Information Provision System

Abstract

To provide an information provision system that provides information to an automatic driving vehicle so that the automatic driving vehicle can stop at an appropriate position.SOLUTION: An information provision system 100 includes: a communication unit 30 that communicates with an automatic driving vehicle VE to receive future location information; an information acquisition unit SEi that acquires object marker information for a detection area DD1, which is a predetermined range including a scheduled traveling route of the future location information; and a determination unit 52a that determines whether or not a prior blockage has occurred based on the object marker information and the future location information. The communication unit 30 transmits information on a virtual stop line to the automatic driving vehicle VE according to a determination result of the determination unit 52a.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a traffic information providing system that provides traffic information from an infrastructure side to automatically driven vehicles. [Background technology]

[0002] For example, as a control device for an autonomous vehicle, there is known a technique for detecting the surroundings by using a sensor mounted on the autonomous vehicle (see Patent Documents 1 and 2).

[0003] However, because the methods in Patent Documents 1 and 2 are based on detection performed by sensors mounted on the autonomous vehicle, there are limitations to detection from the autonomous vehicle side alone. For example, road shapes, road construction, parked vehicles, and other obstacles can make it difficult to see ahead, and there is a possibility that congestion and other issues at the destination cannot be adequately detected. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-101268 [Patent Document 2] Japanese Patent Application Publication No. 2019-219986 Summary of the Invention

[0005] The present invention has been made in consideration of the above points, and aims to provide an information provision system that provides information to an autonomously driven vehicle so that the autonomously driven vehicle can stop at an appropriate position.

[0006] The information provision system for achieving the above-mentioned objective includes a communication unit that communicates with an autonomous vehicle to receive future position information, an information acquisition unit that acquires target object information for a predetermined range including the planned driving route of the future position information, and a judgment unit that judges whether or not a congestion has occurred ahead based on the target object information and the future position information, and the communication unit transmits information of a virtual stop line to the autonomous vehicle depending on the judgment result of the judgment unit.

[0007] In the above-mentioned information provision system, the judgment unit determines whether or not a blockage has occurred ahead based on target information acquired by the infrastructure for a specified range including the planned driving route and future position information from the autonomous vehicle, and transmits a virtual stop line to the autonomous vehicle depending on the result.This makes it possible to provide information on the virtual stop line to the autonomous vehicle so that it can stop at an appropriate position in response to a blockage ahead, such as a traffic jam, and prevents the autonomous vehicle from getting stuck, etc.

[0008] In a specific aspect of the present invention, the predetermined range for acquiring target information by the information acquisition unit includes a range that exceeds the detectable range of the autonomous vehicle at the time of transmitting the future position information. In this case, appropriate decisions can be made based on information that cannot be acquired solely from detection by a sensor or the like mounted on the autonomous vehicle, for example.

[0009] In another aspect of the present invention, the communication unit receives vehicle size information from the autonomous vehicle, and the determination unit determines whether a congestion has occurred ahead based on the vehicle size information. In this case, based on the vehicle size, it is possible to accurately determine whether the autonomous vehicle can proceed.

[0010] In yet another aspect of the present invention, the predetermined range includes a range beyond an intersection through which the autonomous vehicle is scheduled to pass, and if the determination unit determines that other vehicles are blocked within the predetermined range, the position of the virtual stop line is set to a position just before the intersection. In this case, the infrastructure can detect in advance that other vehicles are blocked ahead of the intersection (that a blockage has occurred ahead) and stop the autonomous vehicle just before the intersection, thereby preventing the autonomous vehicle from becoming stuck in the intersection.

[0011] In yet another aspect of the present invention, the predetermined range includes a range before an intersection that the autonomous vehicle is scheduled to pass through, and when the determination unit determines that other vehicles are blocked in the predetermined range, the position of the last vehicle on the planned driving route is set as the position of the virtual stop line. In this case, by providing information in advance from the infrastructure side that other vehicles are blocked (that a blockage has occurred ahead), the autonomous vehicle can perform autonomous driving control in response to this information to stop appropriately.

[0012] In yet another aspect of the present invention, a calculation unit calculates a possible departure time based on the target information acquired by the information acquisition unit, and the communication unit transmits the possible departure time calculated by the calculation unit to the autonomously driven vehicle stopped at the virtual stop line. In this case, an accurate departure timing can be indicated to the autonomously driven vehicle stopped at the virtual stop line.

[0013] In yet another aspect of the present invention, a roadside sensor is provided that outputs target information as a result of sensing a predetermined range to an information acquisition unit, and the roadside sensor includes at least one of an imaging unit and a distance measurement unit. In this case, by having the imaging unit or the distance measurement unit, it is possible to accurately acquire traffic conditions in the predetermined range that are necessary for determining whether or not a congestion has occurred ahead. [Brief explanation of the drawings]

[0014] [Figure 1] 1 is a plan view conceptually showing an intersection where an information provision system according to a first embodiment is installed and the surrounding area thereof. [Figure 2] FIG. 10 is a conceptual side view for explaining a detection range of an autonomous driving vehicle. [Figure 3] FIG. 1 is a block diagram illustrating an example of the configuration of an information providing system. [Figure 4] FIG. 2 is a block diagram illustrating a determination device in the information providing system. [Figure 5]10A and 10B are data diagrams showing an example of an outline of communication content. [Figure 6] 10A to 10D are conceptual diagrams for explaining future position information. [Figure 7] 10A and 10B are flowcharts illustrating a series of operations in the information providing system. [Figure 8] FIG. 1 is a conceptual diagram showing an overview of an information providing system. [Figure 9] FIG. 10 is a plan view conceptually showing an intersection where an information provision system according to a second embodiment is installed and the surrounding area. [Figure 10] FIG. 10 is a conceptual side view for explaining a detection range of an autonomous driving vehicle. [Figure 11] FIG. 10 is a conceptual plan view for explaining the operation of one modified example. [Figure 12] FIG. 10 is a conceptual plan view for explaining the operation of another modified example. [Figure 13] FIG. 10 is a conceptual plan view for explaining the operation of another modified example. [Figure 14] FIG. 10 is a conceptual plan view for explaining the operation of yet another modified example. DETAILED DESCRIPTION OF THE INVENTION

[0015] [First embodiment] An example of the information provision system according to the first embodiment will be described below with reference to Fig. 1 etc. Fig. 1 is a plan view conceptually showing an intersection CS where an information provision system 100 according to this embodiment is installed and its surroundings, and Fig. 2 is a conceptual side view for explaining the detection range of an autonomously driven vehicle VE that is about to pass through the intersection CS. Furthermore, Fig. 3 is a block diagram showing an example of the configuration of the information provision system 100, and Fig. 4 is a block diagram for explaining an example of the configuration and operation of a determination device JD (information provision device PV) that constitutes the information provision system 100.

[0016] FIG. 1 shows an example of an operation in which an autonomous vehicle VE, which is a target for receiving information from information provision system 100, is about to pass an intersection CS along its planned driving route by traveling straight. Note that while the figure shows a bus BU traveling along a predetermined route as an example of an autonomous vehicle VE, information provision system 100 can provide necessary information not only to buses BU but also to various autonomous vehicles VE of different lengths (vehicle sizes), such as passenger cars, trucks, trailers, and towing vehicles. In this example, as shown in the figure, the autonomous vehicle VE (bus BU), which is a target for receiving information from information provision system 100, is traveling straight in the Z direction indicated by arrow A1 and is about to continue traveling straight and pass through intersection CS. Note that in FIG. 1 and other figures, X, Y, and Z are right-handed Cartesian coordinate systems, and as described above, the +Z direction indicates the traveling direction of the autonomous vehicle VE indicated by arrow A1, the X direction indicates the left-right direction relative to the traveling direction, and the Y direction indicates the up-down direction.

[0017] In addition, in the examples such as FIG. 1 , a target area NS within the intersection CS where the autonomous vehicle VE (bus BU), which is the target of information provision, is indicated by diagonal hatching. The information provision system 100 defines the range beyond the target area NS at the intersection CS through which the autonomous vehicle VE (bus BU) is scheduled to pass as a predetermined range for traffic condition detection. Here, this range is designated as a detection area DD1. The target area NS is assumed to be, for example, a rectangular area surrounded by the boundary edges where roads intersect at the intersection CS. In contrast, the detection area DD1 shown in the figure is a range extending in the +Z direction from the +Z end of the target area NS. Here, the end on the -Z side closest to the target area NS is designated as an end EGe, and the opposite end on the +Z side, i.e., the end farthest from the target area NS, is designated as an end EGs. Furthermore, the length in the traveling direction (depth direction), i.e., the length from the end EGe to the end EGs, is designated as length L1.

[0018] Information provision system 100 monitors traffic conditions in detection area DD1, which is a predetermined range included in the planned driving route of autonomously driven vehicle VE, to acquire target information, and also acquires from autonomously driven vehicle VE information indicating the planned driving route for passing through intersection CS and its vicinity (future position information, described below).Based on this, information provision system 100 determines whether or not a congestion has occurred ahead in detection area DD1, which is the range beyond intersection CS for autonomously driven vehicle VE, and transmits information related to the determination result to autonomously driven vehicle VE.This makes it possible to avoid situations where autonomously driven vehicle VE becomes unable to proceed beyond intersection CS, i.e., target area NS, and becomes stuck in target area NS.

[0019] Here, the autonomous vehicle VE is capable of autonomous driving and is equipped with various sensors for driving (see, for example, Figure 3), enabling it to detect various aspects of its surrounding environment. However, there are limitations to the autonomous vehicle VE's own sensing capabilities. For example, road shape, road construction, or parked vehicles can obscure the view ahead, potentially making it unable to adequately detect traffic congestion and other issues. A typical example is shown in Figure 2, where the autonomous vehicle VE is heading toward an intersection CS. The road on which the autonomous vehicle VE is traveling is an uphill slope CL. As shown by the dotted area DE in the figure, there may be blind spots that the autonomous vehicle VE cannot detect no matter how widely it detects the intersection CS and its surroundings. Furthermore, it is obvious that the autonomous vehicle VE cannot detect anything ahead of the range of its onboard sensors. Furthermore, although not shown in the drawings, the same applies to cases where the road on which the autonomous vehicle VE is traveling or the area beyond the intersection CS, i.e., the detection area DD1, is curved and cannot be seen. As described above, the detection area DD1 includes areas beyond the range detectable by the autonomous vehicle, such as areas outside the capabilities of the sensors installed in the autonomous vehicle VE, areas where visibility is poor due to poor road alignment and the sensors installed in the autonomous vehicle VE cannot detect, or areas where visibility is impaired due to obstacles on the road such as on-street parking or construction. By monitoring these areas from the infrastructure side, i.e., the side fixed to the location, it is possible to provide information that cannot be detected by the autonomous vehicle VE alone. This enables more appropriate decisions to be made during autonomous driving by the autonomous vehicle VE.

[0020] To achieve the above-mentioned objectives, the information provision system 100 is primarily configured with an information provision device PV. More specifically, the information provision device PV is a roadside device installed near the intersection CS. It captures images and measures distances within the detection area DD1 to acquire various information, and communicates with the autonomously driven vehicle VE to acquire information about the autonomously driven vehicle VE (future position information) from the autonomously driven vehicle VE itself. Furthermore, the information provision device PV functions as a determination device JD that makes various determinations, such as whether or not to proceed, by acquiring information about the signal lamps SG installed at the intersection CS via a signal controller SC that constitutes a traffic light TL, as necessary. The signal controller SC is assumed to exercise overall control over all of the signal lamps SG installed at the intersection CS (four signal lamps SG in the example of FIG. 1). As described above, the functions of the information provision system 100 are realized by the cooperation of each unit, with the information provision device PV at the center. In the illustrated example, the information providing device PV is provided close to the traffic light controller SC and is connected to the signal controller SC by wire, thereby enabling acquisition of information (such as traffic light color information) necessary for traffic light control. In the above configuration, the information providing device PV alone can be regarded as the information providing system 100.

[0021] In particular, in this embodiment, the information provision system 100 determines whether or not there is an open space SPα in the detection area DD1 that is large enough for the automatically driven vehicle VE to enter, as shown in Fig. 1, based on the various information acquired as described above. That is, if the information provision system 100 determines that there is sufficient open space SPα in the detection area DD1 for the automatically driven vehicle VE, it outputs information to the automatically driven vehicle VE that the intersection CS is passable. On the other hand, if it determines that there is not enough open space SPα and that a congestion has occurred ahead, the information provision system 100 transmits information of a virtual stop line VL to the automatically driven vehicle VE so that the automatically driven vehicle VE will stop before the target area NS.

[0022] The virtual stop line VL indicates a predetermined position using an area or line segment, and is shown as a dashed line in the figure, but is not actually drawn on the road surface; it is position data that is stored in the information provision device PV. The position data (position information) of the virtual stop line VL is provided to the automatically driven vehicle VE from the roadside as needed. As described above, the information provision system 100 provides the virtual stop line VL as a unified standard for safely stopping the automatically driven vehicle VE when it is necessary to stop (pause) while the automatically driven vehicle VE is traveling (driving).

[0023] Here, various methods can be employed for determining whether a congestion has occurred ahead in information provision system 100, which determines whether or not to display virtual stop line VL. One possible method is to compare the length Lm in the direction of travel (depth direction) of the available space SPα with the length Lv of the autonomously driven vehicle VE. More specifically, when detecting in detection area DD1, moving objects MB, obstacles, etc. present in detection area DD1 are first detected. Of these, as shown enclosed by frame FR in the figure, the end Dte of moving object MB (general vehicle GM), which is the rearmost vehicle on the near side (-Z side) of the path of autonomously driven vehicle VE, is extracted, and the length Lm in the direction of travel (depth direction) of the available space SPα from the end Dte to the edge EGe of target area NS can be calculated. Meanwhile, the length Lv of autonomously driven vehicle VE can be included in the information transmitted from autonomously driven vehicle VE to information provision device PV as a prerequisite for providing information via communication in information provision system 100. In the above, for example, if Lm>Lv, there is sufficient free space SPα, no congestion has occurred, and information on the virtual stop line VL is not transmitted from the information providing system 100, and if Lm≦Lv, congestion has occurred, and information on the virtual stop line VL is transmitted from the information providing system 100. Furthermore, a buffer area may be defined to set a criterion for determining whether congestion has occurred.

[0024] Furthermore, when the information provision system 100 stops the autonomously driven vehicle VE at the virtual stop line VL, it subsequently generates information regarding the time when the congestion that has occurred in the detection area DD1 will be resolved (possible departure time) by making a determination based on information obtained by continuing to monitor whether the congestion will be resolved, and provides the generated information to the autonomously driven vehicle VE. Note that the possible departure time may be indicated, for example, by a set time (from what hour, minute, second to what hour, minute, second the vehicle can depart) or by a length of time (from what number of seconds after the present the vehicle can depart).

[0025] On the other hand, when automatically driven vehicle VE receives information about virtual stop line VL from information provision system 100, it determines that a congestion has occurred at intersection CS, that is, that there is no area (open space SPα) in detection area DD1 large enough for automatically driven vehicle VE to enter, and that it should not enter intersection CS (target area NS), and it autonomously drives to stop at virtual stop line VL. Furthermore, when automatically driven vehicle VE stops at virtual stop line VL, it waits for information about the possible departure time from information provision system 100 before resuming driving.

[0026] When making the determination as described above, the length L1 from the end EGe to the end EGs required for the detection area DD1 is equal to or greater than the length Lv of the autonomously driven vehicle VE. As mentioned above, the autonomously driven vehicles VE that can be the subject of information provision in the information provision system 100 are not limited to buses BU, but can take various forms, including ordinary passenger cars. Therefore, the length Lv of the longest vehicle (e.g., a towing vehicle) that can be an autonomously driven vehicle VE can be set in consideration of the length Lv. Alternatively, the range of the detection area DD1 may be changed each time according to the length Lv of the autonomously driven vehicle VE.

[0027] An example of a configuration for performing the above-described operations in the information providing system 100 will be described below with reference to the block diagrams shown in Figures 3 and 4. First, an overview of the overall configuration, including not only the road side but also the vehicle side (vehicle side), will be described with reference to Figure 3. Then, an example of the details of the operations, etc., of the information providing device PV will be described with reference to Figure 4.

[0028] As shown in Figure 3, the autonomous vehicle VE is equipped with a driving operation unit DO consisting of various parts necessary for various operations during normal driving such as steering, accelerating, and braking, an autonomous driving program AO that controls engine operation and other operations corresponding to these operations, a monitoring sensor SE consisting of an imaging unit (camera) that detects the surrounding conditions and a distance measurement unit such as LiDAR, a GNSS acquisition medium RE consisting of a GPS receiver, etc., a communication unit TT for communicating with external devices such as an information provision device PV, a route data unit RO that stores information about the planned driving route, and a map data unit MPv that grasps the planned driving route and the positions indicated by the route data unit RO.

[0029] The map data unit MPv stores map data for at least an area that can be included in the planned driving route, and is assumed to incorporate, for example, nationwide road map data. The autonomously driving vehicle VE travels along one planned driving route set from the route data unit RO, according to the map data stored in the map data unit MPv.

[0030] In the case of an autonomous vehicle VE configured as described above, for example, the autonomous driving program AO controls the operation of each component of the monitoring sensor SE in addition to the various programs required for autonomous driving, to obtain information about the situation around the vehicle VE (for example, information about the positions of white lines defining lanes on the road and stop lines), and obtains information about the vehicle's own position by GNSS (GPS, etc.) via a GNSS acquisition medium RE (GPS receiver, etc.). This enables the vehicle to accurately estimate its own position and perform autonomous driving based on the estimation results.

[0031] In particular, the autonomous driving program AO includes a future position information generation unit FG for generating future position information, which is composed of information such as the current position of the autonomous driving vehicle VE itself on one planned driving route set from the route data unit RO, using a GNSS acquisition medium RE, as described above, and information on the future planned route based on the current position.

[0032] In this example, the autonomously driven vehicle VE is assumed to have a predetermined planned driving route that passes through predetermined locations, such as a sightseeing bus, and to pass an intersection CS along the planned driving route by going straight. In other words, the autonomously driven vehicle VE automatically drives along the planned driving route stored in the route data unit RO according to the map data unit MPv. During this process, the autonomously driven vehicle VE transmits future position information corresponding to the planned driving route during the autonomous driving to an information provision device PV (determination device JD) installed near the intersection CS via the communication unit TT before arriving at the intersection CS. This allows the autonomously driven vehicle VE to obtain information about the virtual stop line VL and the possible departure time from the information provision device PV.

[0033] Meanwhile, in the information provision system 100, the information provision device PV (determination device JD) includes a main control unit 50, a communication unit 30, and a map data unit MPj to perform various operations to achieve the above-mentioned aspects. Furthermore, 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 a roadside sensor (sensor unit) 10 installed to monitor the detection area DD1. Furthermore, as described above, the information provision device PV (determination device JD) is also connected to a traffic light TL. Note that, in the above, the information provision device PV (determination device JD) can also be considered to include the roadside sensor (sensor unit) 10.

[0034] Of the above, the map data unit MPj stores data (topographical information) relating to the detailed shape of the location where the information providing device PV (determination device JD) is installed and its surroundings. That is, in this example, topographical information relating to the intersection CS and its surroundings, and the shape of the roads leading to the intersection CS is included. In particular, in this embodiment, the topographical information may include various information relating to locations where congestion (traffic jams, etc.) is likely to occur.

[0035] As described above, in the above embodiment, the autonomously driven vehicle VE and the information provision device PV (determination device JD) communicate with each other to transmit and receive information about future position information, virtual stop lines, and possible departure times when entering and passing through an intersection CS.

[0036] Hereinafter, with reference to the block diagram shown in FIG. 4, a detailed description will be given of an example of the configuration and operation of the information providing device PV (determination device JD) including the roadside sensor (sensor unit) 10.

[0037] First, the roadside sensor 10 is a sensor unit consisting of a camera unit 11 and a distance measurement unit 12. It detects moving objects MB and obstacles within a detection area DD1, which is a predetermined area to be monitored. Moving objects MB may include vehicles, bicycles, pedestrians, and even obstacles. The camera unit (infrastructure camera) 11 captures images and generates image data to monitor the detection area DD1, which is the area beyond the intersection CS. The distance measurement unit 12 may employ, for example, a LiDAR, a millimeter-wave sensor, or a radar. By performing distance measurement and generating distance data, the location of the moving object MB can be obtained. While only one sensor unit 10 is shown in the figure, multiple cameras can be installed within the intersection CS and its surroundings to thoroughly monitor the entire area. While the detection area DD1 is shown here as an example, if the detection area DD1 changes depending on the direction of travel of the autonomous vehicle VE to which information is provided, the camera to be used can be appropriately selected accordingly. Here, target information refers to the detection results obtained by the sensor unit 10, and includes various types of information such as image data and distance measurement data relating to the moving object MB present in the detection area DD1. That is, the target information includes information on the movement status of various vehicles, pedestrians, etc. present in the detection area DD1, as well as information on the presence of obstacles, etc.

[0038] In the main control unit 50, the sensor interface (information acquisition unit) SEi takes in information acquired by the roadside sensor (sensor unit) 10, i.e., target information, and outputs it to the judgment unit JU. That is, the information acquisition unit SEi is for acquiring target information for the detection area DD1 as a predetermined range.

[0039] The communication unit 30 is a wireless unit for wireless communication with the autonomously driven vehicle VE. Here, as described above, the autonomously driven vehicle VE, which is the communication partner, transmits future position information indicating its own future position to the information provision device PV, which is the determination device JD, as data for making a determination. More specifically, the autonomously driven vehicle VE first generates future position information in a future position information generation unit FG of the autonomous driving program AO, in order to perform various controls for autonomous driving. The future position information includes information about the autonomously driven vehicle VE's current position and its planned future route based on the current position. This future position information includes the autonomously driven vehicle VE's current position (position at the current time) and a future position (including a predicted arrival time) created based on the current position information, as well as information about the speed and direction (azimuth angle) at each of these times (planned times). Therefore, by receiving the future position information from the autonomously driven vehicle VE, the determination device JD or the information provision device PV can determine, for example, the predicted arrival time of the autonomously driven vehicle VE at an intersection CS and the time required to pass through the intersection CS.

[0040] In the main control section 50, the judgment unit JU has a front clogging judgment section (judgment section) 52a and a calculation section 52b.

[0041] The forward congestion determination unit (determination unit) 52a collects the predicted arrival time of the autonomous vehicle VE at the intersection CS, information on the vehicle length (vehicle size) Lv, and target information detected by the sensor unit 10, received by the communication unit 30, and performs a forward congestion determination based on these information. Typically, as shown in FIG. 1, in a case where the autonomous vehicle VE is going straight through the intersection CS, the determination unit 52a extracts the driving status of the vehicle (general vehicle) GM ahead (moving object MB) as target information through image analysis processing, acquires data on the road shape and the like in the detection area DD1 stored in the map data unit MPj, and further acquires information on the switching timing of the signal lamps SG from the signal controller SC. If the determination indicates a risk of forward congestion, the information providing device PV (determination device JD) transmits a signal to the autonomous vehicle VE recommending or commanding the vehicle VE to stop (temporarily stop) at the virtual stop line VL. Specifically, when the communication unit 30 determines in the ahead congestion determination unit (determination unit) 52a that another vehicle (forward vehicle GM) is blocked in the detection area DD1, it sets the position just before the intersection CS as the position of the virtual stop line VL and transmits information (stop signal) to the autonomously driven vehicle VE that it should stop at that position.

[0042] In the above, it is possible to consider an embodiment in which the image analysis process and the like for grasping the traffic situation in the detection area DD1 is started when, for example, the autonomously driven vehicle VE notifies it of various information such as the first future position information. In another embodiment, these processes may be performed in advance, and the notification from the autonomously driven vehicle VE (particularly the information on the vehicle length Lv) may be referenced to output a final determination result as to whether or not a congestion has occurred ahead.

[0043] Calculation unit 52b calculates the possible departure time (possible departure time) at which automatically driven vehicle VE, which is stopped at virtual stop line VL, can depart from virtual stop line VL. The possible departure time can be calculated typically by taking into consideration whether the value of the free space SPα described with reference to FIG. 1 or the length Lm in the traveling direction (depth direction) corresponding thereto satisfies Lm>Lv, and further whether an area taking into account a buffer area or the like has been secured as necessary.

[0044] Communication unit 30 transmits information on the possible departure time calculated in calculation unit 52b as described above to automatically driven vehicle VE.

[0045] 5(A) and 5(B) are data diagrams showing an example of an outline of the communication content between the vehicle side and the roadside in the above-described manner, where FIG. 5(A) shows information transmitted from the vehicle side to the roadside, and FIG. 5(B) shows information transmitted from the roadside to the vehicle side. In the illustrated example, the roadside is identified by an ID (traffic light ID) of a signal lamp SG or the like installed at the intersection CS. The vehicle side is assumed to use a vehicle ID to identify the autonomously driven vehicle VE.

[0046] First, as shown in Fig. 5(A), the vehicle transmits various IDs, creation dates and times, as well as location information (current location) and future location information of the autonomously driven vehicle VE to the roadside. That is, the information providing device PV (determination device JD) installed on the roadside receives this information.

[0047] In particular, in the illustrated example, vehicle size (vehicle length) data is transmitted along with the vehicle ID (source ID). That is, data is transmitted from the vehicle side to enable the infrastructure side to grasp the value of the vehicle length Lv (see FIG. 1) of the autonomously driven vehicle VE. From another perspective, the communication unit 30 of the information providing device PV (determination device JD) receives vehicle size information from the autonomously driven vehicle VE, and further, the front blockage determination unit (determination unit) 52a determines whether front blockage has occurred based on the information on the vehicle length (vehicle size) Lv.

[0048] Furthermore, the position information (current position) of the autonomous vehicle VE includes the latitude and longitude indicating the location of the autonomous vehicle VE at the present time (time of transmission), as well as information on the autonomous vehicle VE's speed (traveling speed) and direction (azimuth angle). In contrast, the future position information includes the same information as the position information (current position), but also includes information on the offset (distance) from the position information (current position). The future position information includes multiple (n) predicted values ​​at regular intervals (e.g., every t seconds; t=1) from the current time. In other words, roadside equipment can grasp the planned route of the autonomous vehicle VE up to, for example, n seconds from now.

[0049] On the other hand, as shown in FIG. 5(B), the roadside, i.e., the information providing device PV (determination device JD), transmits to the vehicle various IDs, creation dates and times, as well as information on the virtual stop line VL, whether the virtual stop line VL has been transmitted (i.e., whether it has been determined that a congestion has occurred), and information on the time when departure is possible. In the illustrated example, with respect to the virtual stop line VL, information on the coordinates (latitude and longitude) of the start and end points indicating the positions of both ends is provided to indicate its position as a line (line segment). Regarding the time when departure is possible, it is possible to provide literally time information. However, for example, a mode in which a notification that departure is possible is transmitted when departure is possible, i.e., a mode in which a departure possible signal is transmitted to the autonomously driven vehicle VE, can also be considered as providing information equivalent to the time when departure is possible. Note that here, information such as whether the time when departure is possible can be calculated, i.e., whether the congestion that has occurred up ahead has been resolved, may also be provided.

[0050] It should be noted that the provision of information to the autonomously driven vehicle VE by the information provision device PV as described above can be considered to be solely for the purpose of driving assistance for the autonomously driven vehicle VE. In other words, the information provided from the roadside is not necessarily compulsory for the autonomously driven vehicle VE, and the final decision on how to drive can be left to the autonomously driven vehicle VE itself.

[0051] The future position information will be conceptually explained below with reference to FIG. 6. Of FIGS. 6A to 6D, FIG. 6A first shows the initial future position information transmitted from automatically driven vehicle VE to information provision device PV. The position where automatically driven vehicle VE is depicted is the current position, and points FP1 to FP4 shown along the Z direction indicate the future positions of automatically driven vehicle VE. More specifically, with time T at the current position (current time) set to 0 (T=0), point FP1 indicates the position of automatically driven vehicle VE t seconds from the current time (T=t). Similarly, point FP2 indicates the position of automatically driven vehicle VE 2t seconds from the current time (T=2t), point FP3 indicates the position of automatically driven vehicle VE 3t seconds from the current time (T=3t), and point FP4 indicates the position of automatically driven vehicle VE 4t seconds from the current time (T=4t).

[0052] Next, FIG. 6(B) shows the second future position information transmitted from automatically driven vehicle VE to information providing device PV t seconds after the state of FIG. 6(A). In this case, since t seconds have passed since the state of FIG. 6(A), automatically driven vehicle VE has traveled to a position corresponding to point FP1 in FIG. 6(A). Then, automatically driven vehicle VE transmits its own new future position information, i.e., information on new points FP1 to FP4, to information providing device PV. Similarly, as shown in FIG. 6(C), a third future position information (information on points FP1 to FP4) is transmitted after a further t seconds.

[0053] On the other hand, if information about a virtual stop line VL is transmitted from the information providing device PV while the automatically driven vehicle VE is continuing to travel, the automatically driven vehicle VE changes its state of travel in an automatically driven manner so as to decelerate and stop at the position of the corresponding virtual stop line VL. In this case, the future position information is also changed, as shown in an example in FIG. 6(D).

[0054] In the above case, the distance between each of the points FP1 to FP4 indicates the physical distance traveled and also indicates the change in speed. Furthermore, the line (trajectory) connecting each point indicates the route and direction (azimuth angle) of the autonomous vehicle VE.

[0055] In the drawing, only the case up to point FP4 is shown, and anything beyond point FP4 is omitted, but an embodiment may be adopted in which information about future positions further ahead is also included.

[0056] Furthermore, from the perspective of the information provision device PV on the infrastructure side, as shown in Figures 6(A) to 6(C), new future position information will be transmitted from the autonomously driven vehicle VE at regular time intervals (for example, every t = 1 second) as the autonomously driven vehicle VE continues to travel, and the future position information will be updated accordingly. On the other hand, as shown in an example in Figure 6(D), if information about a virtual stop line VL is added by notification from the infrastructure side, future position information that takes this into account will be generated on the autonomously driven vehicle VE side and transmitted to the infrastructure side, and in this case, in subsequent updates, the future position information will be updated sequentially taking the virtual stop line VL into account.

[0057] An example of a series of operations in the information provision system 100 will be described below with reference to the flowchart shown in Fig. 7. Fig. 7(A) is a flowchart showing a series of operations on the road side, i.e., on the information provision device PV (determination device JD), and Fig. 7(B) is a flowchart showing a series of operations on the car side (vehicle side), i.e., on the automatically driven vehicle VE.

[0058] First, a series of operations in the information provision device PV (determination device JD), which is a roadside device, will be described with reference to Fig. 7(A). Note that in actual operation, a major prerequisite for the autonomously driven vehicle VE to be able to pass through intersection CS is that the traffic light on the road on which the autonomously driven vehicle VE is traveling must be green when the autonomously driven vehicle VE passes through intersection CS, but this is assumed to be taken into consideration based on information transmitted from traffic light TL to information provision device PV, and so a description thereof will be omitted.

[0059] The information providing device PV confirms the presence of a vehicle to which information is to be provided, that is, performs vehicle detection (step S101). More specifically, in step S101, the main control unit 50 of the information providing device PV continues the operation of confirming whether or not various information such as initial future position information, which serves as a trigger for starting communication, has been received (acquired) from the automatically driven vehicle VE to which information is to be provided, until confirmation is made (step S101: Yes).

[0060] In step S101, when acquisition of the first future position information is confirmed (step S101: Yes), main control unit 50 of information provision device PV also acquires vehicle size (vehicle length) data of automatically driven vehicle VE (step S102).

[0061] Next, the main control unit 50, as the information acquisition unit SEi, acquires target information for a detection area (for example, detection area DD1) corresponding to the destination included in the future position information from the sensor unit (roadside sensor) 10 (step S103). At this time, if necessary, topographical information corresponding to the detection area (detection area DD1) may be acquired from the map data unit MPj.

[0062] Next, the main control unit 50, as the determination unit JU (front clogging determination unit 52a), determines whether or not front clogging has occurred based on the various information acquired as described above (step S104).

[0063] In step S104, if it is determined that a blockage has occurred ahead (step S104: Yes), the main control unit 50, as a blockage-ahead determination unit (determination unit) 52a, provides the position information of the virtual stop line VL to the autonomously driven vehicle VE (step S105).

[0064] On the other hand, if it is determined in step S104 that no congestion has occurred (step S104: No), the congestion determination unit (determination unit) 52a does not provide position information of the virtual stop line VL, but instead provides information to the autonomously driven vehicle VE that it is possible to proceed through the intersection CS (step S106). Thereafter, the main control unit 50 checks whether new future position information has been transmitted from the autonomously driven vehicle VE, that is, whether this information has been acquired (step S107), and if so (step S107: Yes), updates the future position information (step S108) and checks whether the autonomously driven vehicle VE has passed the position of the virtual stop line VL and entered the area within the intersection CS (step S109).

[0065] If it is determined in step S109 that the automatically driven vehicle VE has passed the position of the virtual stop line VL (step S109: Yes), it is determined that there is no more information that can be provided from the information providing device PV, and the process ends.

[0066] If it is determined in step S109 that the autonomously driven vehicle VE has not passed the position of the virtual stop line VL (step S109: No), or if new future position information has not been acquired in step S107 (step S107: No), the main control unit 50 repeats the operations from step S103. That is, in addition to the current future position information, target information is acquired again (step S103), and a series of processes are repeated, such as determining whether a congestion has occurred ahead (step S104).

[0067] On the other hand, if position information of the virtual stop line VL has been provided to the autonomously driven vehicle VE in step S105, that is, if the ahead blockage determination unit (determination unit) 52a determines that a ahead blockage has occurred (step S104: Yes) and performs processing to stop the autonomously driven vehicle VE at the virtual stop line VL, the main control unit 50, as a determination unit JU, monitors whether the ahead blockage has been resolved (step S110). That is, it checks whether the autonomously driven vehicle VE is able to proceed at the intersection CS, and continues this until the ahead blockage is resolved.

[0068] In step S110, when it is confirmed that the congestion ahead has been resolved (step S110: Yes), the main control unit 50 checks whether or not the automatically driven vehicle VE has reached the position of the virtual stop line VL (step S111), and if it has reached the position (step S111: Yes), it transmits the calculation result of the available departure time by the calculation unit 52b or a corresponding available departure signal to the automatically driven vehicle VE. In other words, the main control unit 50 provides the available departure time to the automatically driven vehicle VE (step S112), and ends the series of processes.

[0069] If, in step S111, the autonomously driven vehicle VE has not reached the position of the virtual stop line VL, this means that the congestion ahead has been resolved before the autonomously driven vehicle VE reached the position of the virtual stop line VL. Therefore, in this case, the main control unit 50 transmits to the autonomously driven vehicle VE information indicating that the position information of the virtual stop line VL transmitted in step S105 has been resolved, and then repeats the operations from step S103.

[0070] Next, a series of operations performed by the automatically driven vehicle VE when receiving information from the information providing device PV will be described with reference to Fig. 7(B). While the automatically driven vehicle VE is receiving information from the information providing device PV, the automatically driven vehicle VE will continuously transmit its own future location information to the information providing device PV.

[0071] First, the automatically driven vehicle VE transmits the first future position information to the information providing device PV (step S201). That is, the automatically driven vehicle VE transmits the future position information equivalent to the content exemplified with reference to Fig. 6(A). At this time, an ID that identifies the automatically driven vehicle VE is also transmitted, and is further transmitted together with vehicle size (vehicle length) data.

[0072] Next, the automatically driven vehicle VE checks whether or not it has acquired information about the virtual stop line VL (step S202). That is, triggered by the transmission in step S201, the information providing device PV performs a process of determining whether or not a blockage has occurred ahead (steps S102 to S106 in FIG. 7A), and transmits information about the virtual stop line indicating that it is possible to proceed (steps S105, S106).

[0073] In step S202, if information about the virtual stop line VL is acquired (step S202: Yes), the automatically driven vehicle VE changes its driving behavior accordingly, as illustrated with reference to FIG. 6(D) etc. (step S203). That is, the driving behavior is changed to one that allows the vehicle to stop at the virtual stop line VL, and as a result, the future position information is changed. In this case, the changed future position information is transmitted to the information providing device PV.

[0074] As a result of traveling according to the changes made in step S203, the automatically driven vehicle VE stops at the position of the virtual stop line VL (step S204).

[0075] In this case, after stopping at the position of the virtual stop line VL, the automatically driven vehicle VE waits for the information providing device PV to provide the possible departure time (step S205), and continues to do so. That is, the automatically driven vehicle VE stops at the position of the virtual stop line VL and waits until the result of the process of confirming the clearance of the upstream congestion (steps S110 to S112 in FIG. 7A) in the information providing device PV is obtained.

[0076] In step S205, when the available departure time is received from the information providing device PV (step S205: Yes), driving is resumed from the position of the virtual stop line VL (step S206), and the vehicle passes through the intersection CS, and the operation processing for receiving information from the information providing device PV is terminated.

[0077] On the other hand, if information about the virtual stop line VL is not acquired in step S202 (step S202: No), the autonomously driven vehicle VE acquires information from the information providing device PV that it is possible to proceed (step S207), and the autonomously driven vehicle VE continues driving without changing its driving mode (step S208).

[0078] In this case, the automatically driven vehicle VE continues traveling and checks whether it has passed through the intersection CS, for example, by detecting its own position (step S209).

[0079] If it is determined in step S209 that the automatically driven vehicle VE has passed the intersection CS (step S209: Yes), the automatically driven vehicle VE ends the operation processing for receiving information provided by the information providing device PV.

[0080] On the other hand, if it is determined in step S209 that the intersection CS has not yet been passed (step S209: No), the process returns to the operation from step S202, i.e., the confirmation of whether or not information on the virtual stop line VL has been acquired. During this time, new future position information is transmitted from the automatically driven vehicle VE to the information provision device PV at predetermined intervals, as illustrated with reference to Figures 6(B) to 6(D).

[0081] Although not shown in the drawings, if the congestion ahead is resolved during the process from step S203 to before step S204 (step S110: Yes in FIG. 7A), information indicating that the position information of the virtual stop line VL has been resolved is transmitted from the information providing device PV to the automatically driven vehicle VE. In this case, the information about the virtual stop line VL that had been acquired up to that point is resolved, and the automatically driven vehicle VE returns to the operation from step S202, i.e., the operation of checking whether or not information about the virtual stop line VL has been acquired.

[0082] Note that the above-described mode of operation is one example, and various modified modes are possible. For example, in the above mode, the transmission of future position information from autonomously driven vehicle VE is triggered so that information providing device PV performs various determination processes regarding whether or not a blockage has occurred ahead. However, the present invention is not limited to this mode. As described above, for example, the analysis of the traffic situation in detection area DD1 (the process in step S103) may be performed continuously, and the length Lm of the empty space SPα may be kept constantly calculated. Data on vehicle length Lv may be obtained from autonomously driven vehicle VE, and the length Lm may be compared with vehicle length Lv to quickly produce a determination result.

[0083] Furthermore, in the above description, when information about a virtual stop line is not transmitted, information indicating that it is possible to proceed is transmitted, but, for example, when information about a virtual stop line is not transmitted, nothing in particular may be transmitted to the autonomously driven vehicle VE, and the absence of transmission may be used to determine that it is possible to continue traveling. In this case, by performing a confirmation process regarding the delivery of future position information transmitted at predetermined intervals, this may be treated as a substitute for a signal indicating that it is possible to proceed.

[0084] FIG. 8 is a conceptual diagram outlining the configuration and operation of the information provision system 100 described above. As shown in the figure and as described above, the information provision system 100 acquires target information for the detection area DD1 using the information acquisition unit SEi, and communicates with the autonomously driven vehicle VE, whose planned driving route includes the detection area DD1, to grasp the behavior (planned travel details, future position information) and vehicle size of the autonomously driven vehicle VE. As a result, the information provision system 100 determines, using the determination unit 52a, whether the autonomously driven vehicle VE can pass through the target area NS of the intersection CS, which is an area before the detection area DD1. If it determines that the autonomously driven vehicle VE cannot pass through, it sets the position before the intersection CS as the position of the virtual stop line VL and prompts the autonomously driven vehicle VE to stop at this position. This prevents the autonomously driven vehicle VE from becoming stuck in the target area NS of the intersection CS. In particular, in this embodiment, by relying on detection from the infrastructure side, more accurate judgment is possible for areas that are difficult or impossible to cover using sensing alone by the autonomously driven vehicle VE. Furthermore, in this embodiment, by adopting the above-described configuration, it becomes possible to maintain smoother traffic conditions at the intersection CS and its surroundings.

[0085] As described above, information provision system 100 according to this embodiment includes communication unit 30 that communicates with autonomously driven vehicle VE to receive future position information, information acquisition unit SEi that acquires target object information for detection area DD1, which is a predetermined range that includes the planned driving route of the future position information, and determination unit 52a that determines whether a congestion has occurred ahead based on the target object information and the future position information, and communication unit 30 transmits information of a virtual stop line VL to autonomously driven vehicle VE in accordance with the determination result of determination unit 52a. In information provision system 100 described above, the virtual stop line VL is transmitted to autonomously driven vehicle VE in accordance with the result of determination by determination unit 52a of whether a congestion has occurred ahead based on target object information acquired by the infrastructure for detection area DD1, which includes the planned driving route, and future position information from autonomously driven vehicle VE. By transmitting information of the virtual stop line VL to autonomously driven vehicle VE, it is possible to provide information of the virtual stop line VL to autonomously driven vehicle VE so that autonomously driven vehicle VE can stop at an appropriate position in response to a congestion ahead, for example, and prevent autonomously driven vehicle VE from getting stuck, etc.

[0086] Second Embodiment An example of an information provision system according to the second embodiment will be described below with reference to FIG. 9. FIG. 9 is a plan view conceptually illustrating an intersection CS and its surroundings where an information provision system 100 according to the present embodiment is installed, and corresponds to FIG. 1 and other figures. FIG. 10 is a conceptual side view for explaining the detection range of an autonomously driven vehicle VE that is about to pass through the intersection CS, and corresponds to FIG. 2. The information provision system 100 according to the present embodiment differs from the first embodiment in that the predetermined range for detecting moving objects MB and the like includes a range before the intersection CS through which the autonomously driven vehicle VE is scheduled to pass. Specifically, in the example shown in FIG. 9, the detection area DD2 is the predetermined range on the near side (-Z side) of the target area NS of the intersection CS for the autonomously driven vehicle VE, and the presence of a vehicle GM (moving object MB) stopped in the detection area DD2 causes a congestion in the area before the intersection CS. In response to this, an information provision device PV (determination device JD), which is a roadside device, monitors the situation and can provide information to the autonomously driven vehicle VE. Except for the above differences, the present embodiment is similar to the first embodiment, and therefore the overall configuration of the information providing system 100 will not be described here, and other drawings will be used as necessary.

[0087] In the example shown in FIG. 9 , if the autonomously driven vehicle VE (bus BU) continues traveling straight ahead without changing lanes, it will stop behind the terminal end DTi of the leading vehicle MBx (shown enclosed in frame FR) of vehicle GM (mobile body MB) stopped just before intersection CS. In this case, information provision system 100 accordingly sets a virtual stop line VL behind the terminal end DTi and provides information about the virtual stop line VL to the autonomously driven vehicle VE, allowing the autonomously driven vehicle VE to adjust its speed and stop safely at an appropriate position without coming into contact with the leading vehicle MBx. In other words, in this embodiment, when the determination unit 52a (see FIG. 4 , etc.) constituting the determination unit JU determines that other vehicles are congested in the detection area DD2, it treats the position of the last vehicle (vehicle MBx) on the planned driving route of the autonomously driven vehicle VE as the position of the virtual stop line VL.

[0088] As mentioned above, there are limits to the sensing capabilities of autonomously driven vehicle VE, and even in this embodiment, as a typical example, when autonomously driven vehicle VE heads toward intersection CS, the road on which autonomously driven vehicle VE is traveling may be an uphill slope CL, and there may be a blind spot such as the one shown in area DE, as illustrated in Fig. 10. In such a case, by obtaining information about the congestion ahead and the virtual stop line VL based on this information, as described above, when autonomously driven vehicle VE is traveling on uphill slope CL, it becomes possible to make appropriate driving decisions, which in turn makes it possible to maintain smoother traffic conditions.

[0089] In addition to the above example, as in the first embodiment, there is a possibility that the road ahead may become difficult to see due to road shapes such as curves, road construction, or parked vehicles acting as obstacles, making it impossible to adequately detect traffic congestion and other issues at the destination.

[0090] In this embodiment as well, by transmitting the virtual stop line VL to the automatically driven vehicle VE, information on the virtual stop line VL can be provided to the automatically driven vehicle VE so that the automatically driven vehicle VE can stop at an appropriate position.

[0091] 〔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.

[0092] First, as a variant of the second embodiment described above, for example, as shown in Figure 11 corresponding to Figure 9, if a road is made up of multiple lanes (two lanes on each side), and the autonomously driven vehicle VE can avoid being blocked up ahead (stopping behind the leading vehicle MBx) by changing lanes as shown by arrow AA1, the information providing device PV (determination device JD) may detect such a situation in the detection area DD2 and notify the autonomously driven vehicle VE of this.

[0093] The above-described aspect of providing alternatives from the infrastructure side can also be considered in the first embodiment. For example, as shown in FIG. 12 corresponding to FIG. 1 or FIG. 11, if there is not enough free space SPα if the autonomously driven vehicle VE continues straight ahead, but if the autonomously driven vehicle VE changes lanes in advance before the intersection CS as shown by arrow BB1, it can avoid passing through a location where congestion is occurring ahead in the detection area DD1 beyond the intersection CS. In this way, it is also possible to have the information providing device PV (determination device JD) notify the autonomously driven vehicle VE of this. As described above, it is also possible to have an aspect in which information on options is provided to the autonomously driven vehicle VE from the infrastructure side, so to speak.

[0094] Furthermore, if there are vehicles among the vehicles causing congestion in the detection zone DD1 or DD2 that are capable of communicating with the information providing device PV (determination device JD) like the autonomously driven vehicle VE, the determination unit JU may predict the occurrence and resolution of congestion based on information (future position information) from these vehicles, that is, by utilizing the expected behavior of the vehicles present in the detection zone DD1 or DD2. Furthermore, it is also possible to acquire or accumulate data on the characteristics of congestion occurrence in the detection zone DD1 or DD2, and predict the occurrence and resolution of congestion by taking this information into consideration.

[0095] Various monitoring techniques are also possible. In the example of Figure 13, which is a variation of Figure 1 etc., the automatically driven vehicle VE is a standard-sized automobile, whereas the vehicle MBα traveling directly ahead of the automatically driven vehicle VE is a large vehicle such as a bus BU, making it difficult for the automatically driven vehicle VE to grasp the situation ahead. In this case, the information provision device PV (determination device JD) may monitor (predict the behavior of) vehicle MBα (bus BU), or, if vehicle MBα is an automatically driven vehicle that can communicate with the information provision device PV, may acquire future position information via communication, thereby predicting that vehicle MBα will enter the detection area DD1 and displaying a virtual stop line VL for the automatically driven vehicle VE that is following vehicle MBα. In other words, in such a situation, if only the vehicle size (length) of the autonomous vehicle (passenger car) VE is taken into consideration, it can be said that there is sufficient free space SPα, but if the vehicle size of the vehicle MBα (bus BU) is also taken into consideration, there is not enough free space SPα, and the information providing device PV (determination device JD) may be configured to take such a situation into consideration when deciding whether or not to transmit a virtual stop line VL.

[0096] Furthermore, if vehicles (moving objects) MBβ and MBγ are present on a road (road in the other direction) that intersects with the road on which the autonomous vehicle VE is traveling at the intersection CS, their behavior may also be taken into consideration. For example, as shown in the figure, if the light on the road on which the autonomous vehicle VE is traveling at the intersection CS is red and the light on the intersecting road is green, vehicles MBβ and MBγ may turn left or right at the intersection CS, thereby filling the available space SPα. The information provision device PV (determination device JD) may take such a situation into consideration when deciding whether to transmit a virtual stop line VL. Note that in this case, as with the above, the information provision device PV (determination device JD) may monitor (predict the behavior of) vehicles MBβ and MBγ, or, if vehicles MBβ and MBγ are autonomous vehicles VEx and VEy that can communicate with the information provision device PV, acquire future location information via communication, thereby enabling necessary action to be taken.

[0097] In addition, in the above, the target area NS at the intersection CS where the vehicle should not remain stopped is defined as a rectangular area surrounded by the boundary edges where the roads intersect at the intersection CS. However, taking into consideration areas where parking is prohibited under the Road Traffic Act, for example, the target area NS may include a range up to a predetermined distance (for example, 5 m) before the boundary edges in addition to the rectangular area surrounded by the boundary edges, as shown in Figure 14, which corresponds to Figure 1.

[0098] Furthermore, the aspects exemplified in the first embodiment, the second embodiment, etc. may be combined as appropriate within a consistent range. That is, an aspect may be adopted in which the information provision device PV (determination device JD) monitors both the detection area DD1 and the detection area DD2. Furthermore, it is also possible for the information provision device PV (determination device JD) to monitor roads (roads in other directions) that intersect with the road on which the autonomously driven vehicle VE is traveling straight, i.e., roads that the autonomously driven vehicle VE would travel if it turned right or left at the intersection CS, thereby grasping the upcoming situation in advance even when the autonomously driven vehicle VE wishes to turn right or left at the intersection CS, and transmitting a virtual stop line VL to the autonomously driven vehicle VE as necessary.

[0099] Furthermore, in the above description, the location where the information provision system 100 is introduced is an intersection CS or its surrounding area, but the information provision system 100 can be introduced in various other locations as well. For example, by installing the information provision system 100 in locations other than intersections where parking and stopping are prohibited, such as in front of a fire station or at a railroad crossing, and providing information by the information provision system 100, it is possible to prevent the autonomously driven vehicle VE from getting stuck in the location where parking and stopping is prohibited.

[0100] Furthermore, the shape of the intersection CS is merely an example, and is not limited to this and can be applied to cases with various shapes and structures.

[0101] In addition, various other forms of components of the information provision system 100 are possible in addition to those described above. For example, if a monitoring sensor unit is provided in the signal light device SG, this may be used as the sensor unit 10.

[0102] In the above description, the information provision device PV (determination device JD) and the like constituting the information provision system 100 are installed near the site, i.e., near the intersection CS, 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 information provision device PV may be stored in a remote management center (management server) or on the cloud. [Explanation of symbols]

[0103] 10...roadside sensor (sensor unit), 11...camera unit, 12...distance measurement unit, 30...communication unit, 50...main control unit, 52a...blockage judgment unit (judgment unit), 52b...calculation unit, 100...information provision system, A1, AA1, BB1...arrow, AO...automatic driving program, BU...bus, MBα...vehicle, CL...uphill slope, CS...intersection, DD1, DD2...detection area, DE...area, DO...driving operation unit, DTe...end, EGe, EGs...end, FG...future position information generation unit, FP1 to FP4...point, FR...frame, GM...vehicle, JD...judgment device ,JU...judgment unit, Lv...vehicle length (vehicle size), MB...moving body, MBx, MBα, MBβ, MBγ...vehicle, MPj...map data section, MPv...map data section, NS...target area, PV...information providing device, RE...GNSS acquisition medium (GPS receiver), RO...route data section, SC...signal controller, SE...monitoring sensor, SEi...sensor interface (information acquisition section), SG...signal lamp, SPα...vacant space, TL...traffic light, TT...communication section, VE...autonomous driving vehicle, VEx, VEy...autonomous driving vehicle, VL...virtual stop line

Claims

1. a communication unit that receives future position information transmitted from an autonomous driving vehicle at a roadside; an information acquisition unit that acquires, at a roadside, target object information for a predetermined range that includes a planned driving route of the autonomously driven vehicle indicated by the future position information; a determination unit that determines whether a blockage has occurred ahead based on the target information and the future position information; a calculation unit that calculates a possible departure time based on the target information acquired by the information acquisition unit; Equipped with the communication unit transmits information about a virtual stop line to the autonomously driven vehicle in accordance with a determination result by the determination unit; an information provision system in which the communication unit transmits the possible departure time calculated by the calculation unit to the autonomously driven vehicle stopped at the virtual stop line;

2. 2. The information providing system according to claim 1, wherein the predetermined range in which the information acquisition unit acquires the target information includes a range that exceeds a detectable range of the autonomously driven vehicle at the time the future position information is transmitted.

3. the communication unit receives vehicle size information from the autonomously driven vehicle; The information providing system according to claim 1 , wherein the determining unit determines whether or not a blockage has occurred ahead based on the information about the vehicle size.

4. the predetermined range includes a range beyond an intersection through which the autonomously driven vehicle is scheduled to pass, The information provision system according to any one of claims 1 to 3, wherein the determination unit determines that other vehicles are congested in the predetermined range to set the position of the virtual stop line to a position just before the intersection.

5. the predetermined range includes a range before an intersection through which the autonomously driven vehicle is scheduled to pass, 5. The information provision system according to claim 1, wherein the determination unit, when determining that other vehicles are congested in the predetermined range, determines that the position of the last vehicle on the planned travel route is the position of the virtual stop line.

6. a roadside sensor that outputs the target information as a result of sensing the predetermined range to the information acquisition unit; 6. The information providing system according to claim 1, wherein the roadside sensor includes at least one of an imaging unit and a distance measuring unit.

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