JP7718943B2 - Information Provision System - Google Patents

Description

The present invention relates to an information provision system that provides driving assistance information from equipment installed along roads, for example, when an autonomous vehicle is driving autonomously.

In vehicle driving assistance technology, a vehicle control device installed in a vehicle detects an obstacle using the vehicle's external environment recognition unit, stops the vehicle, and when restarting the vehicle after stopping, selects manual or automatic restart based on the positional relationship between the vehicle and the obstacle (Patent Document 1).

In another driving assistance technology, an automated driving device installed in a vehicle determines whether merging control is possible based on information about other vehicles, the vehicle itself, and map information when the vehicle is traveling toward a merging lane where the lane it is traveling in merges, and performs driving control based on the determination result (Patent Document 2). For example, if the automated driving device in Patent Document 2 cannot obtain information about the merging lane from roadside facilities or cannot recognize the condition of the merging lane using an external sensor, it determines that merging control is impossible and stops the vehicle if there is not enough time to switch from automated driving to manual driving.

In the above-mentioned Patent Document 1, the monitoring range is limited because the system uses surrounding information obtained by an external environment recognition device installed in the vehicle, and does not take into account vehicles behind the vehicle when restarting. Furthermore, in the above-mentioned Patent Document 2, information about other vehicles is obtained from sensors external to the vehicle and sensors installed on the road, but when restarting after the vehicle has stopped, the system switches to manual driving, and does not consider driving control that uses information about other vehicles when restarting.

JP 2016-31660 A JP 2016-132421 A

The present invention was made in consideration of the above-mentioned background, and aims to provide an information provision system that can compensate for blind spots of an autonomously driven vehicle when it departs from a stopped state, thereby preventing a collision with a moving object such as an overtaking vehicle.

To achieve the above objective, an information provision system includes a driving assistance device that communicates with an autonomous vehicle and monitors the surrounding area. The driving assistance device has a determination unit that transmits driving control information to a stopped autonomous vehicle based on future position information received from the autonomous vehicle and the monitoring results. The future position information is composed of a main line route and a departure route that merges with the main line route. The determination unit predicts a collision with a moving object traveling in an overtaking section for the autonomous vehicle.

In the above information provision system, when a stopped autonomous vehicle departs, the determination unit of the driving assistance device predicts a collision between the autonomous vehicle and a moving object with which it may collide, and transmits driving control information based on the results of monitoring the surrounding area, thereby preventing a collision between the autonomous vehicle and the moving object. This compensates for the autonomous vehicle's blind spots, allowing the autonomous vehicle to depart safely.

According to a specific aspect of the present invention, in the information provision system, the driving assistance device acquires target object information from moving objects traveling behind and to the side of the autonomously driven vehicle as a monitoring result, and the determination unit receives the departure route from the autonomously driven vehicle and determines whether the autonomously driven vehicle will temporally interfere with the target object information in the route return section from the autonomously driven vehicle's stopping position to the position where the departure route merges with the main route. If it determines that interference will occur, it transmits departure prohibition information to the autonomously driven vehicle as driving control information. In this case, it is possible to reliably prevent a collision between the autonomously driven vehicle and the moving object.

According to another aspect of the present invention, the determination unit defines the time until the departure route merges with the main route and the time until the autonomous vehicle begins its departure operation as the clearance time, and takes the clearance time into account when determining whether the autonomous vehicle will interfere with the target information. In this case, by taking into account the initial operation time of the autonomous vehicle, etc., it is possible to reduce errors in collision prediction.

According to yet another aspect of the present invention, the driving assistance device acquires target information from moving objects traveling behind and to the side of the autonomously driven vehicle as a monitoring result, and the determination unit has a calculation unit that calculates the possible departure time at which the autonomously driven vehicle can depart based on the departure route and the target information, and the determination unit transmits the possible departure time calculated by the calculation unit as driving control information to the autonomously driven vehicle. In this case, it is possible to indicate the appropriate departure timing to a stopped autonomously driven vehicle.

According to yet another aspect of the present invention, the determination unit defines the time until the departure route merges with the main route and the time until the autonomously driven vehicle begins its departure operation as the clearance time, and calculates the departure possible time by taking the clearance time into account. In this case, by taking into account the initial operation time of the autonomously driven vehicle, etc., the departure possible time can be calculated more accurately.

According to yet another aspect of the present invention, the driving assistance device receives future position information when the autonomous vehicle turns on its turn signal to depart.

1 is a plan view conceptually showing a road on which an information provision system according to a first embodiment is installed. FIG. 1 is a block diagram illustrating an example of the configuration of an information providing system. 10A and 10B are conceptual diagrams illustrating interference between an autonomously driven vehicle and target information of a moving object in a route return section. 10A and 10B are data diagrams showing an example of an outline of communication content. 10A and 10B are flowcharts illustrating a series of operations in the information providing system. FIG. 10 is a plan view conceptually showing a road on which an information provision system according to a second embodiment is installed.

First Embodiment
An example of an information provision system according to a first embodiment of the present invention will be described below with reference to Fig. 1 etc. Fig. 1 is a conceptual diagram for explaining an overview of a road RA to which an information provision system 100 according to this embodiment has been introduced.

When an autonomously driven vehicle VE stopped on a road RA returns to its driving lane, the information provision system 100 monitors for the presence of potentially dangerous vehicles (specifically, vehicles behind or passing by that may collide with the autonomously driven vehicle VE), and provides assistance to the autonomously driven vehicle VE in driving. In this embodiment, an example is described in which the information provision system 100 provides driving assistance information to an autonomously driven vehicle VE traveling on a road RA from equipment installed along the road, i.e., from the roadside.

Figure 1 shows an example of the operation of an autonomous vehicle VE, which is the target of assistance from the information provision system 100, traveling on a straight road RA with one lane in each direction. While a bus BU traveling along a predetermined route is shown as an example of an autonomous vehicle VE, the information provision system 100 can provide necessary information to various autonomous vehicles VE of different vehicle sizes, including not only buses BU but also passenger cars, trucks, trailers, and towing vehicles. The autonomous vehicle VE, which receives information from the information provision system 100, is stopped at a straight bus stop BS along the road RA. It departs at a predetermined time, travels according to a departure route TR1, merges with a main line route TR2 on the first lane RA1, and then travels according to the main line route TR2. Here, the departure route TR1 and the main line route TR2 correspond to the future position information of the autonomous vehicle VE. When an autonomously driven vehicle VE is stopped at a bus stop BS, a rear vehicle BC, which is a moving body MB, may detour into the second lane RA2, the oncoming lane, to overtake the autonomously driven vehicle VE. In this way, when the autonomously driven vehicle MB overtakes the autonomously driven vehicle VE, there is a possibility of a collision with the autonomously driven vehicle MB in the route return section RS, which extends from the stopping position SP of the autonomously driven vehicle VE to the point where the departure route TR1 merges with the main route TR2. The route return section RS is, for example, a section of the range including the first lane RA1, which corresponds to the range from the stopping position SP of the autonomously driven vehicle VE to the point where the departure route TR1 and the main route TR2 merge, where there is a possibility of a collision with the autonomously driven vehicle MB.

The information provision system 100 is primarily composed of a driving assistance device PV. More specifically, the driving assistance device PV is a roadside device installed near a road RA. It monitors the detection area SA, which includes the autonomous vehicle VE's driving route TR, and communicates with the autonomous vehicle VE to obtain information about the autonomous vehicle VE from the autonomous vehicle VE itself. The driving assistance device PV also functions as a determination device that makes various determinations, such as whether or not to proceed, based on information about the autonomous vehicle VE. As described above, the functionality of the information provision system 100 is realized by the cooperation of each component, with the driving assistance device PV at the center. The driving assistance device PV is installed on bus stops, utility poles, electric lights, etc., and may be installed on existing structures or as a separate, independent unit. In the above configuration, the driving assistance device PV alone can be considered information provision system 100.

The driving assistance device PV monitors the surrounding area, which includes the first lane RA1 corresponding to the lane in which the autonomously driven vehicle VE is traveling and the second lane RA2 corresponding to the oncoming lane of the first lane RA1, as well as an overtaking section CS where a following vehicle BC traveling behind the autonomously driven vehicle VE bypasses and overtakes the autonomously driven vehicle VE, and the area from the stopping position SP of the autonomously driven vehicle VE to the position where the departure route TR1 merges with the main route TR2. Here, the overtaking section CS includes the area in which the moving body MB travels that corresponds to the entire side of the autonomously driven vehicle VE and the area from the start position of the departure route TR1 to the position where it merges with the main route TR2. Although not shown, the driving assistance device PV monitors not only the following vehicle BC of the autonomously driven vehicle VE, but also vehicles passing by on the side of the autonomously driven vehicle VE while overtaking it. Note that side passing vehicles are not limited to vehicles currently passing directly beside the autonomously driven vehicle VE, but also include vehicles that may pass beside or to the side of the autonomously driven vehicle VE in the future.

Blind spots are likely to occur behind the autonomously driven vehicle VE, and the detection range SA used for driving assistance in the information provision system 100 includes this blind spot. By monitoring the surroundings, i.e., the detection range SA, using the driving assistance device PV, it is possible to obtain peripheral information covering a wider range than that obtained from the onboard sensors installed in the autonomously driven vehicle VE, thereby compensating for the blind spots of the autonomously driven vehicle VE. Although not shown in the figure, blind spots are particularly likely to occur when there is a curve behind the road RA and visibility around the curve is poor. The positions and sizes of the detection range SA, route return section RS, overtaking section CS, etc. can be changed as appropriate.

The information provision system 100 monitors traffic conditions within the detection range SA to obtain information about objects such as moving bodies MB, and also obtains information from the autonomously driven vehicle VE indicating the driving route TR when traveling on the road RA (future position information, described below). Based on this information, the information provision system 100 predicts a collision between the autonomously driven vehicle VE and the moving body MB in the route return section RS to avoid a collision with the moving body MB within the detection range SA, specifically with a rear vehicle BC. The information provision system 100 determines whether or not a collision will occur based on the collision prediction, and transmits driving control information related to the determination result to the autonomously driven vehicle VE. This allows the autonomously driven vehicle VE to avoid a collision with the moving body MB when returning to the driving lane from the stopping position SP.

In this embodiment, based on the acquired information, the information provision system 100 determines whether the autonomous vehicle VE will collide with a moving body MB traveling in the overtaking section CS in the route return section RS when the autonomous vehicle VE travels along the travel route TR, which passes through the departure route TR1 and leads to the main route TR2, in the detection range SA and returns to the first lane RA1 from the stop position SP. The travel route TR is the movement trajectory of the autonomous vehicle VE based on future position information, and the future position information is created by the autonomous vehicle VE based on the route information, speed, and time possessed by the autonomous vehicle VE. If the information provision system 100 determines that there is a possibility of a collision, it transmits to the autonomous vehicle VE travel control information corresponding to the monitoring results in the detection range SA. Specifically, if the information provision system 100 determines that there is a possibility of a collision, it transmits to the autonomous vehicle VE departure prohibition information that does not allow the autonomous vehicle VE to depart, or transmits a future departure permitted time. On the other hand, if the information provision system 100 determines that there is no possibility of a collision, it transmits the current possible departure time to the autonomously driven vehicle VE. Note that the current possible departure time means that the autonomously driven vehicle VE can depart immediately.

As described above, the information provision system 100 determines whether the possibility of collision with the moving body MB has been resolved in the route return section RS based on information such as continued monitoring, and generates information regarding the time when this will be resolved (possible departure time), and provides the generated information to the autonomously driven vehicle VE. The autonomously driven vehicle VE waits for the possible departure time indicated by the information provision system 100, and then resumes driving. Note that the possible departure time may be indicated, for example, as a set time (from what hour, minute, second to what hour, minute, second the vehicle can depart) or as a length of time (from what number of seconds after the present the vehicle can depart).

As a premise for providing the information described above in the information provision system 100, for example, when an autonomous vehicle VE travels on a road RA, it transmits future position information, an example of information about itself, to a driving assistance device PV, which is a roadside device. As described above, the future position information includes information corresponding to a departure route TR1 for returning to the first lane RA1, which is the driving lane, and information corresponding to a main lane route TR2 for traveling on the first lane RA1. When the autonomous vehicle VE transmits the initial future position information, specifically the departure route TR1, to the driving assistance device PV, communication begins between the autonomous vehicle VE and the driving assistance device PV, which then triggers the information provision system 100 to identify the autonomous vehicle VE that should receive assistance. Specifically, the driving assistance device PV receives information about the departure route TR1 when the autonomous vehicle VE turns on its departure turn signal. The initial future position information may include information on the main route TR2 in addition to information on the departure route TR1. After the initial future position information is transmitted, communication continues between the autonomously driven vehicle VE and the driving assistance device PV until the autonomously driven vehicle VE begins to depart. Specifically, the autonomously driven vehicle VE transmits information requested by the driving assistance device PV at intervals of, for example, 0.1 seconds.

As shown in Figures 1 and 2, in the information provision system 100, the driving assistance device PV includes, for example, a sensor unit 10, a communication unit 30, and a main control unit 50 to achieve the above-mentioned configuration. In other words, the driving assistance device PV monitors the detection range SA using the sensor unit 10, communicates with the autonomously driven vehicle VE via the communication unit 30, processes the various pieces of information it acquires using the main control unit 50, and makes various judgments as a judgment unit 52. The judgment results are also sent to the autonomously driven vehicle VE via the communication unit 30.

Below, with reference to Figure 2, we will explain one example configuration for performing the above-mentioned operations in the information provision system 100.

The sensor unit 10 of the information provision system 100 is composed of a camera unit 11 and a ranging unit 12, and is a monitoring unit that detects moving objects (MB) and other objects within a detection range (SA), which is a predetermined area to be monitored. As shown in the example in Figure 1, the sensor unit 10 monitors the detection range (SA), which is the area to be supported, consisting of a first lane (RA1) representing the autonomous vehicle VE's driving lane and a second lane (RA2) representing the oncoming lane. The camera unit (infrastructure camera) 11 captures images and generates image data to monitor the detection range (SA). The ranging unit 12 may be, for example, a LiDAR, millimeter-wave sensor, or radar, and performs ranging to generate ranging data to obtain the position of the moving object (MB). The sensor unit 10 may be configured with either the camera unit 11 or the ranging unit 12, as long as it can acquire target information for the moving object (MB). Although only one sensor unit 10 is shown in Figures 1 and 2, multiple cameras or other devices can be installed within the detection area SA to monitor the entire area. For example, sensor units 10 may be installed behind and in front of the autonomous vehicle VE within the detection area SA, monitoring the area SA from both sides. Furthermore, if the area to be monitored within the detection area SA changes depending on the direction of travel of the autonomous vehicle VE, it is possible to appropriately select the camera or other device to be used accordingly. The detection results acquired by the sensor unit 10, including various information such as image data and ranging data regarding moving objects MB within the detection area SA, are referred to as target information. In other words, the target information includes information about the operating status of pedestrians, various vehicles, and other objects within the detection area SA. In this embodiment, the sensor unit 10 acquires target information from the moving object MB.

The communication unit 30 is a wireless unit for wireless communication with the autonomously driven vehicle VE. The communication unit 30 uses a communication method using a mobile communication line, such as 5G or 4G LTE, a mid-range wireless communication method such as wireless LAN, a short-range wireless communication method such as DSRC, or a spot communication method such as a beacon. The communication unit 30 communicates digital data with the autonomously driven vehicle VE located in a specified communication zone while identifying the other device. The autonomously driven vehicle VE transmits future position information indicating its own future position to the driving assistance device PV as data for making a decision. More specifically, the autonomously driven vehicle VE has an autonomous driving control unit AO, which is composed of various circuit mechanisms and other components, to perform various controls for autonomous driving. In particular, the autonomous driving control unit AO has a future position information generation unit FG. The future position information generation unit FG generates future position information for the autonomously driven vehicle VE itself. The future position information is composed of information such as the current position and a planned future route based on the current position. This future position information includes the current position of the autonomously driven vehicle VE (its position at the current time) and a future position (including a predicted arrival time) created based on this, as well as information such as the speed and direction (azimuth angle) at each of these times (scheduled times). In other words, the future position information includes the predicted arrival time of the autonomously driven vehicle VE at each position on the road RA, the time required to pass through each position, etc., and the communication unit 30 receives the future position information from the autonomously driven vehicle VE via the communication unit TT of the autonomously driven vehicle VE.

The main control unit 50 is composed of, for example, various circuit mechanisms, and in the example shown in the figure, has or functions as a sensor control unit 51 and a determination unit 52.

The sensor control unit 51 controls the operation of each component of the sensor unit 10 and outputs target information acquired by the sensor unit 10 to the determination unit 52.

The judgment unit 52 has a judgment execution unit 52a and a calculation unit 52b.

The determination execution unit 52a performs various determinations and associated processing based on the autonomous vehicle VE's future position information received by the communication unit 30 and target object information detected by the sensor unit 10. Typically, as shown in FIG. 1, the determination execution unit 52a determines whether or not there will be a collision between the autonomous vehicle VE and the moving object MB in the route return section RS by acquiring the departure route TR1 and the main route TR2 and extracting the moving object MB's driving conditions as target object information. It is desirable for the determination execution unit 52a to take into account the clearance time when determining whether the autonomous vehicle VE will temporally interfere with the target object information. The clearance time is the sum of the time until the departure route TR1 merges with the main route TR2 (offset time) and the time until the autonomous vehicle VE begins its departure operation (margin time). Specifically, if the offset time is 5 seconds and the margin time is 5 seconds, the clearance time is 10 seconds. Because the clearance time includes future position information for the departure route TR1 calculated by the autonomous vehicle VE, it is indirectly determined based on the performance of the autonomous vehicle VE (including the weather on that day, load capacity, etc.). The clearance time can be changed as appropriate depending on the length of the autonomous vehicle VE, the shape of the bus stop BS, etc. By taking into account the initial action time of the autonomous vehicle VE when predicting a collision, it is possible to reduce errors in collision predictions.

The calculation unit 52b calculates the possible departure time or possible departure time when the stopped autonomous vehicle VE can depart from the stopping position SP. The possible departure time is typically calculated based on future position information of the autonomous vehicle VE, specifically the departure route TR1, the main route TR2, and target information for the moving body MB, to calculate the time when the autonomous vehicle VE can safely resume traveling from the stopping position SP. It is desirable that the calculation unit 52b calculates the possible departure time taking the above-mentioned clearance time into account. By taking into account the initial operation time of the autonomous vehicle VE, etc. when calculating the possible departure time, the possible departure time can be calculated more accurately.

In this manner, the communication unit 30 transmits information about the possible departure time calculated by the calculation unit 52b to the autonomously driven vehicle VE.

Below, with reference to Figures 3(A) and 3(B), we will explain the temporal interference between the future position information of the autonomously driven vehicle VE and the target information of the moving body MB in the route return section RS shown in Figure 1. Figures 3(A) and 3(B) are diagrams showing the time series of the passage timing of the autonomously driven vehicle VE and the moving body MB in the route return section RS. Figure 3(A) shows an example of temporal interference between the autonomously driven vehicle VE and the moving body MB in the route return section RS, and Figure 3(B) shows an example of how the above interference is resolved by setting the possible departure time. In Figure 3(A) etc., symbol K1a indicates the time when the autonomously driven vehicle VE enters the route return section RS, and symbol K1b indicates the time when the autonomously driven vehicle VE leaves the route return section RS. Furthermore, symbol K2a indicates the time when, as viewed from the autonomously driven vehicle VE, the moving body MB traveling through the overtaking section CS enters the route return section RS, and symbol K2b indicates the time when the moving body MB leaves the route return section RS. As shown in FIG. 3A , if there is temporal interference between the future position information and the target object information when the autonomously driven vehicle VE passes through the route return section RS, the determination execution unit 52a determines that there is a possibility of a collision between the autonomously driven vehicle VE and the moving body MB in the route return section RS in the future. As shown in FIG. 3B , if the autonomously driven vehicle VE travels through the route return section RS after the departure time TS2 has elapsed from the interference determination time TS1, the interference between the autonomously driven vehicle VE and the moving body MB is resolved. Note that the departure time TS2 is set by taking into account the time TM1 for acceleration of the autonomously driven vehicle VE, the clearance time TM2 for the route return section RS, and the like. As shown in the figure, by having the autonomous vehicle VE depart at the possible departure time, the autonomous vehicle VE can travel along the departure route TR1 without risk of collision with the moving body MB.

Figures 4(A) and 4(B) are data diagrams showing an example of an outline of the content of communication between the vehicle and roadside in the above-described configuration. Figure 4(A) shows information sent from the vehicle to the roadside, and Figure 4(B) shows information sent from the roadside to the vehicle, which is identified by ID. In other words, a determination unit ID is defined for the roadside, and a vehicle ID is used for the vehicle to identify the autonomously driven vehicle VE.

As shown in FIG. 4(A) and as described above, the vehicle transmits to the roadside location information (current location) and future location information of the autonomous vehicle VE, in addition to various IDs and creation date and time. In the example shown, the location information (current location) includes the latitude and longitude indicating the location of the autonomous vehicle VE at the current time (time of transmission), as well as information on the autonomous vehicle VE's speed (driving speed) and direction (azimuth angle). In contrast, the future location information includes the same information as the location information (current location), but also includes information on the offset (distance) from the location information (current location). The future location information includes multiple (n) predicted values every certain time elapses (e.g., every second) from the current time. In other words, roadside equipment can determine the autonomous vehicle VE's driving route up to, for example, n seconds in the future.

As shown in Figure 4(B) and as described above, the road side, i.e., the driving assistance device PV, transmits to the vehicle various IDs, creation dates and times, as well as information on the available departure time and other driving control information. Regarding the available departure time, it is conceivable to provide literal time information, but for example, a notification that it is possible to start departure, i.e., a ready-to-depart signal being sent to the autonomously driven vehicle VE, can also be considered as providing information equivalent to the available departure time.

Using the example in Figure 1, the future position information, particularly the departure route TR1, is described. The position where the autonomous vehicle VE is depicted is designated as the current position FP1, and points FP2 to FP6, which are shown in order in the direction of autonomous vehicle VE's travel from current position FP1, indicate the autonomous vehicle VE's future position. More specifically, with time T at the current position (present time) set to 0 (T=0), point FP2 indicates the autonomous vehicle VE's position t seconds from the present time (T=t). Similarly, points FPn (where n=3 to 6) indicate the autonomous vehicle VE's position nt seconds from the present time (T=nt). Points FP1 to FP6 in Figure 1 connected by solid lines form the departure route TR1 based on the future position information. The autonomous vehicle VE's future position information changes as appropriate depending on the vehicle's travel conditions, and updated information is transmitted to the driving assistance device PV as appropriate. Note that while the above explanation focuses on the departure route TR1, which is part of the future position information, the future position for the main line route TR2 also changes in accordance with the offset time.

Table 1 shows specific future position information for the autonomously driven vehicle VE of this embodiment. Table 1 shows the current position (N1, E1) of the autonomously driven vehicle VE included in the information on the departure route TR1, as well as the future position (Nm, Em: m = 2 to 6) created based on this, the offset time, predicted speed, and movement direction (azimuth angle). Here, the movement direction is expressed as an angle relative to the straight-ahead direction A1 in the first lane RA1, with the straight-ahead direction A1 being set to 0 degrees.
[Table 1]

The provision of information to the autonomously driven vehicle VE by the driving assistance device PV as described above can be considered to be solely for the purpose of providing driving assistance to the autonomously driven vehicle VE. In other words, the information provided by the roadside is not necessarily mandatory for the autonomously driven vehicle VE, and the final decision on how to drive may be left to the autonomously driven vehicle VE itself. In other words, the information provided by the roadside may be mandatory for the autonomously driven vehicle VE, or the autonomously driven vehicle VE's own judgment may take priority over the information provided by the roadside.

An example of a series of operations in the information provision system 100 will be described below with reference to the flowcharts shown in Figures 5(A) and 5(B). Figure 5(A) is a flowchart showing a series of operations on the road side, i.e., on the driving assistance device PV, and Figure 5(B) is a flowchart showing a series of operations on the vehicle side, i.e., on the autonomously driven vehicle VE.

With reference to Figure 5(A), a series of operations in the driving assistance device PV, which is a roadside device, will be explained.

The driving assistance device PV receives a departure route TR1, which is future position information, from the autonomously driven vehicle VE (step S101). This allows the driving assistance device PV to detect the presence of a vehicle to which information should be provided. More specifically, in step S101, the main control unit 50 of the driving assistance device PV continues to confirm whether the departure route TR1, which is the first future position information that serves as a trigger for starting communication, has been received from the autonomously driven vehicle VE to which information should be provided, until confirmation is confirmed (step S101: Yes). Note that in step S101, in addition to the departure route TR1, the main line route TR2 may also be received as future position information.

Next, the main control unit 50, as the determination execution unit 52a, determines whether there will be temporal interference between the autonomously driven vehicle VE and the target information of the moving body MB that is traveling or is scheduled to travel through the overtaking section CS in the route return section RS (step S102). The interference determination in step S102 results in a collision prediction between the autonomously driven vehicle VE and the moving body MB. When making the interference determination in step S102, the timing of the passage of the autonomously driven vehicle VE and the moving body MB through the route return section RS, as shown in Figure 3(A), is taken into consideration.

If it is determined in step S102 that there will be no interference (step S102: Yes), the main control unit 50, as the determination execution unit 52a, transmits information indicating that the current time is the possible departure time as driving control information to the autonomously driven vehicle VE (step S103), and ends the series of processes when the autonomously driven vehicle VE departs from the stop position SP.

If it is determined in step S102 that interference will occur (step S102: No), the main control unit 50, as the determination execution unit 52a, determines whether there is a future timing at which the autonomous vehicle VE can depart (step S104).

If a possible departure time exists in step S104 (step S104: Yes), the main control unit 50, as the determination execution unit 52a, transmits the calculation result of the possible departure time by the calculation unit 52b, or a corresponding possible departure signal, to the autonomously driven vehicle VE (step S105). Here, the main control unit 50 provides information indicating a future time as the possible departure time to the autonomously driven vehicle VE as driving control information. Thereafter, when the possible departure time arrives and the autonomously driven vehicle VE departs from the stopping position SP, the series of processes ends. In step S103, the timing of passage of the autonomously driven vehicle VE and the moving body MB through the route return section RS, as shown in Figure 3 (B), is taken into consideration.

If there is no timing available for departure in step S104 (step S104: No), the main control unit 50, as the determination execution unit 52a, transmits departure prohibition information to the autonomously driven vehicle VE as driving control information to put the autonomously driven vehicle VE in a stopped state (step S106), and returns to step S102.

In the above, when new future position information is transmitted from the autonomously driven vehicle VE, the main control unit 50 updates the future position information and performs various processes based on the updated future position information.

With reference to Figure 5 (B), a series of operations performed by the autonomous vehicle VE when receiving information from the driving assistance device PV will be described. Note that while receiving information from the driving assistance device PV, the autonomous vehicle VE continuously transmits its own future location information to the driving assistance device PV.

The autonomously driven vehicle VE transmits the departure route TR1, which is the first future position information, to the driving assistance device PV (step S201). Note that in step S201, the main line route TR2 may also be transmitted as future position information in addition to the departure route TR1. The autonomously driven vehicle VE transmits the future position information when it turns on its turn signal for departure.

Next, the autonomously driven vehicle VE checks whether it has acquired the possible departure time (step S202). The transmission in step S201 triggers the driving assistance device PV to perform collision prediction processing (step S102 in FIG. 5A), and if a possible departure time exists, information regarding the possible departure time at the current time or a future time is transmitted.

If the possible departure time is acquired in step S202 (step S202: Yes), the autonomously driven vehicle VE departs from the stop position SP after the possible departure time arrives (step S203), starts traveling along the departure route TR1 (step S204), and ends the series of processes. After traveling along the departure route TR1, the autonomously driven vehicle VE merges with the main route TR2.

On the other hand, if the possible departure time is not acquired in step S202 (step S202: No), the autonomously driven vehicle VE has acquired departure impossible information, indicating that there is no timing when it is possible to depart, and remains stopped at the stop position SP, repeating step S202 until the possible departure time is acquired.

In the information provision system 100 of the embodiment described above, when a stopped autonomous vehicle VE departs, the determination unit 52 of the driving assistance device PV predicts a collision between the autonomous vehicle VE and a moving body MB with which there is a possibility of a collision, and transmits driving control information based on the results of monitoring the surrounding area, thereby preventing a collision between the autonomous vehicle VE and the moving body MB. This makes it possible to compensate for the blind spots of the autonomous vehicle VE and allow the autonomous vehicle VE to depart safely.

Second Embodiment
An example of an information providing system according to the second embodiment will be described below with reference to Fig. 6. In the second embodiment, descriptions of matters similar to those in the first embodiment will be omitted.

As shown in FIG. 6 , the second embodiment illustrates an example in which an autonomous vehicle VE stops at a bus bay-type stop BS with a stopping area SS off the first lane RA1. Specifically, the autonomous vehicle VE, a bus BU, stops at a stop BS in the stopping area SS, which is cut out of a sidewalk or pedestrian-only area, travels from the stopping position SP along the departure route TR1, and returns to the main route TR2 on the first lane RA1, which is the driving lane. Depending on the vehicle's stopping position SP, an autonomous vehicle VE stopped at a bus bay-type stop BS may have more difficulty checking behind it, resulting in a wider blind spot than the straight-type stop BS described in the first embodiment.

In this embodiment, a moving body MB that is overtaking a stopped autonomous vehicle VE travels in an overtaking section CS on the first lane RA1. When the autonomous vehicle VE returns to the first lane RA1 from the stopping section SS, there is a possibility that the moving body MB will collide with the moving body MB in the route return section RS.

Specific future position information for the autonomous vehicle VE in this embodiment is shown in Table 2. In the case of a bus bay-type stop BS, the autonomous vehicle VE is stopped in a stopping area SS outside the first lane RA1, so the movement direction at each future position is larger than in the case of a straight-type stop BS.
[Table 2]

In the information provision system 100 of this embodiment, the operation examples of the driving assistance device PV and the autonomously driven vehicle VE can be similar to those of the first embodiment.

〔others〕
The present invention is not limited to the above-described embodiment, and can be embodied in various forms without departing from the spirit and scope of the present invention.

In the above embodiment, the shape of the road RA is merely an example and is not limited to this, and can be applied to roads with various shapes and structures.

In the above embodiment, the reference point for the driving route TR was set to the center of the front of the autonomously driven vehicle VE, but this can be changed as appropriate, for example, to the center of the body of the autonomously driven vehicle VE or the center of the rear end.

In the above embodiment, image analysis processing and the like for understanding traffic conditions in the detection range SA is initiated when the first notification of future position information is received from the autonomously driven vehicle VE. However, traffic condition understanding processing may be performed in advance, and various determination results may be output as the final result based on the notification from the autonomously driven vehicle VE.

In addition, in the above description, the driving assistance device PV and other components of the information provision system 100 are installed near the site, i.e., near the road RA. However, this is not limited to this. For example, locations responsible for various information processing and data management could be installed in a remote location as a management center (management server), or various processing and data storage could be performed on the cloud.

10...Sensor unit, 11...Camera unit, 12...Distance measurement unit, 30...Communication unit, 50...Main control unit, 51...Sensor control unit, 52...Determination unit, 52a...Determination execution unit, 52b...Calculation unit, 100...Information provision system, AO...Autonomous driving control unit, BC...Rearing vehicle, BS...Bus stop, BU...Bus, CS...Overtaking section, FG...Future position information generation unit, MB...Mobile body, PV...Driving assistance device, RA...Road, RA1...First lane, RA2...Second lane, RS...Route return section, SA...Detection range, SP...Stop position, SS...Stopping area, TR...Driving route, TR1...Departure route, TR2...Main line route, TT...Communication unit, VE...Autonomous driving vehicle

Claims (6)

a driving assistance device that has a communication unit that communicates with an autonomous vehicle and a sensor unit that acquires target information including operating conditions of moving objects traveling around the autonomous vehicle, the driving assistance device acquiring information about the autonomous vehicle using the communication unit and monitoring the surroundings of the autonomous vehicle using the sensor unit;
the driving assistance device has a determination unit that transmits, to the stopped autonomous vehicle, driving control information according to future position information received from the autonomous vehicle and the target information of the surrounding moving objects that is a monitoring result;
the future position information is composed of a main line route and a departure route that merges with the main line route,
The determination unit is an information provision system that predicts a collision between the autonomous vehicle and the moving object traveling in an overtaking section. the driving assistance device acquires the target information from the moving object traveling behind or to the side of the autonomously driven vehicle as the monitoring result;
2. The information provision system according to claim 1, wherein the determination unit receives the departure route from the autonomous vehicle, determines whether the autonomous vehicle will interfere with the target information in time in a route return section from a stopping position of the autonomous vehicle to a position where the departure route merges with the main line route, and, if it determines that interference will occur, transmits departure impossible information as the driving control information to the autonomous vehicle. the determination unit determines a time until the departure route merges with the main route and a time until the autonomously driven vehicle starts a departure operation as a clearance time;
The information providing system according to claim 2 , wherein the clearance time is taken into consideration when determining whether the automatically driven vehicle will interfere with the target information in terms of time. the driving assistance device acquires the target information from the moving object traveling behind or to the side of the autonomously driven vehicle as the monitoring result;
the determination unit includes a calculation unit that calculates a departure possible time at which the autonomously driven vehicle is able to depart based on the departure route and the target information,
4. The information providing system according to claim 1, wherein the determination unit transmits the possible departure time calculated by the calculation unit as the driving control information to the autonomous driving vehicle. the determination unit determines a time until the departure route merges with the main route and a time until the autonomously driven vehicle starts a departure operation as a clearance time;
The information providing system according to claim 4 , wherein the possible departure time is calculated taking into consideration the clearance time. The information provision system described in any one of claims 1 to 5, wherein the driving assistance device receives the future position information when the autonomous vehicle turns on its turn signal for departure.