JP2001283380A - Method and device for managing behavior of event on 'its' platform and method and device for processing on- vehicle information - Google Patents

Abstract

PROBLEM TO BE SOLVED: To rearrange and integrate information obtained on the vehicle side and information obtained on the infrastructure side so as to efficiently transfer them to the inside of the vehicle. SOLUTION: An event behavior management method on an ITS platform collects and processes information S1 obtained on the vehicle side and information S2 obtained on the infrastructure side to be the outside of the vehicle. The method is provided with a step St1 for inputting information concerned with the behavior of an object and an event causing a trouble in the traveling of the vehicle on the traveling lane of the vehicle or having its possibility out of respective information S1, S2, a step St2 for recording the inputted information in a recording medium in time series so as to grasp the information as event data independent in each object and in each event and a step St3 for supplying the data recorded in the recording medium to a vehicle information system and a vehicle control system.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for managing the behavior of an event on an ITS platform, a behavior management device thereof, an on-vehicle information processing method, and an on-vehicle information processing device. The present invention relates to the construction of a common platform that collects information and information from roadside devices such as AHS on the infrastructure side outside the vehicle and integrates and organizes the information, and a device for the common platform.

[0002]

2. Description of the Related Art When controlling basic functions such as "running, stopping, and turning" of a car, it is said that an existing car largely depends on a driver's attentiveness to the driver's surroundings and his / her own driving skills. On the other hand, with the development of electronics technology in recent years, technologies that support the driver's attention and driving skills have been developed. For example, ABS (anti-brake system) and ACC (auto cruise control) are known on the vehicle side. On the infrastructure side represented by roadside devices,
For example, there has been known a sudden event detection system and the like which has been put to practical use in a traffic difficulty called the Awaza curve on the Hanshin Expressway.

[0003] In these systems, there is a limit that the respective information is terminated in the vehicle side in the vehicle and in the infrastructure side in the infrastructure, so that the two cannot be fused, that is, cannot be used for vehicle control. .
Therefore, research and development for solving these inconveniences have been rapidly advanced recently.

For example, on the vehicle side, "ASV" (Advan)
Research and development called “ced Safety Vehicle: advanced safety vehicle” is known. It is expected that the use of the technology developed by the ASV will significantly improve the detection capability of the own vehicle, and that it will be possible to obtain information from the preceding vehicle by inter-vehicle communication.

On the infrastructure side, AHSRA (Technical Research Association Driving Assistance Road System Development Organization) provides the "AH
S "(Automated Cruise-Assis)
Research and development called tHighway System (driving support road system) is known. According to the AHS, information from the infrastructure side is transmitted to, for example, ETC (Ele
tronic Toll Collection S
system: DSRC (Ded) adopted as a communication protocol such as a non-stop automatic toll collection system
icated Short Range Commun
It is highly expected that roadside-vehicle communication such as ication (dedicated short-range communication) can be taken into the vehicle, thereby greatly improving the driving support ability for the driver.

[0006] On an extension of the research and development of ASV and AHS, as seen in the previous systems, the vehicle side is in the car, the infrastructure side is in the infrastructure, and the respective information does not end, so both It is anticipated that vehicle control with fusion of will be performed.

[0007]

The above-mentioned ASV and AH
S is not confined by the vehicle manufacturer as in the conventional vehicle development, but is beyond its category.
For this reason, it is expected that these developments will be carried out individually on the vehicle side and the infrastructure side, for example. Then, the information captured by the vehicle itself and the information captured into the own vehicle from the infrastructure side are independent events, respectively, and are passed on to the information system and the control system that make the final decision on the vehicle side.

[0008] Considering such a situation from the standpoint of system design, development, and the like, programs such as various events that occur on the running road or around the vehicle for each vehicle manufacturer or, in extreme cases, for each vehicle type, must be considered. It is necessary and can be very cumbersome. In addition, since information that can be taken into a car is expected to increase with technological innovation, it is necessary to flexibly deal with such situations in design and the like, and this becomes increasingly inefficient.

As a result, program developers are required to develop programs that exceed their abilities, and since the skills of the developers and the programmers themselves vary from person to person, these designs can be extremely complicated. Therefore, it is considered that some smart development method is strongly desired as these measures.

The present invention has been made in view of such a conventional problem, and has been made to consolidate information obtained by a vehicle and information obtained by an infrastructure so that the information can be efficiently delivered to the inside of the vehicle. And its purpose.

[0011]

According to the present invention, in order to achieve the above object, information provided as several independent events from the vehicle side and the infrastructure side is arranged and integrated, and the information system in the vehicle is systematized. And a common platform to be passed to the control system. Basically, it is preferable to build this common platform inside the car, but the physical construction location is not limited to this, it may be the infrastructure side, and if there is an agreement on the procedure and data configuration, It is also possible to appropriately divide the vehicle side and the infrastructure side and construct an integrated system.

The present invention has been constructed and completed based on such an idea.

That is, the invention according to claim 1 is a method for managing the behavior of an event on an ITS platform for collecting and processing information obtained on a vehicle side and information obtained on an infrastructure side outside the vehicle, Capturing information on the behavior of an object and an event that may interfere with or drive the vehicle on the travel path of the vehicle from among the information, and independently capture the information captured here for each object and for each event Recording on a recording medium in a time-series manner so as to be comprehensible as data of the event, and supplying the data recorded on the recording medium to an information system and a control system of the vehicle. Features.

According to a second aspect of the present invention, in the first aspect of the present invention, the step of recording the information includes the step of recording information relating to behavior of a plurality of objects and events that may hinder or drive the vehicle. And recording the data with different processing priorities.

According to a third aspect of the present invention, there is provided an event behavior management device on an ITS platform for collecting and processing information obtained on a vehicle side and information obtained on an infrastructure side outside the vehicle. Input interface means for taking in information on the behavior of an object and an event which may obstruct or possibly drive the vehicle on the travel path of the car, and information taken in by the input interface means for each object and event Control means for recording the data recorded on the recording medium in a time-series manner so that the data can be grasped as independent event data every time, and an output for transmitting the data recorded on the recording medium to the information system and the control system of the vehicle by the control means Interface means.

According to a fourth aspect of the present invention, in the third aspect of the present invention, the control means performs different processing on information on the behavior of a plurality of objects and events which may hinder or possibly drive the vehicle. It is characterized by comprising means for giving priority and recording.

According to a fifth aspect of the present invention, in the third aspect of the invention, the control means sequentially discards information having an oldest recording time so as to satisfy a condition of an amount of information that can be stored in the recording medium. It is characterized by having.

According to a fifth aspect of the present invention, there is provided a vehicle-mounted information processing method, comprising the steps of: acquiring information relating to the behavior of an object and an event that may hinder or possibly drive the vehicle on the traveling path of the vehicle; Recording the recorded information on a recording medium in a time-series manner so that it can be grasped as independent event data for each object and each event, and transmitting the data recorded on the recording medium to an information system and a control system of the vehicle. Sending step.

According to a sixth aspect of the present invention, there is provided an on-vehicle information processing apparatus, comprising: an input interface means for inputting information on the behavior of an object and an event which may hinder or possibly drive the vehicle on the road of the vehicle; Control means for recording information captured by the interface means on a recording medium in a time-series manner so that the information can be grasped as independent event data for each object and for each event; and data recorded on the recording medium by the control means. And output interface means for transmitting the information to the information system and the control system of the vehicle.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a method for managing the behavior of an event on an ITS platform, a behavior management device thereof, an information processing method for a vehicle, and an information processing device for a vehicle according to the present invention will be described with reference to the drawings. This embodiment is
For example, "ITS" (Intelligent Tran
sport Systems: Intelligent Transportation Systems)
It can be applied to a vehicle called a smart vehicle that is being researched and developed in Japan. However, the present invention is not limited to this, and it goes without saying that the present invention can be applied to a system for organizing and controlling information on the vehicle side and the infrastructure side outside the vehicle.

FIGS. 1 and 2 illustrate the concept of a common platform 10 according to this embodiment.
The common platform 10 shown in both figures is, for example, 1
A common platform main body 10a composed of one or a plurality of LSIs (large-scale integrated circuits), and an ASV interface 11 and an AHS interface 12 integrally enclosed or incorporated in the main body 10a and serving as information collecting means of the present invention. And a common platform control device 13 serving as a data processing means of the present invention.

In this embodiment, the common platform main body 10a is built in the car, but is not limited to this. The common platform main body 10a may be on the infrastructure side, or if the procedure and the data structure are agreed upon, It is also possible to appropriately divide the system into the system and the infrastructure to construct an integrated system.

The ASV interface 11 is communicably connected to an on-vehicle sensor or the like applicable to an ASV on the side of a vehicle (own vehicle and another vehicle).
"First information") S1 is collected at predetermined time intervals based on a control signal from the common platform control device 13, and the collected first information S1 is sent to the common platform control device 13.

The AHS interface 12 is communicably connected to a roadside device or the like applicable to AHS on the infrastructure side outside the vehicle, and shares information (hereinafter, referred to as "second information") S2 obtained here. The information is collected at predetermined time intervals based on a control signal from the platform controller 13 and the second information is sent to the common platform controller 13.

The common platform control device 13 includes, for example, a CPU, a storage unit, and the like.
The operation timing and the like of the V interface 11 and the AHS interface 12 are controlled.
First and second information S1, S collected by
2 is processed in a predetermined data format as data S3 that can be delivered to the vehicle side.
Standardization of interface, definition of data format of data exchange between outside and inside bus, management of processing priority, etc.).

The contents of the processing algorithm 13a are used for the purpose of, for example, the prevention of a collision with an obstacle in front, the prevention of a dangerous approach to a curve, the prevention of a lane departure, the prevention of a head-on collision, the prevention of a right-turn collision, and the prevention of a crossing pedestrian collision shown in FIG. It can be set and changed as needed (see below).

The data S3 processed by the control device 13 is transmitted to an HM such as a display via a vehicle-mounted bus 20.
The information is output to the I device 21 (information system) or a vehicle control device (control system) (not shown) as necessary. Thereby, the HMI
The device 21 provides information to the driver, processes a warning to the driver, and the vehicle control device performs speed control,
Processing such as brake / steering control can be executed. As a result, for example, as shown in FIG. 2, the prevention of a collision with an obstacle ahead, the prevention of a dangerous speed approaching a curve, the prevention of a lane departure, the prevention of a head-on collision, the prevention of a right-turn collision, the prevention of a crossing pedestrian collision, and the like are realized.

Therefore, according to this embodiment, there is provided a common platform for organizing and integrating the information obtained on the vehicle side and the information obtained on the infrastructure side so that they can be efficiently delivered to the information system and the control system in the vehicle. can do.

Thus, the information system and the control system in the vehicle that control the vehicle can determine whether the information source is collected by the vehicle itself through the common platform or from other vehicles through the inter-vehicle communication. It can be used without considering whether it is obtained or supplied from the infrastructure side.

As a result, the vehicle development engineer can concentrate on the original development and design of the vehicle, and the development efficiency and the development period can be shortened. Furthermore, if the common platform is integrated into an IC, space and cost can be reduced.

(Application Example) Next, an example will be described in which the above-mentioned common platform 10 is specifically applied to systems for preventing a collision with a forward obstacle and preventing a lane departure.

1. Forward Obstacle Collision Prevention System FIGS. 3 and 4 illustrate an outline of a front obstacle collision prevention system equipped with the common platform 10 described above. Hereinafter, the same components as those described above are denoted by the same reference numerals, and description thereof will be simplified or omitted.

The forward obstacle collision prevention system 50 shown in FIGS. 3 and 4 can be applied to various systems such as a collision prevention system, a right turn collision prevention, a crossing pedestrian collision prevention system, etc., in addition to a curve approach dangerous speed prevention system. It is something. The system 50 includes a common platform 10 similar to that described above, an on-vehicle device 51 applicable to a vehicle-side ASV, etc., and an observation device 5 applicable to an infrastructure-side AHS, as shown in the figure.
2. In-vehicle information system that controls the vehicle (HMI equipment)
And a control system (vehicle control device) 53.

As shown in FIG. 3, for example, as shown in FIG. 3, the on-vehicle device 51 includes sensors 54 (radio wave radar, laser radar, CCD camera, etc.) functioning as the eyes of a vehicle, and information from another vehicle through inter-vehicle communication as a vehicle ear. Inter-vehicle communication device 5 to be acquired
5 and sensors 5 for acquiring information about the undercarriage of the vehicle
6 (vehicle speed sensor, friction sensor, tire pressure sensor, yaw rate sensor, etc.) and the like.
The information obtained at 56 is sent to the common platform 10 as first information S1.

The observation device 52 on the infrastructure side is, for example, as shown in FIG.
As shown in the figure, the road surface condition monitoring device 57, the moving obstacle monitoring device 58, and the stationary obstacle monitoring device 59, and the sensors 60 (optical fiber, laser radar, infrared camera, Sensors 61 (visible light sensor, infrared sensor, laser sensor, millimeter wave sensor, etc.) connected to the moving obstacle monitoring device 58
And sensors 62 (visual light sensor, infrared sensor,
A roadside processing device 63 that receives information from the sensors 60 to 62 via the monitoring devices 57 to 59, and a roadside processing device 6.
And a road-to-vehicle communication device 64 such as DSRC connected to the communication platform 3 and sends information acquired by each of these elements to the common platform 10 as second information S2.

A device 65 for storing road alignment information is also provided in at least one of the on-vehicle equipment 51 and the observation device 52 on the infrastructure side.
And / or sent to the common platform 10 as second information S1, S2.

The above-mentioned first and / or second information S1, S
The information 2 includes, for example, a monitor of the vehicle itself, information for grasping a situation around the vehicle, information obtained through inter-vehicle communication, and the like. Among them, the second information S2 collected by the sensors disposed on the infrastructure side is the roadside processing device 63.
, Or after processing at an information center (not shown), or via the information center, respectively, to the common platform 10 via the road-to-vehicle communication device 64.

The common platform 10 has the same configuration (ASV interface 11, AHS interface 12, common platform controller 13) as described above, and includes first and second information from the on-vehicle device 51 and the observation device 52 on the infrastructure side. The control device 13 periodically collects S1 and S2 via both interfaces (not shown) at a preset cycle (a plurality may be set) and sorts them into a predetermined data format. After that, a processing algorithm stored in a storage unit (not shown) in the control device 13 is executed.

The processing algorithm in this case is as follows: first, the first information S1 from the on-vehicle device 51 is used to detect an obstacle; outside the field of view, second information S2 from the observation device 52 on the infrastructure side is used.
Can detect obstacles and output the data S3 necessary for controlling the brake, steering, etc. to the driver via the on-board bus (not shown) to the information system and control system 53 in the vehicle according to the results. Is set to

The information system and the control system 53 in the vehicle are independent of the control in the common platform 10, and take out the information S1 and S2 arranged and stored in the common platform 10 as necessary. , Providing information to the driver via HI (Human Interface) and controlling the car to "run, stop, turn" Driving support is provided.

Here, the above-mentioned common platform 1
The overall operation of the front obstacle collision prevention system 50 equipped with the "0" will be described.

First, consider a case in which a vehicle equipped with the common platform 10 (hereinafter referred to as “own vehicle”) runs on a road with poor visibility such as a curve. In this case, the first and second information S1 and S2 are obtained by the in-vehicle device 51 of the forward obstacle collision prevention system 50 and the observation device 52 on the infrastructure side.

For example, the second information S2 observed by the observation device 52 on the infrastructure side includes (10) “the presence or absence of an obstacle”, (12) “absolute position of an obstacle”, and (13) “obstruction”. (14) “Size of obstacle”, (1)
5) "Advancing direction of obstacle", (16) "Road surface condition",
(17) “Road curvature”, and (18) “Road direction”.

Among them, the position of the obstacle is "absolute position" because it is impossible to observe where the vehicle is running on the infrastructure side, and the vehicle receives the information on the "absolute position". The distance to the obstacle can be calculated on the common platform 10 on the side. When a plurality of obstacles are found, the information is packaged as one package and sent to the vehicle from the observation device 52 simultaneously (within a time period that does not hinder the processing).

(16) “Road surface condition”, (17)
The same information such as "curvature of road" and (18) "direction of turning of road" can stop repetition when the amount of transmission information needs to be reduced, and can limit the number of transmissions, for example.

On the other hand, the first information S1 observed by the on-vehicle device 51 is, for example, a plurality of vehicles capable of inter-vehicle communication, running in tandem, and a number of preceding vehicles (head) (May be a car) is monitoring obstacles, (20)
"Presence of obstacle", (22) "Absolute position of obstacle",
(23) "Moving speed of obstacle", (24) "Size of obstacle", (25) "Progress direction of obstacle", (26) "Road surface condition", and (29) "Traffic of preceding vehicle" The “absolute position” and the like are transmitted from another vehicle to the own vehicle via inter-vehicle communication.

Regarding the position of the obstacle, it is not clear where the preceding vehicle is running because the own vehicle does not know the “absolute position”.
However, receiving the information on the “absolute position”, the own vehicle can calculate the distance to the obstacle. When a plurality of obstacles are found, the information becomes one package and the number of obstacles are detected simultaneously (within a period that does not hinder the processing).
Is sent from another car to own car.

The information of (26) “Road condition” is as follows:
It is sent from each preceding vehicle together with information on the “absolute position of the preceding vehicle”.

In addition to the above, as the first information S1, (30) "the presence or absence of an obstacle" and (32) "the obstacle" are monitored by the on-board equipment 51 such as a laser radar mounted on the own vehicle. (33) “Relative moving speed of obstacle”,
There are (34) "obstacle size", (35) "obstacle traveling direction", and (36) "road surface condition". Among them, the position of the obstacle is information of “relative position”, which is different from the above.

On the other hand, if information can be obtained via broadcasting or satellite on the infrastructure side, such information can be used in the same manner as described above.

As described above, the first and second information S1, S obtained by the on-vehicle device 51 and the observation device 52 on the infrastructure side.
2 is provided to the common platform 10, and the above-described processing algorithm is executed by the control device 13 of the common platform 10, whereby the information is collectively arranged as "front obstacle information" in accordance with a predetermined sampling time.

For example, in the processing by the common platform control unit 13, the distances to different units, for example, the distance to the obstacle are converted into the relative distance from the own vehicle (the absolute position may be unified), The moving speed is converted into a relative speed (unified to absolute speed), so that unified processing can be performed later. Then, (1) “the presence or absence of an obstacle” and (2) “obstruction” (Distance to obstacle), (3) “movement speed of obstacle”, (4) “size of obstacle”, (5)
"Advancing direction of obstacle", (6) "Road surface condition", (7)
"Curvature of road", (8) "bending direction of road", (9)
The information of the “absolute position of the preceding vehicle” and (0) the information of “sampled time” are stored in the information system and the control system 5 in the vehicle for each obstacle.
3 is stacked as data S3 that can be delivered.

Of these, (6) “road surface condition”, (7)
Each information of "curvature of road" and (8) "direction of turning of road" is necessary when the own vehicle performs an obstacle avoiding operation including an emergency stop.

Regarding the above stacking method, in addition to the method based on the sampling time, various methods such as stacking in order of distance to an obstacle can be set and changed as appropriate. Even when applied to other systems,
By applying a method similar to or similar to these methods, or a method based on an analogy of the above method, it is possible to accumulate information on the vicinity of the own vehicle in the common platform 10.

As described above, the first and second information S1, S
2 are arranged and stacked in the common platform 10 as data S3 that can be delivered to the information system and the control system 53 in the vehicle, and the information system and the control system 53 in the vehicle use the vehicle When an obstacle is found ahead of the vehicle, assuming that the vehicle will follow the vehicle immediately before, the driver can autonomously instruct the driver to control the speed of the vehicle or make an emergency stop, or forcibly control the vehicle.

The control of the vehicle by the information system and the control system 53 and the driving support for the driver depend on the characteristics of the vehicle type and the like. It is also possible to incorporate the know-how cultivated over many years.

2. Lane Departure Prevention System FIG. 5 illustrates an outline of a lane departure prevention system as another example in which the common platform 10 is mounted. Hereinafter, the same components as those described above are denoted by the same reference numerals, and description thereof will be simplified or omitted.

The system 70 shown in FIG. 5 is obtained by partially changing the above-mentioned configuration (common platform 10, on-board equipment 51, infrastructure-side observation device 52, and information system and control system 53 for controlling the vehicle). is there.

The on-vehicle equipment 51 includes sensors 54 (radio wave radar, laser radar, CCD camera, etc.) functioning as the eyes of the vehicle, and sensors 56 (vehicle speed sensor, friction sensor, tire Pressure sensor, yaw rate sensor, etc.).
The information obtained in steps 4 and 56 is sent to the common platform 10 as first information S1 from the vehicle.

The vehicle-mounted device 51 detects road linear information from at least one lane marker among the radio wave marker 71, the magnetic marker 72, and the optical marker 73 provided near the road on the infrastructure side. A lane marker sensor 74 is also attached. The road linear information detected by the lane marker sensor 74 (eg, how far ahead and how much a curved curve exists) is processed in the own vehicle as it is when detected by the lane marker sensor 74 of the own vehicle. When detected by the vehicle lane marker sensor 74, it is taken into the own vehicle via the inter-vehicle communication device, and in any case, is sent to the common platform 10 as first information S1.

On the other hand, the observation device 52 on the infrastructure side includes the second road shape information including the road shape information on the road side slightly apart from the above through the roadside processing device (see FIG. 3) from the roadside processing device described above. Is sent to the common platform 10.

The common platform 10 has the same configuration as that described above, and transmits the first and second information S1 and S2 from the vehicle-mounted device 51 and the observation device 52 on the infrastructure side to the control device via both interfaces (not shown). 13. Periodically collect at a preset cycle (multiple possible) at 13,
After rearranging them into a predetermined data format, a processing algorithm to be stored in a storage unit (not shown) in the control device 13 is executed.

In this case, the processing algorithm in this example is to prevent lane departure using the first information S1 from the lane marker sensor 74 in the immediate vicinity and to use the second information S2 ( The lane prediction is performed by using the road alignment information), and the data S necessary for the warning to the driver and the control of the brake and the steering according to the result are provided.
3 is set to be output to an in-vehicle information system and control system 53 similar to the above via an in-vehicle bus (not shown).

The processing algorithm of this example is configured using the first and second information S1 and S2 from the lane marker sensor 74 and the observation device 52 on the infrastructure side, but the present invention is not limited to this. Instead, information using only the vehicle side or only the infrastructure side may be used as necessary.

Therefore, also in this application example, the first and second information S1 and S2 can be transferred to the information system and the control system 53 in the vehicle in the common platform 10 by a method similar to or similar to the above. The information and control system 53 in the vehicle autonomously instructs the driver to control the speed of the vehicle or emergency stop when the vehicle deviates from the lane, or forcibly transmits the data S3 to the driver. Can be controlled.

(Embodiment) In the present embodiment, an example will be described in which the above-mentioned common platform is actually used as an ITS platform, and the behavior management of events such as obstacles is performed by using this platform. Here, the same components as those described above are denoted by the same or equivalent reference numerals, and description thereof will be simplified or omitted.

The ITS platform 10 shown in FIG.
Is a simplified version of the common platform. In addition to the control device 13 functioning as a control center, various sensors on the vehicle side and its infrastructure side (the above-described vehicle-side sensors 5)
1 (sensors 54 and 56 in the own vehicle, sensors 55 in the other vehicle, sensors 52 in the infrastructure, and the like), and an input-side I / F for inputting information to the control device 13 (described above). And an output side I / F 15 for outputting data in the control device 13 to an information system and a control system 53 in the own vehicle. Among them, the control device 13 includes, for example, a CPU 16 capable of executing the above-described processing algorithm and a memory (storage unit) 17 thereof.
FIG. 7 shows a processing example of the CPU 16.

The processing of the CPU 16 shown in FIG.
The S platform 10 periodically collects information S1 and S2 from various sensors on the vehicle side and its infrastructure side based on a preset cycle via the I / F 14 (Step St1). Collected information S1, S2
Are rearranged into a predetermined data format (described later) and stored in the memory 17 (step St2), and the data is supplied to the information system and the control system 53 in the own vehicle via the I / F 15 as needed (step St2). Step St3).

Here, information from various sensors on the vehicle side and its infrastructure side includes on-vehicle information from sensors 51 such as a laser radar provided for monitoring the surroundings of the vehicle for monitoring the vehicle itself. Information S1 obtained via an in-vehicle line such as a bus or an in-vehicle LAN, information S1 obtained by inter-vehicle communication from sensors 51a mounted on other vehicles (oncoming vehicles, preceding vehicles, following vehicles, etc.) Information S2 sent from the deployed sensors 52 by the roadside processing device, or once sent to the information center for processing, or sent by road-to-vehicle communication via the information center is included.

Here, the processing procedure of the present embodiment will be described with reference to FIGS. 8 to 8 by taking an example of detecting an obstacle on a traveling road including a straight road and a curved road.
This will be described with reference to FIG.

First, as shown in FIG. 8, two vehicles, that is, the own vehicle W0 on the up lane and the oncoming vehicle W1, which is another vehicle on the down lane, pass each other on the up and down opposite lanes of the straight road. Consider the case. In this case, information S1 relating to the movement of the oncoming vehicle W1 is obtained by the sensor groups 54 and 56 mounted on the own vehicle W0, and the information S1 is processed by the control device 13 of the platform 10 according to a predetermined sampling time t. These are sequentially stored in the memory 17.
At this time, the data processed on the platform 10 is unified into a predetermined unit system and stored when the unit system is different.

FIG. 9 explains an example of the data format of the information S1 stored in the memory 17 in this case. The information S1 in this case is arranged as time-series data in a data format such as “time”, “obstacle identification number”, “possibility of collision”, and “distance to obstacle” as shown in the figure.

In the case of this example, first, at time “t0, t1”
, The obstacle identification number “None”, the possibility of collision “×
(None) ”and data corresponding to the distance to the obstacle“ − (cannot be measured) ”. Here, it means that the oncoming vehicle W1 (obstacle) is not detected by the on-board sensor of the own vehicle W0.

Next, at time "tn, tn + 1, tn +
In the case of "2", the obstacle identification number "W1", the possibility of collision "x", and the distance to the obstacle "dm, dm-1, dm-
Data corresponding to "2" is recorded. This is the oncoming vehicle W
1 is detected and gradually approaching, but it means that there is no danger of collision due to running out of the lane or the like.

At time "tn + α", data corresponding to the obstacle identification number "W1", the possibility of collision "x", and the distance to the obstacle "0" are recorded. here,
This means that the vehicle has passed the oncoming vehicle W1.

At time "tn + α + 1", data corresponding to the obstacle identification number "none", the possibility of collision "x", and the distance "-" to the obstacle are recorded. Here, it means that the obstacle is not detected after passing the oncoming vehicle W1.

By the processing of the platform 10 described above, the movement of the oncoming vehicle W1 passing on a straight road is controlled by the own vehicle W0.
To be grasped above.

Next, as shown in FIG. 10, a case is considered where the oncoming vehicle I1 runs from the down lane ahead of the own vehicle I0 on the up lane in front of the curved road. In this case, information S2 relating to the movement of the oncoming vehicle I1 is obtained by a sensor group (a camera in this example) on the infrastructure side.
Is sampled for a predetermined sampling time t (t may be synchronized or asynchronous with the vehicle side, or the sampling cycle may be the same or different), and its information S2
Is processed by the control device 13 of the platform 10,
The data is sequentially stored in the memory 17 according to the sampling time t. At this time, the data processed on the platform 10 is unified into a predetermined unit system and stored when the unit system is different.

FIG. 11 illustrates an example of the data format of the information S2 from the infrastructure stored in the memory 17 in this case. The information S2 in this case is arranged in a data format such as “time”, “obstacle identification number”, “possibility of collision”, and “distance to obstacle” as time-series data similar to the above.

In the case of this example, first, at time “t0, t1”
At this time, data corresponding to the obstacle identification number “none”, the possibility of collision “x”, and the distance to the obstacle “−” are recorded. Here, it means that the oncoming vehicle I1 (obstacle) is not detected by the camera on the infrastructure side.

Next, at time "tn, tn + 1, tn +
2,..., Tn + α ”, the obstacle identification number“ I1 ”,
Possibility of collision "x", distance to obstacle "d0, d0-
, D0-2, ..., d0-α "are recorded. Here, although the oncoming vehicle I1 is detected and gradually approaching, it means that there is no danger of a collision due to an out-of-lane or the like.

Then, at time "tn + α + 1, tn + α +
In the case of "2", data corresponding to the obstacle identification number "none", the possibility of collision "x", and the distance "-" to the obstacle are recorded. Here, it means that the oncoming vehicle I1 has disappeared from the view range of the camera on the infrastructure side.

By the processing of the platform 10 described above, the movement of the oncoming vehicle I1 at the end of the curved road where the line of sight cannot be seen is grasped on the own vehicle I0.

FIG. 12 shows a case of the straight road and a case of the curved road, and describes a priority management method when the own vehicles W0 and I0 are the same vehicle and each event occurs at the same time tn. It is. In this case, as shown in FIG. 12, at time tn, the memory 17 stores information in the order of distance from the own vehicle (from the highest priority to the lowest), that is, in this example, the oncoming vehicle on a straight road. Data similar to the above is merged (integrated) in the order of W1 and the oncoming vehicle I1 on the curved road. According to this data (table), priority management is performed for each of the obstacles (oncoming vehicles in this example) irrespective of the information S1 from the vehicle side and the information S2 from the infrastructure side. In this case, it is possible to cope with the subsequent transfer to the information system and the control system by the same processing procedure.

Next, FIGS. 13 and 14 show a processing example in which the oncoming vehicle with respect to the own vehicle temporarily goes out of the traveling lane in order to avoid a stopped vehicle, and there is a danger of collision if left as it is.
It will be described based on.

In this example, as shown in FIG. 13, an oncoming vehicle W1 on a straight road and an oncoming vehicle on a curved road with poor visibility on an extension of the traveling road are obstacles to the own vehicle W0 traveling on a straight road. Assume I1. In this case, the information S1 sampled by the on-board sensor of the own vehicle on a straight road and the information S2 sampled by a sensor (camera) on the infrastructure side on a curved road are merged on the platform 10 of the own vehicle. Be integrated.

That is, by the processing of the platform 10, each oncoming vehicle W1, I1 is recognized as an individual obstacle when the own vehicle W0 runs, and is uniformly stored in the memory 17 in chronological order under priority management. You. If the data processed on the platform 10 has a different unit system or the like, the data is unified into a predetermined unit system and stored in the memory 17.
Is stored within. In this case, the data includes “time”, “obstacle identification number”, “possibility of collision”,
It is organized in a data format that adds "speed of obstacle" in addition to "distance to obstacle".

In this example, as shown in FIG. 13, an on-vehicle sensor detects an oncoming vehicle W1 traveling on a straight road at a speed Va at time ta with respect to the own vehicle W0 traveling on a straight road. At time a + b, b seconds later, the vehicle travels out of the stopped lane while avoiding the stopped vehicle, and the oncoming vehicle I1 traveling on the curved road at the speed Vf is detected at time tf. An example is shown in which the vehicle sometimes runs off the traveling lane while avoiding a stopped vehicle. In any case, while the oncoming vehicle is detected to run off, the possibility of collision is “○ (Yes)”.

FIG. 14 illustrates a priority management method in the above case where the two times ta + b and tf + e at which the overrun of the oncoming vehicle is detected are the same time (ta + b = tf + e). In this case, as shown in FIG. 14, at the same sampling time, for example, data in the higher order is arranged with a higher risk, that is, arranged in a higher priority.

That is, in the memory 17 at the time tn, the oncoming vehicle W on the straight road is stored in the order of shorter distance from the own vehicle (from the highest priority to the lowest).
1. Data is merged (integrated) in the order of the oncoming vehicle I1 on the curved road. In this way, priority management is performed for each of the obstacles (oncoming vehicles in this example), and the own vehicle can respond to the subsequent information system and control system by the same processing procedure.

In this example, a case is described in which a car on a straight road runs off the traveling road first. On the contrary, an oncoming vehicle from a curve that cannot be seen through the vehicle runs off the traveling road first. In this case, the arrangement of the data in the memory is reversed from the above-mentioned W1 → I1 to I1 → W1 and merged.

Therefore, according to this embodiment, an identification number is given to each obstacle such as an oncoming vehicle, and its movement is mapped on a memory in a predetermined procedure (in this example, data sensing time order). The priority management is performed, and the own vehicle can cope with the same processing procedure.

Thus, obstacles in running the own vehicle are individually recognized on the platform as individual ones, and their individual movements can be grasped and understood in a time-series manner. It can be systematically and unifiedly known as to whether or not it should be processed with priority.

As a result, the information system in the vehicle that controls the vehicle,
If the control system reads out the storage unit in the platform in chronological order according to the sampling time of each system and performs processing, the obstacles in running the own vehicle will be grasped and understood individually and even their movements And the subsequent processing can be performed in a unified manner.

When the storage of the information reaches the end of the designated storage area of the present case in the platform and overflows, for example, the oldest information is discarded to store the information in the memory. It is possible to secure an area.

[0096]

As described above, according to the present invention, it is possible to provide a common platform for organizing and integrating information obtained on the vehicle side and information obtained on the infrastructure side so that the information can be efficiently delivered to the inside of the vehicle.

[0097] Thus, the information system and control system in the vehicle that controls the vehicle can determine whether the information source is collected by the vehicle itself through the common platform or from other vehicles through the inter-vehicle communication. It can be used without considering whether it is obtained or supplied from the infrastructure side.

In addition, obstacles in running the own vehicle are individually recognized on the common platform as individual ones, and their individual movements can be grasped and understood in chronological order. It can be systematically and unifiedly known as to whether or not it should be processed with priority.

Accordingly, the vehicle development engineer can concentrate on the original development and design of the vehicle, and can reduce the space and cost by increasing the development efficiency, shortening the development period, or integrating the common platform into an IC. It becomes possible.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a common platform for organizing and integrating information on a vehicle side and on an infrastructure side according to an embodiment of the present invention.

FIG. 2 is a schematic diagram illustrating the prevention of a front obstacle collision by exchanging data with a common platform.

FIG. 3 is a conceptual diagram showing the overall configuration of a forward obstacle collision prevention system equipped with a common platform.

FIG. 4 is a schematic diagram showing an installation example of an observation device on the infrastructure side of the forward obstacle collision prevention system.

FIG. 5 is a conceptual diagram showing the entire configuration of a lane departure prevention system equipped with a common platform.

FIG. 6 is a schematic block diagram illustrating a configuration example of a platform according to the embodiment.

FIG. 7 is a schematic flowchart showing a processing example of a control device in the platform.

FIG. 8 is a schematic diagram illustrating a processing example when an obstacle on a straight road is detected by an on-vehicle sensor.

FIG. 9 is a view for explaining an example of the data format of FIG. 8;

FIG. 10 is a schematic diagram illustrating a processing example when an obstacle on a curved road is detected based on information from the infrastructure side.

FIG. 11 is a view for explaining a data format example in the case of FIG. 10;

FIG. 12 is a view for explaining an example of a data format when priority management is performed by merging data at the same time in the cases of FIGS. 8 and 11;

FIG. 13 is a view for explaining a processing example when there is a possibility of collision due to the oncoming vehicle protruding.

FIG. 14 is a view for explaining a data format example when priority management is performed in the case of FIG. 13;

[Explanation of symbols]

 Reference Signs List 10 common platform 11 ASV interface 12 AHS interface 13 control device 13a processing algorithm 14 input side I / F 15 output side I / F 16 CPU 17 memory 20 vehicle-mounted bus 21 HMI device (in-vehicle information system) 50 front obstacle collision prevention system Reference Signs List 51 on-board equipment 52 infrastructure-side observation device 53 in-vehicle information system and control system 54 sensors functioning as the eyes of the vehicle 55 inter-vehicle communication device 56 sensors that acquire information on undercarriage of vehicles 56 57 road surface condition monitoring device 58 Moving obstacle monitoring device 59 Stationary obstacle monitoring device 60 Sensors on road surface condition monitoring device 61 Sensors on moving obstacle monitoring device 62 Sensors on stationary obstacle monitoring device 63 Roadside processing device 64 Roadside vehicle communication device 65 Road alignment Sensors that acquire information 70 Lane departure Prevention system 71 Radio wave marker 72 Magnetic marker 73 Optical marker 74 Lane marker

Claims (7)

[Claims] 1. A method for managing the behavior of an event on an ITS platform for collecting and processing information obtained on a vehicle side and information obtained on an infrastructure side outside the vehicle, comprising: Capturing information on the behavior of objects and events that may hinder or drive the vehicle on the travel path, and that the captured information can be grasped as independent event data for each object and each event. Recording on a recording medium in chronological order; and supplying data recorded on the recording medium to an information system and a control system of the vehicle.
An event behavior management method on the TS platform. 2. The information recording method according to claim 1, wherein the step of recording the information includes assigning different processing priorities to the information on the behavior of a plurality of objects and events that may hinder or drive the vehicle. A method for managing behavior of an event on an ITS platform, comprising a step of adding and recording. 3. An event behavior management device on an ITS platform that collects and processes information obtained on a vehicle side and information obtained on an infrastructure side outside the vehicle, wherein the vehicle includes: Input interface means for capturing information on the behavior of objects and events that may interfere with or possibly drive the vehicle on the travel path of the vehicle, and information captured by the input interface means may be used to determine the independent events for each object and each event. Control means for recording the data recorded on the recording medium in a time-series manner so as to be grasped as data, and output interface means for transmitting the data recorded on the recording medium to the information system and the control system of the vehicle by the control means. An event behavior management device on an ITS platform, characterized in that: 4. The invention according to claim 3, wherein the control means assigns different processing priorities to information on behaviors of a plurality of objects and events that may hinder or drive the vehicle. An event behavior management device on an ITS platform, characterized by comprising means for recording. 5. An apparatus according to claim 3, wherein said control means includes means for sequentially discarding information having an oldest recording time so as to satisfy a condition of an amount of information that can be stored in said recording medium. Event behavior management device on the ITS platform. 6. A step of acquiring information on the behavior of an object and an event that may interfere with or possibly drive the vehicle on the road of the vehicle, and the information acquired here may be converted into an independent event for each object and each event. Recording the data on the recording medium in a time series so as to be grasped as the data of the vehicle, and sending the data recorded on the recording medium to the information system and the control system of the vehicle. In-vehicle information processing method. 7. An input interface means for taking in information on the behavior of an object and an event which may obstruct or possibly drive the car on the travel path of the car, and the information taken in by the input interface means may be used for each object and event. Control means for recording the data recorded on the recording medium in a time-series manner so that the data can be grasped as independent event data every time, and an output for transmitting the data recorded on the recording medium to the information system and the control system of the vehicle by the control means An in-vehicle information processing apparatus comprising: an interface unit.