG. 3(A) shows the time when data was acquired by imaging or the like for each vehicle GM (vehicles GMα, GMβ, GMγ, ...) present in the monitoring range DD shown in FIG. 1 as target information (acquisition time: T k ;k≧1). For example, the information such as the current position, traveling speed, and traveling lane information is extracted for each data acquisition timing. In particular, in the above example, when the traveling lane of each vehicle GMα, ... is the merging lane ML, the estimated time of arrival at the merging position MP (merging position arrival estimated time) is extracted as data. FIG. 3(B) shows information about the merging position MP (merging position information) as one of the pieces of information extracted based on FIG. 3(A). That is, based on the merging position arrival estimated time of FIG. 3(A), the estimated time t n In (n≧1), data is shown summarizing whether or not a vehicle GM on the main line is present at the merging position MP. In addition to the various information shown in Fig. 3(A), the merging position information shown in Fig. 3(B) can also be considered as a type of target information related to the monitoring range DD. The various data exemplified in Fig. 3(A) is extracted by processing in the target processing unit 20, and the various data exemplified in Fig. 3(B) is extracted by calculation processing in the merging arrival time calculation unit 30.

[0038] 3(C) and 3(D) are data diagrams relating to information transmitted from the vehicle (autonomous vehicle) to the road (infrastructure). FIG. 3(C) shows an example of information to be transmitted, such as future position information. As shown in FIG. 3(C), the autonomous vehicle VE traveling on the ramp section SS transmits to the roadside device RE the position information (current position) and future position information of the autonomous vehicle VE, in addition to the vehicle ID and creation date and time. In the illustrated example, the position information (current position) includes not only the latitude and longitude indicating the location of the autonomous vehicle VE at the current time (time of transmission), but also information on the speed (traveling speed) and direction (azimuth angle) of the autonomous vehicle VE. In contrast, the future position information includes the same information as the position information (current position), but also information on the offset (distance) from the position information (current position). The future position information includes multiple (n) predicted values at regular time intervals (e.g., every second) from the current time. In other words, the roadside device RE can grasp the planned route of the autonomous vehicle VE up to, for example, n seconds in the future. This allows the roadside device RE to calculate the planned arrival time of the autonomous vehicle VE at the merging point MP. Note that FIG. 3(D) shows information about the merging point MP of the autonomous vehicle VE, for which information is to be provided based on the future position information, etc., shown in FIG. 3(C). The autonomous driving assistance system 100, which is made up of the roadside device RE, can determine the possibility of a collision at the merging point MP by comparing FIG. 3(B) with FIG. 3(D).

[0039] Here, as shown in Fig. 4, the content of the target information relating to the monitoring range DD may change from moment to moment as monitoring continues. Figs. 4(A) and 4(B) show changes in data corresponding to the state of the vehicle GMα illustrated in Fig. 1 before changing lanes. On the other hand, Figs. 4(C) and 4(D) show changes in data corresponding to the state of the vehicle GMα illustrated in Fig. 1 after changing lanes. That is, in the cases shown in Figs. 4(A) and 4(B), it is assumed that the vehicle GMα continues traveling while remaining in the merging lane. In this case, as shown in Fig. 4(B), the merging position information indicates that the vehicle (vehicle GMα) is present at the merging position MP at scheduled times t3 and t4. In contrast, in the cases shown in Figures 4(C) and 4(D), as can be seen from the hatched areas, vehicle GMα changes lanes from the merging lane to the non-merging lane (driving lanes NL1 and NL2), and the merging position information is changed to indicate that no vehicle is present at merging position MP at scheduled times t3 and t4. In this way, the collision determination can be adapted to traffic conditions that change from moment to moment. In other words, based on the analysis results of analysis unit AN, it is possible to determine whether vehicle GM traveling on main line (main road) MS is changing lanes.

[0040] In addition, future location information, etc. can also be made to change from moment to moment by transmitting the latest information from the autonomously driven vehicle VE at regular intervals.

[0041] Hereinafter, with reference to FIG. 5, an example will be described regarding the roadside device RE constituting the automatic driving assistance system 100, mainly regarding the configuration and operation of the merging determination unit 50.

[0042] In the illustrated example, in the roadside device RE that constitutes the automatic driving assistance system 100, the merging judgment unit 50 includes an arrival time reception unit TR that receives target information, a future position information reception unit FR that receives future position information, a main control unit 80 that is composed of a CPU or the like and performs various operational controls, and a memory unit 90 that is composed of a storage device or the like and stores various data.

[0043] Of these, the arrival time receiving unit TR is an interface unit that receives information on the predicted time of arrival at the junction position as a result of the calculation process in the junction arrival time calculation unit 30. On the other hand, the future position information receiving unit FR is an interface unit that receives future position information and the like transmitted from the automatically driven vehicle VE via the communication unit 70.

[0044] The main control unit 80 stores various data received by the arrival time receiving unit TR and the future position information receiving unit FR in the memory unit 90 as necessary, and is the main part of the merging determination unit 50 that makes a determination regarding merging based on this data. In order to make the above determination, the main control unit 80 is composed of or functions as a time reference unit 81 and a collision prediction unit 82.

[0045] Specifically, as a first premise, the main control unit 80 constantly receives target object information via the arrival time receiving unit TR and accumulates and updates information to grasp the traffic conditions in the monitoring range DD. Meanwhile, the main control unit 80 receives future position information from the automatically driven vehicle VE via the future position information receiving unit FR, thereby grasping that the automatically driven vehicle VE has entered the ramp unit SS. In this case, the main control unit 80, as the time reference unit 81, references the scheduled arrival time of the automatically driven vehicle VE at the merging position MP and the predicted arrival time of each vehicle GM based on the traffic conditions in the monitoring range DD, and as the collision prediction unit 82, predicts the possibility of a collision between the automatically driven vehicle VE and another moving object at the merging position MP, and the main control unit 80 outputs the prediction result as merging information. Furthermore, if the main control unit 80 determines that there is a possibility of a collision as a result of the prediction, it calculates a driving mode to avoid the collision and outputs the calculation result together with the merging information.

[0046] A series of operations in the automatic driving assistance system 100 will be described below with reference to the flowcharts shown in Figures 6(A) to 6(C). Figure 6(A) shows a series of operations related to the target processing unit 20 and the merging arrival time calculation unit 30, which are the parts preceding the analysis unit AN, in the automatic driving assistance system 100, and Figure 6(B) shows a series of operations related to the merging determination unit 50, which is the parts following the analysis unit AN. Figure 6(C) shows a series of operations related to the automatic driving vehicle VE (particularly the automatic driving control unit AO) in relation to the automatic driving assistance system 100 (roadside device RE).

[0047] 6(A), the target processing unit 20 constituting the analysis unit AN continuously checks whether imaging data and ranging data (video, etc.) for the monitoring range DD have been received from the vehicle detection unit 10, as indicated by an arrow AA1 (step S101). If reception of video, etc. is confirmed in step S101 (step S101: Yes), the target processing unit 20 performs various processes (target processing), such as image processing, to acquire target information for the received video, etc. (step S102). If target information has been acquired as a result of the processing in step S102 (step S103: Yes), the target information is output from the target processing unit 20 to the junction arrival time calculation unit 30, which calculates an expected junction position arrival time (step S104). The expected junction position arrival time is output to the junction determination unit 50, as indicated by an arrow AA2 (step S105).

[0048] On the other hand, if the target information is not acquired in step S103 (step S103: No), the target processing unit 20 returns to step S101 and resumes confirming data reception from the vehicle detection unit 10.

[0049] Furthermore, when the output in step S105 is made, the operation of the junction arrival time calculation unit 30 ends, and the operation returns to step S101. That is, the processing related to the target information is performed again in the target processing unit 20. The processing operation as described above, i.e., the operation of monitoring the monitoring range DD, is continuously performed.

[0050] 6(B), the merging determination unit 50 constituting the analysis unit AN confirms the presence of a vehicle that is a target of driving assistance, that is, performs vehicle detection (step S201). More specifically, in step S201, the merging determination unit 50 constituting the automated driving assistance system 100 continues to confirm whether or not the first future position information that serves as a trigger for starting communication has been received (acquired) from the automated driving vehicle VE that is to be a target of driving assistance (step S201) until confirmation is made (step S201: Yes).

[0051] In step S201, when it is confirmed that the first future position information has been acquired (step S201: Yes), the merging determination unit 50 checks whether the predicted merging position arrival time output from the merging arrival time calculation unit 30 is new, as shown by arrow AA2 (step S202).

[0052] In step S202, if a new predicted merging position arrival time is input (step S202: Yes), the data of the predicted merging position arrival time is updated accordingly (step S203), and then the arrival time of the vehicle on the main line at the merging position MP is referenced (step S204). Note that the input of a new predicted merging position arrival time in step S202 corresponds to the output of the predicted merging position arrival time in Figure 6(A) (step S105).

[0053] In step S202, if a new estimated merging position arrival time is not input (step S202: No), the merging judgment unit 50 maintains the currently stored estimated merging position arrival time and refers to the arrival time of the vehicle on the main line at the merging position MP (step S204).

[0054] When the time is referenced in step S204, that is, when the merging judgment unit 50 references the predicted arrival time of each vehicle GM based on the monitoring results in the monitoring range DD on the main road MS, the merging judgment unit 50 further predicts the possibility of a collision between the autonomous vehicle VE and another vehicle GM at the merging position MP based on the reference results in step S204 and the expected arrival time of the autonomous vehicle VE at the merging position MP based on the future position information (step S205).

[0055] If the prediction in step S205 determines that there is no possibility of a collision (step S206: No), the merging determination unit 50 transmits the determination result (merging possibility determination) that merging is possible under the current circumstances as merging information to the autonomously driven vehicle VE via the communication unit 70, as shown by arrow BB1 (step S207).

[0056] On the other hand, if the prediction in step S205 determines that there is a possibility of a collision (step S206: Yes), the merging determination unit 50 performs various calculations such as driving mode to make the collision avoidable, and as a final result, calculates the time when the collision can be avoided at the merging position MP (collision avoidable time) (step S208), and transmits the collision avoidable time as merging information to the autonomously driven vehicle VE via the communication unit 70, as shown by arrow BB2 (step S209).

[0057] After transmitting in step S207 or step S209, the merging determination unit 50 or the automatic driving assistance system 100 checks whether the automatic driving vehicle VE has passed (completed passing through) the merging position MP (step S210), and if it has passed (step S210: Yes), ends the series of processes for the automatic driving vehicle VE in question.

[0058] On the other hand, if it is determined in step S210 that passing has not been completed (step S210: No), the merging determination unit 50 or the automated driving assistance system 100 continues to check (step S211) whether new future position information has been received (acquired) from the automated driving vehicle VE until confirmation is made (step S211: Yes), and if confirmation is made (step S211: Yes), the merging determination unit 50 repeats the operations from step S202. That is, the series of operations starting from the processing related to input of the predicted time of arrival at the merging position is resumed, and the series of operations described above are continued until completion of passing of the automated driving vehicle VE through the merging position MP is confirmed (step S210: Yes).

[0059] Once it is confirmed that the automatically driven vehicle VE has passed the merging position MP, the merging determination unit 50 or the automatic driving assistance system 100 returns to the operation from step S201 and waits for the first future position information from the new automatically driven vehicle VE.

[0060] Next, with reference to FIG. 6(C), an example of the operation on the side of the automatically driven vehicle VE (or the automatic driving control unit AO) corresponding to the operation on the side of the infrastructure will be described.

[0061] First, the autonomously driven vehicle VE or the autonomous driving control unit AO checks whether it has reached (entered) the ramp unit SS (step S301), and when it checks that it has entered the ramp unit SS (step S301: Yes), it transmits initial future position information to the infrastructure side (roadside device RE) via the communication unit TT (step S302), as shown by arrow CC1. This transmission corresponds to the reception of the initial future position information by the infrastructure side (roadside device RE) in Fig. 6(B) (step S201).

[0062] Thereafter, the autonomous driving control unit AO waits for information on whether merging is possible, i.e., merging information, as a response to step S302 (step S303). In step S303, as shown by arrow BB1, if the merging information indicates that merging is possible (merging possibility determination) (step S303: Yes), the autonomous driving control unit AO determines to continue the driving mode indicated as the future position information (continue planned driving) (step S304).

[0063] On the other hand, in step S303, if the determination result is not that merging is possible (step S303: No), the reception of the collision avoidable time is confirmed as merging information (step S305), and as shown by arrow BB2, if the reception of the collision avoidable time is confirmed (step S305: Yes), the driving mode in automatic driving is changed so that the driving mode corresponds to the received collision avoidable time (step S306).

[0064] After determining or changing the driving mode in step S304 or step S306, the automatic driving control unit AO checks whether it, i.e., the automatic driving vehicle VE, has completed merging onto the main road MS, i.e., whether it has passed the merging position MP (step S307), and when it confirms that it has passed (step S307: Yes), it ends the series of processes.

[0065] On the other hand, if the autonomously driven vehicle VE has not passed the merging point MP (step S307: No), the autonomous driving control unit AO checks whether new future position information has been generated in the future position information generation unit FG (step S308), and if new future position information has been generated (step S308: Yes), as shown by arrow CC2, transmits the new future position information to the infrastructure side (roadside device RE) via the communication unit TT (step S309). Note that this transmission corresponds to the reception of new future position information (step S211) in FIG. 6(B).

[0066] If it is determined in step S308 that new future position information has not been generated (step S308: No), or after transmitting new future position information in step S309, the autonomous driving control unit AO returns to the operation from step S303. That is, it waits again for information on whether merging is possible or not from the infrastructure side, i.e., merging information, and repeats the subsequent operations until it confirms that the merging position MP has been passed (step S307: Yes).

[0067] An example of how to deal with a case where there are multiple vehicles GM in the merging lane ML will be described below with reference to Fig. 7. Fig. 7 is a conceptual diagram corresponding to Fig. 1.

[0068] In the illustrated example, in the monitoring range DD, a leading vehicle GM1 and another vehicle GM2 following it exist in a merging lane ML, forming a space SPα. Here, the distance between them (inter-vehicle distance), i.e., the length in the traveling direction (arrow DD1) of the formed space SPα, is defined as LLα. In this case, the automated driving assistance system 100 determines, for example, whether the automated driving vehicle VE (traveling on the ramp section SS) that is providing assistance can enter the space SPα.

[0069] In this case, it is assumed that the analysis unit AN measures the length LLα or the like as the inter-vehicle distance when a plurality of vehicles GM (vehicles GM1, GM2) are traveling in the area of the merging lane (merging lane) ML of the main lane (main road) MS. For example, it is conceivable that the analysis unit AN performs the above processing when the target processing unit 20 performs image analysis.

[0070] 7, automatically driven vehicle VE may merge onto the main road MS in any of the following ways: ahead of vehicle GM1, between vehicles GM1 and GM2, i.e., in the space SPα, or behind vehicle GM2. In other words, automated driving assistance system 100 calculates how to drive automatically driven vehicle VE so that it can merge onto the main road MS while avoiding a collision with vehicle GM (vehicles GM1, GM2, etc.).

[0071] Figure 8 is a flowchart for explaining the collision avoidance process in the case of Figure 7, and shows step S208 in more detail from the flowchart shown in Figure 6(B). Here, steps S205 to S209 from Figure 6(B) are excerpted, and the other parts are omitted as they are the same as in Figure 6(B).

[0072] 8, as part of the operation of step S208, merging determination unit 50 of automated driving assistance system 100 first checks whether automated vehicle GM1 can get in front of vehicle GM1 by adjusting the driving mode of automated vehicle VE (step S208a). More specifically, merging determination unit 50 compares the position, speed, etc. of vehicle GM1 with the position, speed, etc. of automated vehicle VE and the adjustable acceleration range, etc., to determine whether automated vehicle VE can reach merging position MP sufficiently earlier than vehicle GM1 will reach merging position MP.

[0073] If it is determined in step S208a that autonomous vehicle VE cannot enter in front of vehicle GM1 (step S208a: No), merging determination unit 50 checks whether autonomous vehicle VE can enter the space between vehicles GM1 and GM2, that is, the space SPα (step S208b). More specifically, merging determination unit 50 checks whether length LLα is equal to or greater than a predetermined value (e.g., equal to or greater than 50 m) and whether the speeds of vehicles GM1 and GM2 are within predetermined ranges, while also checking the position, speed, and adjustable acceleration range of autonomous vehicle VE, and determines whether autonomous vehicle VE is within a safe range of space SPα when it reaches merging position MP.

[0074] In step S208a, if it is determined that the autonomously driven vehicle VE can enter in front of vehicle GM1 (step S208a: Yes), the merging determination unit 50 increases the acceleration of the autonomously driven vehicle VE and calculates the time until it reaches the merging position MP at a safe timing (first collision avoidable time) (step SCa).

[0075] In step S208b, if it is determined that the autonomously driven vehicle VE can enter the space SPα (step S208b: Yes), the merging determination unit 50 adjusts the acceleration of the autonomously driven vehicle VE (accelerates or decelerates as necessary) and calculates the time until the autonomously driven vehicle VE reaches the merging position MP at a safe timing (second collision avoidable time) (step SCb).

[0076] If it is determined in step S208b that autonomously driven vehicle VE cannot enter space SPα (step S208b: No), merging determination unit 50 calculates the time until autonomously driven vehicle VE reaches merging position MP (third collision avoidable time) by adjusting the acceleration of autonomously driven vehicle VE so that it will merge behind vehicle GM2 (step SCc). Note that when calculating the third collision avoidable time, consideration may be given to, for example, whether there is another vehicle following vehicle GM2, and if necessary, the same measures as those for the relationship between vehicle GM1 and vehicle GM2 described above may be taken with respect to the relationship between vehicle GM2 and that another vehicle.

[0077] By using the calculation of the first to third collision-avoidable times exemplified in steps SCa to SCc as the calculation of the collision-avoidable time in step S208, it is possible to carry out the processing exemplified in FIG. 6(B) thereafter.

[0078] In the above cases, the merging judgment unit 50 can also be said to function as a judgment unit that determines whether or not an autonomous vehicle VE traveling on the ramp section SS can merge between multiple vehicles GM1 and GM2 based on the length LLα, which is the inter-vehicle distance measured by the analysis unit AN (target processing unit 20).

[0079] As described above, the automated driving assistance system 100 according to this embodiment includes the vehicle detection unit 10 that detects the vehicle GM in the monitoring range DD, which is a predetermined area extending along the driving direction of the first road RN and includes the area upstream of the merging point MP where one road RN and another road RT meet; the analysis unit AN that analyzes the traffic conditions of the vehicle GM in the monitoring range DD detected by the vehicle detection unit 10; and the communication unit 70 that notifies the automated driving vehicle VE traveling on the other road RT of target information as the analysis result by the analysis unit AN. The automated driving assistance system 100 enables a planar analysis of the traffic conditions of the vehicle GM in the monitoring range DD that extends along the driving direction of the first road RN, and notifies the automated driving vehicle VE traveling on the other road RT of the analysis results, thereby enabling the automated driving vehicle VE to grasp dynamic changes in the traffic conditions of the vehicle GM upstream of the merging point MP. In other words, it becomes possible to provide automated driving assistance in order to maintain smooth traffic.

[0080] Second Embodiment An example of the automated driving assistance system according to the second embodiment will be described below with reference to Fig. 9 and other figures. Fig. 9 is a conceptual diagram for outlining an example of operation at a location including a merging point on a highway to which the automated driving assistance system 100 according to this embodiment has been introduced, and corresponds to Fig. 1. The flowcharts shown in Figs. 10(A) to 10(C) are for explaining a series of operations in the automated driving assistance system 100, and correspond to Figs. 6(A) to 6(C).

[0081] In the first embodiment, the autonomous vehicle VE travels on the ramp section SS, and the monitoring range DD is on the main road MS side. In contrast, in this embodiment, the autonomous vehicle VE travels on the main road MS, and the autonomous driving assistance system 100 observes and monitors vehicles traveling on the ramp section SS (traffic conditions). This differs from the first embodiment in that the monitoring range DD, which extends along the traveling direction of the ramp section SS as indicated by the arrow DD2, is a predetermined area. That is, in this embodiment, the vehicle detection unit 10 detects the ramp section SS as one road RN in the monitoring range DD, which is a predetermined area, and the communication unit 70 notifies the autonomous vehicle VE traveling on the main road (main road) MS as another road RT of target information. Except for these points, the present embodiment is similar to the first embodiment. Therefore, the overall configuration of the autonomous driving assistance system 100 will not be described again, and other figures, such as those corresponding to the above figures, will be used as needed.

[0082] Hereinafter, a series of operations in the autonomous driving assistance system 100 will be described with reference to Figures 10(A) to 10(C). Note that, again, explanations of parts that perform the same processing as in Figures 6(A) to 6(C) will be omitted. For example, although the monitoring range DD is different, the operation content of steps S101 to S105 shown in Figure 10(A) is the same as in Figure 6(A), so explanations will be omitted.

[0083] FIG. 10(B) is similar to FIG. 6(B), except that, among steps S201 to S211 shown in FIG. 10(B), for example, in step S204, the merging determination unit 50 references the predicted arrival time of each vehicle GM based on the monitoring results in the monitoring range DD. The monitoring range DD in this case is the ramp section SS. In step S205, the possibility of a collision is predicted based on the predicted arrival time of the vehicle GM traveling on the ramp section SS to the merging position MP and the scheduled arrival time of the automatically driven vehicle VE traveling on the main lane MS to the merging position MP. Collision avoidance in this case is also performed for the automatically driven vehicle VE traveling on the main lane MS. In this case, acceleration and deceleration can be set depending on the driving conditions of the automatically driven vehicle VE and the surrounding conditions, and lane changing can also be selected as one method of collision avoidance. In this case, for example, it is conceivable that the driving conditions and surrounding conditions of the autonomous vehicle VE may be included in the future location information, thereby enabling the infrastructure to grasp the situation of the autonomous vehicle VE.

[0084] 10(C), for example, in step S301, the autonomously driven vehicle VE or the autonomous driving control unit AO may check whether it has reached a predetermined position before the merging position MP (step S301), and if it has confirmed that it has reached the predetermined position (step S301: Yes), transmit the first future position information to the infrastructure side (roadside device RE) via the communication unit TT (step S302). In other words, the arrival at the predetermined position serves as a trigger for starting communication.

[0085] In step S303, the automatic driving control unit AO waits for information regarding the presence or absence of a merging vehicle GM, i.e., information regarding the possibility of a collision with the vehicle GM from the ramp unit SS, as a response to step S302. In step S307, it determines whether the merging position MP has been passed, and terminates communication with the infrastructure side upon passing the merging position MP.

[0086] In this embodiment, too, it is possible to perform a surface analysis of the traffic conditions of vehicle GM in a monitoring range DD extending along the driving direction of one road RN, and by notifying the analysis results to an autonomously driven vehicle VE traveling on another road RT, it becomes possible for the autonomously driven vehicle VE to grasp dynamic changes in the traffic conditions of vehicle GM upstream of the merging position MP.In other words, it becomes possible to provide assistance with autonomous driving in order to maintain smooth traffic.

[0087] 〔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.

[0088] First, although the location where the automated driving assistance system 100 is introduced is an expressway in the above description, the automated driving assistance system 100 is not limited to this and can be introduced in various locations where merging occurs. For example, the present application can be applied to various locations such as merging after passing through an underpass, or merging when getting off an expressway and entering an ordinary road.

[0089] Furthermore, the shape of the road is merely an example, and the present invention is not limited to this and can be applied to cases with various shapes and structures.

[0090] In the above description, the analysis unit AN is provided on the infrastructure side, i.e., on the roadside equipment RE, but it is also possible to provide a configuration in which the equivalent of the analysis unit AN or a part of it is provided on the autonomous driving vehicle VE side. In other words, it is also possible to configure a configuration in which analysis and determination of various information can be performed on the vehicle side.

[0091] Furthermore, in the above, the first embodiment monitors the main road, and the second embodiment monitors the ramp, but it is also possible to adopt a configuration in which these are combined.

[0092] Furthermore, in the above, the autonomous driving assistance system 100 is configured by roadside equipment RE installed near the site, but this is not limited to this. For example, it is also possible that the parts responsible for various information processing and data management are set up in a remote location as a management center (management server), or that various processing and data storage are performed on the cloud.

[0093] Furthermore, in the above example, the vehicle detection unit 10 is configured to be composed of a camera unit 11 and a distance measurement unit 12, but the configuration of the vehicle detection unit 10 is not limited to this as long as the necessary data can be acquired, and the vehicle detection unit 10 may be configured to be composed of, for example, either the camera unit 11 or the distance measurement unit 12. [Explanation of symbols]

[0094] 10...vehicle detection unit (sensor), 11...camera unit (infrastructure camera), 12...distance measurement unit, 20...target processing unit, 30...merging arrival time calculation unit, 50...merging judgment unit, 70...communication unit (notification unit), 80...main control unit, 81...time reference unit, 82...collision prediction unit, 90...memory unit, 100...automatic driving assistance system, AA1, AA2, BB1, BB2, CC1, CC2, DD1, DD2...arrows, AN...analysis unit, AO...automatic driving Vehicle control unit, DD... monitoring range, FG... future position information generation unit, FR... future position information reception unit, GM, GM1, GM2, GMα, GMβ, GMγ... vehicle, MB... moving body, ML... merging lane (merging road line), MP... merging position, MS... main line (main road), NL1, NL2... driving lane, RE... roadside device, RN... first road, RT... other road, SPα... space, SS... ramp unit, TR... arrival time reception unit, TT... communication unit, T k …acquisition time, VE…autonomous vehicle, t n …Scheduled time

Claims

1. a vehicle detection unit configured to detect vehicles in a predetermined area extending along a traveling direction of the first road, the predetermined area including an area upstream of a junction between the first road and another road; an analysis unit that analyzes the vehicle traffic situation in the predetermined area detected by the vehicle detection unit and detects whether or not a vehicle traveling on the first road is changing lanes; a notification unit that notifies the target information as an analysis result by the analysis unit to the autonomously driven vehicle traveling on the other road; An autonomous driving assistance system equipped with

2. the vehicle detection unit detects a main road as the one road as the predetermined area, The autonomous driving assistance system according to claim 1 , wherein the notification unit notifies the target information to an autonomous vehicle traveling on a ramp portion as the other road.

3. The automated driving assistance system according to claim 2 , wherein the analysis unit measures the inter-vehicle distance when a plurality of vehicles are traveling in an area of a merging line on the main road.

4. 4. The autonomous driving assistance system according to claim 3, further comprising a determination unit that determines whether an autonomous vehicle traveling on the ramp unit can merge with the plurality of vehicles based on the inter-vehicle distance measured by the analysis unit.

5. The autonomous driving assistance system according to any one of claims 1 to 4, wherein the analysis unit detects changes in acceleration and deceleration of the vehicle traveling in the predetermined area.

6. The autonomous driving assistance system according to any one of claims 1 to 5, wherein the analysis unit individually identifies and tracks vehicles traveling in the predetermined area.

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