Communication amount control device, communication amount control method, and communication amount control program

Abstract

Provided is a communication amount control device for allocating radio resources to a plurality of moving bodies so that the total usage of radio resources in the radio coverage area does not become tight. A communication amount control device (1) comprises: an evaluation means (11) for evaluating the usage of radio resources for performing driving assistance for a plurality of moving bodies, including a manual driving vehicle and an autonomous driving vehicle, in a radio coverage area; and an allocation control means (12) for controlling the allocation of the radio resources to the plurality of moving bodies by referring to the evaluation results of the evaluation means.

Description

Communication traffic control device, communication traffic control method, and communication traffic control program

[0001] The present disclosure relates to a communication traffic control device, a communication traffic control method, and a communication traffic control program.

[0002] Conventionally, various technologies have been known for communicating between vehicles and various transmission / reception centers that transmit and receive data to and from multiple vehicles. Meanwhile, in recent years, autonomous vehicles that can be driven autonomously without a driver or with minimal driver intervention have been developed. In addition, so-called infrastructure-assisted or infrastructure-cooperative transportation systems (driving assistance systems) that transmit various traffic-related information to drivers and autonomous vehicles to help ensure safe vehicle operation are also being developed.

[0003] For example, dynamic maps (high-precision three-dimensional maps) are being studied as a key technology for achieving a level of autonomous driving in vehicles such as passenger cars that does not require driver operation. Furthermore, the use of multi-access edge computing (MEC), which is being standardized by the European Telecommunications Standards Institute (ETSI), to provide dynamic maps to vehicles while they are in motion is being studied. In this regard, Patent Literature 1 (PTL 1) discloses a technology for leveling the network load associated with communication between vehicles and a server device that provides dynamic maps using edge computing. This technology discloses a technology for determining which vehicles should receive point cloud data used to update the dynamic map based on the usage status of communication resources in multiple cells.

[0004] Japanese Patent Application Publication No. 2019-087847

[0005] However, the technology described in Patent Document 1 recognizes the difference between cells with high and low resource utilization rates and allows vehicles traveling in cells with low resource utilization rates to carry out communication first, but it does not control the communication demand itself in a certain cell.

[0006] The present disclosure has been made in consideration of the above-mentioned problems, and an exemplary purpose thereof is to provide a technology for allocating radio resources to multiple mobile bodies in an infrastructure-assisted transportation system so that the overall usage of radio resources within a radio coverage area does not become congested.

[0007] A communication traffic control device according to an exemplary aspect of the present disclosure includes an evaluation means for evaluating the usage of wireless resources for providing driving assistance to a plurality of mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area, and an allocation control means for controlling the allocation of the wireless resources to the plurality of mobile bodies by referring to the evaluation results of the evaluation means.

[0008] A communication volume control method according to an exemplary aspect of the present disclosure includes evaluating the usage of wireless resources for providing driving assistance to a plurality of mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area, and controlling the allocation of the wireless resources to the plurality of mobile bodies based on the results of the evaluation.

[0009] A communication volume control program according to an exemplary aspect of the present disclosure causes a computer to execute an evaluation process for evaluating the usage of wireless resources for providing driving assistance to multiple mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area, and a control process for controlling the allocation of the wireless resources to the multiple mobile bodies by referring to the evaluation results.

[0010] According to an exemplary aspect of the present disclosure, an exemplary effect is achieved in that a technology can be provided for allocating wireless resources to multiple mobile units so that the overall usage of wireless resources within a wireless coverage area does not become congested.

[0011] FIG. 1 is a block diagram showing the configuration of a communication volume control device 1 according to the present disclosure. FIG. 2 is a flow diagram showing the flow of a communication volume control method S1 according to the present disclosure. FIG. 3 is a block diagram showing the configuration of a communication volume control device 1A according to the present disclosure. FIG. 4 is a flow diagram showing the flow of a communication volume control method S2 according to the present disclosure. FIG. 5 is a block diagram showing the configuration of a driving mode switching device 3 according to the present disclosure. FIG. 6 is a flow diagram showing the flow of a driving mode switching method S3 according to the present disclosure. FIG. 7 is a block diagram showing the configuration of a driving mode switching device 3A according to the present disclosure. FIG. 8 is a flow diagram showing the flow of a driving mode switching method S4 according to the present disclosure. FIG. 9 is a block diagram showing the configuration of a driving mode information generating device 4 according to the present disclosure. FIG. 10 is a flow diagram showing the flow of a driving mode information generating method S5 according to the present disclosure. FIG. 11 is a block diagram showing the configuration of a computer that functions as a communication volume control device according to the present disclosure.

[0012] The following are examples of embodiments of the present invention. However, the present invention is not limited to the exemplary embodiments shown below, and various modifications are possible within the scope of the claims. For example, embodiments obtained by appropriately combining the technologies (part or all of the products or methods) employed in the exemplary embodiments shown below may also be included in the scope of the present invention. Furthermore, embodiments obtained by appropriately omitting some of the technologies employed in the exemplary embodiments shown below may also be included in the scope of the present invention. Furthermore, the effects mentioned in the exemplary embodiments shown below are examples of effects expected in the exemplary embodiments, and do not define the scope of the present invention. In other words, embodiments that do not exhibit the effects mentioned in the exemplary embodiments shown below may also be included in the scope of the present invention.

[0013] [First Exemplary Embodiment] A first exemplary embodiment, which is an example of an embodiment of the present invention, will be described in detail with reference to the drawings. This exemplary embodiment is a basic form for each of the exemplary embodiments described below. Note that the scope of application of each technique employed in this exemplary embodiment is not limited to this exemplary embodiment. That is, each technique employed in this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical obstacles arise. Furthermore, each technique shown in the drawings referenced to explain this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical obstacles arise.

[0014] In an infrastructure-assisted transportation system, various traffic information is collected and acquired, and based on that traffic information, driving assistance information is transmitted to assisted vehicles in an assistance area to enable the vehicles to travel safely and smoothly. The driving assistance information communication system transmits driving assistance information to each assisted vehicle in the system's coverage area (an area where communications from the driving assistance information communication system can reach), and in some cases receives information about the vehicle or driving situation from each vehicle. The assisted vehicle may be a vehicle that has been registered in advance (in the case of a registration system), or may be a vehicle that is in the coverage area and for which assistance has been requested (in the case of a non-registration system). The communication volume control device 1 of the present disclosure is a device associated with such a driving assistance information communication system.

[0015] (Configuration of communication volume control device 1) The configuration of the communication volume control device 1 will be described with reference to FIG. 1. FIG. 1 is a block diagram showing the configuration of the communication volume control device 1. As shown in FIG. 1, the communication volume control device 1 includes an evaluation unit 11 and an allocation control unit 12. The communication volume control device 1 is connected to a driving assistance information communication system 100 of an infrastructure-assisted transportation system so as to be able to communicate information. The driving assistance information communication system 100 transmits driving assistance information to a plurality of mobile objects present within the wireless coverage area of ​​the infrastructure-assisted transportation system. The communication volume control device 1 may include at least one processor and a memory, as will be described later.

[0016] The evaluation unit 11 evaluates the amount of radio resources used per predetermined time period for providing driving assistance to multiple mobile objects, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area. The radio resources referred to here refer to the amount of radio wave resources used by the driving assistance information communication system 100 to transmit driving assistance information. The amount of radio wave resources used refers to the amount of radio wave resources required to transmit driving assistance information to all assistance target mobile objects within the wireless coverage area. The allocation control unit 12 controls the allocation of radio resources to multiple mobile objects by referring to the evaluation results of the evaluation means. If the amount of radio resources used is sufficiently smaller than the total amount of available radio resources, for example, smaller than a predetermined threshold, the driving assistance information communication system 100 may transmit the same driving assistance information to all assistance target mobile objects. However, if the number of assistance target mobile objects increases or if communication capacity (the amount of data that can be transmitted using radio resources) temporarily decreases for some reason, and the amount of radio resources used approaches the total amount of available radio resources, it is necessary to reduce the total required amount of transmission before a communication failure occurs. The allocation control unit 12 controls the allocation of transmission amounts to multiple mobile objects to reduce the total required amount of transmission within the coverage area. The specific method will be described later.

[0017] The functions of the evaluation unit 11 and the allocation control unit 12 are realized by at least one processor reading and executing an evaluation program and an allocation control program recorded in a memory or the like.

[0018] Driving assistance information (hereinafter also referred to as "assistance information") is information that an infrastructure-assisted transportation system transmits to a vehicle to be assisted, as described above. The assistance information is information useful for safe driving, and examples of the assistance information include road conditions ahead (presence or absence of intersections, merging points, forks, traffic lights, crosswalks, etc.), traffic regulation information, congestion information, and accident information. It may also be information for determining how each vehicle should drive based on its positional relationship with other vehicles, such as its positional relationship with other vehicles during driving coordination.

[0019] In this disclosure, a "mobile body" is a mobile body that can acquire driving assistance information while communicating with the driving assistance information communication system 100. Mobile bodies include manually driven vehicles and automatically driven vehicles that travel on the ground (road). A manually driven vehicle is a vehicle that is driven by a driver. It may also be a vehicle that can accommodate people other than the driver. An automatically driven vehicle is a vehicle that is driven mechanically and autonomously by a program. Note that automatically driven vehicles also include vehicles that are partially automatically driven. An automatically driven vehicle may also be a vehicle that can accommodate people other than the driver. An automatically driven vehicle may be capable of being manually driven with a driver on board. Hereinafter, "automated driving" will also be referred to as "autonomous driving".

[0020] Furthermore, the mobile body includes a manned or unmanned aircraft capable of taking off and landing almost vertically and flying in the air. A manned aircraft capable of flying in the air is an aircraft that flies in the air at a low altitude above the ground because it receives support from an infrastructure-assisted transportation system. It may also be one that can carry people other than the driver. It may also be capable of traveling on roads.

[0021] An unmanned aircraft capable of flying in the air is the same as a manned aircraft, except that it is an aircraft that does not have a driver on board and flies mechanically and autonomously through the air through a program. It can be a mobile vehicle that flies with people on board, or an aircraft that carries only cargo without people on board. It also includes cargo-carrying drones, but does not include drones operated solely by people, but is limited to drones that are operated while receiving driving assistance information. These manned or unmanned aircraft may be capable of traveling on roads. However, this requires that they are supported by an infrastructure-assisted transportation system, and does not include aircraft that are not supported. In the following, these will be referred to as aircraft.

[0022] Additionally, a robot or the like that autonomously moves on a sidewalk while communicating with the driving assistance information communication system 100 is also included in the mobile body of the present disclosure.

[0023] (Effects of the communication traffic control device 1) As described above, the communication traffic control device 1 employs a configuration including the evaluation unit 11 that evaluates the usage of wireless resources for providing driving assistance to multiple mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area, and the allocation control unit 12 that controls the allocation of wireless resources to the multiple mobile bodies by referring to the evaluation result of the evaluation means. Therefore, the communication traffic control device 1 has the effect of being able to allocate wireless resources to the multiple mobile bodies so as not to constrain the overall usage of wireless resources within the wireless coverage area.

[0024] (Flow of communication traffic control method S1) The flow of communication traffic control method S1 will be described with reference to Fig. 2. Fig. 2 is a flow diagram showing the flow of communication traffic control method S1. As shown in Fig. 2, communication traffic control method S1 includes evaluation processing S11 and allocation processing S12.

[0025] The evaluation process S11 is a process for evaluating the usage of wireless resources for providing driving assistance to multiple mobile objects, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area. The evaluation process S11 is executed by the evaluation unit 11 of the communication traffic control device 1.

[0026] The allocation process S12 is a process for controlling the allocation of wireless resources to a plurality of mobile units by referring to the evaluation result. The allocation process S12 is executed by the allocation control unit 12 of the communication traffic control device 1.

[0027] (Effects of Communication Traffic Control Method S1) As described above, communication traffic control method S1 employs a configuration that includes evaluating the usage of wireless resources for providing driving assistance to multiple mobile bodies, including manually-driven vehicles and autonomously-driven vehicles, within a wireless coverage area, and controlling the allocation of wireless resources to the multiple mobile bodies by referring to the evaluation results. Therefore, communication traffic control method S1 has the effect of being able to allocate wireless resources to the multiple mobile bodies so as not to constrain the overall usage of wireless resources within the wireless coverage area.

[0028] Second Exemplary Embodiment A second exemplary embodiment, which is an example of an embodiment of the present invention, will be described in detail with reference to the drawings. Components having the same functions as those described in the above exemplary embodiment will be denoted by the same reference numerals, and their description will be omitted as appropriate. The scope of application of each technique employed in this exemplary embodiment is not limited to this exemplary embodiment. That is, each technique employed in this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical hindrance occurs. Furthermore, each technique shown in each drawing referenced to describe this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical hindrance occurs.

[0029] (Configuration of communication traffic control device 1A) The configuration of the communication traffic control device 1A will be described with reference to Fig. 3. Fig. 3 is a block diagram showing the configuration of the communication traffic control device 1A. In addition to the evaluation unit 11 and allocation control unit 12 provided in the communication traffic control device 1, the communication traffic control device 1A also includes a level information acquisition unit 13, a notification unit 14, a control history recording unit 15, and a transmission / reception unit 16.

[0030] The level information acquisition unit 13 acquires autonomous driving level information of the mobile body, which indicates an index of the degree of autonomous driving that the mobile body is capable of. The autonomous driving level information can also be considered an index of the cognitive ability and / or judgment ability that the mobile body possesses. The autonomous driving level information acquired by the level information acquisition unit 13 is used as follows: If the evaluation result evaluated by the evaluation unit 11 indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the allocation control unit 12 refers to the autonomous driving level information and controls the allocation of wireless resources to mobile bodies with a high autonomous driving level so as to reduce the allocation of wireless resources compared to mobile bodies with a low autonomous driving level.

[0031] The autonomous driving level information may be information on whether the mobile object is a manually driven vehicle or an autonomous vehicle, or, if the mobile object is an autonomous vehicle, the driving reliability of the autonomous vehicle. The driving reliability of an autonomous vehicle may be determined based on technical standards, specifications, etc., or the capabilities of devices equipped on each mobile object. The autonomous driving level is ranked at the highest level for manually driven vehicles, with autonomous vehicles ranked at successively lower levels.

[0032] For example, the autonomous driving level information may be a known autonomous driving level (for example, levels 0 to 5 are specified). The autonomous driving level information may be transmitted from each mobile object to the driving assistance information communication system 100. Alternatively, if the support target of the infrastructure-assisted transportation system requires registration, the driving assistance information communication system 100 may obtain the autonomous driving level from an information database regarding registered mobile objects. If the support target does not require registration, a mobile object present within the coverage area of ​​the infrastructure-assisted transportation system communicates with the driving assistance information communication system 100 to request the provision of driving assistance information. At that time, the mobile object transmits identification information such as its own ID number to the driving assistance information communication system 100. The driving assistance information communication system 100 can obtain the autonomous driving level information from the identification information of the mobile object.

[0033] The predetermined threshold can be arbitrarily determined in advance according to the type of autonomous driving level information. Alternatively, the predetermined threshold may differ depending on the method of allocating radio resources. Furthermore, the threshold may be set to provide multiple stages, and the allocation rate of radio resources may be changed for each stage. When reducing the allocation of radio resources, the allocation control unit 12 may control the allocation of radio resources to zero, that is, not to transmit assistance information. For example, a mobile object driven by a driver is ranked at the highest autonomous driving level. Control may be performed so that assistance information is not transmitted to the mobile object with the highest rank. Since autonomously driven mobile objects have different performance levels, the autonomous driving levels also differ accordingly.

[0034] When the evaluation result of the evaluation unit 11 indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the allocation control unit 12 may relatively reduce the amount of driving assistance compared to when the evaluation result indicates that the usage amount is not equal to or greater than the predetermined threshold. Specifically, reducing the amount of assistance information means, for example, stopping an assistance function that requires a relatively large amount of communication, or reducing the frequency of information exchange between the driving assistance information communication system 100 and the mobile object. An example of an assistance function that requires a large amount of communication is an arbitration assistance function. For example, the arbitration assistance function is a function that receives a request from a mobile object that wishes to change lanes and requests the mobile object traveling in the desired lane to maintain a distance that allows the lane change.

[0035] The notification unit 14, under the control of the allocation control unit 12, notifies (transmits) a predetermined message to the mobile object. For example, the notification unit 14 may notify the mobile object of a message requesting cooperation in reducing the usage amount of wireless resources. For example, if the evaluation result indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the notification unit 14 may notify a mobile object capable of both autonomous driving and manual driving of a message requesting the mobile object to switch to manual driving.

[0036] For a manually driven vehicle, notifying a message means displaying a message on a display device so that the driver can recognize it, playing a voice message, etc. For an autonomous vehicle, notifying a message may mean sending a command to the driving control device of the autonomous vehicle to instruct it to perform a predetermined driving operation.

[0037] As described above, by notifying a mobile unit of a message requesting cooperation in reducing the amount of wireless resources used, the amount of wireless resources used can be reduced. The communication traffic control device 1A may also include a points granting unit (not shown) that grants some kind of cooperation points to a mobile unit that cooperates in reducing the amount of wireless resources used. The cooperation points may be points that can be used for discounts on transportation fees, for example. By granting such cooperation points, the driver can be motivated to cooperate.

[0038] Alternatively, when the allocation control unit 12 performs control to relatively reduce the amount of driving assistance, the notification unit 14 may notify the mobile object of a message requesting the mobile object to drive in a relatively safe manner. Relatively safe driving includes driving at a relatively low speed or driving with a relatively large inter-vehicle distance. In this way, by alerting the driver, it is possible to reduce the possibility of trouble caused by a reduction in the amount of driving assistance.

[0039] Furthermore, when a mobile body is equipped with both a normal driving mode and a safe driving mode in the autonomous driving mode, the safe driving mode is a mode in which driving is performed with relatively higher safety compared to the normal driving mode. Therefore, when the mobile body receives a message requesting driving with relatively higher safety, the mobile body may be controlled to transition to the safe driving mode.

[0040] The control history recording unit 15 chronologically records in memory the control history of the radio resource allocation control executed by the allocation control unit 12 and at least a portion of the information on which the control was based. The control history, which indicates the extent of the radio resource allocation, is information necessary for analyzing the impact on the control of the autonomously driven vehicle. For example, if the autonomously driven vehicle should have an accident, the control history is essential data for investigating the cause. Such a control history recording unit 15 may be provided in each mobile body. In other words, the mobile body may have a control history recording unit that chronologically records at least a portion of the amount or content of the assistance information received. The provision of the control history recording unit 15 can be useful in investigating the cause of an accident if one occurs.

[0041] The transmitter / receiver 16 communicates information with the driving assistance information communication system 100. For example, the transmitter / receiver 16 is a transceiver that transmits and receives information to and from the driving assistance information communication system 100. Alternatively, the transmitter / receiver 16 may be a transceiver (communication interface) that can be connected to an external network such as the Internet.

[0042] (Effects of the communication traffic control device 1A) As described above, the communication traffic control device 1A further includes level information acquisition means for acquiring autonomous driving level information of a mobile body that indicates an index of the degree of autonomous driving possible, and if the evaluation result indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the allocation control means refers to the autonomous driving level information and controls the allocation of wireless resources to mobile bodies with a high autonomous driving level so as to reduce the allocation of wireless resources compared to mobile bodies with a low autonomous driving level. Therefore, in addition to the effects achieved by the communication traffic control device 1, the communication traffic control device 1A has the effect of preventing wireless resource usage from becoming tight by allocating wireless resources according to the autonomous driving level of the mobile body.

[0043] Furthermore, in the communication traffic control device 1A, when the evaluation result shows that the usage amount or the ratio of the usage amount to the radio resources is equal to or greater than a predetermined threshold, the allocation control means relatively reduces the amount of driving assistance compared to when the evaluation result shows that the usage amount is not equal to or greater than the predetermined threshold. Therefore, in addition to the effects of the communication traffic control device 1, the communication traffic control device 1A has the effect of preventing the usage amount of radio resources from becoming tight by reducing the overall amount of assistance.

[0044] The communication traffic control device 1A is further configured to include a notification unit 14 that notifies the mobile unit of a predetermined message. Therefore, in addition to the effects of the communication traffic control device 1, the communication traffic control device 1A can also provide the effect of preventing the usage of wireless resources from becoming too tight by requesting the mobile unit to cooperate in reducing the communication traffic.

[0045] Furthermore, in the communication traffic control device 1A, if the evaluation result indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the notification unit 14 notifies a mobile object capable of both autonomous driving and manual driving of a message requesting that the mobile object switch to manual driving. Therefore, according to the communication traffic control device 1A, in addition to the effect achieved by the communication traffic control device 1, the effect of preventing the usage amount of wireless resources from becoming tight by increasing the number of manually driven mobile objects can be obtained.

[0046] Furthermore, in the communication volume control device 1A, when the allocation control unit 12 performs control to relatively reduce the amount of driving assistance, the notification unit 14 is configured to notify the mobile body of a message requesting the mobile body to drive in a relatively safe manner. Therefore, in addition to the effects of the communication volume control device 1, the communication volume control device 1A has the effect of reducing the occurrence of accidents caused by a reduction in the amount of driving assistance.

[0047] The communication traffic control device 1A also has a control history recording means for chronologically recording the control history of the wireless resource allocation control executed by the allocation control unit 12 and at least part of the information that served as the basis for the control. Therefore, in addition to the effects of the communication traffic control device 1, the communication traffic control device 1A also has the effect of being useful in investigating the cause of an accident if one occurs.

[0048] (Flow of communication volume control method S2) The flow of communication volume control method S2 will be described with reference to Fig. 4. Fig. 4 is a flow diagram showing the flow of communication volume control method S2. As shown in Fig. 4, communication volume control method S2 includes evaluation processing S21 to recording processing S27. Communication volume control method S2 does not need to include all of the processing from evaluation processing S21 to recording processing S27, and may include only some of them.

[0049] The evaluation process S21 is a process for evaluating the usage of wireless resources for providing driving assistance to multiple mobile objects, including manually driven vehicles and autonomously driven vehicles, within a predetermined wireless coverage area. The evaluation process S21 is executed by the evaluation unit 11 of the communication traffic control device 1A.

[0050] The acquisition process S22 is a process for acquiring autonomous driving level information of each of a plurality of moving bodies, including manually driven vehicles and autonomously driven vehicles, which indicates the degree of autonomous driving capability of each moving body. The acquisition process S22 is executed by the level information acquisition unit 13 of the communication traffic control device 1A.

[0051] The allocation process S23 is a process in which, when the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the autonomous driving level information is referenced and the allocation of wireless resources to a mobile body having a high autonomous driving level is controlled so as to be smaller than that to a mobile body having a low autonomous driving level. The allocation process S23 is executed by the allocation control unit 12 of the communication traffic control device 1A.

[0052] The allocation process S24 is a process for controlling the amount of driving assistance to be relatively reduced when the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, compared to when the evaluation result is not equal to or greater than the predetermined threshold. The allocation process S24 is executed by the allocation control unit 12 of the communication traffic control device 1A.

[0053] The notification process S25 is a process for notifying a mobile object capable of both autonomous driving and manual driving of a message requesting the mobile object to switch to manual driving when the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold. The notification process S25 is executed by the notification unit 14 of the communication traffic control device 1A.

[0054] The notification process S26 is a process for notifying the mobile object of a message requesting the mobile object to drive in a relatively safe manner when control is performed to relatively reduce the amount of driving assistance. The notification process S26 is executed by the notification unit 14 of the communication traffic control device 1A.

[0055] The recording process S27 is a process of recording, in chronological order, the control history of the executed wireless resource allocation control and at least a part of the information on which the control was based. The recording process S27 is executed by the control history recording unit 15 of the communication traffic control device 1A.

[0056] (Effects of communication traffic control method S2) As described above, communication traffic control method S2 includes steps that can be executed by each unit of communication traffic control device 1 A. Therefore, communication traffic control method S2 can provide effects equivalent to those provided by communication traffic control device 1 A.

[0057] [Third Exemplary Embodiment] A third exemplary embodiment, which is an example of an embodiment of the present invention, will be described in detail with reference to the drawings. This exemplary embodiment is a basic form for each of the exemplary embodiments described below. Note that the scope of application of each technique employed in this exemplary embodiment is not limited to this exemplary embodiment. That is, each technique employed in this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical obstacles arise. Furthermore, each technique shown in the drawings referenced to explain this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical obstacles arise.

[0058] (Configuration of driving mode switching device 3) In the third exemplary embodiment, a driving mode switching device 3 mounted on a mobile body capable of receiving driving assistance information from an infrastructure-assisted transportation system including the communication traffic control device 1, 1A described in the first exemplary embodiment and the second exemplary embodiment will be described. The mobile body is equipped with a plurality of driving modes, and the driving mode switching device 3 is a device that switches the driving mode depending on the communication situation.

[0059] The configuration of the driving mode switching device 3 will be described with reference to FIG. 5 . FIG. 5 is a block diagram showing the configuration of the driving mode switching device 3. As shown in FIG. 5 , the driving mode switching device 3 is a device mounted on a moving body 50 for use. As described above, the moving body 50 may be a vehicle traveling on a road, an aircraft flying in the air, or a robot traveling on a sidewalk. The moving body 50 is capable of communicating with a driving assistance information communication system 100 of an infrastructure-assisted transportation system via a transceiver 52. The moving body 50 receives driving assistance information from the driving assistance information communication system 100 and drives while referring to the information. The moving body 50 may be equipped with a manual driving mode and an autonomous driving mode. As shown in FIG. 5 , the driving mode switching device 3 includes a determination unit 31 and a switching control unit 32. The driving mode switching device 3 may include at least one processor and a memory.

[0060] The determination unit 31 is mounted on a mobile object 50 capable of receiving driving assistance information from an infrastructure-assisted transportation system (driving assistance information communication system 100). The determination unit 31 determines the communication stability of the driving assistance information communication from the infrastructure-assisted transportation system. The communication stability is an index showing fluctuations in communication quality, communication speed, etc. Generally, a state in which communication quality is good and communication speed is maintained at a high speed is referred to as high communication stability. On the other hand, a state in which communication quality is relatively poor and / or communication speed is relatively slow is a state in which communication stability is lower. When communication quality is poor, problems arise such as a decrease in communication speed, which increases delays until data arrives, and large fluctuations in delay time (data arrival time) due to the effects of retransmission when a communication error occurs. Thus, the slower the communication speed or the larger the delay time or fluctuations in delay time, the lower the communication stability may be determined to be. A state in which communication is interrupted is the state in which communication stability is lowest. There are various reasons why communication stability fluctuates, but the reasons for the fluctuations are not considered here. Communication stability can be determined as appropriate between the best state and the state where communication is interrupted, with the best state and the communication state being the maximum and minimum standards, respectively. Communication stability can be determined as a continuous value or in several stages.

[0061] The switching control unit 32 refers to the communication stability and switches the driving mode of the moving object 50. For example, the moving object 50 may include a driving mode switching unit 51 that switches the driving mode, and the switching control unit 32 may switch the driving mode by sending a switching signal to the driving mode switching unit 51. The driving modes may include an autonomous driving mode and a manual driving mode, a ground driving mode and an airborne flight mode, a normal driving mode and a safe driving mode, etc.

[0062] These driving modes are modes that require more driving assistance, or modes that do not require much driving assistance. If communication stability is low in a mode that requires more driving assistance, it is not possible to receive sufficient driving assistance information. Using an autonomous driving mode or the like in such a state may increase the risk of an accident. Therefore, the switching control unit 32 switches to a mode that does not require much driving assistance when communication stability is relatively high, and switches to a mode that requires more driving assistance when communication stability is relatively low. Alternatively, the switching control unit 32 may switch to a normal driving mode when communication stability is relatively high, and switch to a safety driving mode that is expected to result in safer driving than the normal driving mode when communication stability is relatively low.

[0063] The functions of the determination unit 31 and the switching control unit 32 are realized by at least one processor reading and executing a determination program and a switching control program recorded in a memory or the like.

[0064] (Effects of driving mode switching device 3) As described above, the driving mode switching device 3 employs a configuration including the determination unit 31 that determines the communication stability of the driving assistance information communication from the infrastructure-assisted transportation system (driving assistance information communication system 100), and the switching control unit 32 that refers to the communication stability and switches the driving mode of the mobile object 50. Therefore, the driving mode switching device 3 provides an effect of ensuring driving safety in a vehicle that can receive driving assistance information, even when the communication stability of the driving assistance information communication fluctuates.

[0065] (Flow of driving mode switching method S3) Next, the flow of the driving mode switching method S3 will be described with reference to Fig. 6. Fig. 6 is a flow chart showing the flow of the driving mode switching method S3. As shown in Fig. 6, the driving mode switching method S3 includes a determination process S31 and a switching process S32.

[0066] The determination process S31 is a process for determining the communication stability of the driving support information communication from the infrastructure-assisted transportation system. The communication stability is as described above.

[0067] The switching process S32 is a process of referring to the communication stability and switching the driving mode of the mobile object 50. The driving modes are as described above.

[0068] (Effects of driving mode switching method S3) As described above, driving mode switching method S3 employs a configuration in which the communication stability of the driving assistance information communication from the infrastructure-assisted transportation system is determined and the communication stability is referenced to switch the driving mode of the mobile body 50. Therefore, driving mode switching method S3 has the effect of ensuring driving safety in a vehicle capable of receiving driving assistance information even when the communication stability of the driving assistance information communication fluctuates.

[0069] [Fourth Exemplary Embodiment] A fourth exemplary embodiment, which is an example of an embodiment of the present invention, will be described in detail with reference to the drawings. Components having the same functions as those described in the above exemplary embodiment will be assigned the same reference numerals, and their description will be omitted as appropriate. The scope of application of each technique employed in this exemplary embodiment is not limited to this exemplary embodiment. That is, each technique employed in this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical hindrance occurs. Furthermore, each technique shown in each drawing referenced to describe this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical hindrance occurs.

[0070] (Configuration of driving mode switching device 3A) The configuration of the driving mode switching device 3A will be described with reference to Fig. 7. Fig. 7 is a block diagram showing the configuration of the driving mode switching device 3A. The driving mode switching device 3A includes a communication status display unit 33 and a control history recording unit 34 in addition to the determination unit 31 and switching control unit 32 included in the driving mode switching device 3. The driving mode switching device 3A may also include a transmission / reception unit 35. The driving mode switching device 3A may also include at least one processor and memory.

[0071] The switching control unit 32 in this exemplary embodiment has the following functions. That is, as an example, when the mobile object 50A is equipped with an autonomous driving mode and a manual driving mode, the switching control unit 32 performs control to switch to the autonomous driving mode if the communication stability is relatively high, and to switch to the manual driving mode if the communication stability is relatively low. A case in which the communication stability is relatively high means, for example, when one or more thresholds are set for the communication stability and the communication stability is equal to or greater than the predetermined threshold. A case in which the communication stability is relatively low means, for example, when one or more thresholds are set for the communication stability and the communication stability is lower than the predetermined threshold.

[0072] Manual driving mode is a mode in which the driver drives the vehicle. Autonomous driving mode is a mode in which the vehicle is driven mechanically by a program. However, the autonomous driving mode may also be a partially autonomous driving mode in which only certain operations are performed autonomously and other operations are performed by the driver. Furthermore, even in the autonomous driving mode, the driver can intervene in the autonomous driving mode, such as by applying the brakes to prevent danger.

[0073] Further, as an example, when the mobile body 50A is equipped with a ground driving mode and an airborne flight mode, the switching control unit 32 performs control to switch to the ground driving mode when communication stability is relatively high, and to switch to the airborne mode when communication stability is relatively low. The ground driving mode is a mode for driving on roads. The airborne mode is a mode for flying in the air. In the case of airborne flight, it is considered that there are fewer objects that can obstruct flight than in the case of ground driving. In other words, it is considered that the flight environment is safer. Therefore, when communication stability is relatively low, it is preferable to switch to the airborne flight mode, which provides higher safety even with less driving assistance.

[0074] In addition, as an example, when the mobile body is equipped with a normal driving mode and a safe driving mode, the switching control unit 32 performs control to switch to the safe driving mode when communication stability is relatively low. The normal driving mode and the safe driving mode may be provided in both the autonomous driving mode and the manual driving mode.

[0075] The safe driving mode in the autonomous driving mode is a mode that controls the vehicle to travel at a slower speed than that in the normal driving mode, controls the vehicle to maintain a larger inter-vehicle distance than that maintained in the normal driving mode, etc. The safe driving mode in the manual driving mode is a mode that notifies the driver to drive with a relatively high level of safety. Specifically, the safe driving mode in the manual driving mode notifies the driver to drive at a slower speed than normal or maintain a larger inter-vehicle distance than normal. When communication stability is relatively low, it is considered that the amount of assistance information transmitted to surrounding autonomous vehicles is reduced. Therefore, there is a possibility that surrounding autonomous vehicles will drive unpredictably. Even in such cases, an accident can be prevented by notifying the driver to drive with a margin of error so that they can respond safely.

[0076] The communication status display unit 33 is a device that displays the degree of communication stability determined by the determination unit 31. This is a display device that informs the driver of the degree of communication stability. The mobile body is provided with a number of display devices, but the display device may be a device that displays on an existing display device or a dedicated display device. The driver can understand the communication status by looking at the communication status display unit 33, and can therefore determine whether or not to drive safely.

[0077] The control history recording unit 34 chronologically records in memory the history of the driving mode switching control executed by the switching control unit 32 and at least a portion of the information that served as the basis for that control. The control history of what switching control the switching control unit 32 executed is information necessary when analyzing the impact that control had on the control of the autonomous vehicle. For example, in the event that an autonomous vehicle should have an accident, the control history is essential data for investigating the cause. Providing the control history recording unit 34 can be useful in investigating the cause of an accident if one does occur.

[0078] The transmitter / receiver 35 communicates information with the driving assistance information communication system 100. For example, the transmitter / receiver 35 is a transceiver that transmits and receives information to and from the driving assistance information communication system 100. Alternatively, the transmitter / receiver 35 may be a transceiver (communication interface) that can be connected to a communication base such as the Internet.

[0079] (Effects of the driving mode switching device 3A) As described above, the driving mode switching device 3A is configured so that, when the moving body 50A is equipped with an autonomous driving mode and a manual driving mode, the switching control unit 32 switches to the autonomous driving mode when communication stability is relatively high, and switches to the manual driving mode when communication stability is relatively low. Therefore, the driving mode switching device 3A has the effect of being able to switch between the autonomous driving mode and the manual driving mode, in addition to the effects achieved by the driving mode switching device 3.

[0080] Furthermore, in the driving mode switching device 3A, when the moving body 50A is equipped with a ground driving mode and an airborne mode, the switching control unit 32 is configured to switch to the ground driving mode when the communication stability is relatively high, and to switch to the airborne mode when the communication stability is relatively low. Therefore, in addition to the effects achieved by the driving mode switching device 3, the driving mode switching device 3A has the effect of being able to switch between the ground driving mode and the airborne mode.

[0081] Furthermore, in the driving mode switching device 3A, when the moving body 50A is equipped with a normal driving mode and a safe driving mode, the switching control unit 32 is configured to switch to the safe driving mode when communication stability is relatively low. Therefore, in addition to the effects of the driving mode switching device 3, the driving mode switching device 3A has the effect of being able to switch between the normal driving mode and the safe driving mode.

[0082] Furthermore, the driving mode switching device 3A is configured to further include a communication status display unit 33 that displays the degree of communication stability determined by the determination unit 31. Therefore, in addition to the effects of the driving mode switching device 3, the driving mode switching device 3A provides the effect that the driver can understand the communication status by looking at the communication status display unit 33, and therefore can determine whether or not to drive safely.

[0083] The driving mode switching device 3A also includes a control history recording unit 34 that chronologically records the history of driving mode switching control executed by the switching control unit 32 and at least part of the information that served as the basis for the control. Therefore, in addition to the effects of the driving mode switching device 3, the driving mode switching device 3A also has the effect of being useful in investigating the cause of an accident in the event that one does occur.

[0084] (Flow of driving mode switching method S4) The flow of driving mode switching method S4 will be described with reference to Fig. 8. Fig. 8 is a flow diagram showing the flow of driving mode switching method S4. As shown in Fig. 8, driving mode switching method S4 includes a determination process S41 to a recording process S48. Driving mode switching method S4 does not need to include all of the processes from determination process S41 to recording process S48, and may include only some of them.

[0085] The determination process S41 is a process for determining the communication stability of the driving support information communication from the infrastructure-assisted transportation system. The determination process S41 is executed by the determination unit 31 of the driving mode switching device 3A.

[0086] The display process S42 is a process for displaying the determined degree of communication stability. The display process S42 is executed by the communication status display unit 33 of the operation mode switching device 3A.

[0087] The switching process S43 is a process for switching the moving body 50A to the autonomous driving mode when the communication stability is relatively high, and to the manual driving mode when the communication stability is relatively low, when the moving body 50A is equipped with an autonomous driving mode and a manual driving mode. The switching process S43 is executed by the switching control unit 32 of the driving mode switching device 3A.

[0088] The switching process S44 is a process for switching the mobile unit 50A to the ground running mode when the communication stability is relatively high, and to the airborne mode when the communication stability is relatively low, when the mobile unit 50A is equipped with a ground running mode and an airborne mode. The switching process S44 is executed by the switching control unit 32 of the operation mode switching device 3A.

[0089] The switching process S45 is a process for switching to the safe driving mode when the mobile object 50A has a normal driving mode and a safe driving mode and the communication stability is relatively low. The switching process S45 is executed by the switching control unit 32 of the driving mode switching device 3A.

[0090] The notification process S46 is a process for notifying the driver to drive in a safer manner when the moving body 50A is in the manual driving mode and the communication stability is relatively low. The notification process S46 is executed by the switching control unit 32 of the driving mode switching device 3A.

[0091] The switching process S47 is a process for switching the driving mode to the safe driving mode when the moving body 50A is in the autonomous driving mode and the communication stability is relatively low. The switching process S47 is executed by the switching control unit 32 of the driving mode switching device 3A.

[0092] The recording process S48 is a process of chronologically recording the history of the operation mode switching control executed by the switching control unit 32 and at least part of the information that served as the basis for the control. The recording process S48 is executed by the control history recording unit 34 of the operation mode switching device 3A.

[0093] (Effects of operation mode switching method S4) As described above, the operation mode switching method S4 includes steps that can be executed by each unit of the operation mode switching device 3 A. Therefore, the operation mode switching method S4 can provide effects equivalent to those provided by the operation mode switching device 3 A.

[0094] Fifth Exemplary Embodiment A fifth exemplary embodiment, which is an example of an embodiment of the present invention, will be described in detail with reference to the drawings. Components having the same functions as those described in the above exemplary embodiments will be denoted by the same reference numerals, and their description will be omitted as appropriate. The scope of application of each technique employed in this exemplary embodiment is not limited to this exemplary embodiment. That is, each technique employed in this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical hindrance occurs. Furthermore, each technique shown in each drawing referenced to describe this exemplary embodiment can also be employed in other exemplary embodiments included in the present disclosure, to the extent that no particular technical hindrance occurs.

[0095] (Driving Mode Information Generating Device 4) The fifth exemplary embodiment describes a driving mode information generating device 4 mounted on a mobile body capable of receiving driving assistance information from an infrastructure-assisted transportation system. The mobile body is equipped with a plurality of driving modes, and the driving mode generating device 4 generates and displays a preferred driving mode for the mobile body based on the communication stability of communication from the infrastructure-assisted transportation system. While the driving mode switching devices 3 and 3A described in the third and fourth exemplary embodiments are devices that switch the driving mode of the mobile body depending on the communication situation, the driving mode information generating device 4 is a device that displays driving mode information based on the communication stability and notifies the driver.

[0096] (Configuration of driving mode information generating device 4) The configuration of the driving mode information generating device 4 will be described with reference to Fig. 9. Fig. 9 is a block diagram showing the configuration of the driving mode information generating device 4. The driving mode information generating device 4 is a device mounted on a moving body 50B that can receive driving assistance information from an infrastructure-assisted transportation system, and includes a determination unit 41 and a generation unit 42. A driver is on board the moving body 50B. The driving mode information generating device 4 may include at least one processor and a memory.

[0097] The determination unit 41 determines the communication stability of the driving assistance information communication from the infrastructure-assisted transportation system. The generation unit 42 references the determined communication stability, generates driving mode information appropriate for the communication stability, and displays it on a display device. The communication stability is as described above. The driving mode information is a mode installed in the moving body 50B, and includes, for example, an autonomous driving mode, a manual driving mode, a ground driving mode, an airborne flight mode, and a safe driving mode, as described above. The generation unit 42 references the determined communication stability, selects an appropriate mode from the modes installed in the moving body 50B, and displays it on a display device. The selection method may be the method described in exemplary embodiment 4.

[0098] The driving mode information generating device 4 simply displays a preferred driving mode according to the communication stability, but does not forcibly switch the driving mode. If the driving mode is forcibly switched while the driver is in the vehicle, the driver may feel uneasy. However, because the driver can decide whether to switch to the driving mode displayed by the driving mode information generating device 4, the driver will not feel uneasy.

[0099] (Effects of driving mode information generating device 4) As described above, the driving mode information generating device 4 is configured to include a determining unit 41 that determines the communication stability of the driving assistance information communication from the infrastructure-assisted transportation system, and a generating unit 42 that refers to the determined communication stability, generates driving mode information appropriate for the communication stability, and displays the generated driving mode information on a display device. Therefore, the driving mode information generating device 4 has the effect of allowing the driver to determine how to switch the driving mode.

[0100] (Flow of driving mode information generating method S5) Next, the flow of the driving mode information generating method S5 will be described with reference to Fig. 10. Fig. 10 is a flow diagram showing the flow of the driving mode information generating method S5. As shown in Fig. 10, the driving mode information generating method S5 includes a determination process S51 and a display process S52.

[0101] The determination process S51 is a process for determining the communication stability of the driving support information communication from the infrastructure-assisted transportation system. The communication stability is as described above.

[0102] The display process S52 is a process of generating operation mode information suitable for the determined communication stability with reference to the determined communication stability and displaying the operation mode information on the display device. The operation mode is as described above.

[0103] (Effects of driving mode information generation method S5) As described above, the driving mode information generation method S5 is configured to determine the communication stability of the driving assistance information communication from the infrastructure-assisted transportation system, refer to the communication stability, generate driving mode information suitable for the communication stability, and display it on the display device. Therefore, the driving mode information generation method S5 has the effect of enabling the driver to decide how to switch the driving mode.

[0104] [Example of implementation by software] Some or all of the functions of the communication traffic control device 1, 1A, the operation mode switching device 3, 3A, and the operation mode information generating device 4 (hereinafter also referred to as "each of the above devices") may be implemented by hardware such as an integrated circuit (IC chip), or by software.

[0105] In the latter case, each of the above devices is realized by, for example, a computer that executes instructions of a program, which is software that realizes each function. An example of such a computer (hereinafter referred to as computer C) is shown in Figure 11. Figure 11 is a block diagram showing the hardware configuration of computer C that functions as each of the above devices.

[0106] The computer C includes at least one processor C1 and at least one memory C2. The memory C2 stores a program P for causing the computer C to function as each of the above-mentioned devices. In the computer C, the processor C1 reads and executes the program P from the memory C2, thereby realizing the functions of each of the above-mentioned devices.

[0107] The processor C1 may be, for example, a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), a micro processing unit (MPU), a floating point number processing unit (FPU), a physics processing unit (PPU), a tensor processing unit (TPU), a quantum processor, a microcontroller, or a combination thereof. The memory C2 may be, for example, a flash memory, a hard disk drive (HDD), a solid state drive (SSD), or a combination thereof.

[0108] The computer C may further include a RAM (Random Access Memory) for expanding the program P during execution and for temporarily storing various data. The computer C may also include a communication interface for transmitting and receiving data to and from other devices. The computer C may also include an input / output interface for connecting input / output devices such as a keyboard, a mouse, a display, and a printer.

[0109] The program P can also be recorded on a non-transitory, tangible recording medium M that can be read by the computer C. Such a recording medium M can be, for example, a tape, a disk, a card, a semiconductor memory, or a programmable logic circuit. The computer C can acquire the program P via such a recording medium M. The program P can also be transmitted via a transmission medium. Such a transmission medium can be, for example, a communication network or broadcast waves. The computer C can also acquire the program P via such a transmission medium.

[0110] Furthermore, the functions of each of the devices may be realized by a single processor provided in a single computer, by multiple processors provided in a single computer working in cooperation, or by multiple processors provided in each of multiple computers working in cooperation. Furthermore, the programs for causing each of the devices to realize the functions may be stored in a single memory provided in a single computer, or may be distributed and stored in multiple memories provided in a single computer, or may be distributed and stored in multiple memories provided in each of multiple computers.

[0111] [Appendix 1] The present disclosure includes the technologies described in the following appendices. However, the present invention is not limited to the technologies described in the following appendices, and various modifications are possible within the scope of the claims. (Appendix 1) A communication traffic control device comprising: evaluation means for evaluating usage of wireless resources for providing driving assistance to multiple mobile objects, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area; and allocation control means for controlling allocation of the wireless resources to the multiple mobile objects by referring to the evaluation results of the evaluation means.

[0112] (Appendix 2) A communication traffic control device as described in Appendix 1, further comprising a level information acquisition means for acquiring autonomous driving level information of the mobile body, which indicates an index of the degree of autonomous driving possible, and when the evaluation result shows that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the allocation control means refers to the autonomous driving level information and controls the allocation of the wireless resources to the mobile body at a high autonomous driving level so as to be smaller than that to the mobile body at a low autonomous driving level.

[0113] (Supplementary Note 3) The communication traffic control device according to Supplementary Note 1 or 2, characterized in that when the evaluation result indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the allocation control means relatively reduces the amount of driving assistance compared to when the evaluation result is not equal to or greater than the predetermined threshold.

[0114] (Supplementary Note 4) The communication traffic control device according to any one of Supplementary Notes 1 to 3, further comprising a notification unit that notifies the mobile unit of a predetermined message.

[0115] (Supplementary Note 5) In the communication traffic control device according to Supplementary Note 4, when the evaluation result indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the notification means notifies the mobile body capable of both autonomous driving and manual driving of a message requesting the mobile body to switch to manual driving.

[0116] (Supplementary Note 6) The communication volume control device according to Supplementary Note 4 or 5, wherein when the allocation control means performs control to relatively reduce the amount of driving assistance, the notification means notifies the mobile body of a message requesting the mobile body to drive in a relatively safe manner.

[0117] (Supplementary Note 7) The communication traffic control device according to Supplementary Note 6, wherein the relatively safe driving is at least one of driving at a relatively low driving speed and driving with a relatively large inter-vehicle distance.

[0118] (Supplementary Note 8) The communication traffic control device according to any one of Supplementary Notes 1 to 7, further comprising a control history recording means for chronologically recording a control history of the allocation control of the wireless resources executed by the allocation control means and at least a portion of the information that served as the basis for the control.

[0119] (Supplementary Note 9) A communication volume control method, comprising: evaluating the usage of wireless resources for providing driving assistance to a plurality of mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area; and controlling allocation of the wireless resources to the plurality of mobile bodies by referring to the results of the evaluation.

[0120] (Supplementary Note 10) The communication volume control method described in Supplementary Note 9 further includes acquiring autonomous driving level information of the mobile body that indicates an index of the degree of autonomous driving possible, and if the evaluation result shows that the usage amount or the ratio of the usage amount to the radio resources is equal to or greater than a predetermined threshold, the allocation control refers to the autonomous driving level information and controls the allocation of the radio resources to the mobile body at a high autonomous driving level so as to be smaller than that to the mobile body at a low autonomous driving level.

[0121] (Supplementary Note 11) The communication volume control method according to Supplementary Note 9 or 10, wherein, when the evaluation result indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the allocation control relatively reduces the amount of the driving assistance compared to when the evaluation result is not equal to or greater than the predetermined threshold.

[0122] (Supplementary Note 12) The communication traffic control method according to any one of Supplementary Notes 9 to 11, further comprising notifying the mobile unit of a predetermined message.

[0123] (Supplementary Note 13) The communication volume control method according to Supplementary Note 12, wherein, when the evaluation result indicates that the usage amount or a ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the notification is to notify the mobile body capable of both autonomous driving and manual driving of a message requesting the mobile body to switch to manual driving.

[0124] (Supplementary Note 14) The communication volume control method described in Supplementary Note 12 or 13, wherein when allocation control is performed to relatively reduce the amount of driving assistance, the notification is to notify the mobile body of a message requesting the mobile body to drive in a relatively safe manner.

[0125] (Supplementary Note 15) The communication amount control method according to Supplementary Note 14, wherein the relatively safe driving is at least one of driving at a relatively low driving speed and driving with a relatively large inter-vehicle distance.

[0126] (Supplementary Note 16) The communication traffic control method according to any one of Supplementary Notes 9 to 15, further comprising chronologically recording a control history of the radio resource allocation control and at least a part of information that is the basis of the control.

[0127] (Supplementary Note 17) A communication volume control program that causes a computer to execute an evaluation process that evaluates the usage of wireless resources for providing driving assistance to multiple mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area, and a control process that controls the allocation of the wireless resources to the multiple mobile bodies by referring to the evaluation results.

[0128] [Appendix 2] This disclosure includes the techniques described in the following appendices. However, the present invention is not limited to the techniques described in the following appendices, and various modifications are possible within the scope of the claims.

[0129] (Supplementary Note 1) A communication traffic control device comprising at least one processor, the at least one processor executing an evaluation process for evaluating the usage of wireless resources for providing driving assistance to a plurality of mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area, and an allocation control process for controlling the allocation of the wireless resources to the plurality of mobile bodies by referring to the evaluation result of the evaluation means.

[0130] The communication traffic control device may further include a memory, and the memory may store a program for causing the at least one processor to execute each of the processes.

[0131] (Supplementary Note 2) The at least one processor further executes a level information acquisition process to acquire autonomous driving level information of the mobile body, which indicates an index of the degree of autonomous driving possible, and if the evaluation result shows that the usage amount or the ratio of the usage amount to the radio resources is equal to or greater than a predetermined threshold, the autonomous driving level information is referenced in the allocation control process to control the allocation of the radio resources to the mobile body at a high autonomous driving level to be smaller than that to the mobile body at a low autonomous driving level, characterized in that the communication traffic control device described in Supplementary Note 1.

[0132] (Supplementary Note 3) The communication traffic control device according to Supplementary Note 1 or 2, characterized in that, when the evaluation result indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the at least one processor relatively reduces the amount of driving assistance in the allocation control process compared to when the evaluation result is not equal to or greater than the predetermined threshold.

[0133] (Supplementary Note 4) The communication traffic control device according to any one of Supplementary Notes 1 to 3, wherein the at least one processor further executes a notification process of notifying the mobile unit of a predetermined message.

[0134] (Supplementary Note 5) In the communication traffic control device according to Supplementary Note 4, when the evaluation result indicates that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the at least one processor notifies the mobile body capable of both autonomous driving and manual driving of a message requesting the mobile body to switch to manual driving in the notification process.

[0135] (Supplementary Note 6) When control is performed to relatively reduce the amount of driving assistance, the at least one processor notifies the mobile body of a message requesting the mobile body to drive in a relatively safe manner in the notification process. The communication volume control device described in Supplementary Note 4.

[0136] (Supplementary Note 7) The communication traffic control device according to Supplementary Note 6, wherein the relatively safe driving is at least one of driving at a relatively low driving speed and driving with a relatively large inter-vehicle distance.

[0137] (Supplementary Note 8) The communication traffic control device according to any one of Supplementary Notes 1 to 7, wherein the at least one processor further executes a control history recording process that chronologically records a control history of the allocation control of the wireless resources executed in the allocation control process and at least a portion of the information that served as the basis for the control.

[0138] (Supplementary Note 9) A communication volume control method, comprising: at least one processor evaluating the usage of wireless resources for providing driving assistance to a plurality of mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area; and controlling allocation of the wireless resources to the plurality of mobile bodies by referring to the evaluation results.

[0139] (Supplementary Note 10) A non-transitory recording medium having recorded thereon a communication volume control program that causes a computer to execute an evaluation process for evaluating the usage of wireless resources for providing driving assistance to multiple mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area, and a control process for controlling the allocation of the wireless resources to the multiple mobile bodies by referring to the evaluation results.

[0140] DESCRIPTION OF SYMBOLS 1, 1A... Communication volume control device 11... Evaluation unit 12... Allocation control unit 13... Level information acquisition unit 14... Notification unit 15, 34... Control history recording unit 16, 35... Transmitting / receiving unit 100... Driving assistance information communication system 3, 3A... Driving mode switching device 31, 41... Determination unit 32... Switching control unit 33... Communication state display unit 50, 50A... Mobile body 51... Driving mode switching unit 52... Transmitting / receiving unit 4... Driving mode information generation device 42... Generation unit

Claims

1. A communication traffic control device comprising: an evaluation means for evaluating the usage of wireless resources for providing driving assistance to multiple mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area; and an allocation control means for controlling the allocation of the wireless resources to the multiple mobile bodies by referring to the evaluation results of the evaluation means.

2. A communication traffic control device as described in claim 1, further comprising a level information acquisition means for acquiring autonomous driving level information of the mobile body, which indicates an index of the degree of autonomous driving possible, and when the evaluation result shows that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the allocation control means refers to the autonomous driving level information and controls the allocation of the wireless resources to the mobile body at a high autonomous driving level so as to be smaller than that to the mobile body at a low autonomous driving level.

3. A communication traffic control device as described in claim 1 or 2, wherein when the evaluation result shows that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the allocation control means relatively reduces the amount of driving assistance compared to when the evaluation result is not equal to or greater than the predetermined threshold.

4. The communication traffic control device according to claim 1 or 2, further comprising notification means for notifying said mobile unit of a predetermined message.

5. A communication traffic control device as described in claim 4, wherein, if the evaluation result shows that the usage amount or the ratio of the usage amount to the wireless resources is equal to or greater than a predetermined threshold, the notification means notifies the mobile body, which is capable of both autonomous driving and manual driving, of a message requesting it to switch to manual driving.

6. A communication volume control device as described in claim 4, wherein when the allocation control means performs control to relatively reduce the amount of driving assistance, the notification means notifies the mobile body of a message requesting the mobile body to drive in a relatively safe manner.

7. The communication traffic control device according to claim 6, wherein the relatively safe driving is at least one of driving at a relatively slower speed and driving with a relatively wider distance between vehicles.

8. A communication traffic control device according to claim 1 or 2, further comprising a control history recording means for chronologically recording the control history of the allocation control of the wireless resources executed by the allocation control means and at least part of the information that served as the basis for the control.

9. A communication volume control method, comprising: evaluating the usage of radio resources for providing driving assistance to multiple mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a radio coverage area; and controlling the allocation of the radio resources to the multiple mobile bodies by referring to the results of the evaluation.

10. A communication volume control program that causes a computer to execute an evaluation process that evaluates the usage of wireless resources for providing driving assistance to multiple mobile bodies, including manually driven vehicles and autonomously driven vehicles, within a wireless coverage area, and a control process that controls the allocation of the wireless resources to the multiple mobile bodies by referring to the evaluation results.

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