Route determination device and automated driving system

Abstract

To provide a travel route determination device that reduces an amount of calculation required to generate a travel route, and an automatic driving system equipped with the travel route determination device.SOLUTION: A travel route determination device comprises: an obstacle information acquisition unit that acquires obstacle information at a regular interval; an obstacle determination unit that determines whether the obstacle is a moving object or a stationary object with respect to all obstacles acquired by the obstacle information acquisition unit; a moving object list updating unit that registers the obstacle in a moving object list when the obstacle is determined to be the moving object; a travel inhibition area updating unit that registers the obstacle as a travel inhibition area in the area that contains the obstacle when the obstacle is determined to be the stationary object; and a travel route determination unit that performs a calculation to avoid a collision between the vehicle and the obstacle based on the updated moving object list and the travel inhibition area without using the continued travel inhibition area, and modifies a preset travel route.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present application relates to a driving route determination device and an automatic driving system. [Background technology]

[0002] A system has been proposed that generates a route for a target vehicle traveling on a road, etc., to safely travel without colliding with other vehicles and pedestrians. This route generation system uses sensors mounted on the vehicle or installed on the roadside to detect other vehicles and pedestrians moving within an area, and generates a driving route to avoid collisions with the target vehicle if there is a possibility of such a collision.

[0003] Such a driving path generation system generates a driving path by detecting obstacles by combining the results of multiple sensing means, such as radar, cameras, and lidar. However, while these sensing means can detect the presence or absence of an object, it is difficult to accurately determine the object's exact contour, i.e., boundary. Therefore, even if a driving path is generated based on objects detected by these sensing means, collisions cannot always be avoided. In order to completely avoid a collision, the system may take an unnecessarily large detour, slow down more than necessary, or temporarily stop for a long time, resulting in inefficient results.

[0004] To solve this problem, a method has been proposed in which a means for detecting free space where no objects exist is combined with a means for detecting objects, thereby checking twice the target trajectory that the vehicle should follow to ensure that no collision occurs (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 6545279 Summary of the Invention [Problem to be solved by the invention]

[0006] In Patent Document 1, two inspections are required: one based on the measurement of the free space around the vehicle, and the other based on the measurement of the objects around the vehicle. Therefore, as the number of obstacles increases, the processing load increases. If the processing load exceeds a certain limit, the generation of the route required for driving cannot keep up, and as a result, measures such as reducing the driving speed or stopping the vehicle must be taken, which may prevent the autonomous vehicle from driving efficiently.

[0007] The present application discloses technology for solving the above-mentioned problems, and aims to provide a driving route determination device that reduces the amount of calculation required for determining a driving route, and an autonomous driving system that enables a vehicle to travel based on a driving route efficiently generated by this driving route determination device. [Means for solving the problem]

[0008] The driving route determination device disclosed in the present application comprises: an obstacle information acquisition unit that acquires information about a first obstacle from a roadside sensing device and information about a second obstacle around the vehicle from an on-board sensor mounted on the vehicle at regular intervals; an obstacle determination unit that determines whether all obstacles, including the first obstacle and the second obstacle, are moving objects or stationary objects based on the information about the first obstacle and the information about the second obstacle acquired by the obstacle information acquisition unit; a moving object list update unit that registers the obstacle in a moving object list when the obstacle determination unit determines that the obstacle is a moving object; a travel-prohibited area updating unit that, when the obstacle determining unit determines that the obstacle is a stationary object, registers an area that includes the obstacle as a travel-prohibited area, and, when the obstacle is determined to be a stationary object again, continues the registered travel-prohibited area; a travel route determination unit that performs calculations to avoid collisions with all of the obstacles based on the moving object list updated by the moving object list update unit and the travel-prohibited areas updated by the travel-prohibited area update unit, and corrects a preset travel route for the vehicle, The travel route determination unit is configured not to perform calculations to avoid collisions in the travel-prohibited area that has been continued by the travel-prohibited area update unit. [Effects of the Invention]

[0009] According to the present invention, a detected obstacle is classified as a moving object or a stationary object, and a stationary object is maintained as a no-travel area until it moves, eliminating the need to repeatedly execute calculations for collision avoidance and reducing the processing load on the route determination device. As a result, an autonomous driving system equipped with this route determination device can efficiently provide a route to an autonomously driven vehicle. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a functional block diagram showing a configuration of an autonomous driving system according to a first embodiment. [Figure 2] FIG. 1 is a diagram illustrating an application example of an autonomous driving system according to a first embodiment. [Figure 3] FIG. 1 is a diagram for explaining a method for generating a driving route for an autonomously driven vehicle. [Figure 4] FIG. 2 is a diagram for explaining a travel route of a vehicle traveling in a road area. [Figure 5] FIG. 5 is a diagram for explaining a vehicle travel route generated when there is an obstacle on the road in FIG. 4. [Figure 6] 4 is a flowchart showing the operation of the autonomous driving system according to the first embodiment. [Figure 7] FIG. 6 is a diagram for explaining a state in which a no-travel area is set in FIG. 5. [Figure 8] FIG. 8 is a diagram for explaining an example of a vehicle travel route when some of the obstacles in FIG. 7 are moving. [Figure 9] FIG. 1 is a diagram illustrating an example of a hardware configuration of an automatic driving system according to a first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, embodiments of the automated driving system disclosed in the present application will be described with reference to the drawings. In the following embodiments, an automobile will be shown as an example of a moving body to which the automated driving system is applied. The automobile is assumed to be capable of automated driving equivalent to level 3 or 4 as defined by the Society of Automotive Engineers (SAE International), for example. In addition, the same reference numerals in each drawing indicate the same or corresponding parts. Therefore, detailed descriptions thereof may be omitted to avoid duplication.

[0012] Embodiment 1 The autonomous driving system according to the first embodiment will be described below with reference to the drawings. <Autonomous driving system configuration> 1 is a functional block diagram showing the configuration of an autonomous driving system according to embodiment 1. In FIG. 1, the autonomous driving system 1 includes a roadside sensing device 10, a driving route determination device 20, and a vehicle 30.

[0013] The roadside sensing device 10 is a roadside device installed, for example, on a roadside strip. The roadside sensing device 10 is equipped with a roadside sensor 11, and transmits obstacle information around the road detected by the roadside sensor 11 as output to an obstacle information acquisition unit 21 of the driving route determination device 20. The roadside sensor 11 includes at least one of a camera, a radar, a LiDAR (Light Detection And Ranging), and a sonar sensor (ultrasonic sensor), for example.

[0014] The autonomously driven vehicle 30 includes an on-board sensor 31 that detects obstacles around the vehicle 30 and an information receiving unit 32 that receives information from the driving route determination device 20. The on-board sensor 31 transmits the detected obstacle information as an output to the obstacle information acquisition unit 21 of the driving route determination device 20.

[0015] The on-board sensor 31 includes at least one of a camera, radar, LiDAR, and sonar sensor, similar to the roadside sensor 11. It is desirable to provide a plurality of on-board sensors 31, taking into consideration the detection range of each on-board sensor 31, so as to cover the periphery of the vehicle 30.

[0016] The travel route determination device 20 includes an obstacle information acquisition unit 21, an obstacle determination unit 22, a moving object list update unit 23, a travel-prohibited area update unit 24, a travel route determination unit 25, and an information notification unit 26. The travel route determination device 20 also has map information 28 stored in advance. The driving route determination device 20 receives outputs from the roadside sensors 11 and the on-board sensors 31 equipped on the vehicle 30 at regular intervals, and reflects the position, moving speed, moving direction, stationary state, etc. of all received obstacles in the map information 28, making the map information 28 a dynamic map.

[0017] Information on other vehicles, pedestrians, and the like around the vehicle 30 output from the roadside sensor 11 and the on-board sensor 31 equipped on the vehicle 30 is input to the obstacle information acquisition unit 21 as obstacle information. Note that if the obstacle information from the roadside sensor 11 is referred to as first obstacle information and the obstacle information from the on-board sensor 31 is referred to as second obstacle information, the first obstacle information and the second obstacle information may overlap in some cases. The obstacle information acquisition unit 21 treats obstacles based on the first obstacle information and the second obstacle information as information on all obstacles.

[0018] The obstacle determination unit 22 determines whether each obstacle acquired by the obstacle information acquisition unit 21 is a moving object or a stationary object based on the acquired information such as the position, moving speed, moving direction, etc. of all obstacles, and reflects the result on the dynamic map.

[0019] The moving object list update unit 23 updates the obstacle list based on the obstacle information acquired by the obstacle information acquisition unit 21. If the obstacle acquired by the obstacle information acquisition unit 21 is a moving object, it is registered in the obstacle list. If the moving speed of a moving object registered in the obstacle list becomes zero, i.e., if the object becomes stationary, the obstacle determination unit 22 determines that the object is a stationary object and so the object is deleted from the obstacle list. On the other hand, an object that moves from a stationary state is registered in the obstacle list. The information in the updated obstacle list is reflected in the dynamic map.

[0020] The travel-prohibited area update unit 24 updates the travel-prohibited area based on the obstacle information acquired by the obstacle information acquisition unit 21. A travel-prohibited area is an area around the travel route along which the vehicle 30 travels, where a stationary obstacle exists. It encompasses the stationary obstacle and has a margin of, for example, 10 to 20% in width or length, or a margin of, for example, 0.5 to 1 meter, larger than the size of the obstacle. For obstacles that remain stationary, the obstacle information received and detected by the obstacle information acquisition unit 21 at regular intervals remains unchanged. That is, for obstacles that are repeatedly or repeatedly determined to be stationary by the obstacle determination unit 22, the set travel-prohibited area continues. Furthermore, as mentioned above, if an object that was updated in the obstacle list as a moving object becomes stationary and is removed from the obstacle list, the location where the object stopped is added to a new travel-prohibited area. On the other hand, if an object moves from a stationary state, the location where the object was located is excluded from the travel-prohibited area. The updated travel-prohibited area information is reflected in the dynamic map.

[0021] The driving route determination unit 25 calculates and determines a route for the vehicle 30 that avoids collision with obstacles. When the autonomously driven vehicle 30 moves from its current position to its final destination position, it has a driving route calculated in advance on a map. The driving route determination unit 25 refers to information on the movement status of moving objects on the dynamic map, moving object information based on obstacle list information, and stationary object information based on travel-prohibited areas, and updates the pre-calculated driving route (a first driving route, described later) so that the vehicle 30 avoids collision with obstacles.

[0022] Specifically, by solving the equations of motion for the vehicle 30 and the equations of motion for the moving objects based on a dynamic map that reflects a list of obstacles (moving objects), their movement states, and the travel-prohibited areas, the system predicts whether or not the vehicle 30 will collide with all obstacles, and generates a revised travel route from the preset first travel route so as to avoid collision with any of the obstacles, which becomes the new travel route. When determining whether or not the vehicle 30 will collide with an obstacle, the system also determines whether the obstacle is a stationary object. However, for stationary objects, a travel-prohibited area is set to encompass the stationary object, and this area does not change until the vehicle starts moving. Therefore, calculations for determining a collision between the vehicle 30 and the travel-prohibited area and for collision avoidance do not need to be performed if the travel-prohibited area remains in place; they can be performed only if a change occurs in the travel-prohibited area, thereby reducing the amount of calculations required for the determination process, etc.

[0023] The information notification unit 26 transmits the travel route determined by the travel route determination unit 25 to the information receiving unit 32 of the vehicle 30.

[0024] The travel route determination device 20 can also be mounted on a vehicle 30.

[0025] <Application example of Autonomous Driving System 1> Next, an example in which the automatic driving system 1 is applied will be described. 2 is a diagram showing the application of the autonomous driving system 1 according to the first embodiment, in which one central control center 120 is installed to oversee the entire jurisdiction area 101 of the autonomous driving system, and bundles together a first driving route determination device 121 that oversees a station area 141 and a second driving route determination device 122 that oversees an intersection area 142. Here, the central control center 120 is also a single driving route determination device.

[0026] The first travel route determination device 121 communicates with a first roadside sensing device 111 and a second roadside sensing device 112 that detect obstacles within a station area 141. The first roadside sensing device 111 mainly detects the arrival and departure of a vehicle 130 at, for example, a boarding and disembarking space in a station facility, and therefore serves as sensing means for avoiding interference with the vehicle 130. The second roadside sensing device 112 mainly detects a vehicle 130 and a pedestrian 131 at, for example, a boarding and disembarking space in a station facility, and therefore serves as sensing means for avoiding contact between the vehicle 130 and the pedestrian 131.

[0027] The second driving route determination device 122 communicates with the third roadside sensing device 113 in an intersection area 142 without traffic lights. The third roadside sensing device 113 mainly detects, for example, vehicles 130 within the intersection area 142, and serves as sensing means for avoiding collisions between vehicles 130 and traffic stoppages due to crossings.

[0028] <Generating driving routes> Next, a method for generating a driving route for an autonomously driven vehicle will be described. FIG. 3 is a diagram illustrating a method for generating a driving route for an autonomous vehicle. In the diagram, when an autonomously driven vehicle 301 travels from its current location to a final destination, it matches a group of intermediate routes 311, 312, 313, and 314 on a map with a measured position 302 of its own location obtained by a GNSS (Global Navigation Satellite System) sensor or an on-board sensor 31 that acquires information on surrounding landmarks, and travels while sequentially calculating a future driving route 320 for a certain period of time. FIG. 3 shows an example in which latitude and longitude are acquired as positioning results and an intermediate route is mapped. The driving route 320 is referred to as a first driving route. Similar to the vehicle 30 in FIG. 1, the vehicle 301 communicates with the driving route determination device 20 of the autonomous driving system 1 and includes an on-board sensor 31 and an information receiving unit 32.

[0029] Fig. 4 is a diagram illustrating an example of generating a driving route for a vehicle 301 traveling on an actual road. In Fig. 4, a road area 330 including an intersection and off-road areas 331, 332, 333, and 334 are defined, and a driving route 321 is generated within the road area 330. In this example, the vehicle 301 travels toward a destination point in the direction of turning right at the intersection in this road area 330.

[0030] Fig. 5 is a diagram for explaining a vehicle travel route generated in Fig. 4 when there is an obstacle on the road. In Fig. 5, obstacles 413 and 412, which are moving objects (e.g., other vehicles in motion), and obstacles 411, 414, 415, and 416, which are stationary objects (e.g., parked vehicles, luggage, etc.), exist in a road area 330 including an intersection. These obstacles are detected by the roadside sensor 11 of the roadside sensing device 10 and the on-board sensor 31 of the vehicle 301, and the obstacle determination unit 22 of the travel route determination device 20 determines whether the obstacle is a moving object or a stationary object, and the determination is reflected in the map information. Then, a travel route 322 of the autonomously driving vehicle 301 is generated by modifying the travel route 321 of Fig. 4 so as to avoid collisions with all of these obstacles 411, 412, 413, 414, 415, and 416. If a plurality of roadside sensing devices 10 are provided to detect obstacles in the road area 330, obstacle information may be acquired from the plurality of roadside sensing devices 10.

[0031] A specific procedure for generating a driving route will be described with reference to Fig. 6. Fig. 6 is a flowchart showing the operation of the autonomous driving system according to the first embodiment. First, information on all obstacles 411, 412, 413, 414, 415, and 416 detected in the road area 330 by the roadside sensor 11 of the roadside sensing device 10 and the onboard sensor 31 of the vehicle 301 is transmitted to the obstacle information acquisition unit 21 of the driving route determination device 20 (steps S101 and S102).

[0032] Next, in step S103, if the obstacle is determined to be a moving object based on the obstacle information acquired by the obstacle information acquisition unit 21 and the movement state of the obstacle calculated by the obstacle determination unit 22 (Yes in step S103), the process proceeds to step S104, and the moving object list update unit 23 registers the moving object in the obstacle list and updates it.

[0033] In step S103, if the obstacle is determined to be a stationary object and not a moving object (No in step S103), the process proceeds to step S105, and the travel-prohibited area update unit 24 sets a travel-prohibited area in the area that includes the stationary object and adds it to the travel-prohibited area.

[0034] Fig. 7 is a diagram for explaining the state in which no-travel areas are set in Fig. 5. In Fig. 7, no-travel area 521 is set to encompass obstacle 411, which is a stationary object, no-travel area 522 is set to encompass both stationary obstacles 414 and 415 because they are close to each other, and no-travel area 523 is set to encompass stationary obstacle 416.

[0035] Next, in step S106, the driving route determination unit 25 predicts whether or not there will be a collision between the vehicle 301 and all obstacles present in the road area 330 based on the map information 28, which is a dynamic map that reflects a list of obstacles that are moving objects and their movement states and driving-prohibited areas, and generates a revised driving route 322 from the preset first driving route 321 so as to avoid collision with any of the obstacles, thereby generating a new driving route.

[0036] Specifically, the system predicts whether or not a collision will occur by solving the equation of motion for all obstacles 411, 412, 413, 414, 415, and 416 present in the road area 330 based on their respective positions, speeds, accelerations, sizes (vertical and horizontal sizes), attitudes (azimuth angles), etc., and the equation of motion for the vehicle 301 for a period of time until a preset time has elapsed.

[0037] In step S107, information on the new driving route 322 determined by the driving route determination unit 25 is transmitted from the information notification unit 26, and the information receiving unit 32 of the vehicle 301 receives the information on the new driving route 322.

[0038] While the vehicle 301 is traveling, the operations from step S101 to step S107 are repeated. At this time, the obstacle determination unit 22 determines whether the obstacle is a moving object or a stationary object, and a stationary obstacle is treated as a traveling-prohibited area. Therefore, in step S106, the traveling route determination unit 25 does not need to perform calculations for the sequential movement state, collision determination, and collision avoidance when the traveling-prohibited area continues, thereby reducing the amount of calculations.

[0039] The obstacle information acquisition unit 21 receives outputs from the roadside sensors 11 and the onboard sensors 31 of the vehicle 30 at regular intervals, and the obstacle determination unit 22 determines whether the obstacle is a moving or stationary object. If an obstacle is repeatedly determined to be a stationary object, the obstacle can continue to be treated as a no-travel area until the obstacle is detected as moving (until the obstacle is determined as a moving object). On the other hand, as shown in FIG. 8 , when the movement of stationary obstacles 415 and 416 is detected, the no-travel area 522 is reset, the no-travel area 523 is deleted, and the obstacles 415 and 416, which have become moving objects, are registered in the obstacle list, updating the obstacle list. At this time, if the movement of stationary obstacle 411 is not detected, the no-travel area remains in place, and there is no need to perform calculations to set the no-travel area. Then, the new driving route 323 is corrected based on the new dynamic map.

[0040] In step S107, the vehicle 301 receives the information about the new travel route 322 and drives and controls each actuator such as the brake (braking means) and the handle (steering means) to travel according to the received travel route 322.

[0041] Vehicle 301 is provided with a driving route that predicts whether or not it will collide with an obstacle while traveling and that is generated to avoid any collision with any obstacle, and based on this route, vehicle 301 must perform driving operations, including steering, accelerating, decelerating, and stopping, in real time. For example, in urban areas, it is necessary to respond to complex situations such as oncoming vehicles, vehicles waiting to turn right, vehicles in traffic jams, vehicles parked on the road, and pedestrians trying to cross the road. In this case, if the number of obstacles increases and the processing load exceeds a certain limit, it may become impossible to generate a driving route that avoids collision with the obstacles in time, and the autonomously driven vehicle may not be able to drive properly.

[0042] Furthermore, in a real traffic environment, not all obstacles are constantly moving. For example, there are obstacles waiting to turn right, in traffic jams, parked on the shoulder, and many obstacles that continue to remain stationary after moving and stopping. If these stationary vehicles are treated as no-drive areas rather than as obstacles, there is no need to constantly perform collision detection for a certain time into the future, which can significantly reduce the processing load.

[0043] Furthermore, the moving object list and no-driving areas are reflected on a dynamic map, and are updated sequentially depending on whether each obstacle is moving or stationary. This prevents an extreme increase in processing load even if the number of obstacles increases, thereby making it possible to prevent a decline in the driving efficiency of autonomously driving vehicles.

[0044] As described above, according to the first embodiment, the travel path determination device includes an obstacle information acquisition unit that acquires obstacle information at regular intervals, an obstacle determination unit that determines whether all obstacles are moving or stationary based on the obstacle information acquired by the obstacle information acquisition unit, a moving object list update unit that registers the obstacle in a moving object list if the obstacle is determined to be a moving object, a travel-prohibited area update unit that registers an area containing the obstacle as a travel-prohibited area if the obstacle is determined to be a stationary object and continues to be the travel-prohibited area if the obstacle is again or repeatedly determined to be a stationary object, and a travel path determination unit that corrects a preset travel path of the vehicle based on the updated moving object list and travel-prohibited areas. With this configuration, obstacles are classified as moving objects and stationary objects, and for stationary objects that remain in the travel-prohibited area, it is not necessary to repeatedly perform calculations to determine whether a collision has occurred until the vehicle starts moving, thereby reducing the amount of calculations and the load on the calculation processing.

[0045] Furthermore, according to embodiment 1, the autonomous driving system is equipped with this driving route determination device, a vehicle that detects obstacle information around the vehicle, and a roadside sensing device that detects obstacle information, so that even if the number of detected obstacles increases, it is possible to efficiently provide the autonomous driving vehicle with a revised driving route to avoid collisions.

[0046] 9 shows an example of hardware of the autonomous driving system 1 in the above-described first embodiment, and includes an arithmetic processing device 1001, a storage device 1002 including a ROM (Read Only Memory) storing programs that execute the functions of each functional unit and a RAM (Random Access Memory) that stores data of the execution results of each functional unit, which are the results of calculations performed by the programs, an input / output device 1003, and a communication device 1004. The arithmetic processing device 1001 executes the program input from the storage device 1002. The driving route determination device 20 may have a similar hardware configuration, or each function may be realized within the hardware configuration of the autonomous driving system 1.

[0047] The communication device 1004 includes a wide-area communication unit and a short-range communication unit as communication modules. The wide-area communication unit uses a predetermined wide-area wireless communication standard, such as LTE (Long Term Evolution), 4G, or 5G (5th Generation; fifth generation mobile communication system). The short-range communication unit uses, for example, DSRC (Dedicated Short Range Communications). A certain communication speed is guaranteed for these communications. These communications may be used between the roadside sensing device 10 and the travel route determination device 20, and between the vehicle 30 and the travel route determination device 20.

[0048] The travel route determination device 20 can also be mounted on the vehicle 30. In this case, the obstacle information from the roadside sensing device 10 is transmitted to the travel route determination device 20 via communication using, for example, LTE or 5G.

[0049] Each sensor of the on-board sensor 31 is mounted on a vehicle, and information from each sensor is collected by a communication line to an information acquisition unit (not shown) in the vehicle and transmitted to the driving route determination device 20. The communication lines within the vehicle are connected using, for example, a Control Area Network (CAN: registered trademark) or the like.

[0050] A processor such as a CPU (Central Processing Unit) or a DSP (Digital Signal Processor) is applied to the arithmetic processing device 1001. Dedicated hardware may also be applied to the arithmetic processing device 1001. When the arithmetic processing device 1001 is dedicated hardware, the arithmetic processing device 1001 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination of these.

[0051] Furthermore, the functional units of the driving route determination device 20 and the automatic driving system 1 may be realized by individual arithmetic processing devices, or may be realized together by a single arithmetic processing device. Furthermore, each functional unit of the driving route determination device 20 and the autonomous driving system 1 can realize the above-mentioned functions by hardware, software, etc., or a combination of these, with some functions being realized by a processing unit as dedicated hardware and other functions being realized by software.

[0052] Furthermore, each of the components described in the above embodiments can be implemented as software. It may also be considered as firmware or its corresponding hardware, and both In this concept, each component is referred to as a "unit" or a "processing circuit".

[0053] Although exemplary embodiments are described herein, the various features, aspects, and functions described in the embodiments are not limited to application to a particular embodiment, but may be applied to the embodiments alone or in various combinations. Therefore, countless variations not illustrated are contemplated within the scope of the technology disclosed in the present specification, including, for example, modifying, adding, or omitting at least one component. [Explanation of symbols]

[0054] 1: Autonomous driving system, 10: Roadside sensing device, 11: Roadside sensor, 20: Travel route determination device, 21: Obstacle information acquisition unit, 22: Obstacle determination unit, 23: Moving object list update unit, 24: Travel-prohibited area update unit, 25: Travel route determination unit, 26: Information notification unit, 28: Map information, 30, 130, 301: Vehicle, 31: In-vehicle sensor, 32: Information receiving unit, 101: Jurisdiction area, 111: First roadside sensing device, 112: Second roadside sensing device, 113: Third roadside sensing device, 120: Central control center, 121: First travel route determination device, 122: Second travel route determination device, 131: Pedestrian, 141: Station area, 142: Intersection area, 302: Positioning position, 311, 312, 313, 314: intermediate route, 320, 321, 322, 323: driving route, 330: road area, 331, 332, 333, 334: off-road area, 411, 412, 413, 414, 415, 416: obstacle, 521, 522, 523: prohibited driving area, 1001: processing unit, 1002: storage device, 1003: input / output device, 1004: communication device.

Claims

1. an obstacle information acquisition unit that acquires information about a first obstacle from a roadside sensing device and information about a second obstacle around the vehicle from an on-board sensor mounted on the vehicle at regular intervals; an obstacle determination unit that determines whether all obstacles, including the first obstacle and the second obstacle, are moving objects or stationary objects based on the information about the first obstacle and the information about the second obstacle acquired by the obstacle information acquisition unit; a moving object list update unit that registers the obstacle in a moving object list when the obstacle determination unit determines that the obstacle is a moving object; a travel-prohibited area updating unit that, when the obstacle determining unit determines that the obstacle is a stationary object, registers an area that includes the obstacle as a travel-prohibited area, and, when the obstacle is determined to be a stationary object again, continues the registered travel-prohibited area; a travel route determination unit that performs calculations to avoid collisions with all of the obstacles based on the moving object list updated by the moving object list update unit and the travel-prohibited areas updated by the travel-prohibited area update unit, and corrects a preset travel route for the vehicle, The travel route determination unit does not perform calculations to avoid collisions for the travel-prohibited areas that have been continued by the travel-prohibited area update unit.

2. When the obstacle for which the travel-prohibited area is set moves, the travel-prohibited area update unit cancels the travel-prohibited area, and the moving object list update unit adds the travel-prohibited area to the moving object list; 2. The driving path determination device according to claim 1, wherein, when the obstacle registered in the moving object list becomes stationary and is determined to be a stationary object by the obstacle determination unit, the moving object list update unit deletes the obstacle from the moving object list, and the traveling-prohibited area update unit adds an area that includes the obstacle as a traveling-prohibited area.

3. An automated driving system including the driving route determination device according to claim 1 or 2, the vehicle, and the roadside sensing device, an autonomous driving system in which information about the first obstacle is transmitted from the roadside sensing device to the driving route determination device at regular intervals, information about the second obstacle is transmitted from the vehicle to the driving route determination device at regular intervals, a revised driving route is transmitted from the driving route determination device to the vehicle, and the vehicle drives based on the revised driving route.

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