JP7764181B2 - Notification system - Google Patents

Description

The present invention relates to a notification system that provides traffic information from the infrastructure side to autonomous vehicles and notifies them of the behavior of autonomous vehicles.

For example, there is known technology that detects a mobile device operator at a crosswalk with traffic lights and issues a warning depending on the status of the traffic lights (see Patent Document 1).

However, the above-mentioned Patent Document 1 does not disclose how to deal with situations where the vehicle's behavior is not necessarily clear, such as at a crosswalk without traffic lights.

Japanese Patent Application Laid-Open No. 2020-113185

The present invention was made in consideration of the above points, and aims to provide a warning system that can improve traffic safety in various traffic areas, including areas where vehicle behavior is not always clear, such as crosswalks without traffic lights.

To achieve the above objective, the notification system includes an information processing unit that communicates with autonomous vehicles scheduled to pass through a specified traffic area to understand the behavior of the autonomous vehicles, and a notification unit that notifies information corresponding to the behavior of the autonomous vehicles obtained by the information processing unit.

In the above-mentioned notification system, the system monitors the behavior of autonomous vehicles scheduled to pass through a specified traffic area, and issues notifications corresponding to that behavior to the traffic area and its surrounding areas, making it possible to notify vehicles other than autonomous vehicles, pedestrians, etc. of whether they can pass through and to warn them, thereby improving traffic safety.

In a specific aspect of the present invention, the traffic area is a no-signal area, and the information processing unit determines the content of the notification by the notification unit in accordance with the no-signal area, the conditions around the no-signal area, and the behavior of the autonomous vehicle. In this case, in a no-signal area such as a crosswalk without a signal, it is possible to notify vehicles other than the autonomous vehicle and pedestrians whether they can pass or to warn them, etc., depending on the behavior of the autonomous vehicle.

In another aspect of the present invention, the notification unit includes a vehicle notification unit that is installed facing the road on the upstream side of the traffic area and that notifies vehicles behind the autonomous vehicle. In this case, the vehicle notification unit can provide accurate notifications to occupants of vehicles behind the autonomous vehicle.

In yet another aspect of the present invention, the notification unit is installed facing the crosswalk as a traffic area and includes a pedestrian notification unit that notifies pedestrians about whether or not they can cross the crosswalk, based on the behavior of the autonomously driven vehicle acquired by the information processing unit. In this case, the pedestrian notification unit can provide accurate notifications to pedestrians who are about to cross the crosswalk or who have already begun to cross.

In yet another aspect of the present invention, the notification unit includes a display unit that displays information corresponding to the behavior of the autonomously driven vehicle. In this case, the notification is made visually by displaying the notification content on the display unit.

In yet another aspect of the present invention, the information processing unit determines the behavior of the autonomously driven vehicle from the autonomously driven vehicle's future position information received through communication with the autonomously driven vehicle. In this case, the future behavior of the autonomously driven vehicle can be determined in advance based on the future position information, allowing for more accurate advance decisions to be made regarding notification.

In yet another aspect of the present invention, a monitoring unit monitors traffic conditions in a traffic area, and an information processing unit provides the autonomously driven vehicle with information about a virtual stop line set in front of the traffic area based on the monitoring results of the monitoring unit and the behavior of the autonomously driven vehicle. In this case, it is possible to appropriately determine whether the autonomously driven vehicle should stop in front of the traffic area based on information that cannot be obtained solely from detection by sensors mounted on the autonomously driven vehicle, for example.

In yet another aspect of the present invention, when the information processing unit provides information about the virtual stop line, it causes the notification unit to notify the driver that the autonomous vehicle is scheduled to stop. In this case, a notification can be made in response to the autonomous vehicle stopping.

In yet another aspect of the present invention, the information processing unit has a calculation unit that calculates the possible departure time based on the monitoring results of the monitoring unit, and transmits the possible departure time calculated by the calculation unit to the autonomously driven vehicle stopped at the virtual stop line. In this case, it is possible to indicate the appropriate departure timing to the autonomously driven vehicle stopped at the virtual stop line.

1 is a conceptual diagram illustrating a crosswalk provided with a notification system according to an embodiment and its surroundings. 10 is a conceptual diagram showing an example of a display by a vehicle notification unit. FIG. 10 is a conceptual diagram showing an example of a display by a pedestrian notification unit. FIG. FIG. 1 is a block diagram illustrating an example of the configuration of a notification system. 1 is a conceptual diagram showing an example of the relationship between notifications by a notification system and vehicle driving operations. FIG. 10 is a conceptual diagram showing another example of the relationship between notifications by the notification system and the driving behavior of the vehicle. FIG. 10 is a conceptual diagram showing another example of the relationship between notifications by the notification system and the driving behavior of the vehicle. FIG. 10 is a conceptual diagram showing yet another example of the relationship between notifications by the notification system and the driving behavior of the vehicle. 10A and 10B are conceptual diagrams showing another example of a display by the vehicle notification unit. 10 is a flowchart illustrating an example of a series of operations in the notification system. FIG. 1 is a conceptual diagram showing an overview of a notification system. 10A and 10B are conceptual diagrams showing another example of a display by a pedestrian notification unit. FIG. 10 is a conceptual diagram showing another example of a pedestrian notification unit. 1 is a conceptual diagram showing an intersection with a pedestrian crossing equipped with a notification system and the surrounding area.

An example of a notification system according to one embodiment will be described below with reference to FIG. 1 and other figures. FIG. 1 is a conceptual diagram showing a crosswalk CW and its surroundings as a predetermined traffic area TR in which a notification system 100 according to this embodiment is installed. Additionally, FIGS. 2 and 3 conceptually show how a notification is made using visual information, as one form of notification by the notification system 100. Furthermore, FIG. 4 is a block diagram showing an example configuration of the notification system 100.

In this embodiment, in the example shown in Figure 1, the crosswalk CW and its surrounding area, which is the specified traffic area TR where the notification system 100 is installed, is an area where no traffic lights are installed (a no-signal area). The example in Figure 1 shows an aspect in which the notification system 100 communicates with an autonomous vehicle VE that is scheduled to pass through the crosswalk CW located on a road without traffic lights, determines the behavior of the autonomous vehicle VE, and notifies the crosswalk CW and its surrounding area of information corresponding to the determined behavior of the autonomous vehicle VE. In other words, in this case, the notification system 100 notifies vehicles other than autonomous vehicles and pedestrians present on the crosswalk CW and its surrounding area whether they are allowed to pass or warn them, thereby improving traffic safety.

To achieve the above-described configuration, the notification system 100 comprises a notification control device NC (main unit), a sensor unit 10 (monitoring unit), and a notification unit 70. Of these, the notification control device NC is equipped with a communication unit 30 and a main control unit 50. In other words, the notification system 100 is composed of roadside devices installed at and around the crosswalk CW. Furthermore, with the above-described configuration, the notification system 100 acquires target information as a result of monitoring the detection area (detection range) DD, which includes the crosswalk CW and its surroundings, via the sensor unit 10 (monitoring unit), and also communicates with the autonomously driven vehicle VE scheduled to pass through the crosswalk CW via the communication unit 30 to acquire future position information (information indicating the autonomous vehicle's own future position) of the autonomously driven vehicle VE. In this case, the main control unit 50 of the notification control device NC grasps the state of the crosswalk CW and its surroundings as the traffic area TR, and grasps the behavior of the autonomously driven vehicle VE. Furthermore, the main control unit 50 determines the content of the notification by the notification unit 70 based on the various types of information acquired above, i.e., in response to the crosswalk CW, which is a signal-free area, and the situation around the crosswalk CW, and the behavior of the autonomous vehicle VE (travel plans determined from future position information). From another perspective, the main control unit 50 functions as an information processing unit IP that processes various types of information, among the components that make up the notification system 100.

The notification system 100 also functions as a driving assistance system for the autonomous vehicle VE, with the notification control device NC providing information to the autonomous vehicle VE as the driving assistance device SS. In FIG. 1, the autonomous vehicle VE is scheduled to cross the crosswalk CW, with the hatched position being its current position and its subsequent behavior (future planned operation) indicated by the dashed line. That is, the autonomous vehicle VE transmits initial future position information indicating its future plan as indicated by the dashed line at its current position (hatched) to the notification control device NC as the driving assistance device SS, and communication begins between the autonomous vehicle VE and the driving assistance device SS. Taking this opportunity, the driving assistance device SS checks whether the crosswalk CW, the destination of the autonomous vehicle VE, and the conditions around the crosswalk CW allow for continued driving, taking into account the future position information, and provides the confirmation results to the autonomous vehicle VE. In this way, the autonomous vehicle VE becomes a target for assistance from the notification system 100 as a driving assistance system. The autonomously driven vehicle VE continues to update and transmit its own future location information, for example, at regular intervals. In other words, the infrastructure side continuously receives new future location information from the autonomously driven vehicle VE. This communication continues until the autonomously driven vehicle VE has completely passed through the crosswalk CW.

The notification unit 70, as the information processing unit IP, notifies the notification content determined by the main control unit 50. In other words, it notifies the area around the crosswalk CW of information corresponding to the behavior of the autonomous vehicle VE obtained by the main control unit 50.

In the illustrated example, the notification unit 70 is composed of a first display board DSα serving as a vehicle-oriented notification unit VN and a second display board DSβ serving as a pedestrian-oriented notification unit PN. The first display board DSα and the second display board DSβ are composed of, for example, an organic EL panel, a liquid crystal panel, or an LED dot bulletin board, and are display units that display information corresponding to the behavior of the autonomous vehicle VE. In other words, the notification unit 70 provides notifications by display (visual) by having the first display board DSα and the second display board DSβ, which are display units.

In particular, in this embodiment, the first display board DSα serving as the vehicle notification unit VN is installed facing the road upstream of the crosswalk CW, which is a traffic area, and is configured to provide a notification (display) to the vehicle GM behind the autonomously driven vehicle VE. In other words, as shown in FIG. 1, an occupant of the rear vehicle GM can visually understand the behavior of the autonomously driven vehicle VE, which is the vehicle ahead, by looking at the display content of the first display board DSα. Note that FIG. 2 conceptually illustrates the view ahead, including the display content of the first display board DSα, as seen by an occupant of the rear vehicle GM (see FIG. 1). In particular, in this embodiment, as illustrated in FIG. 2, if the autonomously driven vehicle VE is to stop (including a sudden stop), a notification of this fact is provided to the occupants of the rear vehicle GM by a display on the first display board DSα.

Returning to FIG. 1 , in this embodiment, the second display board DSβ serving as the pedestrian notification unit PN is installed facing the crosswalk CW, which is the traffic area TR, and notifies pedestrians PE, etc., of whether they can cross the crosswalk CW, based on the behavior of the autonomously driven vehicle VE acquired by the information processing unit IP. In other words, the second display board DSβ displays information to pedestrians PE who are about to cross the crosswalk CW or who have already begun crossing (hereinafter also referred to as crossers CR), allowing the crossers CR to visually understand the behavior of the approaching autonomously driven vehicle VE. In the example shown in FIG. 1 , a pair of second display boards DSβ are installed on both sides of the road, sandwiching the crosswalk CW, and provide notifications to pedestrians PE on both sides of the road. Note that FIG. 3 conceptually illustrates the surroundings, including the display content of the second display board DSβ, as seen from the crossing pedestrian CR. In particular, in this embodiment, as shown in FIG. 3, the second display board DSβ displays a message to the pedestrian PE (particularly the pedestrian CR) that the autonomous vehicle VE is planning to stop (including a sudden stop) and that it is possible to cross.

As described above, the notification system 100 also functions as a driving assistance device SS that provides information to the autonomous vehicle VE to assist driving. Specifically, when the notification system 100 receives future position information from the autonomous vehicle VE and recognizes that the autonomous vehicle VE is scheduled to pass through a crosswalk CW, it provides the autonomous vehicle VE with information based on road monitoring results, including the presence of pedestrians CR at the crosswalk CW, at and around the crosswalk CW, thereby assisting driving. In particular, the driving assistance device SS determines whether the autonomous vehicle VE should stop (temporarily stop) at the virtual stop line VL just before the crosswalk CW, taking into account the predicted arrival time of the autonomous vehicle VE at the crosswalk CW contained in the future position information. If it determines that the autonomous vehicle VE should stop (temporarily stop), the driving assistance device SS transmits a signal recommending or instructing the autonomous vehicle VE to stop (temporarily stop) at the virtual stop line VL. Furthermore, when the autonomously driven vehicle VE stops at the virtual stop line VL in response to the signal, the driving assistance device SS provides the stopped autonomously driven vehicle VE with information about the possible departure time (possible departure time) at which the autonomously driven vehicle VE, which is stopped at the virtual stop line VL, can depart from the virtual stop line VL. In this way, the notification system 100 transmits to the autonomously driven vehicle VE information based on roadside detection of the crosswalk CW and its surroundings, which cannot be obtained solely from, for example, sensors mounted on the autonomously driven vehicle VE. For example, if the shape of the road at and around the crosswalk CW is sloped or curved, or if there are installations such as roadside trees, or if there is a large number of blind spots for the autonomously driven vehicle VE, this may be due to factors such as traffic volume and the amount of on-street parking. In such cases, information based on roadside detection becomes important. In contrast, in this embodiment in particular, when a pedestrian CR at a crosswalk CW is detected on the roadside, the notification system 100 stops the autonomous vehicle VE before the crosswalk CW by providing advance information about a virtual stop line VL, and notifies the pedestrian CR at the crosswalk CW and the vehicle GM behind the autonomous vehicle VE that the autonomous vehicle VE will be stopping before the crosswalk CW. This ensures priority for the pedestrian PE (crosswalk CR), even on crosswalks CW without traffic lights, while maintaining safer, smoother traffic. Note that for the rear vehicle GM, the shape of the crosswalk CW and the surrounding roads can make it difficult to grasp the crosswalk CW ahead and the surrounding conditions. This increases the risk of a rear-end collision, particularly when the behavior of the autonomous vehicle VE ahead is unknown. This embodiment can avoid or mitigate such a situation.

An example configuration of the notification system 100 will be described below with reference to the block diagram shown in Figure 4. As shown, and as previously described, the notification system 100 comprises a sensor unit 10, a communication unit 30 and a main control unit 50 that constitute the notification control device NC (driving assistance device SS), and a notification unit 70. Of these, for example, the main control unit 50 is composed of a determination unit JU that is composed of various circuit boards, a CPU, a storage device, etc., and a sensor interface (information acquisition unit) SEi for connecting to the sensor unit 10.

First, the sensor unit 10 is a roadside sensor composed of a camera unit 11 and a distance measurement unit 12. It is a monitoring unit that detects moving objects (MB) and obstacles within a detection area (DD), which is a predetermined area to be monitored. Moving objects (MB) may include bicycles and pedestrians on the roadside or sidewalk, as well as vehicles and obstacles on the road. The camera unit (infrastructure camera) 11 captures and generates image data to monitor the detection area (DD), including the road before and after the crosswalk (CW), as well as the sidewalk extending along the roadside. The distance measurement unit 12 may employ, for example, LiDAR, a millimeter-wave sensor, or radar, and performs distance measurement to generate distance data, thereby enabling the location of the moving object (MB). While only one sensor unit 10 is shown in the figure, multiple cameras can be installed within the site to thoroughly monitor the crosswalk (CW) and its surroundings. Additionally, while the detection area DD is shown here as an example, if the detection area DD changes depending on the direction of travel of the autonomously driven vehicle VE to which information is being provided, it is possible to appropriately select the camera or other devices to be used accordingly. Here, the detection results obtained by the sensor unit 10 and various information such as image data and ranging data regarding the moving object MB present in the detection area DD are referred to as target information. In other words, the target information includes information on the operating status of various vehicles, pedestrians, etc. present in the detection area DD, as well as the presence of obstacles, etc.

The communication unit 30 is a wireless unit for wireless communication with the autonomously driven vehicle VE. The communication unit 30 utilizes 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, and performs digital data communication with the autonomously driven vehicle VE located in a specified communication zone while identifying the other device. As described above, the autonomously driven vehicle VE, which is the communication partner, transmits future position information indicating its own future position to the driving assistance device SS (alert control device NC) as data for receiving driving assistance. More specifically, the autonomously driven vehicle VE first generates future position information, consisting of information about its own current position and its planned future route based on its current position, in a future position information generation unit FG of the autonomous driving program AO in order to perform various controls for autonomous driving. 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). Therefore, by receiving future position information from the autonomously driven vehicle VE, the driving assistance device SS or the notification control device NC can determine, for example, the predicted time that the autonomously driven vehicle VE will arrive at the pedestrian crossing CW, the time required to pass through the pedestrian crossing CW, etc.

Of the main control unit 50, the sensor interface (information acquisition unit) SEi acquires information acquired by the sensor unit 10, which serves as the monitoring unit, i.e., target information, and outputs it to the judgment unit JU. In other words, the information acquisition unit SEi is used to acquire target information for the detection area DD, which serves as a predetermined range.

The judgment unit JU of the main control unit 50 has a stop sign judgment unit 52a that determines whether or not to display a stop sign for the autonomously driven vehicle VE in the notification unit 70, and a calculation unit 52b. Furthermore, the stop sign judgment unit 52a is composed of a pedestrian judgment unit JDp and a display content setting unit DCs.

The pedestrian determination unit JDp of the stop display determination unit 52a determines the presence or absence of a pedestrian CR at the crosswalk CW, i.e., the presence or absence of a pedestrian PE who is about to cross the crosswalk CW or has already started crossing, based on target information detected by the sensor unit 10. For example, if the sensor unit 10 detects a person who has remained within a predetermined range (e.g., within 2 to 3 meters) of a predetermined crosswalk CW for a predetermined period of time (e.g., several seconds), this person is determined to be a pedestrian CR. If the presence of such a pedestrian CR is confirmed and the future position information from the autonomously driven vehicle VE heading towards the crosswalk CW includes information indicating that it plans to cross the crosswalk CW, the main control unit 50 transmits a signal via the communication unit 30 to the autonomously driven vehicle VE recommending or instructing it to stop (temporarily stop) at a predetermined virtual stop line VL.

Of the stop display determination unit 52a, the display content setting unit DCs collects future position information, including the predicted time of arrival of the autonomous vehicle VE at the crosswalk CW, received by the communication unit 30, and target information as a result of detection by the sensor unit 10, and determines the content of the notification to be made by the notification unit 70 based on this information. Specifically, for example, if the presence of a pedestrian CR is detected at the crosswalk CW as described above and a virtual stop line VL is transmitted to the autonomous vehicle VE, the display content setting unit DCs, or the main control unit 50 functioning as such, transmits display information corresponding to that content to the notification unit 70, in order to cause the notification unit 70 to issue a notification that the autonomous vehicle VE will stop in front of the crosswalk CW. That is, the main control unit 50 instructs the first display board DSα (vehicle-directed notification unit VN) of the notification unit 70 to display a display (a front vehicle stop display) that clearly indicates that the autonomous vehicle VE, which is a vehicle ahead, plans to stop in response to the presence of a crossing person CR (pedestrian PE), as illustrated in FIG. 2 . Meanwhile, the main control unit 50 instructs the second display board DSβ (pedestrian-directed notification unit PN) of the notification unit 70 to display a display (a crossing possible display, which is one of the crossing possible/not possible displays) that clearly indicates that the autonomous vehicle VE plans to stop in response to the presence of a crossing person CR (pedestrian PE) and that crossing is possible. After confirming that the crossing person CR has finished crossing the crosswalk CW or that the autonomous vehicle VE has passed through the crosswalk CW, the stop display determination unit 52a then notifies the notification unit 70 to delete the crossing possible display and the front vehicle stop display (a display deletion notification).

The calculation unit 52b calculates the possible departure time (possible departure time) at which the autonomously driven vehicle VE, which is stopped at the virtual stop line VL, can depart from the virtual stop line VL. The possible departure time can typically be calculated by confirming, as a result of monitoring the detection area DD, that there is no moving body MB attempting to cross the road at the crosswalk CW or nearby, or that they will no longer be present. It is anticipated that the possible departure time may be expressed, 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).

The communication unit 30 transmits information about the possible departure time calculated by the calculation unit 52b to the autonomously driven vehicle VE in the manner described above.

An example of the relationship between notifications by the notification system 100 and the driving behavior of the autonomously driven vehicle VE will be described below with reference to conceptual diagrams such as those shown in Figure 5. Graph G1 in the figure shows the driving status of the autonomously driven vehicle VE, with the horizontal axis showing position (the location of the autonomously driven vehicle VE relative to the crosswalk CW) and the vertical axis showing the speed of the autonomously driven vehicle VE. In other words, curve C1 shows the changes in position and speed of the autonomously driven vehicle VE as it heads toward (approaches) the crosswalk CW. Note that numbers are assigned in the figure to indicate the state of the autonomously driven vehicle VE moving from right to left.

In addition, display content α1 in the figure indicates the notification mode on the first display board DSα (vehicle-oriented notification unit VN) that constitutes the notification unit 70, and display content β1 indicates the notification mode on the second display board DSβ (pedestrian-oriented notification unit PN) that constitutes the notification unit 70. Here, the diagram shows how the display mode changes depending on the temporal displacement of the autonomously driven vehicle VE. Furthermore, determination content γ1 in the figure indicates the determination made by the pedestrian determination unit JDp of the notification system 100 to confirm the presence or absence of a pedestrian PE (pedestrian CR).

The example shown in Figure 5 is a typical example of a notification by notification system 100 in response to the driving operation of autonomous vehicle VE. It shows the notification operation of notification system 100 when a pedestrian PE (crossing pedestrian CR) is detected attempting to cross a crosswalk CW and notification is given to autonomous vehicle VE to stop at virtual stop line VL. As shown in determination content γ1, this shows a case where the determination of whether or not a pedestrian PE (crossing pedestrian CR) is present changes from "absent" to "present" between number 2 and number 3 of the transitions of autonomous vehicle VE shown as number 1 to number 4.

The behavior of the autonomous vehicle VE in the above example will be described below. Specifically, as shown in graph G1, when the autonomously driving autonomous vehicle VE detects, for example, using on-board equipment, the presence of a crosswalk CW without a traffic light ahead, as shown by number 1, the autonomous vehicle VE begins decelerating as shown by number 2. At the point shown by number 2, the autonomous vehicle VE also detects the notification system 100, transmits its own future position information to the notification system 100, and begins communication with the notification system 100. As a result, the autonomous vehicle VE obtains information about the crosswalk CW and its surroundings from the notification system 100, which serves as a driving assistance system including the driving assistance device SS. In other words, the autonomous vehicle VE receives driving assistance through the information provided by the driving assistance device SS. In the illustrated example, the notification system 100 then transmits information about the virtual stop line VL in response to the presence of a pedestrian PE (crossing person CR). Based on the notification from notification system 100, autonomous vehicle VE continues to decelerate, and as a final result, stops at the position of virtual stop line VL, as shown at number 3. Autonomous vehicle VE then waits for the departure time (departure possible time) from notification system 100, and upon receiving this, starts moving and crosses crosswalk CW, as shown at number 4. Note that once autonomous vehicle VE has crossed crosswalk CW, communication between autonomous vehicle VE and notification system 100 ends.

Meanwhile, upon receiving future position information transmitted from the autonomously driven vehicle VE, the notification system 100 begins communication with the autonomously driven vehicle VE as described above. At the same time, the notification system 100 begins an alert operation in response to the presence of the autonomously driven vehicle VE. That is, the first display board DSα (vehicle-oriented alert unit VN) and the second display board DSβ (pedestrian-oriented alert unit PN) that constitute the alert unit 70 begin to display instructions such as a warning to the vehicle ahead to stop and whether it is possible to cross the road.

To explain more specifically, first, as shown in display content α1 in the figure, the first display board DSα was not displayed when the autonomously driven vehicle VE was in position 1, but when it was in position 2 (when the autonomously driven vehicle VE started to decelerate), it began to display a message indicating that the vehicle ahead had stopped, as the infrastructure determined from the future position information that the autonomously driven vehicle VE had begun to decelerate. In other words, when the autonomously driven vehicle VE started to decelerate, a notification was quickly sent to the vehicle GM (see Figure 1) behind the autonomously driven vehicle VE that the autonomously driven vehicle VE was planning to stop (or decelerate).

Furthermore, when the notification system 100 determines from the acquired target object information and future position information that a pedestrian CR is present and that a virtual stop line VL needs to be transmitted to the autonomously driven vehicle VE, the first display board DSα displays a message indicating that the vehicle ahead is stopped, as well as a message indicating that a pedestrian is present. Note that this display operation begins immediately after the autonomously driven vehicle VE passes position 2, when the determination shown in determination content γ1 is changed from "no" to "yes" as a result of the determination process in the notification system 100, and continues even when the autonomously driven vehicle VE reaches position 3, i.e., the stop position.

After that, when the possible departure time (possible departure time) is reached, that is, when the judgment indicated in judgment content γ1 changes from "yes" to "no," the autonomously driven vehicle VE departs from the position of the virtual stop line VL, and in response, the notification system 100 sends a display removal notification to the first display board DSα, and the first display board DSα returns to its non-display state.

Next, as shown in display content β1 in the figure, the second display board DSβ remains hidden until the autonomously driven vehicle VE passes positions 1 and 2, but begins to indicate that crossing is permitted once the autonomously driven vehicle VE reaches position 3, the stopping position, or has slowed down sufficiently to be able to stop. This display continues until the pedestrian PE (crossing person CR) has finished crossing the crosswalk CW, and when the determination shown in determination content γ1 changes from "yes" to "no," the display returns to a hidden state.

Figures 6 to 8 are conceptual diagrams corresponding to Figure 5, and each shows an example of the relationship between notifications by the notification system 100 and the driving behavior of the autonomously driven vehicle VE, which differs from that shown in Figure 5.

For example, Figure 6 shows, as an example, a case where there is no pedestrian PE (crossing person CR pedestrian (see Figure 5, etc.)) attempting to cross the crosswalk CW. That is, it shows an example of a case where the state where the judgment content γ1 indicates "none" continues. In this case, it is possible for notification system 100 not to notify autonomous vehicle VE of the virtual stop line VL (see Figure 5, etc.). In response to this, autonomous vehicle VE can decelerate at position 2, for example, and, since no instruction to stop is received from notification system 100, determine that there are no pedestrians CR, etc., on or around the crosswalk CW, and can then accelerate from just before the crosswalk CW, as shown in number 3, and pass through the crosswalk CW, as shown in number 4. This allows for smoother traffic flow.

In the above case, on the other hand, with regard to the operation of the notification unit 70, as shown by the display contents α1 and β1 in the figure, the display remains almost completely hidden. However, when the autonomously driven vehicle VE is decelerating at position 2, the first display board DSα displays a message that the vehicle ahead is stopped, that is, it notifies the rear vehicle GM (see FIG. 1) that the autonomously driven vehicle VE is planning to stop (or decelerate). When the autonomously driven vehicle VE subsequently accelerates, the display returns to a hidden state. Here, the display that the vehicle ahead is stopped (vehicle ahead stop display) is not only displayed when the vehicle is actually scheduled to stop, but also when there is a possibility that the vehicle will stop, as in the example of FIG. 6, but also when the vehicle ultimately only decelerates and does not stop.

In this case, the second display board DSβ remains hidden from start to finish, since there is no pedestrian PE (crossing person CR) who would be viewing the second display board DSβ.

Figure 7 shows an example of a case where a pedestrian CR suddenly appears. That is, as is clear from comparing Figures 6 and 7, Figure 7 shows a case where, like Figure 6, the autonomous vehicle VE determines that a pedestrian CR is not present and operates accordingly until halfway through. However, when the autonomous vehicle VE reaches the position corresponding to position 3 in Figure 6 and begins accelerating just before the pedestrian crossing CW, an unexpected pedestrian CR suddenly appears. In this case, the notification system 100 transmits an emergency stop signal to the autonomous vehicle VE, and the autonomous vehicle VE makes an emergency stop beyond the virtual stop line VL, for example, by braking suddenly, as shown by number 4. The autonomous vehicle VE then waits for the departure time (time when departure is permitted) from the notification system 100, and upon receiving this, it departs and passes the pedestrian crossing CW, as shown by number 5.

In the above-described embodiment, the operation of the notification unit 70 is as follows: first, as shown in display content α1 in the figure, the first display board DSα displays a message indicating that the vehicle ahead is stopped when the autonomous vehicle VE is decelerating at position 2, and then becomes non-displayed when the autonomous vehicle VE begins to accelerate as shown at number 3. However, if the autonomous vehicle VE makes an emergency stop as shown at number 4, a corresponding display is displayed. That is, the first display board DSα displays a message indicating that the vehicle ahead is stopping urgently and a message indicating that a pedestrian is present, and continues to display the above-described message until the autonomous vehicle VE receives the time to depart (time to depart) at position 4 and departs. Note that when the time to depart (time to depart) is reached and the autonomous vehicle VE departs from the position of the virtual stop line VL, the notification system 100 sends a display removal notification to the first display board DSα, and the first display board DSα returns to a non-display state.

Next, as shown in display content β1, the second display board DSβ remains hidden until the autonomously driven vehicle VE begins to accelerate, as shown in number 3, and remains hidden even when the autonomously driven vehicle VE begins to make a sudden stop. However, once the autonomously driven vehicle VE stops at position 4, the display switches to indicate that crossing is possible. This display continues until the pedestrian PE (crossing person CR) has completely crossed the crosswalk CW, and when the determination shown in determination content γ1 changes from "yes" to "no," the display returns to being hidden.

8 shows an example of a case where multiple pedestrians CR are present. FIG. 8 particularly illustrates a response example for a case where, after responding to the first pedestrian CR1, an unexpected pedestrian CR2 (ran out) appears as a second pedestrian CR. More specifically, as shown in determination content γ1, the first pedestrian CR1 is confirmed after the autonomously driven vehicle VE decelerates as shown in number 2. In response, the autonomously driven vehicle VE stops in front of the crosswalk CW as shown in number 3. After that, it is confirmed that the pedestrian CR1 has crossed the crosswalk CW, and the departure time (time when departure is permitted) arrives. The autonomously driven vehicle VE then starts moving. However, as shown in determination content γ1, an unexpected second pedestrian CR2 is detected immediately thereafter. Notification system 100 transmits an emergency stop signal to the autonomously driven vehicle VE. The autonomously driven vehicle VE brakes suddenly, bringing it to an emergency stop beyond the virtual stop line VL, for example, as shown in number 4. The autonomously driven vehicle VE then waits again for the departure time (departure possible time) from the notification system 100, and upon receiving this, starts moving and crosses the crosswalk CW, as shown as number 5.

In the above case, the operation of the notification unit 70 is as follows: first, as shown in display content α1 in the figure, the first display board DSα remains the same as in FIG. 5 until the autonomous vehicle VE stops as indicated by position 3. Furthermore, similar to FIG. 5, it becomes invisible when the autonomous vehicle VE starts moving after reaching the (first) permitted departure time (permitted departure time). However, once an unexpected pedestrian CR2 is detected, the display switches to that shown in the example in FIG. 7. That is, the display mode on the first display board DSα changes from invisible to a display indicating an emergency stop for the vehicle ahead and a pedestrian present, and the above display continues until the autonomous vehicle VE receives the (second) permitted departure time (permitted departure time) again at position 4 and starts moving.

Next, as shown in display content β1, the second display board DSβ, like the first display board DSα, remains the same as in Figure 5 until it disappears as the autonomous vehicle VE starts moving after reaching the first possible departure time (possible departure time). However, if an unexpected pedestrian CR2 is then detected, the display switches to indicate that crossing is permitted when the autonomous vehicle VE stops at position 4, just as in Figure 7.

As described above, the notification system 100 transmits signals to the autonomous vehicle VE in various modes depending on the situation at and around the crosswalk CW, and changes the notification mode of the notification unit 70.

Note that Figures 5 to 8 are merely examples of the operation of notification system 100, and are not limited to these, and various other aspects are possible. For example, in the example of Figure 7, the virtual stop line VL is not transmitted, but even if there is no pedestrian PE (crossing person CR), the virtual stop line VL may be provided to the autonomously driven vehicle VE and the possible departure time (possible departure time) may be adjusted (set to a time earlier than the planned stopping time if the autonomously driven vehicle VE were to stop temporarily at the virtual stop line VL), thereby allowing the autonomously driven vehicle VE to travel in a similar manner to the example of Figure 7.

Figures 9(A) and 9(B) are conceptual diagrams illustrating examples of display modes for the first display panel DSα (vehicle notification unit VN) in each of the above-mentioned modes.

For example, Figure 9(A) shows an example of a preceding vehicle stop display displayed on the first display board DSα (vehicle notification unit VN) when the autonomously driven vehicle VE is in position 2, for example, in Figures 5 and 6. That is, Figure 9(A) illustrates a display mode when a crosswalk CW is present in front of the autonomously driven vehicle VE and a message is displayed indicating that the autonomously driven vehicle VE is scheduled to stop or slow down (the presence of a pedestrian crossing is undetermined).

On the other hand, Figure 9(B) shows an example of a preceding vehicle emergency stop display displayed on the first display board DSα (vehicle notification unit VN) when the autonomously driven vehicle VE is in position 4, for example, in Figures 7 and 8. That is, Figure 9(B) illustrates a display mode when displaying that the autonomously driven vehicle VE has made an emergency stop (emergency stop), such as when it is forced to stop beyond the virtual stop line VL.

An example of a series of operations in the notification system 100 will be explained below with reference to the flowchart shown in Figure 10.

First, the main control unit 50, which is the information processing unit IP of the notification control device NC (driving assistance device SS), confirms the presence of the target autonomously driven vehicle VE (step S101). That is, the operation of confirming future position information from the autonomously driven vehicle VE continues until confirmation is confirmed (step S101: Yes). Note that in step S101, when the first future position information that serves as a trigger for starting communication is received (acquired) from the autonomously driven vehicle VE, the main control unit 50 may register initial settings such as acquiring a vehicle ID.

In step S101, when it is confirmed that future position information has been acquired (step S101: Yes), the main control unit 50 checks whether target information has been acquired as a detection result from the sensor unit 10 (step S102). If target information has been acquired in step S102 (step S102: Yes), the main control unit 50 further determines from the target information whether a pedestrian CR is present, i.e., whether the autonomously driven vehicle VE should be stopped (step S103).

Here, if target object information is not acquired in step S102 (step S102: No), meaning that no moving object MB or the like is present, or if no pedestrian CR is present in step S103 (step S103: No), meaning that even if a moving object MB or the like is present, it does not qualify as a pedestrian CR, the main control unit 50 first checks whether the autonomously driven vehicle VE has decelerated based on the future position information (step S104). This corresponds to the case in the example of FIG. 5 etc. where the autonomously driven vehicle VE has moved from position 1 to position 2. Furthermore, if deceleration of the autonomously driven vehicle VE is not confirmed in step S104 (step S104: No), the main control unit 50 checks whether the autonomously driven vehicle VE has accelerated based on the future position information (step S105). This corresponds to the case in the example of FIG. 6 etc. where the autonomously driven vehicle VE has moved from position 2 to position 3.

If acceleration of the autonomously driven vehicle VE is not confirmed in step S105 (step S105: No), the main control unit 50 returns to the operation from step S101. That is, it waits for updated future position information to arrive from the autonomously driven vehicle VE.

On the other hand, if deceleration of the autonomously driven vehicle VE is confirmed in step S104 (step S104: Yes), the main control unit 50 issues a guidance display notification to display on the first display board DSα that the vehicle ahead has stopped (step S106), and then returns to operation from step S101.

Furthermore, if acceleration of the autonomously driven vehicle VE is confirmed in step S105 (step S105: Yes), this occurs after the guidance display notification associated with deceleration has been issued in step S106. In this case, the main control unit 50 issues a display deletion notification to hide the display indicating that the vehicle ahead is stopped in step S106 (step S107).

After step S107, the main control unit 50 checks whether the autonomous vehicle VE has passed through the crosswalk CW (step S108), and if it has not passed through (step S108: No), returns to the operation from step S101.

On the other hand, if it is confirmed in step S108 that the autonomous vehicle VE has passed through the crosswalk CW (step S108: Yes), the main control unit 50 treats the driving assistance (information provision) for the autonomous vehicle VE and the related notification operation by the notification unit 70 as having been completed, and performs initialization processing such as clearing the vehicle ID information that was set and registered when the initial future position information was obtained (step S109). Note that this corresponds to the case in Figure 6 where the autonomous vehicle VE has passed through the crosswalk CW.

The main control unit 50 then returns to operation from step S101. In this case, the next future location information received will be information about an autonomously driven vehicle VE other than the autonomously driven vehicle VE whose vehicle ID, etc. has been cleared.

On the other hand, if it is determined in step S103 that a pedestrian CR is present (step S103: Yes), i.e., if it is determined that the autonomously driven vehicle VE should be stopped, the main control unit 50 checks whether the autonomously driven vehicle VE is in a state where it can stop at the virtual stop line VL in front of the crosswalk CW (step S110).

If it is determined in step S110 that the autonomous vehicle VE can stop at the virtual stop line VL (step S110: Yes), the main control unit 50 provides (transmits) information regarding the virtual stop line VL to the autonomous vehicle VE (step S111), and issues a guidance display notification to the first display board DSα and the second display board DSβ to indicate that the vehicle ahead is stopping or that crossing is permitted (step S112). In addition, the main control unit 50 continues to check whether the autonomous vehicle VE has stopped at the virtual stop line VL until it confirms that the autonomous vehicle VE has stopped (step S113: Yes).

In step S112, the display operation of the second display board DSβ indicating that crossing is possible in response to the command may be performed after it is confirmed that the vehicle has stopped in step S113 or has almost stopped.

When the stop confirmation is made in step S113 (step S113: Yes), the main control unit 50 determines whether the autonomous vehicle VE is in a position to depart (clearance determination) based on the status of the moving body MB at the crosswalk CW and its surroundings (step S114). In step S114, the main control unit 50 waits until there is clearance (step S114: Yes), then provides information on the time when departure is possible (step S115) and sends a display removal notice to the first display board DSα (step S116).

Note that during step S114, one of the conditions for departure to become possible is for pedestrian CR to finish crossing the crosswalk CW, so a display deletion notification is sent to second display board DSβ during this time.

After providing the possible departure time in step S115 and notifying the removal of the display on the first display board DSα in step S116, the system checks again, just to be sure, whether the clearance, i.e., whether the crosswalk CW and its surrounding area, is in a condition that allows the autonomously driven vehicle VE to depart and continue traveling (step S117).

If clearance is determined to exist in step S117 (step S117: Yes), the main control unit 50 continues to check whether the autonomous vehicle VE has passed the crosswalk CW (step S118). If it is determined in step S118 that the autonomous vehicle VE has passed the crosswalk CW (step S118: Yes), the main control unit 50 treats the driving assistance (information provision) for the autonomous vehicle VE and the related notification operation by the notification unit 70 as having been completed, and performs initialization processing such as clearing the vehicle ID information that was set and registered when the initial future position information was obtained (step S119).

On the other hand, if it is determined in step S110 that stopping is not possible at the position of the virtual stop line VL (step S110: No), or if it is determined in step S117 that there is no clearance (step S117: No), the main control unit 50 provides (transmits) emergency stop information to the autonomously driven vehicle VE (step S120) and notifies the autonomously driven vehicle VE to display a corresponding guidance message on the first display board DSα (step S121).

A typical example of the former (step S110: No) is when a vehicle is detected running out at a point when the autonomously driven vehicle VE is unable to stop at the virtual stop line VL, as explained with reference to Figure 7. A typical example of the latter (step S117: No) is when a vehicle is detected running out at the point when the autonomously driven vehicle VE is about to start after having stopped at the virtual stop line VL and having received information about the time when it is able to depart, as explained with reference to Figure 8.

After step S121, the main control unit 50 checks whether the various measures associated with the emergency stop have been completed and whether the situation has been resolved (step S122), and continues this process until it is confirmed that the situation has been resolved (step S122: Yes).

Note that one of the conditions for confirming cancellation in step S122 is that the pedestrian CR who has jumped out has finished crossing the crosswalk CW, so during this period, a guidance display notification on the second display board DSβ and a subsequent display removal notification will be displayed.

If confirmation is made in step S122 (step S122: Yes), the main control unit 50 issues a display deletion notification in response to the guidance display notification in step S121, and returns to the clearance confirmation operation in step S117 again.

Figure 11 is a conceptual diagram outlining the configuration and operation of the above-described notification system 100. As shown in the figure and as previously described, the above-described notification system 100 grasps the behavior of an autonomous vehicle VE that is scheduled to pass through a crosswalk CW (a crosswalk without a signal) as a predetermined traffic area TR by acquiring its own future position information in the information processing unit IP (main control unit 50). Meanwhile, the information processing unit IP acquires information about the crosswalk CW and its surrounding area, which are the no-signal area and its surroundings, via, for example, the sensor unit 10, which is a monitoring unit. In particular, it acquires information about a pedestrian CR attempting to cross the crosswalk CW. Based on this information, a stop command or the like is transmitted to the autonomous vehicle VE in accordance with the status of the crosswalk CW and its surrounding area to provide driving assistance, and the notification unit 70 issues a notification corresponding to the behavior of the autonomous vehicle VE to persons and others present at the crosswalk CW and its surrounding area. In particular, in this embodiment, notifications are sent not only to pedestrians PE (crossing people CR), but also to vehicles GM behind the autonomously driven vehicle VE. This improves traffic safety and enables smoother traffic flow.

As described above, the notification system 100 according to this embodiment includes an information processing unit IP that communicates with an autonomous vehicle VE that is scheduled to pass through a predetermined traffic area TR to grasp the behavior of the autonomous vehicle VE, and a notification unit 70 that reports information corresponding to the behavior of the autonomous vehicle VE acquired by the information processing unit IP. In the notification system 100, the system grasps the behavior of an autonomous vehicle VE that is scheduled to pass through a predetermined traffic area TR, and issues a notification corresponding to that behavior, for example, to the traffic area TR and its surroundings (a crosswalk CW without a signal and its surroundings). This makes it possible to notify vehicles other than the autonomous vehicle VE, pedestrians, etc., of whether they can pass through or to warn them, thereby improving traffic safety.

〔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, the above describes several examples of display modes for the vehicle-oriented notification unit VN (first display board DS) with reference to Figure 9 and other figures. However, the display modes are not limited to these examples and a wide variety of modes are envisioned. The pedestrian-oriented notification unit PN (second display board DSβ) can also be configured in various ways. For example, as shown in Figure 12(A), a mode is also conceivable in which, in addition to a display indicating that crossing is permitted, a display indicating caution when crossing is displayed. In the above, the behavior of the target autonomous vehicle VE can be understood based on future position information obtained as a result of communication. However, such behavior understanding is not possible for, for example, ordinary vehicles that do not communicate with the infrastructure. In such cases, a mode such as that shown in Figure 12(A) can be considered in response to the detection of the ordinary vehicle as a result of monitoring by the sensor unit 10 serving as the monitoring unit.

In addition, in the above example, the second display board DSβ is not displayed when there are no vehicles, such as an autonomous vehicle VE, approaching the crosswalk CW. However, even in such cases, it is possible to display, for example, as shown in Figure 12(B).

In addition, while the above description has been given of an example of a notification method using the notification unit 70 that uses a display, i.e., a visual display, this is not limiting. For example, as shown in FIG. 13, a speaker SK may be used as the pedestrian notification unit PN to provide audible (auditory) notification. Furthermore, a pedestrian PE may carry a mobile terminal TI, such as a smartphone with a dedicated app pre-installed, and the notification system 100 may provide a notification to the mobile terminal TI. In other words, the mobile terminal TI may be used as the notification unit 70. In this case, in addition to display and sound, notifications can be provided using vibrations, for example.

Furthermore, with regard to the mobile terminal TI, for example, a car navigation system installed in the vehicle GM behind the autonomously driven vehicle VE, or a smartphone carried by a passenger in the behind vehicle GM, may function as the vehicle notification unit VN in the same manner as in the case of the mobile terminal TI described above.

Furthermore, if the rear vehicle GM is also an autonomous vehicle capable of communicating with the notification system 100, the behavior of the autonomous vehicle VE as the leading vehicle may be directly communicated to the notification system 100.

Furthermore, in the above, an unsignalized crosswalk CW is used as an example of the specified traffic area TR, and in particular, the example in Figure 1 shows a crosswalk CW located on a straight road, but this is not limited to this. For example, the notification system 100 may be applied to an area that includes an unsignalized intersection CS, as exemplified in Figure 14, which is a diagram corresponding to Figure 1.

Furthermore, the vehicle notification unit VN and pedestrian notification unit PN that make up the notification unit 70 are not limited to being configured as a single unit or a pair, and may be arranged in more locations.

In addition, although the above description describes installation at locations without traffic lights, it is also possible to apply the notification system 100 at locations with traffic lights. Conversely, it is also possible to apply the notification system 100 at locations without traffic lights and no crosswalks (for example, locations where crossing is prohibited but pedestrians actually cross).

In addition, although the above describes how the notification system 100 responds to a single autonomously driven vehicle VE, the notification system 100 can also handle multiple autonomously driven vehicles VE in parallel if there are multiple autonomously driven vehicles VE within the target range.

In addition, although the above refers to a pedestrian notification unit PN, the pedestrian notification unit PN can also be applied to, for example, a bicycle notification unit. In other words, the pedestrian notification unit PN can be considered to include a bicycle notification unit.

In addition, in the above description, the notification control device NC (driving assistance device SS) and other components of the notification system 100 are installed near the site, i.e., near the crosswalk CW. 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 processes and data storage could be performed on the cloud. For example, the position data (position information) of the virtual stop line VL, which is stored in the notification control device NC, could be stored in a remote management center (management server) or on the cloud.

In addition, in the above example, the sensor unit 10 is configured to include a camera unit 11 and a distance measurement unit 12, but the configuration of the sensor unit 10 is not limited to this, and the sensor unit 10 may be configured to include, for example, either the camera unit 11 or the distance measurement unit 12.

10...sensor unit, 11...camera unit, 12...distance measurement unit, 30...communication unit, 50...main control unit, 52a...stop sign determination unit, 52b...calculation unit, 70...notification unit, 100...notification system, AO...autonomous driving program, C1...curve, CR, CR1, CR2...pedestrian, CS...intersection, CW...pedestrian crossing, DCs...display content setting unit, DD...detection area, DSα...first display board, DSβ...second display board, FG...future position information generation unit, G1...graph F, GM...rear vehicle, IP...information processing unit, JDp...pedestrian detection unit, JU...judgment unit, MB...moving object, NC...alarm control unit, PE...pedestrian, PN...pedestrian alarm unit, SEi...sensor interface (information acquisition unit), SK...speaker, SS...driving assistance device, TI...mobile terminal, TR...traffic area, VE...autonomous vehicle, VL...virtual stop line, VN...vehicle alarm unit, α1, β1...display content, γ1...judgment content

Claims (8)

an information processing unit that communicates with an autonomous vehicle that is scheduled to pass through a predetermined traffic area and grasps the behavior of the autonomous vehicle;
a notification unit that notifies information corresponding to the behavior of the autonomous driving vehicle acquired by the information processing unit,
The notification unit includes a vehicle notification unit that notifies a vehicle behind the autonomously driven vehicle,
The vehicle notification unit is installed facing a road on the upstream side of the traffic area. the traffic area is a non-signalized area,
The notification system according to claim 1 , wherein the information processing unit determines the notification content of the notification unit in accordance with the no-signal area, a situation around the no-signal area, and a behavior of the autonomously driven vehicle. 3. The notification system according to claim 1, wherein the notification unit is installed facing a crosswalk as the traffic area and includes a pedestrian notification unit that notifies pedestrians about whether or not they can cross the crosswalk, corresponding to the behavior of the autonomous vehicle acquired by the information processing unit. The notification system according to claim 1 , wherein the notification unit includes a display unit that displays information corresponding to a behavior of the autonomously driven vehicle. The notification system according to any one of claims 1 to 4 , wherein the information processing unit grasps the behavior of the autonomously driven vehicle from future position information of the autonomously driven vehicle received through communication with the autonomously driven vehicle. a monitoring unit that monitors traffic conditions in the traffic area;
The notification system according to any one of claims 1 to 5, wherein the information processing unit provides the autonomously driven vehicle with information about a virtual stop line set in a position before the traffic area, in accordance with the monitoring results of the monitoring unit and the behavior of the autonomously driven vehicle. The notification system according to claim 6 , wherein the information processing unit, when providing information about the virtual stop line, causes the notification unit to notify that the autonomously driven vehicle is scheduled to stop. 8. The notification system according to claim 6, wherein the information processing unit has a calculation unit that calculates a possible departure time based on the monitoring results of the monitoring unit, and transmits the possible departure time calculated by the calculation unit to the autonomously driven vehicle stopped at the virtual stop line.