Notification system

Abstract

To provide a notification system that can enhance traffic safety in various traffic areas, including areas where vehicle behavior is not always clear.SOLUTION: A notification system 100 includes: an information processor IP that communicates with an automated vehicle VE scheduled to pass through a predetermined traffic area TR to grasp the behavior of the automated vehicle VE; and a notification unit 70 that notifies information corresponding to the behavior of the automated vehicle VE obtained by the information processor IP. The system enables notification to vehicles, pedestrians, etc. other than the automated vehicle VE, such as whether or not they can pass, alerting them, etc., to enhance traffic safety.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a notification system that provides traffic information from infrastructure to an autonomous vehicle and notifies the vehicle of its behavior. [Background technology]

[0002] For example, there is known a technique for detecting an operator of a mobile terminal at a pedestrian crossing with traffic lights and issuing a warning depending on the lighting status of the traffic lights (see Patent Document 1).

[0003] However, the above-mentioned Patent Document 1 does not disclose how to deal with cases where the behavior of a vehicle is not necessarily clear, such as at a crosswalk without traffic lights. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-113185 Summary of the Invention

[0005] The present invention has been made in consideration of the above points, and aims to provide an alarm system that can improve traffic safety in various traffic areas, including locations where vehicle behavior is not necessarily clear, such as crosswalks without traffic lights.

[0006] The notification system for achieving the above-mentioned objective includes an information processing unit that communicates with an autonomous vehicle scheduled to pass through a specified traffic area and grasps the behavior of the autonomous vehicle, and a notification unit that notifies information corresponding to the behavior of the autonomous vehicle obtained by the information processing unit.

[0007] In the above-mentioned notification system, the system grasps the behavior of autonomous vehicles that are scheduled to pass through a specified traffic area, and by issuing notifications corresponding to that behavior, for example to the traffic area and its surrounding areas, it becomes possible to notify vehicles other than autonomous vehicles, pedestrians, etc., whether they are allowed to pass through or to warn them, thereby improving traffic safety.

[0008] In a specific aspect of the present invention, the traffic area is a no-signal area, and the information processing unit determines the content of the notification by the notification unit in accordance with the no-signal area, the situation around the no-signal area, and the behavior of the autonomous vehicle. In this case, in a no-signal area such as a crosswalk without a signal, it is possible to notify vehicles other than the autonomous vehicle and pedestrians whether they can pass through or to warn them, depending on the behavior of the autonomous vehicle.

[0009] In another aspect of the present invention, the notification unit includes a vehicle notification unit that is installed facing a road on the upstream side of the traffic area and that notifies a vehicle behind the autonomously driven vehicle. In this case, the vehicle notification unit can accurately notify occupants of the vehicle behind the autonomously driven vehicle.

[0010] In yet another aspect of the present invention, the notification unit is installed facing the crosswalk as a traffic area and includes a pedestrian notification unit that notifies pedestrians about whether or not they can cross the crosswalk, corresponding to the behavior of the autonomously driven vehicle acquired by the information processing unit. In this case, the pedestrian notification unit can accurately notify pedestrians who are about to cross the crosswalk or who have already started to cross the crosswalk.

[0011] In yet another aspect of the present invention, the notification unit includes a display unit that displays information corresponding to the behavior of the autonomously driven vehicle. In this case, the notification is made visually by displaying the notification content on the display unit.

[0012] In yet another aspect of the present invention, the information processing unit determines the behavior of the autonomously driven vehicle from future position information of the autonomously driven vehicle received through communication with the autonomously driven vehicle. In this case, the future behavior of the autonomously driven vehicle can be determined in advance based on the future position information, allowing for more accurate advance decisions on notification.

[0013] In yet another aspect of the present invention, a monitoring unit monitors traffic conditions in a traffic area, and an information processing unit provides the autonomously driven vehicle with information on a virtual stop line set in a position before the traffic area based on the monitoring results of the monitoring unit and the behavior of the autonomously driven vehicle. In this case, it is possible to appropriately process whether or not the autonomously driven vehicle should stop in front of the traffic area based on information that cannot be obtained solely from detection by a sensor or the like mounted on the autonomously driven vehicle.

[0014] In yet another aspect of the present invention, when the information processing unit provides information on the virtual stop line, the information processing unit causes the notification unit to notify that the autonomously driven vehicle is scheduled to stop. In this case, it is possible to provide a notification in accordance with the stop of the autonomously driven vehicle.

[0015] In yet another aspect of the present invention, the information processing unit includes a calculation unit that calculates the possible departure time based on the monitoring result of the monitoring unit, and transmits the possible departure time calculated by the calculation unit to the autonomously driven vehicle stopped at the virtual stop line. In this case, it is possible to indicate an appropriate departure timing to the autonomously driven vehicle stopped at the virtual stop line. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a conceptual diagram illustrating a crosswalk provided with a notification system according to an embodiment and its surroundings. [Figure 2] 10 is a conceptual diagram showing an example of a display by a vehicle notification unit. FIG. [Figure 3] 10 is a conceptual diagram showing an example of a display by a pedestrian notification unit. FIG. [Figure 4] FIG. 1 is a block diagram illustrating an example of the configuration of a notification system. [Figure 5] 1 is a conceptual diagram showing an example of the relationship between notifications by a notification system and vehicle driving operations. [Figure 6] FIG. 10 is a conceptual diagram showing another example of the relationship between notifications by the notification system and the driving behavior of the vehicle. [Figure 7] FIG. 10 is a conceptual diagram showing another example of the relationship between notifications by the notification system and the driving behavior of the vehicle. [Figure 8] FIG. 10 is a conceptual diagram showing yet another example of the relationship between notifications by the notification system and the driving behavior of the vehicle. [Figure 9] 10A and 10B are conceptual diagrams showing another example of a display by the vehicle notification unit. [Figure 10] 10 is a flowchart illustrating an example of a series of operations in the notification system. [Figure 11] FIG. 1 is a conceptual diagram showing an overview of a notification system. [Figure 12] 10A and 10B are conceptual diagrams showing another example of a display by a pedestrian notification unit. [Figure 13] FIG. 10 is a conceptual diagram showing another example of a pedestrian notification unit. [Figure 14] 1 is a conceptual diagram showing an intersection with a pedestrian crossing equipped with a notification system and the surrounding area. DETAILED DESCRIPTION OF THE INVENTION

[0017] An example of a notification system according to an embodiment will be described below with reference to Fig. 1 etc. Fig. 1 is a conceptual diagram showing a crosswalk CW and its surroundings as a predetermined traffic area TR in which a notification system 100 according to this embodiment is installed. Figs. 2 and 3 conceptually show how notification is performed using visual information as one mode of notification by the notification system 100. Fig. 4 is a block diagram showing an example configuration of the notification system 100.

[0018] In this embodiment, in the example shown in Fig. 1, a crosswalk CW and its surroundings as a predetermined traffic area TR where notification system 100 is installed are an area where no traffic lights are installed (a no-signal area). The example in Fig. 1 shows an aspect in which notification system 100 communicates with an autonomously driven vehicle VE that is scheduled to pass through a crosswalk CW installed on a road without traffic lights, grasps the behavior of the autonomously driven vehicle VE, and notifies the crosswalk CW and its surroundings of information corresponding to the grasped behavior of the autonomously driven vehicle VE. That is, in this case, the notification by notification system 100 informs vehicles other than autonomously driven vehicles and pedestrians present at the crosswalk CW and its surroundings of whether they are allowed to pass through and warns them of their caution, thereby improving traffic safety.

[0019] To achieve the above-described configuration, the notification system 100 includes a notification control device NC as a main unit, a sensor unit 10 as a monitoring unit, and a notification unit 70. Of these, the notification control device NC is provided with a communication unit 30 and a main control unit 50. In other words, the notification system 100 is composed of roadside devices installed at the crosswalk CW and its periphery. Furthermore, with the above-described configuration, the notification system 100 acquires target information as a result of monitoring a detection area (detection range) DD including the crosswalk CW and its periphery via the sensor unit 10 as a monitoring unit, and also communicates with an autonomous vehicle VE scheduled to pass through the crosswalk CW via the communication unit 30 to acquire future position information of the autonomous vehicle VE (information indicating its own future position). In this case, the main control unit 50 of the notification control device NC grasps the state of the crosswalk CW and its periphery as a traffic area TR, and grasps the behavior of the autonomous vehicle VE. Furthermore, the main control unit 50 determines the content of the notification by the notification unit 70 based on the above-mentioned various pieces of acquired information, that is, in response to the crosswalk CW, which is a signal-free area, and the situation around the crosswalk CW, and the behavior of the autonomously driven vehicle VE (travel schedule determined from future position information). From another perspective, the main control unit 50 functions as an information processing unit IP that processes various types of information, among the components that make up the notification system 100.

[0020] Furthermore, notification system 100 also functions as a driving assistance system for autonomously driven vehicle VE, and notification control device NC provides information to autonomously driven vehicle VE as driving assistance device SS. In FIG. 1, the autonomously driven vehicle VE is scheduled to cross pedestrian crossing CW, with the hatched position being its current position and its subsequent behavior (future planned operation) being indicated by a dashed line. That is, autonomously driven vehicle VE transmits initial future position information indicating that its future plan is as indicated by the dashed line at its current position indicated by the hatched position to notification control device NC as driving assistance device SS, and communication begins between autonomously driven vehicle VE and driving assistance device SS. Taking this opportunity, driving assistance device SS checks whether the crosswalk CW, the destination of autonomously driven vehicle VE, and the conditions around the crosswalk CW allow for continued driving, taking the future position information into account, and provides the confirmation result to autonomously driven vehicle VE. In this way, autonomously driven vehicle VE becomes a target for assistance by notification system 100 as a driving assistance system. The autonomous vehicle VE continuously updates and transmits its own future location information, for example, at regular intervals. That is, the infrastructure continuously receives new future location information from the autonomous vehicle VE. This communication continues until the autonomous vehicle VE has passed through the crosswalk CW.

[0021] The notification unit 70 serves as the information processing unit IP and notifies the notification content determined by the main control unit 50. In other words, the notification unit 70 notifies the vicinity of the crosswalk CW and information corresponding to the behavior of the autonomously driven vehicle VE obtained by the main control unit 50.

[0022] In the illustrated example, the notification unit 70 is configured with a first display board DSα as a vehicle-oriented notification unit VN and a second display board DSβ as a pedestrian-oriented notification unit PN. The first display board DSα and the second display board DSβ are configured with, for example, an organic EL panel, a liquid crystal panel, or an LED dot bulletin board, and are display units that display information corresponding to the behavior of the autonomously driven vehicle VE. In other words, the notification unit 70 provides notification by display (visual) by having the first display board DSα and the second display board DSβ as display units.

[0023] In particular, in this embodiment, the first display board DSα serving as the vehicle notification unit VN is installed facing the road upstream of the crosswalk CW, which is a traffic area, and is configured to provide a notification (display) to the vehicle GM behind the autonomously driven vehicle VE. That is, as shown in FIG. 1, a passenger in the behind vehicle GM can visually understand the behavior of the autonomously driven vehicle VE, which is the vehicle ahead, by looking at the display content of the first display board DSα. Note that FIG. 2 conceptually illustrates the view ahead, including the display content of the first display board DSα, as seen by a passenger in the behind vehicle GM (see FIG. 1). In particular, in this embodiment, as illustrated in FIG. 2, when the autonomously driven vehicle VE is to stop (including a sudden stop), the first display board DSα displays a message to that effect to the passenger in the behind vehicle GM.

[0024] Returning to FIG. 1 , in this embodiment, the second display board DSβ serving as the pedestrian notification unit PN is installed facing the crosswalk CW serving as the traffic area TR and notifies pedestrians PE, etc., of whether they can cross the crosswalk CW based on the behavior of the autonomously driven vehicle VE acquired by the information processing unit IP. In other words, the second display board DSβ displays information to pedestrians PE who are about to cross the crosswalk CW or who have already started crossing (hereinafter also referred to as crossers CR), allowing the crossers CR to understand the behavior of the approaching autonomously driven vehicle VE from visual information. In the example shown in FIG. 1 , a pair of second display boards DSβ are installed on both sides of the road, sandwiching the crosswalk CW, and provide notifications to pedestrians PE on both sides of the road. Note that FIG. 3 conceptually illustrates the surroundings, including the display content of the second display board DSβ, as seen from the crossing pedestrian CR. In particular, in this embodiment, as illustrated in Figure 3, the autonomous vehicle VE is planning to stop (including a sudden stop) and notifies (notifies) the pedestrian PE (particularly the crossing person CR) that it is possible to cross by displaying a message on the second display board DSβ.

[0025] Furthermore, as described above, notification system 100 functions as a driving assistance device SS that provides information to autonomously driven vehicle VE to assist driving. Specifically, when notification system 100 receives future position information from autonomously driven vehicle VE and recognizes that the autonomously driven vehicle VE is scheduled to pass through a crosswalk CW, it provides autonomously driven vehicle VE with information based on road monitoring results, including the presence of pedestrians CR at the crosswalk CW, at and around the crosswalk CW, thereby assisting driving. In particular, driving assistance device SS determines whether or not the autonomously driven vehicle VE should stop (make a temporary stop) at a virtual stop line VL just before the crosswalk CW, taking into account the predicted arrival time of the autonomously driven vehicle VE at the crosswalk CW, which is included in the future position information. If it determines that the autonomously driven vehicle VE should stop (make a temporary stop), driving assistance device SS transmits a signal recommending or instructing the autonomously driven vehicle VE to stop (make a temporary stop) at the virtual stop line VL. Furthermore, when the autonomously driven vehicle VE stops at the virtual stop line VL in response to the traffic light, the driving assistance device SS provides the stopped autonomously driven vehicle VE with information about the possible departure time (possible departure time) at which the autonomously driven vehicle VE, which is stopped at the virtual stop line VL, can depart from the virtual stop line VL. In this way, the notification system 100 transmits to the autonomously driven vehicle VE information based on roadside detection of the crosswalk CW and its surroundings that cannot be obtained solely from, for example, sensors mounted on the autonomously driven vehicle VE. For example, if the shape of the road at and around the crosswalk CW is sloped or curved, or if there are installations such as roadside trees, or if there is traffic volume or the amount of on-street parking, there may be many blind spots for the autonomously driven vehicle VE. In such cases, information based on roadside detection becomes important. In contrast, particularly in this embodiment, when the notification system 100 detects a pedestrian CR at a crosswalk CW on the side of the road, it stops the autonomously driven vehicle VE in front of the crosswalk CW by providing information about a virtual stop line VL in advance, and notifies the pedestrian CR at the crosswalk CW and the vehicle GM behind the autonomously driven vehicle VE that the autonomously driven vehicle VE will be stopping in front of the crosswalk CW, thereby ensuring priority for the pedestrian PE (crosswalk CR) even at a crosswalk CW without traffic lights, and maintaining safer, smoother traffic.It may also be difficult for the rear vehicle GM to grasp the crosswalk CW ahead and the situation around it due to factors such as the shape of the crosswalk CW and the road in its vicinity, which increases the risk of a rear-end collision, particularly when the behavior of the autonomously driven vehicle VE in front is unknown. In this embodiment, such a situation can be avoided or reduced.

[0026] An example of the configuration of the notification system 100 will be described below with reference to the block diagram shown in Fig. 4. As shown in the figure and as already described, the notification system 100 includes a sensor unit 10, a communication unit 30 and a main control unit 50 that constitute a notification control device NC (driving assistance device SS), and a notification unit 70. Of these, for example, the main control unit 50 is configured with a determination unit JU that is configured with various circuit boards, a CPU, a storage device, etc., and a sensor interface (information acquisition unit) SEi for connecting to the sensor unit 10.

[0027] First, the sensor unit 10 is a roadside sensor composed of a camera unit 11 and a distance measurement unit 12. It is a monitoring unit that detects moving objects MB and obstacles within a detection area DD, which is a predetermined area to be monitored. Moving objects MB may include bicycles and pedestrians on the side of the road or on the sidewalk, as well as vehicles and obstacles on the road. The camera unit (infrastructure camera) 11 captures and generates image data to monitor the detection area DD, including the road before and after the crosswalk CW, as well as the sidewalk extending along the side of the road. 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 to be obtained. Although only one sensor unit 10 is shown in the figure, multiple cameras can be installed within the site to thoroughly monitor the crosswalk CW and its surroundings. Furthermore, although the detection area DD is shown here as an example, if the detection area DD changes depending on the traveling direction of the autonomously driven vehicle VE to which information is to be provided, it is also 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 moving objects MB present in the detection area DD, are referred to as target information. In other words, the target information includes information on the operation status of various vehicles, pedestrians, etc. present in the detection area DD as well as the presence of obstacles, etc.

[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. As described above, the autonomously driven vehicle VE, which is the communication partner, transmits future position information indicating its own future position to the driving assistance device SS (announcement control device NC) as data for receiving driving assistance. More specifically, the autonomously driven vehicle VE first generates future position information, including information about its own current position and its planned future route based on the current position, in a future position information generation unit FG of the autonomous driving program AO in order to perform various controls for autonomous driving. This future position information includes the current position of the autonomously driven vehicle VE (the position at the current time), a future position (including the 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). Therefore, by receiving the future position information from the autonomously driven vehicle VE, the driving assistance device SS or the notification control device NC can ascertain, for example, the predicted arrival time of the autonomously driven vehicle VE at the pedestrian crossing CW, the time required to pass through the pedestrian crossing CW, etc.

[0029] In the main control unit 50, the sensor interface (information acquisition unit) SEi takes in information acquired by the sensor unit 10, which is a monitoring unit, i.e., target information, and outputs it to the judgment unit JU. In other words, the information acquisition unit SEi is used to acquire target information for the detection area DD, which is a predetermined range.

[0030] In the main control unit 50, the determination unit JU has a stop display determination unit 52a that determines whether or not to display a stop display for the automatically driven vehicle VE in the notification unit 70, and a calculation unit 52b. Furthermore, the stop display determination unit 52a is made up of a pedestrian determination unit JDp and a display content setting unit DCs.

[0031] The pedestrian determination unit JDp of the stop display determination unit 52a determines whether or not a pedestrian CR is present at the crosswalk CW, i.e., whether or not a pedestrian PE is about to cross the crosswalk CW or has already started crossing, based on target information detected by the sensor unit 10. For example, if the sensor unit 10 detects a person who has been staying within a predetermined range (e.g., within 2 to 3 meters) from a predetermined crosswalk CW for a predetermined period of time (e.g., several seconds), the pedestrian determination unit JDp determines that this person is a pedestrian CR. If the presence of such a pedestrian CR is recognized and if the future position information from the autonomously driven vehicle VE heading toward the crosswalk CW includes information indicating that the autonomously driven vehicle VE plans to cross the crosswalk CW, the main control unit 50 transmits a signal via the communication unit 30 to the autonomously driven vehicle VE recommending or instructing the autonomously driven vehicle VE to stop (temporarily stop) at a predetermined virtual stop line VL.

[0032] The display content setting unit DCs of the stop display determination unit 52a collects future position information, including the predicted arrival time of the autonomously driven vehicle VE at the crosswalk CW, received by the communication unit 30, and target information as a detection result by the sensor unit 10, and determines the content of the display to be displayed by the notification unit 70 based on these information. Specifically, for example, if the presence of a pedestrian CR is recognized at the crosswalk CW as described above and a virtual stop line VL is transmitted to the autonomously driven vehicle VE, the display content setting unit DCs or the main control unit 50 functioning as the display content setting unit DCs transmits display information corresponding to the content to the notification unit 70, so that the notification unit 70 issues a notification that the autonomously driven vehicle VE plans to stop before the crosswalk CW. That is, the main control unit 50 instructs the first display board DSα (vehicle-directed notification unit VN) of the notification unit 70 to display (a display indicating that the autonomously driven vehicle VE, which is a leading vehicle, plans to stop in response to the presence of the pedestrian CR (pedestrian PE), as illustrated in FIG. 2. Meanwhile, the main control unit 50 instructs the second display board DSβ (pedestrian-oriented notification unit PN) of the notification unit 70 to display a display (a crossing possible display, which is one of the crossing possibility displays) to clearly indicate that the autonomously driven vehicle VE plans to stop in response to the presence of a crossing person CR (pedestrian PE) and that it is possible to cross, as illustrated in Fig. 3. After confirming that the crossing person CR has finished crossing the crosswalk CW or that the autonomously driven vehicle VE has passed through the crosswalk CW, the stop display determination unit 52a then issues a notification (display deletion notification) to the notification unit 70 to delete the crossing possible display and the preceding vehicle stopped display.

[0033] Calculation unit 52b calculates the possible departure time (possible departure time) at which the autonomously driven vehicle VE, which is stopped at the virtual stop line VL, can depart from the virtual stop line VL. The possible departure time can typically be calculated by confirming, as a result of monitoring detection area DD, that there is no moving body MB attempting to cross the road at or near the pedestrian crossing CW, or that there will be no moving body MB. Note that the possible departure time may be expressed, for example, as a set time (from what hour, minute, and second to what hour, minute, and second the vehicle can depart) or as a length of time (from what number of seconds after the present the vehicle can depart).

[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] An example of the relationship between notifications by notification system 100 and the driving behavior of autonomously driven vehicle VE will be described below with reference to conceptual diagrams such as those shown in Fig. 5. In the illustration, graph G1 shows the driving status of autonomously driven vehicle VE, with the horizontal axis indicating position (the position of autonomously driven vehicle VE relative to crosswalk CW) and the vertical axis indicating the speed of autonomously driven vehicle VE. In other words, curve C1 shows the changes in position and speed of autonomously driven vehicle VE as it heads toward (approaches) crosswalk CW. Note that in the illustration, numbers are assigned to indicate the state of autonomously driven vehicle VE moving from right to left.

[0036] In addition, display content α1 in the figure indicates the notification mode of the first display board DSα (vehicle-oriented notification unit VN) that constitutes the notification unit 70, and display content β1 indicates the notification mode of the second display board DSβ (pedestrian-oriented notification unit PN) that constitutes the notification unit 70. Here, the diagram shows how the display mode changes depending on the temporal displacement of the autonomously driven vehicle VE. Furthermore, determination content γ1 in the figure indicates the determination of the pedestrian PE (crossing person CR) presence confirmation by the pedestrian determination unit JDp of the notification system 100.

[0037] 5 shows a typical example of a notification by notification system 100 in response to the driving operation of autonomously driven vehicle VE, in which a pedestrian PE (crossing criterion CR) is detected trying to cross a crosswalk CW and notification is given by notification system 100 to the autonomously driven vehicle VE to stop at virtual stop line VL. Note that as shown in determination content γ1, this shows a case where the determination of whether or not a pedestrian PE (crossing criterion CR) is present changes from "absent" to "present" between number 2 and number 3 of the transitions of autonomously driven vehicle VE shown as number 1 to number 4.

[0038] The behavior of the autonomously driven vehicle VE in the above example will be described below. Specifically, first, as shown by number 1 in graph G1, when the autonomously driven vehicle VE detects, for example, using an on-board device, that there is a pedestrian crossing CW without a traffic light ahead, the vehicle starts decelerating as shown by number 2. At the time shown by number 2, the autonomously driven vehicle VE also detects the notification system 100, transmits its own future position information to the notification system 100, and starts communication with the notification system 100. As a result, the autonomously driven vehicle VE acquires information about the situation regarding the pedestrian crossing CW and its surroundings from the notification system 100, which serves as a driving assistance system including the driving assistance device SS. That is, the autonomously driven vehicle VE receives driving assistance through the provision of information from the driving assistance device SS. In the illustrated example, thereafter, in response to the presence of a pedestrian PE (crossing person CR), information about a virtual stop line VL is transmitted from the notification system 100. Based on the notification from notification system 100, autonomously driven vehicle VE continues to decelerate and ultimately stops at the position of virtual stop line VL, as shown at number 3. After that, autonomously driven vehicle VE waits for the departure possible time (departure possible time) from notification system 100, and upon receiving this, starts moving and crosses crosswalk CW, as shown at number 4. Note that once autonomously driven vehicle VE has crossed crosswalk CW, communication between autonomously driven vehicle VE and notification system 100 ends.

[0039] Meanwhile, upon receiving the future position information transmitted from the autonomously driven vehicle VE, the notification system 100 starts communication with the autonomously driven vehicle VE as described above. At the same time, the notification system 100 starts an alerting operation in response to the presence of the autonomously driven vehicle VE. That is, the notification system 100 starts issuing instructions such as displaying information on the preceding vehicle to stop and whether or not it is possible to cross the road on the first display board DSα (vehicle-oriented alerting unit VN) and the second display board DSβ (pedestrian-oriented alerting unit PN) that constitute the alerting unit 70.

[0040] To explain more specifically, first, as shown in display content α1 in the drawing, the first display board DSα was not displayed when the autonomously driven vehicle VE was in position 1, but when the autonomously driven vehicle VE is in position 2 (when the autonomously driven vehicle VE starts to decelerate), it starts displaying that the vehicle ahead is stopped, as the infrastructure has determined from the future position information that the autonomously driven vehicle VE has started to decelerate. In other words, when the autonomously driven vehicle VE starts to decelerate, a notification is immediately sent to the vehicle GM (see FIG. 1) behind the autonomously driven vehicle VE that the autonomously driven vehicle VE is planning to stop (or decelerate).

[0041] Furthermore, in notification system 100, when it is determined from the acquired target object information and future position information that a pedestrian CR is present and that a virtual stop line VL needs to be transmitted to autonomously driven vehicle VE, first display board DSα displays a message that the vehicle ahead is stopped and also a message that a pedestrian is present. Note that this display operation is started promptly after autonomously driven vehicle VE passes position 2, when the determination indicated in determination content γ1 is changed from "no" to "yes" as a result of the determination process in notification system 100, and continues even when autonomously driven vehicle VE reaches position 3, i.e., the stop position.

[0042] Thereafter, when the departure time (departure possible time) is reached, that is, when the judgment indicated in judgment content γ1 is changed from "yes" to "no," the autonomously driven vehicle VE starts from the position of the virtual stop line VL, and in response, the notification system 100 sends a display removal notification to the first display board DSα, and the first display board DSα returns to a non-display state.

[0043] Next, as shown in display content β1 in the figure, the second display board DSβ remains in a non-display state until the autonomously driven vehicle VE passes positions 1 and 2, but when the autonomously driven vehicle VE reaches position 3, i.e., the stopping position, or when it has decelerated sufficiently to be able to stop, it begins to indicate that it is possible to cross. This display continues until the pedestrian PE (crossing person CR) has finished crossing the crosswalk CW, and when the determination shown in determination content γ1 changes from "yes" to "no," the display returns to a non-display state.

[0044] 6 to 8 are conceptual diagrams corresponding to FIG. 5, and each shows an example of a different aspect from that of FIG. 5 regarding the relationship between the notification by notification system 100 and the driving behavior of automatically driven vehicle VE.

[0045] For example, FIG. 6 shows, as an example, a case where there is no pedestrian PE (crossing pedestrian CR (see FIG. 5, etc.)) attempting to cross the crosswalk CW. That is, it shows an example of a case where the state where the determination content γ1 indicates "none" continues. In this case, it is possible, for example, for notification system 100 not to notify autonomously driven vehicle VE of virtual stop line VL (see FIG. 5, etc.). In response to this, autonomously driven vehicle VE can decelerate at the point shown in position 2, and, when it does not receive an instruction to stop from notification system 100, determine that there are no pedestrians CR, etc. at or near crosswalk CW, as shown in position 3, and then accelerate from just before crosswalk CW, as shown in position 4, and pass through crosswalk CW. This allows for smoother traffic flow.

[0046] On the other hand, in the above embodiment, the operation of the notification unit 70 continues to be almost completely hidden, as shown by the display contents α1 and β1 in the figure. However, when the autonomously driven vehicle VE is decelerating and at position 2, the first display board DSα displays a message that the vehicle ahead is stopped, that is, it notifies the rear vehicle GM (see FIG. 1) that the autonomously driven vehicle VE is planning to stop (or decelerate). When the autonomously driven vehicle VE subsequently accelerates, the message returns to being hidden again. Here, the display that the vehicle ahead is stopped (vehicle ahead stop display) is not only displayed when the vehicle is actually scheduled to stop, but also when, as in the example of FIG. 6, the vehicle may stop, but may ultimately only decelerate and not stop.

[0047] In this case, the second display board DSβ remains invisible from start to finish, since there is no pedestrian PE (crossing person CR) who corresponds to the viewer of the second display board DSβ.

[0048] FIG. 7 shows, as an example, a case where a pedestrian CR suddenly appears. That is, as is clear from a comparison of FIG. 6 and FIG. 7, the case of FIG. 7 illustrates a case where, as in the case of FIG. 6, the system determines that a pedestrian CR is not present and operates accordingly until halfway through, but then the autonomously driven vehicle VE reaches the position corresponding to 3 in FIG. 6 and begins accelerating just before the pedestrian crossing CW, when an unexpected pedestrian CR suddenly appears. In this case, notification system 100 transmits an emergency stop signal to autonomously driven vehicle VE, and autonomously driven vehicle VE makes an emergency stop beyond virtual stop line VL, for example, by braking suddenly, as shown by 4. Thereafter, autonomously driven vehicle VE waits for the departure possible time (departure possible time) from notification system 100, and upon receiving this, starts moving and passes pedestrian crossing CW, as shown by 5.

[0049] On the other hand, in the case of the above-described embodiment, the operation of the notification unit 70 is as follows: first, as shown in display content α1 in the figure, the first display board DSα displays that the vehicle ahead is stopped when the autonomously driven vehicle VE is decelerating at position 2, and then becomes non-displayed as the autonomously driven vehicle VE starts to accelerate as shown at 3; however, if the autonomously driven vehicle VE makes an emergency stop as shown at 4, a corresponding display is made. That is, the first display board DSα displays that the vehicle ahead is urgently stopping and that a pedestrian is pedestrian present, and the above-described display continues until the autonomously driven vehicle VE receives the time allowed to depart (time allowed to depart) at position 4 and starts moving. Note that when the time allowed to depart (time allowed to depart) is reached and the autonomously driven vehicle VE starts moving from the position of the virtual stop line VL, the notification system 100 sends a display deletion notification to the first display board DSα, and the first display board DSα returns to a non-displayed state.

[0050] Next, as shown in display content β1, the second display board DSβ remains hidden until the autonomously driven vehicle VE starts to accelerate as shown at number 3, and further remains hidden even when the autonomously driven vehicle VE begins to make a sudden stop, but when the autonomously driven vehicle VE stops at position 4, the display switches to indicate that it is possible to cross. This display continues until the relevant pedestrian PE (crossing person CR) has completely crossed the crosswalk CW, and when the determination shown in determination content γ1 changes from "yes" to "no," the display returns to the hidden state.

[0051] FIG. 8 shows an example of a case where there are multiple pedestrians CR. In particular, FIG. 8 shows an example of a response when, after responding to a first pedestrian CR1, an unexpected pedestrian CR2 (running out) occurs as a second pedestrian CR. More specifically, as shown in determination content γ1, the first pedestrian CR1 is confirmed after the autonomously driven vehicle VE decelerates as shown in number 2. In response, the autonomously driven vehicle VE stops in front of the pedestrian crossing CW as shown in number 3. After that, it is confirmed that the pedestrian CR1 has crossed the pedestrian crossing CW, and the departure time (possible departure time) arrives. The autonomously driven vehicle VE then starts moving. However, as shown in determination content γ1, an unexpected second pedestrian CR2 is detected immediately thereafter, and an emergency stop signal is transmitted from notification system 100 to the autonomously driven vehicle VE. The autonomously driven vehicle VE brakes suddenly, bringing it to an emergency stop beyond the virtual stop line VL, for example, as shown in number 4. Thereafter, the automatically driven vehicle VE waits again for the departure possible time (departure possible time) from the notification system 100, and upon receiving this, starts moving and passes over the crosswalk CW, as shown as number 5.

[0052] In the above-described case, with regard to the operation of the notification unit 70, first, as shown in display content α1 in the figure, the first display board DSα is the same as in FIG. 5 until the automatically driven vehicle VE stops as indicated by the number 3, and further, similar to FIG. 5, the display becomes non-displayed when the automatically driven vehicle VE starts moving after reaching the (first) time when departure is permitted (time when departure is permitted). However, when an unexpected pedestrian CR2 is subsequently detected, the display switches to that shown in the example in FIG. 7. That is, the display mode on the first display board DSα is changed from a non-display state to a display indicating an emergency stop for the vehicle ahead and a pedestrian is present, and the display in the above-described mode continues until the automatically driven vehicle VE receives the (second) time when departure is permitted (time when departure is permitted) again at position 4 and starts moving.

[0053] Next, as shown in display content β1, the second display board DSβ is the same as the first display board DSα in the case of Figure 5 until it is hidden when the autonomous vehicle VE starts moving after reaching the first possible departure time (possible departure time).However, if an unexpected pedestrian CR2 is then detected, as in the case of Figure 7, when the autonomous vehicle VE stops at position 4, the display switches to indicate that crossing is possible.

[0054] As described above, the notification system 100 transmits signals to the automatically driven vehicle VE in various modes according to the situation at and around the crosswalk CW, and changes the notification mode of the notification unit 70.

[0055] 5 to 8 are merely examples of the operation of notification system 100, and various other aspects are possible. For example, in the example of Fig. 7, the virtual stop line VL is not transmitted, but even if there is no pedestrian PE (crossing person CR), the virtual stop line VL may be provided to the automatically driven vehicle VE and the possible departure time (possible departure time) may be adjusted (set to a time earlier than the planned stopping time if the automatically driven vehicle VE were to stop temporarily at the virtual stop line VL), thereby allowing the automatically driven vehicle VE to travel in the same way as in Fig. 7.

[0056] 9(A) and 9(B) are conceptual diagrams illustrating display modes of the first display plate DSα (vehicle-directed notification unit VN) in each of the above-mentioned modes.

[0057] For example, Fig. 9(A) shows an example of a preceding vehicle stop display displayed on the first display board DSα (vehicle notification unit VN) when the autonomously driven vehicle VE is at position 2 in Fig. 5, Fig. 6, etc. That is, Fig. 9(A) shows an example of a display mode when a crosswalk CW is present ahead of the autonomously driven vehicle VE, and a message is displayed indicating that the autonomously driven vehicle VE is scheduled to stop or slow down (the presence of a pedestrian crossing is unconfirmed).

[0058] On the other hand, Fig. 9(B) shows an example of a preceding vehicle emergency stop display that is displayed on the first display board DSα (vehicle notification unit VN) when the automatically driven vehicle VE is at position 4 in Fig. 7, Fig. 8, etc. That is, Fig. 9(B) shows an example of a display mode when displaying that the automatically driven vehicle VE has made an emergency stop (emergency stop), such as when it is forced to stop beyond the virtual stop line VL.

[0059] An example of a series of operations in the notification system 100 will be described below with reference to the flowchart shown in FIG.

[0060] First, the main control unit 50, which is the information processing unit IP of the notification control device NC (driving assistance device SS), confirms the presence of the target autonomously driven vehicle VE (step S101). That is, the operation of confirming future position information from the autonomously driven vehicle VE continues until confirmation is made (step S101: Yes). Note that in step S101, when the first future position information that serves as a trigger for starting communication is received (acquired) from the autonomously driven vehicle VE, the main control unit 50 may register initial settings such as acquiring a vehicle ID.

[0061] In step S101, when it is confirmed that future position information has been acquired (step S101: Yes), the main control unit 50 checks whether target information has been acquired as a detection result obtained from the sensor unit 10 (step S102), and if target information has been acquired in step S102 (step S102: Yes), it further determines from the target information whether a pedestrian CR is present, i.e., whether the autonomously driven vehicle VE should be stopped (step S103).

[0062] Here, if target information is not acquired in step S102 (step S102: No), that is, if there is no moving object MB or the like, or if there is no pedestrian CR in step S103 (step S103: No), that is, if there is a moving object MB or the like but it does not correspond to a pedestrian CR, the main control unit 50 first checks whether the autonomously driven vehicle VE has decelerated based on the future position information (step S104). This corresponds to the case where the autonomously driven vehicle VE has moved from position 1 to position 2 in the example of FIG. 5 etc. Furthermore, if deceleration of the autonomously driven vehicle VE is not confirmed in step S104 (step S104: No), the main control unit 50 checks whether the autonomously driven vehicle VE has accelerated based on the future position information (step S105). This corresponds to the case where the autonomously driven vehicle VE has moved from position 2 to position 3 in the example of FIG. 6 etc.

[0063] In step S105, if acceleration of the automatically driven vehicle VE is not confirmed (step S105: No), the main control unit 50 returns to the operation from step S101. That is, the main control unit 50 waits for updated future position information to arrive from the automatically driven vehicle VE.

[0064] On the other hand, if deceleration of the autonomous vehicle VE is confirmed in step S104 (step S104: Yes), the main control unit 50 issues a guidance display notification to display on the first display board DSα that the vehicle ahead has stopped (step S106), and returns to operation from step S101.

[0065] Also, if acceleration of the autonomously driven vehicle VE is confirmed in step S105 (step S105: Yes), this is done after the guidance display notification associated with deceleration has been given in step S106, and in this case, the main control unit 50 gives a display deletion notification to hide the display of the stopped vehicle ahead in step S106 (step S107).

[0066] After step S107, the main control unit 50 checks whether the automatically driven vehicle VE has passed through the crosswalk CW (step S108), and if not (step S108: No), returns to the operation from step S101.

[0067] On the other hand, if it is confirmed in step S108 that the autonomously driven vehicle VE has passed through the crosswalk CW (step S108: Yes), the main control unit 50 regards the driving assistance (information provision) for the autonomously driven vehicle VE and the related notification operation by the notification unit 70 as having been completed, and performs initialization processing such as clearing the vehicle ID information and the like that was set and registered when the first future position information was obtained (step S109). Note that this corresponds to the case in FIG. 6 where the autonomously driven vehicle VE has passed through the crosswalk CW.

[0068] Thereafter, the main control unit 50 returns to the operation from step S101. In this case, the next received future position information will be information about an automatically driven vehicle VE different from the automatically driven vehicle VE whose vehicle ID and the like have been cleared.

[0069] On the other hand, if it is determined in step S103 that a pedestrian CR is present (step S103: Yes), that is, if it is determined that the autonomous vehicle VE should be stopped, the main control unit 50 checks whether the autonomous vehicle VE is in a state where it can stop at the position of the virtual stop line VL just before the crosswalk CW (step S110).

[0070] If it is determined in step S110 that the vehicle can stop at the position of the virtual stop line VL (step S110: Yes), the main control unit 50 provides (transmits) information regarding the virtual stop line VL to the autonomously driven vehicle VE (step S111), and issues a guidance display notification to the first display board DSα and the second display board DSβ to indicate that the vehicle ahead should stop or that crossing is possible (step S112), and also continues to check whether the autonomously driven vehicle VE has stopped at the virtual stop line VL until it is confirmed that the vehicle has stopped (step S113: Yes).

[0071] In step S112, the operation of displaying "Crossing is possible" in response to the command on the second display board DSβ may be performed after it is confirmed that the vehicle has stopped in step S113 or has come to an almost stopped state.

[0072] When the stop confirmation is made in step S113 (step S113: Yes), the main control unit 50 determines whether the autonomously driven vehicle VE is in a state where it can depart (clearance determination) based on the state of the moving body MB at the crosswalk CW and its surroundings, etc. (step S114). In step S114, the main control unit 50 waits until there is clearance (step S114: Yes), and then provides information on the time when departure is possible (step S115) and sends a display deletion notice to the first display board DSα (step S116).

[0073] During step S114, one of the conditions for departure to be possible is that the pedestrian CR has finished crossing the crosswalk CW, and therefore a notification to remove the display from the second display board DSβ is sent during this time.

[0074] After providing the departure time in step S115 and notifying the removal of the display on the first display board DSα in step S116, the clearance is checked again, that is, whether the crosswalk CW and its surroundings are in a condition that allows the autonomously driven vehicle VE to start and continue moving (step S117), just to be sure.

[0075] If it is determined in step S117 that clearance exists (step S117: Yes), the main control unit 50 continues to check whether the autonomously driven vehicle VE has passed through the crosswalk CW (step S118). If it is determined in step S118 that the autonomously driven vehicle VE has passed through the crosswalk CW (step S118: Yes), the main control unit 50 regards the driving assistance (information provision) for the autonomously driven vehicle VE and the related notification operation by the notification unit 70 as having been completed, and performs initialization processing such as clearing information about the vehicle ID that was set and registered when the first future position information was obtained (step S119).

[0076] On the other hand, if it is determined in step S110 that stopping is not possible at the position of the virtual stop line VL (step S110: No), or if it is determined in step S117 that there is no clearance (step S117: No), the main control unit 50 provides (transmits) emergency stop information to the autonomously driven vehicle VE (step S120) and notifies the first display board DSα to display a corresponding guidance message (step S121).

[0077] A typical example of the former (step S110: No) is when a vehicle is detected jumping out at the point where the autonomously driven vehicle VE cannot stop at the virtual stop line VL, as in the case described with reference to Fig. 7. A typical example of the latter (step S117: No) is when a vehicle is detected jumping out at the point where the autonomously driven vehicle VE stops at the virtual stop line VL, receives information about the time when it is able to depart, and then attempts to depart, as in the case described with reference to Fig. 8.

[0078] After step S121, the main control unit 50 checks whether the various measures associated with the emergency stop have been completed and whether the situation has been resolved (step S122), and continues this process until it is confirmed that the situation has been resolved (step S122: Yes).

[0079] In addition, one of the conditions until the cancellation is confirmed in step S122 is that the pedestrian CR who has jumped out has finished crossing the crosswalk CW, so during this period, a guidance display notification on the second display board DSβ and a subsequent display deletion notification will be included.

[0080] If the confirmation is made in step S122 (step S122: Yes), the main control unit 50 issues a display deletion notice in response to the guidance display notice in step S121, and returns to the clearance confirmation operation in step S117 again.

[0081] FIG. 11 is a conceptual diagram outlining the configuration and operation of the notification system 100 described above. As shown in the figure and as described above, the notification system 100 obtains future position information from the autonomously driven vehicle VE that is scheduled to pass through a pedestrian crossing CW (a pedestrian crossing without a signal) as a predetermined traffic area TR, using an information processing unit IP (main control unit 50) to grasp the behavior of the autonomously driven vehicle VE. Meanwhile, the information processing unit IP obtains information on the situation of the pedestrian crossing CW and its surrounding area, which is the no-signal area and its surroundings, via, for example, a sensor unit 10, which is a monitoring unit. In particular, information on a pedestrian CR who is about to cross the pedestrian crossing CW is obtained. Based on this information, a stop command or the like is transmitted to the autonomously driven vehicle VE in accordance with the situation of the pedestrian crossing CW and its surrounding area to provide driving assistance, and a notification corresponding to the behavior of the autonomously driven vehicle VE is issued by the notification unit 70 to persons and the like present at the pedestrian crossing CW and its surrounding area. In particular, in this embodiment, a notification is issued not only to the pedestrian PE (the pedestrian crossing CR) but also to a vehicle GM behind the autonomously driven vehicle VE. This will improve traffic safety and enable smoother traffic flow.

[0082] As described above, notification system 100 according to this embodiment includes an information processing unit IP that communicates with an autonomously driven vehicle VE that is scheduled to pass through a predetermined traffic area TR and grasps the behavior of the autonomously driven vehicle VE, and a notification unit 70 that notifies information corresponding to the behavior of the autonomously driven vehicle VE acquired by the information processing unit IP. In the notification system 100, the system grasps the behavior of the autonomously driven vehicle VE that is scheduled to pass through a predetermined traffic area TR, and issues notifications corresponding to the behavior to, for example, the traffic area TR and its surroundings (a crosswalk CW without a signal and its surroundings), making it possible to notify vehicles other than the autonomously driven vehicle VE, pedestrians, and the like of whether they can pass through or to warn them, thereby improving traffic safety.

[0083] 〔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.

[0084] First, in the above, several examples of display modes of the vehicle-oriented notification unit VN (first display board DS) have been given with reference to FIG. 9 and other figures. However, the display modes are not limited to the examples, and various other modes are conceivable. Furthermore, the pedestrian-oriented notification unit PN (second display board DSβ) can also have various modes. For example, as shown in FIG. 12(A), a mode is conceivable in which, in addition to a display indicating that crossing is permitted, a display indicating caution when crossing is also conceivable. In the above, the behavior of the target autonomous vehicle VE can be understood based on future position information obtained as a result of communication. However, for example, such behavior understanding cannot be performed for ordinary vehicles that do not communicate with the infrastructure. In such a case, for example, a mode is conceivable in which a display such as that shown in FIG. 12(A) is made in response to the detection of the ordinary vehicle as a result of monitoring by the sensor unit 10 serving as a monitoring unit.

[0085] In addition, in the above, the second display board DSβ is not displayed when there are no vehicles approaching the crosswalk CW, such as an autonomous vehicle VE, but even in such cases, it is also possible to display, for example, as shown in Figure 12(B).

[0086] Furthermore, in the above description, a display, i.e., visual, notification method by the notification unit 70 has been described as an example, but the present invention is not limited to this. For example, as shown in FIG. 13, a speaker SK may be employed as the pedestrian notification unit PN to provide notification (notification) by voice (auditory). Furthermore, a portable terminal TI such as a smartphone with a dedicated application pre-installed may be carried by a pedestrian PE or the like, and the notification system 100 may provide notification to the portable terminal TI. In other words, the portable terminal TI may be used as the notification unit 70. In this case, notification can be provided by, for example, vibration in addition to display and voice.

[0087] Furthermore, with regard to the mobile terminal TI, for example, a car navigation system installed in a vehicle GM behind the autonomously driving vehicle VE, or a smartphone carried by a passenger in the rear vehicle GM, may function as the vehicle notification unit VN in the same manner as in the case of the above-mentioned mobile terminal TI.

[0088] Furthermore, if the rear vehicle GM is also an automatically driven vehicle that can communicate with the notification system 100, the behavior of the automatically driven vehicle VE as the leading vehicle may be directly communicated to the notification system 100 through communication therewith.

[0089] Furthermore, in the above, an unsignalized crosswalk CW is exemplified as the predetermined traffic area TR, and in particular, the example in FIG. 1 shows a crosswalk CW located on a straight road, but the invention is not limited to this. For example, the notification system 100 may be applied in an area that includes an unsignalized intersection CS, as exemplified in FIG. 14, which is a diagram corresponding to FIG. 1.

[0090] Furthermore, the vehicle notification unit VN and pedestrian notification unit PN that make up the notification unit 70 are not limited to a single or pair configuration, and may be arranged in more positions.

[0091] Furthermore, although the above description is based on the assumption that the notification system 100 is installed in a location without traffic lights, it is also conceivable to apply the notification system 100 to a location with traffic lights. Conversely, it is also conceivable to apply the notification system 100 to a location without traffic lights and no crosswalks (for example, a location where crossing is prohibited but pedestrians actually cross the road).

[0092] Furthermore, although the above describes the response of the notification system 100 to one autonomously driven vehicle VE, the notification system 100 can also handle multiple autonomously driven vehicles VE in parallel when there are multiple autonomously driven vehicles VE within the target range.

[0093] In addition, although the above description refers to a pedestrian notification unit PN, the pedestrian notification unit PN can also be applied to, for example, a bicycle notification unit. In other words, the pedestrian notification unit PN can be considered to include a bicycle notification unit.

[0094] In the above description, the notification control device NC (driving assistance device SS) and the like constituting the notification system 100 are installed near the site, i.e., near the pedestrian crossing CW, but this is not limiting. For example, locations responsible for various information processing and data management may be installed in a remote location as a management center (management server), or various processes and data storage may be performed on the cloud. For example, the position data (position information) of the virtual stop line VL that is stored in the notification control device NC may be stored in a remote management center (management server) or on the cloud.

[0095] Furthermore, in the above example, the sensor unit 10 is configured to be composed of a camera unit 11 and a distance measurement unit 12, but the configuration of the sensor unit 10 is not limited to this, and the sensor 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]

[0096] 10...sensor unit, 11...camera unit, 12...distance measurement unit, 30...communication unit, 50...main control unit, 52a...stop sign determination unit, 52b...calculation unit, 70...notification unit, 100...notification system, AO...automatic driving program, C1...curve, CR, CR1, CR2...pedestrian, CS...intersection, CW...pedestrian crossing, DCs...display content setting unit, DD...detection area, DSα...first display board, DSβ...second display board, FG...future position information generation unit, G1...ground Rough, GM... rear vehicle, IP... information processing unit, JDp... pedestrian judgment unit, JU... judgment unit, MB... moving object, NC... notification control unit, PE... pedestrian, PN... pedestrian notification unit, SEi... sensor interface (information acquisition unit), SK... speaker, SS... driving assistance device, TI... mobile terminal, TR... traffic area, VE... autonomous vehicle, VL... virtual stop line, VN... vehicle notification unit, α1, β1... display content, γ1... judgment content

Claims

1. an information processing unit that communicates with an autonomous vehicle that is scheduled to pass through a predetermined traffic area and grasps the behavior of the autonomous vehicle; a notification unit that notifies information corresponding to the behavior of the autonomously driven vehicle acquired by the information processing unit; Equipped with The notification unit includes a vehicle notification unit that notifies a vehicle behind the autonomously driven vehicle, The vehicle notification unit is installed facing a road on the upstream side of the traffic area.

2. the traffic area is a non-signalized area, The notification system according to claim 1 , wherein the information processing unit determines the notification content of the notification unit in accordance with the no-signal area, a situation around the no-signal area, and a behavior of the autonomously driven vehicle.

3. 3. The notification system according to claim 1, wherein the notification unit is installed facing a crosswalk as the traffic area and includes a pedestrian notification unit that notifies pedestrians about whether or not they can cross the crosswalk, corresponding to the behavior of the autonomous vehicle acquired by the information processing unit.

4. The notification system according to any one of claims 1 to 3, wherein the notification unit includes a display unit that displays information corresponding to the behavior of the autonomous driving vehicle.

5. The notification system according to any one of claims 1 to 4, wherein the information processing unit grasps the behavior of the autonomously driven vehicle from future position information of the autonomously driven vehicle received through communication with the autonomously driven vehicle.

6. a monitoring unit that monitors traffic conditions in the traffic area; The information processing unit provides the autonomous vehicle with information about a virtual stop line set in front of the traffic area in accordance with the monitoring results of the monitoring unit and the behavior of the autonomous vehicle.

7. The notification system according to claim 6 , wherein the information processing unit, when providing information about the virtual stop line, causes the notification unit to notify that the autonomously driven vehicle is scheduled to stop.

8. 8. The notification system according to claim 6, wherein the information processing unit has a calculation unit that calculates a possible departure time based on the monitoring results of the monitoring unit, and transmits the possible departure time calculated by the calculation unit to the autonomously driven vehicle stopped at the virtual stop line.

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