JP7726782B2 - Autonomous Driving Assistance System - Google Patents

Description

The present invention relates to an autonomous driving assistance system that provides information to assist autonomous driving when an autonomous vehicle is driving autonomously.

For example, there is a known technology that uses roadside sensing to detect vehicles traveling on the main lane of a highway just before a merging lane, and provides information on vehicle behavior to an autonomous vehicle attempting to merge onto the main lane (see Non-Patent Document 1).

However, in the above-mentioned non-patent document 1, vehicle behavior is sensed in a single location, making it impossible to grasp dynamically changing vehicle behavior. As a result, depending on the changes in vehicle behavior, accurate information may not be provided, and smooth traffic may not be maintained in the merging lane (merging location).

Mitsubishi Heavy Industries Technical Review Vol. 57 No. 2 (2020) Industry & Infrastructure Special Feature Cooperative ITS Merging Assistance System for Autonomous Drivers

The present invention was made in consideration of the above points, and aims to provide an automated driving assistance system that assists automated driving in order to maintain smooth traffic at road merging points.

To achieve the above objective, the autonomous driving assistance system includes a vehicle detection unit that detects vehicles in a predetermined area extending along the driving direction of one road, including an area upstream of the junction between one road and another road; an analysis unit that analyzes the vehicle traffic conditions in the predetermined area detected by the vehicle detection unit; and a notification unit that notifies autonomous vehicles traveling on other roads of target information resulting from the analysis by the analysis unit.

The above-mentioned automated driving assistance system enables area-wide analysis of vehicle traffic conditions in a specified area extending along the direction of travel on one road, and by notifying automated vehicles traveling on other roads of the analysis results, it becomes possible for the automated vehicles to grasp dynamic changes in vehicle traffic conditions upstream of the merging point. In other words, it becomes possible to provide automated driving assistance to maintain smooth traffic flow.

In a specific aspect of the present invention, the vehicle detection unit detects a main road as one road as the predetermined area, and the notification unit notifies target information to an autonomous vehicle traveling on a ramp as another road. In this case, driving assistance can be provided to ensure smooth travel of an autonomous vehicle attempting to merge from a ramp onto a main road.

In another aspect of the present invention, the analysis unit measures the inter-vehicle distance when multiple vehicles are traveling in the area of a merging line on a main road. In this case, the merging position can be calculated based on the measured inter-vehicle distance.

In yet another aspect of the present invention, a determination unit is provided that determines whether an autonomous vehicle traveling on a ramp can merge with multiple other vehicles based on the inter-vehicle distance measured by the analysis unit. In this case, smooth merging can be achieved by driving in accordance with the determination result.

In yet another aspect of the present invention, the analysis unit detects whether a vehicle traveling on a main road is changing lanes. In this case, it becomes possible to determine the possibility of merging based on whether a vehicle is changing lanes.

In yet another aspect of the present invention, the vehicle detection unit detects a ramp as one road as the predetermined area, and the notification unit notifies target information to an autonomous vehicle traveling on a main road as another road. In this case, by notifying an autonomous vehicle traveling on the main road of information about a vehicle attempting to merge onto the main road from a ramp, driving assistance can be provided to ensure smooth travel at the merging point.

In yet another aspect of the present invention, the analysis unit detects changes in the acceleration and deceleration of vehicles traveling in a specified area. In this case, it becomes possible to determine the possibility of merging based on changes in the acceleration and deceleration of vehicles.

In yet another aspect of the present invention, the analysis unit individually identifies and tracks vehicles traveling in a specified area. In this case, the possibility of merging can be determined while taking into account the behavioral characteristics of each vehicle.

FIG. 1 is a conceptual diagram for outlining an example of operation when the automated driving assistance system according to the first embodiment is installed at a location on a highway that includes a merging point. FIG. 1 is a block diagram illustrating an example of the configuration of an autonomous driving assistance system. 10A to 10D are data diagrams showing an example of an outline of various data used for driving assistance. 10A to 10D are data diagrams showing an example of the transition of predictions. FIG. 1 is a block diagram for explaining merging determination in an automatic driving assistance system. 10A to 10C are flowcharts illustrating a series of operations in an automatic driving assistance system. FIG. 1 is a conceptual diagram showing a situation in which there are multiple vehicles in a merging lane. 8 is a flowchart for explaining a collision avoidance process in the case of FIG. 7 . FIG. 10 is a conceptual diagram for outlining an example of operation when the automated driving assistance system according to the second embodiment is installed at a location on a highway that includes a merging point. 10A to 10C are flowcharts illustrating a series of operations in an automatic driving assistance system.

First Embodiment
An example of the automated driving assistance system according to the first embodiment will be described below with reference to Fig. 1 etc. Fig. 1 is a conceptual diagram for outlining an example of operation at a location including a merging point on a highway to which an automated driving assistance system 100 according to this embodiment has been introduced, and Fig. 2 is a block diagram showing an example of the configuration of the automated driving assistance system 100.

As shown in FIG. 1, the automated driving assistance system 100 is installed at a location including a main line (main road) MS of a highway and a ramp section SS that merges from a side onto the main line MS. To ensure smooth traffic flow at the merging point MP where the main line MS and ramp section SS merge, the automated driving assistance system monitors and analyzes traffic conditions and transmits (outputs) the analysis results to provide information for driving assistance. In FIG. 1, the direction of travel of the main line MS is indicated by arrow DD1, and the direction of travel of the ramp section SS is indicated by arrow DD2. In the illustrated example, the ramp section SS consists of one lane, while the main line MS consists of three lanes, including a merging lane (merging lane) ML that includes the merging point MP shared with the ramp section SS, and two travel lanes NL1 and NL2. In the above, the automated driving assistance system 100 monitors the possibility of a collision between a vehicle (general vehicle) traveling in the merging lane ML and a vehicle to be assisted traveling on the ramp section SS.

In the example shown in FIG. 1, the autonomous vehicle VE that is the target of assistance from the autonomous driving assistance system 100 is indicated by hatching. More specifically, the autonomous vehicle VE is traveling on a ramp section SS and communicates with the autonomous driving assistance system 100 to transmit information about itself to the autonomous driving assistance system 100 and receive notifications from the autonomous driving assistance system 100. Meanwhile, the autonomous driving assistance system 100, as an infrastructure facility, observes and monitors vehicles (traffic conditions) traveling within the monitoring range DD. The monitoring range DD here is an area on the main road MS side that extends along the traveling direction of the main road MS (arrow DD1). More specifically, the autonomous driving assistance system 100 defines the monitoring range DD, which is a predetermined area for detecting the vehicle GM, as including the merging point MP between one road RN (main road MS) and another road RT (ramp section SS), and including the area upstream of the merging point MP on the one road RN (main road MS). The autonomous driving assistance system 100 analyzes the traffic conditions of a vehicle GM, which is a moving object MB to be monitored, within a monitoring range DD established on one road RN (main road MS), and notifies the results of the analysis to an autonomously driven vehicle VE traveling on another road RT (ramp section SS). This enables the autonomously driven vehicle VE traveling on the ramp section SS to appropriately select a driving mode for autonomous driving when merging onto the main road MS.

In this embodiment, various information such as image data and ranging data relating to the vehicle GM as a moving body MB present in the monitoring range DD is referred to as target information. In other words, the target information includes information on the operating status of various vehicles present in the monitoring range DD, the presence of obstacles, etc. Furthermore, in this embodiment, the target information may also include information such as predicted behavior based on the driving status of the vehicle GM extracted from the various acquired data. In other words, various information including analysis results by the automated driving assistance system 100 is notified to the automated driving vehicle VE as target information, thereby providing driving assistance.

To provide support to the autonomous driving vehicle VE as described above, the autonomous driving assistance system 100 includes a vehicle detection unit (sensor) 10, an analysis unit AN, and a communication unit (notification unit) 70.

The vehicle detection unit 10 is composed of various sensors that capture images and measure distances within the monitoring range DD to detect the position and speed of a vehicle GM traveling within the planar monitoring range DD. In this case, the results of a planar analysis of the traffic conditions of vehicles traveling on one road RN (main road MS) are notified to an autonomous vehicle VE traveling on another road RT (ramp section SS), allowing the autonomous vehicle VE to grasp dynamic changes in traffic conditions. Furthermore, by including the monitoring range DD upstream of the merging point MP, smooth traffic flow at the merging point MP can be maintained. For example, in the illustrated example, multiple vehicles GM (vehicles GMα, GMβ, GMγ, ...) exist as moving objects MB within the monitoring range DD, and these are detected by the vehicle detection unit 10. In this case, by making it possible to capture continuous changes as the vehicle travels, for example, if one of the vehicles GMα, shown by the dashed line, subsequently changes lanes to the position shown by the solid line, this can be captured.

The analysis unit AN analyzes data (traffic conditions) related to vehicle GM located within the monitoring range DD detected by the vehicle detection unit 10. Furthermore, the analysis unit AN acquires future position information from the autonomously driven vehicle VE via the communication unit 70, and functions as a determination unit that determines whether the autonomously driven vehicle VE can merge based on the analysis results of the traffic conditions of vehicle GM and the future position information from the autonomously driven vehicle VE. Note that future position information is information indicating the planned route of the autonomously driven vehicle VE; an example of future position information will be described in detail below. Here, the initial transmission of future position information from the autonomously driven vehicle VE to infrastructure (roadside) equipment initiates communication between the autonomously driven vehicle VE and the infrastructure, and this triggers the autonomous driving assistance system 100 to identify the autonomously driven vehicle VE that should receive assistance. After the initial transmission of future position information, communication continues between the autonomously driven vehicle VE and the infrastructure until the autonomously driven vehicle VE has passed through the merging point MP.

In addition, here, merging information (such as information on whether merging is possible) as an analysis result or judgment result from the analysis unit AN is also considered to be one aspect of target information. Furthermore, merging information can change from moment to moment based on dynamic changes in traffic conditions detected by the vehicle detection unit 10 and updates to future position information from the autonomous vehicle VE.

The communication unit 70 is an interface unit that communicates with the autonomously driven vehicle VE, and as described above, receives future position information transmitted from the autonomously driven vehicle VE. The communication unit 70 also notifies autonomously driven vehicles VE traveling on other roads RT of target information (merging information) resulting from analysis by the analysis unit AN.

Below, a more detailed configuration example of the automated driving assistance system 100 will be described with reference to the block diagram shown in Figure 2.

As described above, the automated driving assistance system 100 is composed of a vehicle detection unit (sensor) 10, an analysis unit AN, and a communication unit 70, and provides automated driving assistance to the automated driving vehicle VE by communicating with the automated driving vehicle VE. The vehicle detection unit 10, analysis unit AN, and communication unit 70 are roadside equipment RE installed on the roadside, and the automated driving assistance system 100 can be considered to be composed of the roadside equipment RE. However, from a different perspective, the automated driving assistance system 100 can also be considered to be composed of parts of the automated driving vehicle VE (on-board side), such as the automated driving vehicle VE's communication equipment. In other words, the automated driving assistance system 100 can also be considered to include the communication unit TT that constitutes the automated driving vehicle VE, and even the automated driving control unit AO (or parts thereof) (or parts thereof).

In the autonomous vehicle VE, the communication unit TT is used to communicate with the infrastructure (roadside equipment RE). For example, the autonomous vehicle VE transmits future position information from the autonomous vehicle VE to the infrastructure via the communication unit TT. The autonomous driving control unit AO is composed of various circuit mechanisms and other components to perform various controls required for autonomous driving. Here, the autonomous driving control unit AO particularly includes a future position information generation unit FG that generates future position information for the autonomous vehicle VE itself. The future position information includes the autonomous vehicle VE's current position (its position at the current time) and its future position (including its predicted arrival time) based on this, as well as information such as its speed and direction (azimuth angle) at each of these times (scheduled times). In other words, the future position information includes information for calculating the predicted arrival time of the autonomous vehicle VE at the junction point MP or the time required to pass through the junction point MP. The communication unit 70 of the roadside device RE receives future position information from the autonomously driven vehicle VE via the communication unit TT of the autonomously driven vehicle VE, and the analysis unit AN makes a judgment based on the future position information and target information acquired via the communication unit 70, thereby creating merging information.

On the other hand, as previously mentioned, the roadside device RE, i.e., the infrastructure side (fixed installation side), handles target information as follows: first, the vehicle detection unit 10 captures images and measures distances within the monitoring range DD, and a moving object MB (vehicle GM) within the monitoring range DD is captured as video (image data and distance measurement data), which is then processed by the analysis unit AN to extract the position, speed, etc. of the vehicle GM. In the illustrated example, the vehicle detection unit 10 is made up of a camera unit 11 and a distance measurement unit 12, and the analysis unit AN is made up of a target processing unit 20, a merging arrival time calculation unit 30, and a merging determination unit 50, and various operations and processes are performed.

First, the camera unit (infrastructure camera) 11 of the vehicle detection unit 10 captures images and generates image data to monitor the monitoring range DD. The ranging unit 12 performs ranging and generates ranging data. The ranging unit 12 may use, for example, LiDAR, a millimeter-wave sensor, or radar. As a result, the vehicle detection unit 10 acquires various data from which the position of the moving body MB, i.e., the vehicle GM, can be extracted. Furthermore, by continuously capturing images and measuring the distance, the vehicle detection unit 10 can generate data that captures dynamic (time-dependent) changes in the position of the vehicle GM, etc.

The analysis unit AN is composed of a CPU, storage device, and various circuit mechanisms, and performs various functions such as analyzing images from the vehicle detection unit 10 to determine the position of the vehicle GM.

Of the analysis unit AN, the target processing unit 20 extracts information about the vehicle GM (mobile object MB) from information such as video from the vehicle detection unit 10, i.e., image data and ranging data resulting from imaging and ranging within the monitoring range DD. That is, the target processing unit 20 generates target information indicating the operating status of the vehicle GM (mobile object MB) present within the monitoring range DD, and outputs the generated target information to, for example, the junction arrival time calculation unit 30 or the communication unit 70.

Based on target information from the target processing unit 20, the merging arrival time calculation unit 30 calculates (predicts) the time when a vehicle GM in the monitoring range DD will arrive at the merging position MP (see FIG. 1). For example, if the presence of a vehicle GM traveling in the merging lane ML (see FIG. 1) is confirmed, the time when the vehicle GM will arrive at the merging position MP (predicted merging position arrival time) is calculated based on the current position and current speed of the vehicle GM if the current speed is maintained. The merging arrival time calculation unit 30 outputs the calculated predicted merging position arrival time to, for example, the merging determination unit 50. Note that the calculation method used by the merging arrival time calculation unit 30 is not limited to the above. For example, the analysis unit AN may capture changes in the acceleration and deceleration of the vehicle GM traveling in the monitoring range DD, which is a predetermined area, and calculate the predicted merging position arrival time by taking these changes into account. In this case, the merging determination unit 50, described below, can determine the possibility of merging based on changes in the acceleration and deceleration of the vehicle GM.

The merging determination unit 50 determines whether the autonomously driven vehicle VE can merge onto the main road MS based on the target object information from the merging arrival time calculation unit 30 and future position information from the autonomously driven vehicle VE obtained via the communication unit 70. More specifically, the merging determination unit 50 determines whether the predicted merging position arrival time for vehicle GM and the scheduled arrival time of the autonomously driven vehicle VE at the merging position MP based on the future position information from the autonomously driven vehicle VE are likely to overlap, i.e., whether there is a possibility of a collision. The merging determination unit 50 transmits merging information as a result of the merging determination to the autonomously driven vehicle VE via the communication unit 70 as a type of target object information. Here, if the merging determination unit 50 determines that there is a possibility of a collision, it outputs the merging information including information on driving modes to avoid the collision. An example of such a mode will be described later.

The communication unit 70 transmits the status of the vehicle GM (mobile body MB) within the monitoring range DD output from the target processing unit 20 and the merging information (merging determination results) output from the merging determination unit 50 as target information to the autonomously driven vehicle VE. In other words, the communication unit 70 transmits the analysis results of the analysis unit AN to the outside.

The autonomously driven vehicle VE receives target information from the roadside device RE via the communication unit TT and drives autonomously based on this information, enabling smooth merging at the merging position MP (see Figure 1).

Below, we will explain a specific example of the various types of data handled in the above manner, with reference to Figure 3.

3A and 3B are data diagrams showing target information extracted based on roadside (infrastructure) monitoring. FIG. 3A shows, as target information, information on each vehicle GM (vehicles GMα, GMβ, GMγ, ...) present in the monitoring range DD shown in FIG. 1 at the time when data was acquired by imaging or the like (acquisition time: T _k ; k≧1). For example, the information includes current location, traveling speed, and traveling lane information extracted for each data acquisition timing. In particular, in the above example, when each vehicle GMα, ... is traveling in a merging lane ML, the estimated time of arrival at the merging position MP (estimated merging position arrival time) is extracted as data. FIG. 3B shows information on the merging position MP (merging position information) as one piece of information extracted based on FIG. 3A. That is, the data shows whether or not a vehicle GM on the main line is present at the merging position MP at each scheduled time t _n (n≧1) based on the predicted merging position arrival time in Fig. 3(A). In addition to the various information shown in Fig. 3(A), the merging position information shown in Fig. 3(B) can also be considered as a type of target information related to the monitoring range DD. The various data shown in Fig. 3(A) are extracted by processing in the target processing unit 20, and the various data shown in Fig. 3(B) are extracted by calculation processing in the merging arrival time calculation unit 30.

Figures 3(C) and 3(D) are data diagrams related to information transmitted from the vehicle (autonomous vehicle) to the road (infrastructure). Figure 3(C) shows an example of information transmitted, such as future position information. As shown in Figure 3(C), the autonomous vehicle VE traveling along the ramp section SS transmits the autonomous vehicle VE's position information (current position) and future position information to the roadside device RE, in addition to the vehicle ID and creation date and time. In the illustrated example, the position information (current position) 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 (traveling speed) and direction (azimuth angle). In contrast, the future position information includes the same information as the position information (current position), but also includes information on the offset (distance) from the position information (current position). The future position information includes multiple (n) predicted values at regular intervals (e.g., every second) from the current time. In other words, the roadside device RE can grasp the planned route of the autonomous vehicle VE up to, for example, n seconds in the future. This allows the roadside device RE to calculate the planned arrival time of the autonomous vehicle VE at the merging point MP. Note that Figure 3(D) shows information about the merging point MP of the autonomous vehicle VE for which information is to be provided based on the future position information, etc., shown in Figure 3(C). The autonomous driving assistance system 100 made up of the roadside device RE can determine the possibility of a collision at the merging point MP by comparing Figure 3(B) with Figure 3(D).

As shown in Fig. 4, the target information for the monitoring range DD may change from moment to moment as monitoring continues. Figs. 4A and 4B show changes in data corresponding to the state of the vehicle GMα shown in Fig. 1 before changing lanes. On the other hand, Figs. 4C and 4D show changes in data corresponding to the state of the vehicle GMα shown in Fig. 1 after changing lanes. That is, in the cases shown in Figs. 4A and 4B, it is assumed that the vehicle GMα continues traveling while remaining in the merging lane. In this case, as shown in Fig. 4B, the merging position information indicates that the vehicle (vehicle GMα) is present at the merging position MP at scheduled times _t3 and _t4 . In contrast, in the cases shown in Figures 4(C) and 4(D), as can be seen from the hatched areas, vehicle GMα changes lanes from the merging lane to the non-merging lane (driving lanes NL1 and NL2), and the merging position information is changed to show that no vehicle is present at merging position MP even at scheduled times _t3 and _t4 . In this way, the collision determination can be adapted to traffic conditions that change from moment to moment. In other words, based on the analysis results of analysis unit AN, it is possible to determine whether vehicle GM traveling on main line (main road) MS is changing lanes.

Future location information, etc., can also be assumed to change from moment to moment, with the latest information being sent from the autonomously driven vehicle VE at regular intervals.

Below, with reference to Figure 5, an example will be described regarding the roadside device RE that constitutes the automated driving assistance system 100, mainly regarding the configuration and operation of the merging determination unit 50.

In the illustrated example, in the roadside device RE that constitutes the automated driving assistance system 100, the merging determination unit 50 includes an arrival time reception unit TR that receives target information, a future position information reception unit FR that receives future position information, a main control unit 80 that is composed of a CPU or the like and performs various operational controls, and a memory unit 90 that is composed of a storage device or the like and stores various data.

Of these, the arrival time reception unit TR is an interface unit that receives information on the predicted time of arrival at the junction position as a result of the calculation process in the junction arrival time calculation unit 30. On the other hand, the future position information reception unit FR is an interface unit that receives future position information and the like transmitted from the autonomously driven vehicle VE via the communication unit 70.

The main control unit 80 stores various data received by the arrival time reception unit TR and future position information reception unit FR in the memory unit 90 as needed, and is the main part of the merging determination unit 50, which makes determinations regarding merging based on this data. To make the above determinations, the main control unit 80 is composed of, or functions as, a time reference unit 81 and a collision prediction unit 82.

Specifically, the main control unit 80 constantly receives target object information via the arrival time reception unit TR and accumulates and updates information to grasp traffic conditions within the monitoring range DD. Meanwhile, the main control unit 80 receives future position information from the autonomous vehicle VE via the future position information reception unit FR, thereby grasping that the autonomous vehicle VE has entered the ramp unit SS. In this case, the main control unit 80, as the time reference unit 81, references the scheduled arrival time of the autonomous vehicle VE at the junction position MP and the predicted arrival time of each vehicle GM based on traffic conditions within the monitoring range DD. As the collision prediction unit 82, the main control unit 80 predicts the possibility of a collision between the autonomous vehicle VE and another moving object at the junction position MP, and outputs the prediction result as junction information. Furthermore, if the main control unit 80 determines that a collision is possible as a result of the prediction, it calculates a driving mode to avoid the collision and outputs the calculation result as part of the junction information.

A series of operations in the automated driving assistance system 100 will be explained below with reference to the flowcharts shown in Figures 6(A) to 6(C). Figure 6(A) shows a series of operations related to the target processing unit 20 and merging arrival time calculation unit 30, which are the first stages of the analysis unit AN in the automated driving assistance system 100. Figure 6(B) shows a series of operations related to the merging determination unit 50, which is the second stage of the analysis unit AN. Furthermore, Figure 6(C) shows a series of operations related to the automated driving vehicle VE (particularly the automated driving control unit AO) in relation to the automated driving assistance system 100 (roadside device RE).

6A, the target processing unit 20, which constitutes the analysis unit AN, continuously checks whether imaging data or ranging data (video, etc.) for the monitoring range DD has been received from the vehicle detection unit 10, as indicated by arrow AA1 (step S101). If reception of video, etc. is confirmed in step S101 (step S101: Yes), the target processing unit 20 performs various processes (target processing), such as image processing, to obtain target information from the received video, etc. (step S102). If target information is obtained as a result of the processing in step S102 (step S103: Yes), the target information is output from the target processing unit 20 to the junction arrival time calculation unit 30, which then calculates the expected junction arrival time (step S104). As indicated by arrow AA2, the expected junction arrival time is output to the junction determination unit 50 (step S105).

On the other hand, if target information is not acquired in step S103 (step S103: No), the target processing unit 20 returns to step S101 and resumes confirming data reception from the vehicle detection unit 10.

Furthermore, when the output is made in step S105, the operation of the junction arrival time calculation unit 30 ends and the operation returns to step S101. That is, the target information is processed again in the target processing unit 20. The above processing operation, i.e., the operation of monitoring the monitoring range DD, is performed continuously.

Next, in FIG. 6(B), the merging determination unit 50 constituting the analysis unit AN confirms the presence of a vehicle that is the target of driving assistance, i.e., performs vehicle detection (step S201). More specifically, in step S201, the merging determination unit 50 constituting the automated driving assistance system 100 continues to confirm whether the first future position information that serves as a trigger for starting communication has been received (acquired) from the automated driving vehicle VE that is the target of driving assistance (step S201) until confirmation is made (step S201: Yes).

In step S201, when it is confirmed that the first future position information has been acquired (step S201: Yes), the merging determination unit 50 checks whether the predicted merging position arrival time output from the merging arrival time calculation unit 30 is new, as indicated by arrow AA2 (step S202).

If a new predicted merging point arrival time is input in step S202 (step S202: Yes), the data for the predicted merging point arrival time is updated accordingly (step S203), and then the arrival time of the vehicle on the main line at the merging point MP is referenced (step S204). Note that inputting a new predicted merging point arrival time in step S202 corresponds to outputting the predicted merging point arrival time in Figure 6(A) (step S105).

If no new estimated merging point arrival time is input in step S202 (step S202: No), the merging judgment unit 50 maintains the currently stored estimated merging point arrival time and references the arrival time of the vehicle on the main line at the merging point MP (step S204).

When the time is referenced in step S204, i.e., the merging judgment unit 50 references the predicted arrival time of each vehicle GM based on the monitoring results in the monitoring range DD on the main road MS, the merging judgment unit 50 further predicts the possibility of a collision between the autonomously driven vehicle VE and another vehicle GM at the merging position MP based on the reference results in step S204 and the estimated arrival time of the autonomously driven vehicle VE at the merging position MP based on the future position information (step S205).

If the prediction in step S205 determines that there is no possibility of a collision (step S206: No), the merging determination unit 50 transmits a determination result indicating that merging is possible under the current circumstances (merging possibility determination) as merging information to the autonomously driven vehicle VE via the communication unit 70, as indicated by arrow BB1 (step S207).

On the other hand, if the prediction in step S205 determines that there is a possibility of a collision (step S206: Yes), the merging determination unit 50 performs various calculations, such as on driving patterns, to make the collision avoidable, and as a final result, calculates the time when the collision can be avoided at the merging position MP (collision avoidable time) (step S208), and transmits the collision avoidable time as merging information to the autonomously driven vehicle VE via the communication unit 70, as shown by arrow BB2 (step S209).

After transmitting in step S207 or step S209, the merging determination unit 50 or the automated driving assistance system 100 checks whether the automated vehicle VE has passed (completed passing through) the merging position MP (step S210), and if it has passed (step S210: Yes), ends the series of processes for the automated vehicle VE in question.

On the other hand, if it is determined in step S210 that passing through the junction position MP has not been completed (step S210: No), the merging determination unit 50 or the automated driving assistance system 100 continues to check (step S211) whether new future position information has been received (acquired) from the automated driving vehicle VE until confirmation is confirmed (step S211: Yes). If confirmation is confirmed (step S211: Yes), the merging determination unit 50 repeats the operations from step S202. In other words, the series of operations starting with the processing related to inputting the predicted time of arrival at the merging position MP is resumed, and the series of operations described above continues until it is confirmed that the automated driving vehicle VE has passed through the merging position MP (step S210: Yes).

Note that once it is confirmed that the autonomously driven vehicle VE has passed the merging point MP, the merging determination unit 50 or the autonomous driving assistance system 100 returns to the operation from step S201 and waits for the first future position information from the new autonomously driven vehicle VE.

Next, with reference to Figure 6 (C), an example of the operation on the autonomous vehicle VE (or autonomous driving control unit AO) side corresponding to the above-mentioned operation on the infrastructure side will be described.

First, the autonomous vehicle VE or the autonomous driving control unit AO checks whether it has reached (entered) the ramp unit SS (step S301). If it confirms that it has entered the ramp unit SS (step S301: Yes), it transmits initial future position information to the infrastructure side (roadside device RE) via the communication unit TT (step S302), as shown by arrow CC1. Note that this transmission corresponds to the reception of initial future position information by the infrastructure side (roadside device RE) in Figure 6(B) (step S201).

Then, the autonomous driving control unit AO waits for information on whether merging is possible, i.e., merging information, as a response to step S302 (step S303). In step S303, as shown by arrow BB1, if the merging information indicates that merging is possible (merging possibility determination) (step S303: Yes), the autonomous driving control unit AO determines to continue driving in the manner indicated in the future position information (continue planned driving) (step S304).

On the other hand, if it is determined in step S303 that merging is not possible (step S303: No), the system confirms receipt of the collision-avoidable time as merging information (step S305). As shown by arrow BB2, if receipt of the collision-avoidable time is confirmed (step S305: Yes), the system changes the driving mode in automated driving to drive in a manner corresponding to the received collision-avoidable time (step S306).

After determining or changing the driving mode in step S304 or step S306, the autonomous driving control unit AO checks whether it, i.e., whether the autonomously driven vehicle VE, has completed merging onto the main road MS, i.e., whether it has passed the merging position MP (step S307), and when it confirms that it has passed (step S307: Yes), it ends the series of processes.

On the other hand, if the autonomously driven vehicle VE has not passed the merging point MP (step S307: No), the autonomous driving control unit AO checks whether new future position information has been generated in the future position information generation unit FG (step S308). If new future position information has been generated (step S308: Yes), the autonomous driving control unit AO transmits the new future position information to the infrastructure side (roadside device RE) via the communication unit TT (step S309), as shown by arrow CC2. Note that this transmission corresponds to the reception of new future position information (step S211) in Figure 6 (B).

If it is determined in step S308 that new future position information has not been generated (step S308: No), or after transmitting new future position information in step S309, the autonomous driving control unit AO returns to the operation from step S303. That is, it again waits for information from the infrastructure regarding whether or not merging is possible, i.e., merging information, and repeats the subsequent operations until it confirms that the merging position MP has been passed (step S307: Yes).

Below, with reference to Figure 7, an example of how to deal with the situation when there are multiple vehicles GM in the merging lane ML will be explained. Note that Figure 7 is a conceptual diagram corresponding to Figure 1.

In the example shown, within the monitoring range DD, a leading vehicle GM1 and another following vehicle GM2 exist in the merging lane ML, forming a space SPα. Here, the distance between them (inter-vehicle distance), i.e., the length in the direction of travel (arrow DD1) of the formed space SPα, is defined as LLα. In this case, the automated driving assistance system 100 determines, for example, whether the autonomously driven vehicle VE (traveling on the ramp section SS) that is providing assistance can enter the space SPα.

In this case, the analysis unit AN is assumed to measure the length LLα, etc., as the inter-vehicle distance when multiple vehicles GM (vehicles GM1, GM2) are traveling in the area of the merging lane (merging lane) ML of the main lane (main road) MS. For example, it is conceivable that the analysis unit AN performs the above processing during image analysis in the target processing unit 20.

In the situation shown in Figure 7, autonomous vehicle VE may merge onto the main road MS in one of three ways: ahead of vehicle GM1; between vehicles GM1 and GM2, i.e., in the space SPα; or behind vehicle GM2. In other words, autonomous driving assistance system 100 calculates how autonomous vehicle VE should drive to merge onto the main road MS while avoiding a collision with vehicle GM (vehicles GM1, GM2, etc.).

Figure 8 is a flowchart for explaining the collision avoidance process in the case of Figure 7, and shows step S208 of the flowchart shown in Figure 6(B) in more detail. Here, steps S205 to S209 of Figure 6(B) are excerpted, and the other parts are omitted as they are the same as those in Figure 6(B).

In this case, as shown in FIG. 8, as part of step S208, the merging determination unit 50 of the automated driving assistance system 100 first checks whether the automated vehicle VE can get in front of vehicle GM1 by adjusting the driving mode of the automated vehicle VE (step S208a). More specifically, the merging determination unit 50 compares the position, speed, etc. of vehicle GM1 with the position, speed, etc. of the automated vehicle VE, as well as the adjustable acceleration range, and determines whether the automated vehicle VE can reach the merging position MP sufficiently earlier than vehicle GM1 will reach the merging position MP.

If it is determined in step S208a that autonomous vehicle VE cannot enter in front of vehicle GM1 (step S208a: No), the merging determination unit 50 checks whether autonomous vehicle VE can enter the space SPα between vehicles GM1 and GM2 (step S208b). More specifically, the merging determination unit 50 checks whether length LLα is equal to or greater than a predetermined value (e.g., equal to or greater than 50 m) and whether the speeds of vehicles GM1 and GM2 are within predetermined ranges, while also checking the position, speed, and adjustable acceleration range of autonomous vehicle VE, and determines whether autonomous vehicle VE will be within a safe range of space SPα when it reaches the merging position MP.

If it is determined in step S208a that the autonomously driven vehicle VE can enter in front of vehicle GM1 (step S208a: Yes), the merging determination unit 50 increases the acceleration of the autonomously driven vehicle VE and calculates the time required for the autonomously driven vehicle VE to safely reach the merging position MP (first collision avoidable time) (step SCa).

If it is determined in step S208b that the autonomously driven vehicle VE can enter the space SPα (step S208b: Yes), the merging determination unit 50 adjusts the acceleration of the autonomously driven vehicle VE (accelerating or decelerating as necessary) and calculates the time required for the autonomously driven vehicle VE to safely reach the merging position MP (second collision avoidable time) (step SCb).

If it is determined in step S208b that autonomous vehicle VE cannot enter space SPα (step S208b: No), the merging determination unit 50 adjusts the acceleration of autonomous vehicle VE to merge behind vehicle GM2 and calculates the time until it reaches merging position MP (third collision avoidable time) (step SCc). Note that when calculating the third collision avoidable time, consideration may also be given to, for example, whether there is another vehicle following vehicle GM2, and if necessary, the same measures as those used in the relationship between vehicles GM1 and GM2 described above may be taken with respect to the relationship between vehicle GM2 and that other vehicle.

By calculating the first to third collision avoidable times exemplified in steps SCa to SCc above, the collision avoidable time in step S208 can be calculated, and the processing exemplified in Figure 6(B) can then be performed.

In the above cases, the merging determination unit 50 can also be said to function as a determination unit that determines whether the autonomous vehicle VE traveling on the ramp unit SS can merge between multiple vehicles GM1 and GM2, based on the length LLα, which is the inter-vehicle distance, measured by the analysis unit AN (target processing unit 20).

As described above, the automated driving assistance system 100 according to this embodiment includes a vehicle detection unit 10 that detects a vehicle GM within a monitoring range DD, which is a predetermined area extending along the driving direction of the first road RN and includes the area upstream of the junction MP between the first road RN and the second road RT; an analysis unit AN that analyzes the traffic conditions of the vehicle GM within the monitoring range DD detected by the vehicle detection unit 10; and a communication unit 70 that notifies an automated driving vehicle VE traveling on the second road RT of target information resulting from the analysis by the analysis unit AN. The automated driving assistance system 100 enables a planar analysis of the traffic conditions of the vehicle GM within the monitoring range DD extending along the driving direction of the first road RN. By notifying the automated driving vehicle VE traveling on the second road RT of the analysis results, the automated driving assistance system 100 is able to grasp dynamic changes in the traffic conditions of the vehicle GM upstream of the junction MP. In other words, it is possible to provide automated driving assistance to maintain smooth traffic.

Second Embodiment
An example of the automated driving assistance system according to the second embodiment will be described below with reference to Fig. 9 and other figures. Fig. 9 is a conceptual diagram for outlining an example of operation at a location including a merging point on a highway to which the automated driving assistance system 100 according to this embodiment has been introduced, and corresponds to Fig. 1. The flowcharts shown in Figs. 10(A) to 10(C) are for explaining a series of operations in the automated driving assistance system 100, and correspond to Figs. 6(A) to 6(C).

In the first embodiment, the autonomous vehicle VE travels on the ramp section SS, and the monitoring range DD is on the main road MS side. In contrast, in this embodiment, the autonomous vehicle VE travels on the main road MS. The autonomous driving assistance system 100 observes and monitors vehicles traveling on the ramp section SS (traffic conditions). The monitoring range DD, indicated by arrow DD2, is a predetermined area. This area is different from the first embodiment in that it extends along the direction of travel of the ramp section SS. That is, in this embodiment, the vehicle detection unit 10 detects the ramp section SS as one road RN in the predetermined monitoring range DD, and the communication unit 70 notifies the autonomous vehicle VE traveling on the main road (main road) MS as another road RT. Except for these points, the present embodiment is similar to the first embodiment. Therefore, the overall configuration of the autonomous driving assistance system 100 will not be described again. Other figures, such as the corresponding figures, will be used as needed.

The series of operations in the automated driving assistance system 100 will be described below with reference to Figures 10(A) to 10(C). Note that, again, explanations of the parts that perform the same processing as in Figures 6(A) to 6(C) will be omitted. For example, although the monitoring range DD is different for steps S101 to S105 shown in Figure 10(A), the operation content is the same as in Figure 6(A), so explanations will be omitted.

Figure 10(B) is similar to Figure 6(B), except that, among steps S201 to S211 shown in Figure 10(B), for example, in step S204, the merging determination unit 50 references the predicted arrival time of each vehicle GM based on the monitoring results in the monitoring range DD. The monitoring range DD in this case is the ramp section SS. In step S205, the possibility of a collision is predicted based on the predicted arrival time of the vehicle GM traveling on the ramp section SS to the merging position MP and the scheduled arrival time of the autonomous vehicle VE traveling on the main lane MS to the merging position MP. Collision avoidance in this case is also performed for the autonomous vehicle VE traveling on the main lane MS. In this case, acceleration and deceleration can be set depending on the driving conditions of the autonomous vehicle VE and the surrounding conditions, and lane changes can also be selected as a collision avoidance method. In this case, for example, it is conceivable that the infrastructure side could grasp the situation of the autonomous vehicle VE by including the driving status and surrounding conditions of the autonomous vehicle VE in the future position information.

Furthermore, among steps S301 to S309 shown in FIG. 10(C), for example, in step S301, the autonomous vehicle VE or the autonomous driving control unit AO may check whether it has reached a predetermined position before the merging position MP (step S301), and if it confirms that it has reached the predetermined position (step S301: Yes), it may transmit initial future position information to the infrastructure side (roadside device RE) via the communication unit TT (step S302). In other words, arrival at the predetermined position serves as a trigger for starting communication.

In step S303, the automatic driving control unit AO responds to step S302 by waiting for information regarding the presence or absence of a merging vehicle GM, i.e., information regarding the possibility of a collision with the vehicle GM from the ramp unit SS. In step S307, it determines whether the merging position MP has been passed, and terminates communication with the infrastructure upon passing the merging position MP.

In this embodiment, too, it is possible to perform a planar analysis of the traffic conditions of vehicle GM in a monitoring range DD extending along the driving direction of one road RN, and by notifying an autonomously driven vehicle VE traveling on another road RT of the analysis results, it becomes possible for the autonomously driven vehicle VE to grasp dynamic changes in the traffic conditions of vehicle GM upstream of the merging point MP. In other words, it becomes possible to provide autonomous driving assistance in order to maintain smooth traffic.

〔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.

First, in the above description, the location where the automated driving assistance system 100 is introduced is an expressway, but this is not limited to this, and the automated driving assistance system 100 can be introduced at various locations where merging occurs. For example, the present application can be applied to various locations such as merging after passing through an underpass, or merging when leaving an expressway and entering a public road.

Furthermore, the road shapes and other features are merely examples and are not limited to these and can be applied to roads with various shapes and structures.

In addition, in the above, the analysis unit AN is assumed to be provided on the infrastructure side, i.e., on the roadside equipment RE, but it is also conceivable that the equivalent of the analysis unit AN, or a part of it, could be provided on the autonomously driven vehicle VE side. In other words, it is conceivable that analysis and determination of various types of information could also be performed on the vehicle side.

In addition, in the above, the first embodiment monitors the main road, and the second embodiment monitors the ramp, but it is also possible to combine these aspects.

In addition, while the automated driving assistance system 100 is described above as being configured with roadside equipment RE installed near the site, this is not limiting. For example, locations responsible for various information processing and data management could be set up in a remote location as a management center (management server), or various processing and data storage could be performed on the cloud.

In addition, in the above example, the vehicle detection unit 10 is configured to include a camera unit 11 and a distance measurement unit 12, but the configuration of the vehicle detection unit 10 is not limited to this, as long as the necessary data can be acquired. For example, the vehicle detection unit 10 may be configured to include either the camera unit 11 or the distance measurement unit 12.

10...vehicle detection unit (sensor), 11...camera unit (infrastructure camera), 12...distance measurement unit, 20...target processing unit, 30...merging arrival time calculation unit, 50...merging determination unit, 70...communication unit (notification unit), 80...main control unit, 81...time reference unit, 82...collision prediction unit, 90...memory unit, 100...automatic driving assistance system, AA1, AA2, BB1, BB2, CC1, CC2, DD1, DD2...arrows, AN...analysis unit, AO...automatic driving vehicle control unit, DD... monitoring range, FG... future position information generation unit, FR... future position information reception unit, GM, GM1, GM2, GMα, GMβ, GMγ... vehicle, MB... moving body, ML... merging lane (merging road line), MP... merging position, MS... main line (main road), NL1, NL2... driving lane, RE... roadside device, RN... first road, RT... other road, SPα... space, SS... ramp unit, TR... arrival time reception unit, TT... communication unit, _Tk ... acquisition time, VE... autonomously driven vehicle, _tn ... scheduled time

Claims (6)

a vehicle detection unit configured to detect vehicles in a predetermined area extending along a traveling direction of the first road, the predetermined area including an area upstream of a junction between the first road and another road;
an analysis unit that analyzes the vehicle traffic situation in the predetermined area detected by the vehicle detection unit and detects whether or not a vehicle traveling on the first road is changing lanes ;
and a notification unit that notifies the target information as an analysis result by the analysis unit to the autonomously driven vehicle traveling on the other road. the vehicle detection unit detects a main road as the one road as the predetermined area,
The autonomous driving assistance system according to claim 1 , wherein the notification unit notifies the target information to an autonomous vehicle traveling on a ramp portion as the other road. The automated driving assistance system of claim 2, wherein the analysis unit measures the inter-vehicle distance when multiple vehicles are traveling in the area of the merging line on the main road. The autonomous driving assistance system of claim 3, further comprising a determination unit that determines whether an autonomous vehicle traveling on the ramp can merge with the plurality of vehicles based on the inter-vehicle distance measured by the analysis unit. The autonomous driving assistance system according to claim 1 , wherein the analysis unit detects changes in acceleration and deceleration of the vehicle traveling in the predetermined area. The autonomous driving assistance system according to any one of claims 1 to 5 , wherein the analysis unit individually identifies and tracks vehicles traveling in the predetermined area.