JP2020060947A - Traffic information determination device, traffic information system, and method for determining traffic information - Google Patents

Abstract

To provide a device allowing an automatic driving vehicle to travel in an area where the automatic driving vehicle can accurately acquire surrounding information.SOLUTION: A traffic information determination device 10 includes: an allowable area determining part 11a that determines, based on current driving environment information that may affect driving safety of an automatically controlled vehicle 20, a current allowable area in which the vehicle 20 is allowed to travel; an allowable area estimation part 11b that estimates, based on future driving environment information, a future allowable area; and an evacuation area determination part 11c that determines, based on the current and future allowable areas. an evacuation area that requires the vehicle 20 to evacuate from a current position to another position.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a traffic information determination device, a traffic information system, and a method for determining traffic information.

  In recent years, autonomous driving vehicles have been developed in which the driving of the vehicle is performed by automatic driving control. In a vehicle under automatic driving control, driving operations such as driving, steering, and braking that are conventionally performed by a person are performed by the vehicle.

  The self-driving vehicle acquires its own position using a positioning sensor or the like, and autonomously travels along the route based on the stored map information. At this time, the self-driving vehicle travels safely by avoiding other vehicles or obstacles by acquiring surrounding information by using sensors such as cameras and radars.

  Therefore, in order to ensure the safe running of the autonomous driving vehicle, it is preferable that the surrounding information can be accurately acquired.

  From this point of view, it may be preferable that the route along which the autonomous vehicle travels is generated while avoiding a place where it is difficult to accurately obtain surrounding information.

  For example, it has been proposed to provide an area in which the traveling of the autonomous driving vehicle is allowed, from the viewpoint of ensuring the safety of passengers in the autonomous driving vehicle (for example, Patent Document 1).

  Further, Patent Document 2 proposes to generate a route of an autonomous driving vehicle so as to avoid a region where a passenger's vehicle sickness occurs.

JP, 2018-018423, A JP, 2017-223591, A

  The area in which the autonomous driving vehicle can accurately obtain the surrounding information is not always the same.

  For example, a meteorological phenomenon such as rain may affect the surrounding information acquired by the sensor, and thus the surrounding information acquired by the amount of rainfall may be affected. And where it rains changes, so it's not always the same.

  Even if the area where the surrounding information can be accurately acquired changes, the autonomous vehicle preferably travels in the area where the surrounding information can be acquired accurately in response to such a change.

  It is an object of the present invention to provide a traffic information determination device that enables an autonomous vehicle to travel in an area where surrounding information can be accurately acquired.

  Further, according to the traffic information determination device according to one embodiment of the present invention, the traveling of the vehicle is permitted based on the current driving environment information that may affect the traveling safety of the vehicle that is automatically controlled. The allowable range determining unit that determines the current allowable range, the allowable range estimating unit that estimates the future allowable range based on the future driving environment information, and the vehicle based on the current allowable range and the future allowable range. On the other hand, a save area determination unit that determines a save area required to be saved from the current position to another position is provided.

  In this traffic information determination device, the evacuation area determination unit notifies the vehicle of evacuation from the current position to another position based on the current position of the vehicle in the evacuation area and the speed at which the vehicle can travel. It is preferable to determine the time of day.

  Further, in the traffic information determination device, the evacuation area determination unit causes the future allowable area to be a first allowable area which is not surrounded by a non-allowable area where the vehicle is not allowed to travel and a second allowable area which is surrounded by the non-allowable area. When the area is included, the vehicle moves to an area in which the vehicle can safely travel or an area in which the vehicle can provide more mobility services, based on the attribute information of the first allowable area and the attribute information of the second allowable area. As described above, it is preferable that any one of the first allowable area and the second allowable area is determined as the save area.

  In particular, the attribute information preferably includes the area, the population, or the number of vehicles under automatic driving control.

  Further, in the traffic information determination device, the allowable area determination unit obtains an evaluation value for evaluating the safety level of the vehicle traveling for each point based on the current driving environment information, and compares the evaluation value of the point with a reference value. Then, it is preferable to determine whether or not the point is an allowable point where the vehicle is allowed to travel, and to determine the current allowable area so as to include the allowable point.

  Further, in the traffic information determination device, an area including a region that can be determined to be an allowable region has a route along which a vehicle can travel, and the route connects links connecting adjacent nodes. The allowable area determination unit obtains an evaluation value for evaluating the traveling safety level of the vehicle for each link based on the driving environment information, compares the evaluation value of the link with the reference value, and determines that the link is It is determined whether or not the traveling of the vehicle is an allowable link, and the current allowable area is determined so as to include the allowable link.

  Particularly, when the number of allowable links included in the area is equal to or more than a predetermined ratio with respect to the total number of links included in the area, the allowable area determination unit determines to include the entire area in the allowable area. To do.

  In addition, according to the traffic information system according to one embodiment of the present invention, the vehicle traveling based on the communication unit and the current driving environment information that may affect the traveling safety of the vehicle under automatic driving control. The allowable range is determined by the communication unit and the allowable range is transmitted to the vehicle using the communication unit, and the future allowable range is determined based on the future driving environment information. An allowable area estimation unit that estimates an area, and an evacuation area determination that determines an evacuation area required to be evacuated from the current position to another position for the vehicle based on the present and future allowable areas Traffic information determination including a save area determining unit that transmits a notification requesting that the vehicle located in the save area be saved to another position in the allowance area, using the communication unit. The equipment is controlled automatically A vehicle that is communicatively connected to the traffic information determination device, travels in the current allowable area, and moves to a position in another allowable area from the evacuation area when receiving a notification. Prepare

  Further, according to the method for determining traffic information according to one embodiment of the present invention, the computer may use the vehicle based on the current driving environment information that may affect the driving safety of the vehicle under automatic driving control. The current allowable range in which the vehicle is allowed to travel, the future allowable range is estimated based on the future driving environment information, and the vehicle is determined based on the current allowable range and the future allowable range. In contrast, determining a save area required to be saved from the current position to another position is included.

  According to the traffic information determination device of the present invention described above, the autonomous driving vehicle can travel in the area where the surrounding information can be accurately acquired, so that safe driving is ensured.

It is a figure which shows the structure of one Embodiment of the traffic information system of this invention. It is a hardware block diagram of a server. (A) is a functional block diagram of a control unit of the server, and (B) is a diagram illustrating a storage unit of the server. It is a hardware block diagram of a vehicle. It is a flowchart (the 1) explaining operation | movement of a server. It is a flowchart (the 2) explaining operation | movement of a server. It is a flowchart (the 3) explaining operation | movement of a server. It is a flowchart (the 4) explaining operation | movement of a server. (A) And (B) is a figure (1) explaining operation | movement of a server. (A) And (B) is a figure (2) explaining operation | movement of a server. It is a flowchart (the 5) explaining operation | movement of a server. (A) And (B) is a figure (3) explaining operation | movement of a server. (A) And (B) is a figure (4) explaining operation | movement of a server.

  Hereinafter, a preferred embodiment of the traffic information system disclosed in the present specification will be described with reference to the drawings. However, the technical scope of the present invention is not limited to those embodiments, but extends to the inventions described in the claims and their equivalents.

  In the traffic information system disclosed in the present specification, a server evacuates a vehicle from its current position to another position based on a current permissible area and a future permissible area where the vehicle is allowed to travel. Determines the evacuation area that is required, and notifies the vehicle of this evacuation area. As a result, the autonomous driving vehicle can travel in an area where the surrounding information can be accurately acquired, and thus safe driving of the vehicle is ensured.

  FIG. 1 is a diagram showing a configuration of an embodiment of a traffic information system disclosed in this specification.

  The traffic information system 1 (hereinafter, also simply referred to as system 1) of the present embodiment includes a server 10 and a vehicle 20 that is automatically controlled. The server 10 is communicably connected to the vehicle 20 via the network N via a radio base station (not shown).

  The vehicle 20 is an autonomous vehicle that provides mobility services such as taxis, buses, and ride sharing. Although one vehicle 20 is shown in FIG. 1, the system 10 may include a plurality of vehicles.

  The server 10 allows the vehicle 20 to travel at a predetermined interval or at an arbitrary time based on current driving environment information that may affect the traveling safety of the vehicle 20 that is automatically controlled. The area A1 is determined.

  Further, the server 10 determines an area other than the current allowable area A1 as a non-allowable area where the vehicle 20 is not allowed to travel. The server 10 transmits information indicating the current allowable area A1 to the vehicle 20 via the network N.

  The vehicle 20 is traveling at the current position B1 within the permissible area A1 received from the server 10, and does not travel within the non-permissible area. Further, the vehicle 20 transmits the current position information, the traveling speed, and the passenger information indicating the presence / absence of a passenger to the server 10 via the network N at a predetermined interval or at an arbitrary time. The route on which the vehicle 20 travels may be searched by the server 10 or the vehicle 20 based on the request of the passenger.

  Examples of the driving environment information include weather information, traffic information, time information, and area information. Details of the driving environment information will be described later.

  Further, the server 10 estimates the future allowable area A2 based on the future driving environment information at a predetermined interval or at an arbitrary time point.

  As shown in FIG. 1, the future allowable area A2 may change with respect to the current allowable area A1. In the example shown in FIG. 1, the area of the future allowable area A2 is smaller than the area of the current allowable area A1. The portion of the difference between the future allowable area A2 and the present allowable area A1 becomes the future non-allowable area R, and the traveling of the vehicle 20 will not be allowed at a future time point.

  If the vehicle 20a shown by the chain line in FIG. 1 remains at the position B2 in the non-permissible region R in the future from the present to the future, the vehicle 20 is located in the non-permissible region R at a future time point. It will be. Since the vehicle 20a is not allowed to travel under the automatic driving control, there is a possibility that the vehicle 20a may not be able to provide a service as mobility.

  Therefore, the system 10 sets a retreat area that is required to retreat from the current position in the allowance area A1 to another position for the vehicle 20 based on the present allowance area A1 and the future allowance area A2. decide. The server 10 transmits an evacuation notice requesting evacuation to the outside of the evacuation area to the vehicle 20 located in the evacuation area via the network N. The vehicle 20 moves from the retreat area to a position in another allowable area and avoids staying in the non-allowable area. As a result, the vehicle 20 is guaranteed to be located within the allowance region, and can continue to provide the mobility service.

  The system 10 will be described in more detail below.

  The server 10 includes a control unit 11, a storage unit 12, a display unit 13, an operation interface (I / F) 14, and a communication interface (I / F) 15.

  FIG. 2 is a hardware configuration diagram of the server 10. 3A is a functional block diagram of the control unit 11 of the server 10, and FIG. 3B is a diagram illustrating a storage unit of the server 10.

  The control unit 11 includes one or more processors that execute computer programs that control and calculate in the server 10 and peripheral circuits thereof. The control unit 11 includes an allowable area determining unit 11a, an allowable area estimating unit 11b, and a save area determining unit 11c. The permissible area determination unit 11a, the permissible area estimation unit 11b, and the save area determination unit 11c are realized, for example, as software modules or firmware executed on the processor. The processing performed by the allowable area determining unit 11a, the allowable area estimating unit 11b, and the save area determining unit 11c will be described later. Each of these units included in the control unit 11 may be mounted in the server 10 as a separate circuit.

  The storage unit 12 has a storage medium such as an HDD (Hard Disk Drive), an optical recording medium, or a semiconductor memory, and stores a computer program 12a executed by the control unit 11. The storage unit 12 also stores data generated by the control unit 11, data received by the control unit 11 via the network N, or the like. The storage unit 12 also stores map data 12b. The map data 12b has map information. Further, the map information includes information on nodes indicating intersections on the road and information on links indicating road sections connecting adjacent nodes. In addition, the map information includes position information of nodes and links. The route along which the vehicle 20 travels is formed by connecting links that connect adjacent nodes. Further, it is preferable that the map data 12b has legal speed information associated with each link. In addition, it is preferable that the map data 12b include information on the area and population of local governments. The storage unit 12 also stores information about the vehicle 20, such as current position information, traveling speed, and passenger information.

  The display unit 13 is controlled by the control unit 11 and can display various information associated with the operation of the server 10. As the display unit 13, for example, a liquid crystal display can be used.

  The operation I / F 14 is operated by the administrator of the server 10 and can input the operation. As the operation I / F 14, for example, a keyboard, a mouse, or a touch panel integrated with the display unit 13 can be used.

  The communication I / F 15 has a communication I / F circuit for connecting the server 10 to the network N via, for example, a gateway. The communication I / F 15 is configured to be able to communicate with the vehicle 20 via the network N.

  FIG. 4 is a hardware configuration diagram of the vehicle.

  The vehicle 20 includes an automatic driving control unit 21, a sensor unit 22, an exterior communication unit 23, a drive unit 24, a steering unit 25, and a braking unit 26, which are connected to each other via an in-vehicle network 27. As the in-vehicle network 27, for example, a network compliant with the CAN (Controller Area Network) standard can be used.

  The automatic driving control unit 21 sends to the drive unit 24, the steering unit 25, and the braking unit 26 a control signal generated so as to move along the route to the destination based on the vehicle environment information input from the sensor unit 22. Output to control the operation of the vehicle. The route of the vehicle 20 may be generated by a navigation unit (not shown) included in the vehicle 20, based on the current position and the destination input by the passenger. Further, the automatic driving control unit 21 may receive the information indicating the route generated by the server 10.

  The sensor unit 22 transmits the acquired vehicle environment information to the automatic driving control unit 21 via the in-vehicle network 27. The sensor unit 22 includes, for example, a vehicle exterior camera, a vehicle interior camera, a distance measurement sensor, a positioning sensor, and a vehicle speed sensor. The vehicle exterior camera photographs the surroundings of the vehicle 20 and outputs a video of the surroundings. The in-vehicle camera photographs the inside of the vehicle 20 and outputs the image. The automatic driving control unit 21 determines the presence / absence of a passenger based on the image captured by the in-vehicle camera, and generates passenger information. The distance measuring sensor measures and outputs a distance to an object existing in front of the vehicle 20 for each azimuth. As the distance measuring sensor, for example, a LIDAR (Light Detection and Ranging) sensor can be used. The positioning sensor generates and outputs position information indicating the current position of the vehicle 20. As the positioning sensor, for example, a GPS (Global Positioning System) receiver can be used. The vehicle speed sensor detects information about the traveling speed of the vehicle 20. As the vehicle speed sensor, for example, an axle rotation speed sensor can be used.

  The vehicle exterior communication unit 23 is a vehicle-mounted communication device having a wireless communication function. The out-of-vehicle communication unit 23 is connected to the network N via the wireless base station by accessing an unillustrated wireless base station connected to the network N via a gateway or the like not shown.

  The drive unit 24 generates a driving force of the vehicle 20 based on the control signal to accelerate the vehicle. The drive unit 24 has, for example, an engine that is an internal combustion engine or an electric motor.

  The steering unit 25 determines the traveling direction of the vehicle based on the control signal. The steering unit 25 has a steering mechanism that controls the orientation of the wheels of the vehicle 20.

  The braking unit 26 generates the braking force of the vehicle 20 based on the control signal. The braking unit 26 has, for example, a brake disc, a brake caliper, and a hydraulic mechanism.

  Next, a first processing example in which the server 10 in the system 1 described above determines the current permissible region based on the current driving environment information will be described below with reference to the flowchart shown in FIG.

  First, in step S501, the permissible area determination unit 11a of the control unit 11 in the server 10 obtains an evaluation value for each of a plurality of points arranged in a predetermined area based on the current driving environment information.

  The predetermined area is a defined area on the map where the vehicle 20 can travel. The predetermined area may be, for example, one local public body or a plurality of adjacent local public bodies.

  The points arranged in the predetermined area are used to determine the allowable area so as to include the points where the vehicle is allowed to travel. The distance between adjacent points can be set in the range of 10 m to 1000 m, for example.

  As described above, weather information, traffic information, time information, and area information can be used as the driving environment information.

  As weather information, for example, precipitation, rainfall, snowfall, heavy rain warning, surface rainfall index, river flood forecast, sediment disaster warning information, tornado caution information, large tsunami warning, tsunami warning, tsunami warning, eruption warning, eruption warning Forecasts, ashfall forecasts, volcanic gas forecasts, tide level observation information, and wave warnings.

  At a location with a large amount of precipitation, rain or snow may affect the information on the position of the vehicle 20 and its surroundings acquired by the vehicle 20, so that the vehicle 20 is allowed to travel at a location with a small amount of precipitation. Is preferred.

  Further, it is preferable that the vehicle 20 is allowed to travel at a point where there is no risk of flooding, landslide, strong wind, tsunami, volcanic blocks or ash fall.

  The server 10 can acquire weather information provided by a public organization or a private organization via the network N. Further, the administrator of the server 10 may input the weather information into the server 10.

  As the traffic information, for example, the traffic volume or the traveling speed of a point where the vehicle 20 can travel can be cited. A lot of vehicles are traveling at a point of heavy traffic (the traveling speed is slower than the legal speed), and vehicles other than the autonomous driving vehicle may be traveling. For example, the vehicle 20 may suddenly brake the vehicle other than the autonomous driving vehicle, which cannot be predicted. Further, an occupant in the vehicle 20 may feel uneasy when driving a vehicle other than the autonomous vehicle. Therefore, it is preferable that the vehicle 20 is allowed to travel at a point where the traffic volume is not heavy.

  The server 10 can acquire traffic information provided by a public organization or a private organization via the network N. Further, the administrator of the server 10 may input the traffic information into the server 10. Further, the vehicle 20 transmits the information indicating the current traveling speed to the server 10 via the network N together with the point where the vehicle 20 travels, so that the server 10 acquires the traveling speed at each point. Good.

  As the time information, for example, the time zone of the daytime can be cited. For example, when the surrounding information acquired by the vehicle 20 is affected by the brightness, it is preferable that the vehicle 20 is allowed to travel in a bright time zone. The server 10 can acquire time information provided by a public institution or a private organization via the network N. Further, the administrator of the server 10 may input the time information into the server 10.

  As the regional information, for example, school roads and location information of places where construction work is being performed. It is preferable that the points used by elementary school students and the like to go to school are allowed to run the vehicle 20 during the time period excluding the time to go to school. In addition, it is preferable that the vehicle 20 is allowed to travel at a point where construction is not performed.

  In addition, as the regional information, there is information on the arrangement of equipment that supports the traveling of the automatically controlled vehicle. As this arrangement information, for example, information on an area in which a beacon device that transmits the state of a traffic signal to the vehicle 20 is arranged can be cited. At a point included in the area where the beacon device is arranged, vehicle 20 receives the information transmitted from the beacon device using a beacon receiver (not shown). The vehicle 20 can determine the state of the traffic light based on the information transmitted from the beacon device together with the image of the traffic light taken by the camera outside the vehicle. However, at a point included in the area where the beacon device is not arranged, there is no information transmitted from the beacon device, and the vehicle 20 determines the state of the traffic signal based on the image captured by the camera outside the vehicle. . Therefore, it is preferable that the vehicle 20 is allowed to travel at a point included in the area where the beacon device that transmits the state of the traffic signal to the vehicle 20 is arranged.

  In addition, as the regional information, information on an area in which map information is maintained can be cited. When traveling at a point included in the area where the map information is maintained, the vehicle 20 can control the traveling based on the map information together with the surrounding information acquired by using the sensor. However, at a point where the map information is included in the undeveloped area, there is no map information, and the vehicle 20 controls traveling based on the surrounding information acquired by using the sensor. Therefore, it is preferable that the vehicle 20 is allowed to travel at a point included in the area where the map information is maintained.

  The above-mentioned area information is associated with a point where the vehicle 20 can travel, and is input to the server 10 by the administrator of the server 10.

  The permissible area determination unit 11a may obtain an evaluation value based on the plurality of pieces of driving environment information described above. For example, the permissible area determination unit 11a can obtain the evaluation value f using the following formula (1).

    f = F (α, β, γ, δ) (1)

  Here, α is a value determined based on the weather information of the point. For example, α may be set to 1 when the precipitation amount is a predetermined value or more, and may be set to 0 when the precipitation amount is less than the predetermined value. A surface rainfall index may be used as α. Further, the permissible area determination unit 11a may determine α based on a plurality of meteorological information including a rainfall amount, a heavy rain warning, and a surface rainfall index.

  β is a value determined based on the traffic information of the point. For example, β may be a traffic volume or a traveling speed at a point. The traffic volume or traveling speed of a point can be determined as a numerical value in the range of 0 to 1. Here, β may be set to 1 when the traffic volume is high or the traveling speed is low, and β may be set to 1 when the traffic volume is low or the traveling speed is high. The allowable area determination unit 11a may determine β based on a plurality of pieces of traffic information including traffic volume and traveling speed.

  γ is a value determined based on the time information of the point. For example, γ may be set to 1 when the point of time is in the evening time zone, and γ may be set to 0 when the point of time is in the daytime zone.

  δ is a value determined based on the regional information of the point. For example, if the point is included in the school route and the time of the point is in the school time zone, δ is set to 1 and the point is not included in the school route, or the point is included in the school route but the time of the point. Δ may be set to 0 if is not during school hours. If the point is included in the area under construction, δ may be set to 1, and if it is not included in the area under construction, δ may be set to 0. In addition, δ may be set to 1 when the point is included in the area where the equipment supporting the traveling of the automatic driving control vehicle is not arranged, and δ may be set to 0 when the point is included in the area where the equipment is arranged. Further, δ may be set to 1 when the point is included in the area where the map information is not maintained, and 0 may be set to 0 when the point is included in the area where the map information is maintained. Further, the permissible area determination unit 11a may determine δ based on the plurality of area information.

  The permissible area determination unit 11a obtains the evaluation value f based on the equation (1). As the function F (α, β, γ, δ) in the equation (1), for example, a function for obtaining the sum of the arguments α, β, γ, δ, or the average value or weighted average value of the arguments α, β, γ, δ A function for obtaining can be used. For example, the higher the driving safety of the vehicle 20 at the point, the lower the evaluation value f is determined.

  Next, in step S503, the permissible area determination unit 11a compares the evaluation value of each point with the reference value for each of the plurality of points arranged in the predetermined area, and the vehicle 20 travels at that point. Determine if it is an acceptable point. For example, when the evaluation value of the point is lower than the reference value, the allowable area determination unit 11a determines that the point is an allowable point where the vehicle 20 is allowed to travel.

  Note that the allowable area determination unit 11a compares the value of any of α, β, γ, and δ with the reference value for each point, instead of obtaining the evaluation value f of the point using Expression (1). Then, it may be determined whether the point is an allowable point where the vehicle 20 is allowed to travel.

  Next, in step S505, the allowable area determining unit 11a determines the current allowable area so as to include the allowable point. Further, the permissible area determination unit 11a determines an area other than the permissible area in the area as a non-permissible area in which the vehicle 20 is not allowed to travel.

  Note that the allowable area determination unit 11a may determine the entire area as an allowable area when the number of allowable points is equal to or more than a predetermined ratio with respect to the total number of points arranged in the area. This is because if an allowable area and a non-allowable area are mixed in one area, a situation such as searching for a detour route may occur, and smooth running of the vehicle 20 may be hindered. is there. The predetermined ratio may be, for example, 50% to 90%. In addition, when the number of allowable points included in the area is not equal to or more than a predetermined ratio with respect to the total number of points included in the area, the capacity area determination unit 11a determines the entire area as a non-allowable area. Good.

  Next, a second processing example in which the server 10 in the system 10 described above determines the current permissible region based on the current driving environment information will be described below with reference to the flowchart shown in FIG. 6.

  In the second processing example, the permissible area determination unit 11a determines whether or not each of the links connecting the adjacent nodes arranged in the predetermined area is a permissible link for the vehicle to travel. Then, the allowable area is determined so as to include the allowable link.

  First, in step S601, the permissible area determination unit 11a of the control unit 11 in the server 10 obtains an evaluation value for each of the links arranged in the area based on the current driving environment information. The above description of the driving environment information of the spot is appropriately applied as the driving environment information of the link by replacing the spot with the link. The permissible area determination unit 11a acquires the link position information by referring to the map data 12b stored in the storage unit 12. Here, the permissible area determination unit 11a uses, as the position of the link for acquiring the driving environment information, either one of the nodes at both ends, or the average value of the positions of the nodes at both ends of the link. You may use.

  Next, in step S603, the permissible area determination unit 11a compares the link evaluation value with the reference value for each of the plurality of links arranged in the predetermined area, and the link indicates that the vehicle 20 is traveling. Determines if the link is acceptable.

  The permissible area determination unit 11a compares each value of α, β, γ, and δ with the reference value for each link, instead of obtaining the evaluation value f of the link using Expression (1). Then, it may be determined whether or not the link is an allowable link that allows the vehicle 20 to travel.

  Next, in step S605, the permissible area determination unit 11a determines whether or not the number of permissible links included in the area is equal to or greater than a predetermined ratio with respect to the total number of links included in the area.

  When the number of allowable links included in the area is equal to or larger than a predetermined ratio with respect to the total number of links included in the area (step S605-Yes), the allowable area determination unit 11a sets the entire area as the allowable area. It is determined (step S607). This is because if an allowable area and a non-allowable area are mixed in one area, a situation such as searching for a detour route may occur, and smooth running of the vehicle 20 may be hindered. is there. The predetermined ratio may be, for example, 50% to 90%.

  On the other hand, when the number of allowable links included in the area is not equal to or larger than the predetermined ratio with respect to the total number of links included in the area (step S605-No), the allowable area determining unit 11a includes the allowable links. First, the current allowable area is determined (step S609). Further, the permissible area determination unit 11a determines an area other than the permissible area in the area as a non-permissible area in which the vehicle 20 is not allowed to travel. If the number of allowable links included in the area is not equal to or more than a predetermined ratio with respect to the total number of links included in the area, the allowable area determination unit 11a determines the entire area as a non-allowable area. Good. The process of step S605 may be omitted.

  The above is the description of the process in which the server 10 determines the allowable area and the non-allowable area.

  Next, a first processing example in which the server 10 determines the save area will be described below with reference to the flowcharts shown in FIGS. 7 and 8.

  First, in step S701, the permissible area determination unit 11a of the control unit 11 of the server 10 determines the current permissible area and non-permissible area based on the current driving environment information. Then, the permissible area determination unit 11a uses the communication I / F 15 to transmit information indicating the current permissible area to the vehicle 20 via the network N. The vehicle 20 runs within the received allowable area. The permissible area determination unit 11a can determine the current permissible area and non-permissible area at a predetermined interval or at any time.

  FIG. 9A shows the current allowable area A1 and the current non-allowable area R1 in the area. The current non-permissible region R1 has a U-shape with an opening below. The current position P1 of the vehicle 20 is included in the part of the allowable area A1 surrounded by the current non-allowable area R1.

  Next, in step S703, the permissible area estimation unit 11b of the control unit 11 in the server 10 estimates the future permissible area based on the future driving environment information. As the driving environment information, the above-mentioned weather information, traffic information, time information, and area information can be used.

  As future meteorological information, for example, precipitation, rainfall, snowfall, heavy rain warning, surface rainfall index, river flood forecast, sediment disaster warning information, tornado warning information, large tsunami warning, tsunami warning, tsunami warning, eruption warning , Eruption forecast, ash fall forecast, volcanic gas forecast, tide level observation information, and wave warning forecast information can be used. The server 10 can acquire the forecast information of weather information provided by a public organization or a private organization via the network N. The administrator of the server 10 may input the forecast information of the weather information to the server 10.

  As future traffic information, for example, prediction information of traffic volume or traveling speed at a point (link) can be used. The average speed of a vehicle traveling at a point (link) is an example of the traveling speed prediction information. The server 10 can acquire future traffic information provided by a public institution or a private organization via the network N. The administrator of the server 10 may input future traffic information into the server 10.

  Examples of the future time information include a daytime time zone at a point.

  Examples of future area information include the above-mentioned school road, location information of the place where construction is being performed, location information of equipment that supports the driving of the autonomous driving control vehicle, and information of the area where map information is maintained. To be

  As shown in the flowchart of FIG. 5, the allowable area estimation unit 11b performs the same processing as the processing in which the allowable area determination unit 11a determines the allowable area, and estimates the future allowable area based on the future driving environment information. To do.

  The process of estimating the future allowable region by the allowable region estimation unit 11b may be performed every time the allowable region determination unit 11a determines the current allowable region. The processing for estimating the future allowable area by the allowable area estimating unit 11b may be performed at a time different from the time when the allowable area determining unit 11a determines the current allowable area. The allowable area estimation unit 11b usually estimates a future allowable area at a predetermined interval, but based on weather information such as when a typhoon is approaching, the interval is narrower than usual and the future allowable area is estimated. You may do it.

  The future time at which the permissible area estimation unit 11b estimates the permissible area may be appropriately set. For example, 1 hour later, 3 hours later, 5 hours later, 12 hours later, 24 hours later than the current time. Can be

  FIG. 9B shows a future allowable area A2 and a future non-allowable area R2 in the area. The future allowable area A2 is smaller than the current allowable area A1. On the other hand, the future non-permissible region R2 is larger than the present non-permissible region R1. The current position P1 of the vehicle 20 is included in the future non-permissible region R2. If the vehicle 20 remains at the current position P1, the vehicle 20 will be located in the non-permissible region R2 in the future, and thus the vehicle 20 will not be allowed to travel.

  Next, in step S705, the save area determination unit 11c of the control unit 11 of the server 10 determines whether or not there is an allowable area surrounded by future non-allowable areas. In the example shown in FIG. 9B, since there is no allowable area surrounded by the future non-allowable area (step S705-No), the save area determining unit 11c determines the current allowable area A1 and the future allowable area A2. Then, the evacuation area E required to be evacuated from the current position to another position is determined for the vehicle 20 (step S707).

  Specifically, the save area determining unit 11c determines, as the save area E, an area that is currently the allowable area but will be the non-allowable area in the future. In the example shown in FIGS. 9A and 9B, the future non-permissible area R2 is expanded to include the current non-permissible area R1, and thus the save area E is shown in FIG. As shown in, the current non-permissible region R1 is subtracted from the future non-permissible region R2. When the future non-permissible area is changed so as to be reduced with respect to the current non-permissible area, the current permissible area is included in the future permissible area, and thus the save area does not occur. In this case, the process ends.

  Next, in step S709, the evacuation area determination unit 11c compares the positional information of the vehicle 20 received from the vehicle 20 with the evacuation area E, and determines whether there is a vehicle located in the evacuation area E. To do. In the example shown in FIG. 10A, the current position P1 of the vehicle 20 is included in the evacuation area E. When the evacuation area determination unit 11c determines that there is a vehicle located in the evacuation area E (step S709-Yes), based on the current position of the vehicle 20 in the evacuation area E and the speed at which the vehicle 20 can travel, The time to transmit the evacuation notice requesting evacuation from the current position to another position outside the evacuation area E to the vehicle 20 is determined (step S801). On the other hand, when the evacuation area determination unit 11c determines that there is no vehicle located in the evacuation area E, the process ends.

  The process of step S801 will be described below with reference to the flowchart shown in FIG.

  First, in step S1101, the evacuation area determination unit 11c determines a destination P2 where the vehicle 20 retreats from the evacuation area E and moves. As shown in FIG. 10B, the save area determining unit 11c generates an offset area S around the future non-permissible area R2, which is separated from the area R2 by the offset distance L. Then, the evacuation area determination unit 11c determines the position on the road located at the shortest distance from the current position P1 of the vehicle 20 as the destination P2 in the future allowable area A2 excluding the offset area S. The offset region S is a region provided from the future non-permissible region R2 toward the permissible region A2 side, excluding a region adjacent to the future non-permissible region, from the viewpoint of ensuring the traveling safety of the vehicle 20. is there. The offset distance L can be set in the range of 10 m to 50 m, for example.

  Next, in step S1103, the evacuation area determination unit 11c refers to the map data 12b stored in the storage unit 12, and evacuates from the current position P1 of the vehicle 20 to the destination P2 within the current allowable area A1. Search for a route. For example, the save area determination unit 11c may search for a route using the Dijkstra method.

  Next, in step S1105, the evacuation area determination unit 11c obtains the evacuation time required for the vehicle 20 to travel on the evacuation route based on the speed at which the vehicle 20 can travel. The evacuation area determination unit 11c may use the legal speed of the road on which the vehicle 20 is currently located, as the speed at which the vehicle 20 can travel. If the vehicle 20 is currently traveling, the evacuation area determination unit 11c may use the current traveling speed of the vehicle 20 as the traveling speed of the vehicle 20.

  Next, in step S1107, the save area determination unit 11c obtains the first notification time that is earlier by the save time than the future time at which the future allowable area R2 is estimated. The evacuation area determination unit 11c transmits the evacuation notification to the vehicle 20 at the latest before the first notification time. For example, the evacuation area determination unit 11c may determine a time 10 minutes before the first notification time as the second notification time at which the evacuation notification is transmitted to the vehicle 20. When there are a plurality of vehicles in the evacuation area E, the evacuation area determination unit 11c determines the second notification time for each vehicle.

  The above is the description of the process of step S801.

  Next, in step S803, the evacuation area determination unit 11c uses the communication I / F 15 at the second notification time to send the evacuation notification together with the information indicating the destination P2 and the evacuation route to the vehicle 20 via the network N. Send. When the vehicle 20 receives the evacuation notice, the information indicating the destination P2 and the evacuation route, the vehicle 20 starts traveling toward the destination P2. When there are a plurality of vehicles in the evacuation area E, the evacuation area determination unit 11c transmits an evacuation notification, information indicating a destination and an evacuation route to each vehicle.

  When the passenger is present, the vehicle 20 may not immediately evacuate even if the evacuation notice is received, and may start traveling toward the destination P2 after the passenger disembarks. Similarly, when there is a passenger in the vehicle 20, the evacuation area determination unit 11c may transmit the evacuation notification when the passenger exits the vehicle 20, without transmitting the evacuation notification. As a result, mobility as a service can be provided to the passengers in the vehicle 20 without interruption.

  Next, a second processing example in which the server 10 determines the save area will be described below with reference to the flowcharts shown in FIGS. 7 and 8.

  The second processing example is different from the above-described first processing example in that in the determination in step S705 of FIG. 7, it is determined that there is an allowable area surrounded by the non-allowable areas.

  First, in step S701, the permissible area determination unit 11a of the control unit 11 in the server 10 determines the current permissible area and non-permissible area based on the current driving environment information.

  FIG. 12A shows the current allowable area A1 and the current non-allowable area R1 in the area. The current non-permissible region R1 has a U-shape with an opening below. The current position P1 of the vehicle 20 is included in the part of the allowable area A1 surrounded by the current non-allowable area R1.

  Next, in step S703, the allowable area estimation unit 11b of the control unit 11 of the server 10 estimates a future allowable area based on the future driving environment information.

  FIG. 12B shows future allowable areas A2 and A3 and future non-allowable area R2 in the area. The future allowable area includes the first allowable area A2 and the second allowable area A3 surrounded by the future non-allowable area R2. The current position P1 of the vehicle 20 is included in the second permissible area A3. If the vehicle 20 stays at the current position P1, the vehicle 20 will be located in the second allowable area A3 surrounded by the non-allowable area R2 in the future, so that the vehicle 20 is allowed to reach the allowable area A2 and the allowable area A2. You will not be able to move between A3.

  Next, in step S705, the save area determination unit 11c of the control unit 11 of the server 10 determines whether or not there is an allowable area surrounded by future non-allowable areas. In the example shown in FIG. 12B, since there is the second allowable area A3 surrounded by the future non-allowable area R2 (step S705-Yes), the save area determining unit 11c causes the attribute of the first allowable area A2. Based on the information and the attribute information of the second permissible area A3, one of the first permissible area A2 and the second permissible area A3 is determined as the save area E (step S711).

  The evacuation area determination unit 11c can use, for example, the area, the population, or the number of vehicles under automatic driving control that are located in the area, as the attribute information of the allowable area. The evacuation area determination unit 11c can acquire the area or population of the first allowed area A2 and the second allowed area A3 by referring to the map data 12b stored in the storage unit 12. Further, the evacuation area determination unit 11c acquires the number of vehicles located in each of the first allowable area A2 and the second allowable area A3 based on the vehicle position information.

  The evacuation area determination unit 11c selects the evacuation area E from the viewpoint of ensuring the safe running of the vehicle 20 or providing the service as mobility, among the first and second allowance areas A2 and A3. It is preferable. For example, the save area determination unit 11c may determine, as the save area E, the area having the smaller area of the first allowable area A2 and the second allowable area A3. This is because when the vehicle 20 moves into the allowable area having a large area, the retreatable range of the vehicle 20 becomes wider in accordance with the change in the allowable area thereafter, so that the safe running of the vehicle 20 is ensured. . Further, the evacuation area determination unit 11c may determine, as the evacuation area E, the area having the smaller population of the first allowable area A2 and the second allowable area A3. This is because the vehicle 20 can provide the service as mobility to more people by locating the vehicle 20 in the permissible area where the population is large. Further, the evacuation area determination unit 11c may determine, as the evacuation area E, the area in which the number of vehicles under automatic driving control is smaller, of the first tolerable area A2 and the second tolerable area A3. This is because when the vehicle 20 is located within the allowable area where the number of vehicles under automatic driving control is large, it is possible to provide more mobility services in cooperation with other vehicles under automatic driving control. is there.

  As shown in FIG. 13A, in the second processing example, the save area determination unit 11c selects the second allowable area A3 having the smaller area from the first allowable area A2 and the second allowable area A3. , The save area E is determined.

  Next, in step S709, the evacuation area determination unit 11c compares the position information of the vehicle 20 received from the vehicle 20 with the evacuation area E, and determines whether there is a vehicle located in the evacuation area E. judge. In the example shown in FIG. 13A, the current position P1 of the vehicle 20 is included in the evacuation area E. When the evacuation area determining unit 11c determines that there is a vehicle located in the evacuation area E (step S709-Yes), based on the current position of the vehicle 20 in the evacuation area E and the speed at which the vehicle 20 can travel, The time to send the evacuation notice to the vehicle 20 is determined (step S801).

  In step S801, the evacuation area determination unit 11c obtains the second notification time, the destination P2, and the evacuation route. FIG. 13B shows the destination P2 and the escape route.

  Next, in step S803, the evacuation area determination unit 11c uses the communication I / F 15 at the second notification time to send the evacuation notification together with the information indicating the destination P2 and the evacuation route to the vehicle 20 via the network N. Send. When the vehicle 20 receives the evacuation notice, the information indicating the destination P2 and the evacuation route, the vehicle 20 starts traveling toward the destination P2.

  According to the system of the present embodiment described above, as shown in the first processing example, the vehicle under automatic driving control remains within the allowable range in response to the change in the allowable range. In the permissible area, the surrounding information can be accurately acquired, so safe driving is guaranteed.

  Further, according to the system of the present embodiment, as shown in the second processing example, the safe driving of the vehicle under automatic driving control is performed before the allowable area changes and is isolated from other allowable areas. Or to move to an acceptable area where more mobility services can be provided.

  In the present invention, the traffic information determination device, the traffic information system, and the method for determining traffic information according to the above-described embodiments can be appropriately modified without departing from the spirit of the present invention.

  For example, in the above-described embodiment, the weather information, the traffic information, the time information, and the area information are used as the driving environment information, but the driving environment information is not limited to these pieces of information. The driving environment information may include other information as long as it is information that can affect the traveling safety of the vehicle under automatic driving control. The weather information, traffic information, time information, and area information are not limited to the specific information described above. The weather information, traffic information, time information, and area information may further include other specific information.

1 traffic information system 10 server (traffic information determination device)
11 Control Section 11a Allowable Area Determining Section 11b Allowable Area Estimating Section 11c Evacuation Area Determining Section 12 Storage Section 12a Computer Program 12b Map Data 13 Display Section 14 Operation I / F
15 Communication I / F
20 vehicle 21 automatic driving control unit 22 sensor unit 23 vehicle outside communication unit 24 driving unit 25 steering unit 26 braking unit 27 in-vehicle network A1, A2 permissible region R1 current non-permissible region R2 future non-permissible region E evacuation region P1 vehicle present Position P2 Evacuation destination S Offset area

Claims (9)

Based on current driving environment information that may affect the driving safety of the vehicle that is automatically controlled, a permissible area determining unit that determines a current permissible area in which the vehicle is allowed to travel,
Based on the future driving environment information, an allowable area estimation unit that estimates the allowable area in the future,
An evacuation area determination unit that determines an evacuation area required to evacuate from the current position to another position for the vehicle based on the current allowable area and the future allowable area;
Traffic information determining device.   A time at which the evacuation area determination unit notifies the vehicle of evacuation from the current position to the other position, based on the current position and the traveling speed of the vehicle in the evacuation area. The traffic information determination device according to claim 1, wherein the traffic information determination device determines. The save area determination unit,
If the future allowable area includes a first allowable area not surrounded by a non-allowable area in which the vehicle is not allowed to travel and a second allowable area surrounded by the non-allowable area, a first Based on the attribute information of the allowable area and the second attribute information of the allowable area, the vehicle may move to an area in which the vehicle can safely travel or an area in which the vehicle can provide more services as mobility. The traffic information determination device according to claim 1 or 2, wherein any one of the first allowable area and the second allowable area is determined as the evacuation area.   The traffic information determination device according to claim 3, wherein the attribute information includes an area, a population, or the number of the vehicles under automatic driving control. The allowable area determination unit,
Based on the current driving environment information, obtain an evaluation value for evaluating the degree of safety of running the vehicle for each point,
By comparing the evaluation value of the point with a reference value, it is determined whether or not the point is an allowable point where the vehicle is allowed to travel,
The traffic information determination device according to claim 1, wherein the current allowable area is determined so as to include the allowable point. An area including an area that can be determined to be the allowable area has a route along which the vehicle can travel, and the route is formed by connecting links that connect adjacent nodes,
The allowable area determination unit,
Based on the driving environment information, obtain an evaluation value for evaluating the traveling safety of the vehicle for each link,
By comparing the evaluation value of the link with a reference value, it is determined whether the link is an allowable link in which the vehicle is allowed to travel,
The traffic information determination device according to claim 1, wherein the current allowable area is determined so as to include the allowable link.   When the number of the allowable links included in the area is equal to or more than a predetermined ratio with respect to the total number of links included in the area, the allowable area determination unit includes the entire area in the allowable area. The traffic information determination device according to claim 6, which determines that the traffic information is determined. Communication department,
Based on the current driving environment information that may affect the driving safety of the vehicle under automatic driving control, the current allowable area in which the driving of the vehicle is allowed is determined, and the vehicle using the communication unit is determined. An allowable area determining unit that transmits information representing the current allowable area to
Based on the future driving environment information, an allowable area estimation unit that estimates the allowable area in the future,
A retreat area determination unit that determines a retreat area required to retreat from the current position to another position for the vehicle based on the present receptive area and the future receptive area, An evacuation area determination unit that transmits a notification requesting that the vehicle located in the evacuation area be evacuated to another position in the allowable area, using a unit,
A traffic information determination device having:
The vehicle under automatic driving control, which is communicatively connected to the traffic information determination device, travels in the current allowable area, and when the notification is received, the other allowable area from the evacuation area A vehicle that moves to a position within the area,
Traffic information system with. Computer
Determining a current permissible region in which the traveling of the vehicle is permitted, based on current driving environment information that may affect the safety of traveling of the vehicle that is automatically controlled.
Estimating the future allowable region based on the future driving environment information;
Determining a retreat area required to retreat from the current position to another position for the vehicle, based on the current tolerable area and the future tolerable area;
A method of determining traffic information including performing.

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