JP6582885B2 - Driving support device, driving support system, roadside device - Google Patents

Description

  The present invention relates to a driving support device that supports driving of a host vehicle.

  As the above-mentioned driving support device, when a vehicle enters a plurality of toll gates arranged in parallel almost simultaneously, by delaying the opening and closing timing of any gate, each after passing the toll gate A system for suppressing a collision of a vehicle is known (for example, see Patent Document 1).

JP 2012-009070 A

  However, the above system delays the opening and closing timing of the toll gate even when the possibility that the vehicle will collide after passing through the toll gate is delayed.

  Accordingly, in view of such problems, it is an object of the present invention to enable the useless control to be suppressed while suppressing the collision of the vehicle in the drive support device and the drive support system that perform the driving support of the host vehicle. .

  In the driving support device according to the aspect of the present invention, the interference information acquisition unit acquires interference information indicating that the track of another vehicle located around the host vehicle interferes with the track of the host vehicle. Then, when the interference information is acquired, the track changing unit changes the track of the host vehicle or the other vehicle so as to suppress the collision between the host vehicle and the other vehicle.

  According to such a driving support device, when the trajectory of the other vehicle and the trajectory of the own vehicle interfere, the trajectory of the own vehicle or the other vehicle is changed so as to suppress the collision between the own vehicle and the other vehicle. It is possible to suppress useless control while suppressing the collision of the vehicle.

  In addition, description of each claim can be arbitrarily combined as much as possible. At this time, a part of the configuration may be excluded.

1 is a block diagram showing a schematic configuration of an automatic traveling system in a first embodiment. The top view which shows the outline | summary of invention in 1st Embodiment. The flowchart which shows the driving assistance process which a driving assistance device performs in 1st Embodiment. The flowchart which shows the roadside machine process which a roadside machine performs in 1st Embodiment. The flowchart which shows the integrated information processing which an integrated information processing apparatus performs in 1st Embodiment. The block diagram which shows schematic structure of an automatic traveling system in 2nd Embodiment. The flowchart which shows the inter-vehicle control process which a driving assistance device performs in 2nd Embodiment. The flowchart which shows the approach priority order determination process in the inter-vehicle control process. The flowchart which shows the traveling control process which a driving assistance device performs in 2nd Embodiment. The block diagram which shows schematic structure of an automatic traveling system in 3rd Embodiment. The flowchart which shows the manual driving vehicle process which a manual driving vehicle performs in 3rd Embodiment. The flowchart which shows the roadside device process which a roadside device performs in 3rd Embodiment. The flowchart which shows the integrated information processing which an integrated information processing apparatus performs in 3rd Embodiment.

Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings.
[1. First Embodiment]
[1-1. Constitution]
The automatic driving system 1 to which the present invention is applied is a vehicle by controlling the trajectory of each vehicle when the trajectories of a plurality of vehicles interfere with each other at a toll gate or a junction / branch point, etc. It is a system which has the function to suppress the collision. In addition, a track | truck shows the path | route where a car passes. More specifically, a curve having a width drawn by a shadow formed when light is shined from directly above the car in the future is shown.

Specifically, as shown in FIG. 1, the automatic driving system 1 includes a plurality of driving support devices 10 </ b> A and 10 </ b> B and an automatic driving instruction device 29.
The driving support devices 10A and 10B are each mounted on a vehicle such as a passenger car. In FIG. 1, only two driving support devices are illustrated, but control can be performed by the same process even when three or more driving support devices exist.

  The driving support devices 10A and 10B are mainly configured by known microcomputers having CPUs 11A and 11B and memories 12A and 12B such as ROM, RAM, and flash memory, respectively. Various functions of the driving support devices 10A and 10B are realized by the CPUs 11A and 11B executing programs stored in a non-transitional physical recording medium. In this example, the memories 12A and 12B correspond to non-transitional tangible recording media storing programs. Further, by executing this program, a method corresponding to the program is executed. The number of microcomputers constituting the driving support devices 10A and 10B may be one or plural.

  The driving support devices 10A and 10B include vehicle surrounding environment sensors 21A and 21B, positioning sensors 22A and 22B, vehicle sensors 23A and 23B, map DBs 24A and 24B, and radio devices 25A and 25B. . DB is an abbreviation for database.

  The vehicle surrounding environment sensors 21A and 21B are configured as hardware that detects surrounding objects such as a camera, a radar, and a sonar. The vehicle surrounding environment sensors 21A and 21B send information such as coordinates indicating the position of the object to the sensor analysis units 15A and 15B.

  The positioning sensors 22A and 22B are well-known sensors that detect the current location of the host vehicle using techniques such as satellite information obtained from artificial satellites and map matching. The positioning sensors 22A and 22B send the current location of the host vehicle to the sensor analysis units 15A and 15B.

  The vehicle sensors 23A and 23B are well-known sensors that detect values related to the traveling of the host vehicle such as the traveling speed, acceleration, and yaw rate of the host vehicle. The vehicle sensors 23A and 23B send values related to the traveling of the host vehicle to the sensor analysis units 15A and 15B.

  The map DBs 24A and 24B are well-known databases that store map data associated with latitude and longitude. Map data is output in response to requests from the route setting units 16A and 16B.

  The wireless devices 25A and 25B are well-known communication devices that exchange data between the driving support devices 10A and 10B and the automatic driving instruction device 29 by transmitting and receiving radio waves via the antennas 26A and 26B.

  In addition, the driving support devices 10A and 10B have sensor analysis units 15A and 15B, route setting units 16A and 16B, and an automatic travel control unit 17A, as functions configured by the CPUs 11A and 11B executing programs. 17B. The method for realizing these elements constituting the driving support devices 10A and 10B is not limited to software, and some or all of the elements are realized by using hardware combining logic circuits, analog circuits, and the like. Also good.

Details of the functions of the sensor analysis units 15A and 15B, the route setting units 16A and 16B, and the automatic travel control units 17A and 17B will be described later.
Next, the automatic driving instruction device 29 includes an integrated information processing device 30 and a plurality of roadside devices 40A and 40B.

  The integrated information processing apparatus 30 is configured around a known microcomputer having a CPU 31 and a memory 32 such as a ROM, a RAM, and a flash memory. Various functions of the integrated information processing apparatus 30 are realized by the CPU 31 executing a program stored in a non-transitional physical recording medium. In this example, the memory 32 corresponds to a non-transitional tangible recording medium that stores a program. Further, by executing this program, a method corresponding to the program is executed. Note that the number of microcomputers constituting the integrated information processing apparatus 30 may be one or plural.

  The integrated information processing apparatus 30 includes an information analysis / generation unit 35, a vehicle interference determination unit 36, and a vehicle control instruction unit 37 as a function configuration realized by the CPU 31 executing a program. The method of realizing these elements constituting the integrated information processing apparatus 30 is not limited to software, and some or all of the elements may be realized using hardware that combines logic circuits, analog circuits, and the like. Good.

Details of the functions of the information analysis / generation unit 35, the vehicle interference determination unit 36, and the vehicle control instruction unit 37 will be described later.
The roadside devices 40A and 40B constitute part of an automatic toll collection system at the toll gate together with the integrated information processing apparatus 30, and are arranged for each lane. That is, the roadside devices 40A and 40B perform the fee settlement by performing wireless communication with the driving support devices 10A and 10B. When the fee settlement is completed, the toll gate (not shown) is opened and this vehicle passes Allow. In addition, for vehicles for which payment is not completed, the toll gate is closed to prevent passage.

  Specifically, the roadside devices 40A and 40B include wireless devices 41A and 41B and information analysis units 43A and 43B, respectively. The wireless devices 41A and 41B are well-known communication devices for exchanging data between the driving support devices 10A and 10B and the automatic driving instruction device 29 by transmitting and receiving radio waves via the antennas 42A and 42B.

  The information analysis units 43A and 43B have a function as a relay device that relays data exchanged between the driving support devices 10A and 10B and the automatic driving instruction device 29. In addition, the information analysis units 43A and 43B also have a function of performing fee settlement.

[1-2. processing]
In such an automatic driving system 1, a vehicle collision is suppressed by performing various processes to be described later before an area where a road branches from an area where a plurality of vehicles can run in parallel. In particular, in the present embodiment, as shown in FIG. 2, the following processing is performed near the toll gate.

  In the present embodiment, each of the passages provided at the toll gate is a lane, and a lane number is assigned to each lane. For example, in the example shown in FIG. 2, the vehicles 70C and 70A traveling in the leftmost lane 1 and the rightmost lane 3 are going to go to Shizuoka, which is the right road after branching, but the lanes between these lanes The vehicle 70B traveling on No. 2 is going to go to Kyoto, which is the left road after branching.

  In this situation, depending on the timing at which each vehicle passes the toll gate, the vehicle 70B traveling on the lane 2 and the vehicle 70C traveling on the lane 1 may collide. In the present embodiment, a vehicle collision is suppressed by performing the following processing in such a situation.

  Specifically, the driving support devices 10A and 10B execute the driving support process shown in FIG. In the driving support process, for example, when the wireless devices 25A and 25B establish communication with the automatic driving instruction device 29, the sensor analysis units 15A and 15B of the own vehicle detect that the own vehicle is located in a specific region. Be started. The specific area is an area where there is no or unclear traveling section, which is an area divided into one vehicle in the width direction by a boundary such as a white line or a road shoulder, or the traveling section or the width of the road is reduced. Represents the previous area.

  In the driving support process, as shown in FIG. 3, first, in S110, the route setting units 16A and 16B transmit destination information to the roadside devices 40A and 40B via the wireless devices 25A and 25B. The destination information is information indicating the direction of travel after passing through the toll gate to reach the destination.

  Here, when the destination is set on the map data in the map DBs 24A and 24B by the operation by the user, the route setting units 16A and 16B reach the destination as in the case of the well-known navigation device and automatic driving device. The route is set and the vehicle is guided to the destination. At this time, for example, “right side”, “left side”, “Shizuoka direction”, “Kyoto direction”, and the like are transmitted as destination information.

  Subsequently, in S120, route setting units 16A and 16B determine whether or not a traveling control instruction has been received from roadside devices 40A and 40B via wireless devices 25A and 25B. The travel control instruction is an instruction for changing the track of the host vehicle in order to suppress a collision between the host vehicle and another vehicle. “Changing the trajectory” means not only when changing the travel route of the host vehicle, but also when changing the steering angle of the host vehicle until the acceleration / deceleration position of the host vehicle is changed or the branch point is reached. Including making changes.

  Subsequently, in S130, the automatic traveling control units 17A and 17B analyze the traveling control instruction and perform traveling control according to the instruction content. In other words, when it is necessary to avoid a collision with another vehicle, the position where the own vehicle's track intersects the other vehicle's track and the time when the own vehicle passes this position are changed according to the travel control instruction. Avoid collisions. Note that changing the position of the own vehicle's track changes the position where the track of the own vehicle intersects the track of the other vehicle and the time when the own vehicle or the other vehicle passes through this position.

  Further, the sensor analysis units 15A and 15B recognize the position of the other vehicle, the position of the obstacle, the position of the boundary such as the white line, or the traveling state of the own vehicle based on the data obtained from each sensor, and the information Is sent to the automatic travel controllers 17A and 17B. The automatic travel control units 17A and 17B perform travel control using information obtained from the sensor analysis units 15A and 15B.

When such processing ends, the driving support processing ends.
Next, in parallel with the driving support process, the roadside devices 40A and 40B perform the roadside machine process shown in FIG. The roadside machine process is a process that is started when communication between the roadside machines 40A and 40B and the driving support devices 10A and 10B is established, for example.

  In the roadside machine processing, as shown in FIG. 4, first, in S210, the information analysis units 43A and 43B determine whether or not the destination information has been received from the driving support apparatuses 10A and 10B via the wireless devices 41A and 41B. judge.

  If the destination information is not received in S210, the process of S210 is repeated. If the destination information has been received, the destination information received from the driving support devices 10A and 10B is transmitted to the integrated information processing device 30 in S220.

  Subsequently, in S230, it is determined whether or not a travel control instruction has been received from the integrated information processing apparatus 30. If the traveling control instruction has not been received, the process of S230 is repeated. If the travel control instruction has been received, the travel control instruction received from the integrated information processing apparatus 30 is transmitted to the automatic travel control unit of the driving support devices 10A and 10B, which are destination information transmission sources, in S240. .

When such processing ends, the roadside device processing ends.
Next, the integrated information processing apparatus 30 performs the integrated information processing shown in FIG. The integrated information processing is a process that starts when the integrated information processing apparatus 30 is powered on, for example.

  In the integrated information processing, as shown in FIG. 5, first, in S310, the information analysis / generation unit 35 determines whether or not destination information has been received from the roadside devices 40A and 40B. If the destination information has not been received, the process of S310 is repeated.

  If the destination information has been received, in S320, the vehicle interference determination unit 36 determines whether the other vehicle has entered another lane with the vehicle that has transmitted the destination information as the own vehicle. The roadside devices 40A and 40B send information on whether or not a vehicle is entering in a lane managed by the own device to the integrated information processing device 30, and the integrated information processing device 30 has a vehicle in any lane. It is set so that it can be recognized.

  In S320, if no other vehicle has entered another lane, the process returns to S310. If another vehicle has entered another lane, in S330, vehicle interference determination unit 36 determines whether there is a possibility of interference between the host vehicle and the other vehicle before branching. Interference here means approaching to the extent that the host vehicle and another vehicle will contact in the future. In particular, here, based on the positional relationship of the gate and the direction of travel after branching specified from the destination, it is determined whether or not the track on which the host vehicle and the other vehicle are scheduled to cross each other intersects. It is determined that there is a possibility of interference.

  If there is no possibility of interference in S330, the process returns to S310. If there is a possibility of interference, in S340, a travel control instruction for preventing the host vehicle from interfering with another vehicle is generated, and the travel control instruction is transmitted to the roadside devices 40A and 40B that are the destination information transmission sources. The traveling control instruction for preventing the own vehicle from interfering with other vehicles refers to an instruction for changing the speed of the own vehicle and the timing at which the own vehicle starts acceleration / deceleration or steering.

When such processing ends, the process returns to S310 and the integrated information processing is repeated.
[1-3. effect]
According to the first embodiment described in detail above, the following effects can be obtained.

  (1a) In the automatic driving system 1 described above, the CPUs 11A and 11B of the driving support devices 10A and 10B acquire interference information indicating that the track of the other vehicle located around the host vehicle interferes with the track of the host vehicle. . And when interference information is acquired, the track | truck of the own vehicle or an other vehicle is changed so that the collision with the own vehicle and an other vehicle may be suppressed. The interference information may include an instruction to change the trajectory.

  According to such an automatic driving system 1, when the track of the other vehicle and the track of the own vehicle interfere with each other, the track of the own vehicle or the other vehicle is changed so as to suppress the collision between the own vehicle and the other vehicle. In addition, useless control can be suppressed while suppressing vehicle collision.

  (1b) In the automatic driving system 1 described above, the CPUs 11A and 11B of the driving assistance devices 10A and 10B acquire information including a change instruction for changing the track of the own vehicle as interference information, and the information on the own vehicle according to the change instruction. Change the trajectory.

  According to such an automatic driving system 1, whether or not the track of the host vehicle and the track of the other vehicle interfere with each other is determined by an external device, and a change instruction for changing the track according to the determination result. Thus, the vehicle can be controlled according to the above. The configuration of the driving support device can be simplified.

(1c) In the automatic driving system 1 described above, the CPUs 11A and 11B of the driving assistance devices 10A and 10B determine that interference occurs when the track of the other vehicle and the track of the host vehicle intersect.
According to such an automatic driving system 1, the presence or absence of interference can be determined by a simple algorithm.

  (1d) In the automatic driving system 1 described above, the CPUs 11A and 11B of the driving assistance devices 10A and 10B travel in a specific area that represents an area before the host vehicle has no travel section or the width of the travel section is reduced. When the vehicle is traveling in a specific area, the interference information is acquired.

  According to such an automatic driving system 1, there is no traveling section, for example, in the vicinity of a toll gate, or a situation in which a large number of vehicles are confused and become dangerous situations before the width of the traveling section is reduced. Thus, the vehicle can be controlled safely.

  (1e) In the automatic driving system 1 described above, the integrated information processing apparatus 30 determines whether or not the trajectories of a plurality of vehicles interfere with each other. The interference information is transmitted to the support apparatuses 10A and 10B.

According to such an automatic driving system 1, since the integrated information processing device 30 determines the presence or absence of interference, the processing in the driving support devices 10A and 10B can be simplified.
[2. Second Embodiment]
[2-1. Difference from the first embodiment]
Since the basic configuration of the second embodiment is the same as that of the first embodiment, the description of the common configuration will be omitted, and the description will focus on the differences. Note that the same reference numerals as those in the first embodiment indicate the same configuration, and the preceding description is referred to. The same applies to a third embodiment to be described later.

  In the above-described first embodiment, the integrated information processing apparatus 30 determines vehicle interference and transmits a travel control instruction to change the track. On the other hand, the second embodiment is different from the first embodiment in that the driving assistance devices 10A and 10B determine interference and determine whether or not to change the trajectory.

[2-2. Constitution]
As shown in FIG. 6, the automatic driving system 2 of the second embodiment includes driving support devices 10A and 10B and roadside devices 40C and 40D.

  The roadside devices 40C and 40D include wireless devices 41C and 41D. The radio devices 41C and 41D have the same functions as the radio devices 41A and 41B. Further, the radio devices 41C and 41D have a function of recording information on a vehicle that has entered each lane together with an entry time and sharing the information with each other. Further, the wireless devices 41C and 41D are also provided with functions related to fee settlement and communication provided by the information analysis units 43A and 43B described above.

[2-3. processing]
Next, an inter-vehicle control process executed by the driving support apparatuses 10A and 10B according to the second embodiment instead of the driving support process according to the first embodiment shown in FIG. 3 will be described with reference to the flowchart of FIG.

  In the inter-vehicle control process, as shown in FIG. 7, first, in S410, the lane number that the host vehicle has entered and information on the entry time are acquired from the roadside devices 40C and 40D. Subsequently, in S420, this lane number, entry time, and destination are notified to other vehicles.

  In this process, notification to other vehicles may be performed using a well-known vehicle-to-vehicle communication technique. Further, the destination, the lane number, and the approach time notified by the roadside devices 40C and 40D may be notified to other vehicles by notifying the roadside devices 40C and 40D of the destination. In addition, when the roadside devices 40C and 40D notify the other vehicle, the notification may be performed when the processing of S430 is performed in the other vehicle.

  Subsequently, in S430, the lane number, approach time, and destination of another vehicle are acquired. In this process, acquisition is performed using inter-vehicle communication or communication with the roadside devices 40C and 40D. Subsequently, in S440, it is determined whether or not there is a vehicle in another lane. If another vehicle has entered within a preset time set in advance from the entry time of the host vehicle, it is determined that the vehicle is in another lane.

  In S440, if there is no vehicle in another lane, the process proceeds to S540. If there is a vehicle in another lane, it is determined in S450 whether the destination or the track interferes. This determination is performed in the same manner as the processing of S330.

  If the destination or trajectory does not interfere in S450, the process proceeds to S540 described later. If the destination or trajectory interferes, an entry priority determination process is performed in S460. The entry priority order determination process is a process for determining which of the vehicles that have entered the toll gate is to be preferentially run.

  In the entry priority order determination process, as shown in FIG. 8, first, in S610, the lane entry time of the host vehicle is acquired. Subsequently, in S620, the lane presence information of the other vehicle and the entry time to the lane are acquired. The lane presence information is information indicating whether or not another vehicle is in the control target area.

  Subsequently, in S630, it is determined whether or not there are vehicles in a plurality of lanes. If there is a vehicle in only one lane, it is not necessary to set the priority order, so the entry priority order determination process is terminated.

  If there are vehicles in a plurality of lanes, it is determined in S640 whether there is a difference in the entry times of the vehicles. If the difference between the entry times of the vehicles is equal to or greater than the determination time set to, for example, about 3 to 5 seconds, it is determined that there is a difference in the entry times.

  If there is a difference in the approach time, in S650, the priority is set higher in order from the earliest lane entry time, and the approach priority order determination process is terminated. On the other hand, if there is no difference in entry time, priority is set in ascending order of lane numbers in S660, and the entry priority determination process is terminated.

  When the entry priority order determination process ends, the process returns to FIG. 7 and, in S510, it is determined whether or not a vehicle having a higher priority order than the host vehicle exists in the control target area. Here, the control target area refers to a region in which roadside devices 40C and 40D can be communicated, and after exiting from this region, a vehicle within a preset target time is expected to exist.

  If there is no vehicle having a higher priority than the host vehicle in the control target area in S510, the process proceeds to S530. If there is a vehicle having a higher priority than the own vehicle in the control target area, information on the destination and position of the high priority vehicle that is a vehicle having a higher priority than the own vehicle is acquired in S520.

Subsequently, in S530, travel control that does not interfere with other vehicles is performed. That is, a travel control instruction is generated in the same manner as in S340, and control for changing the track of the host vehicle is performed according to this instruction.
Subsequently, in S540, the following vehicle is notified to the subsequent vehicle through the wireless devices 25A and 25B that the own vehicle is in the control target area. In S550, it is determined whether or not the own vehicle is in the control target area.

If the host vehicle is in the control target area, the process returns to S540. If the own vehicle is not in the control target area, the inter-vehicle control process is terminated.
By the way, in the process of S530, when the travel control that does not interfere with other vehicles is performed, the travel control process shown in FIG. 9 may be performed. That is, as shown in FIG. 9, first, in S710, it is determined whether there is a preceding vehicle.

  If there is a preceding vehicle, in S720, the vehicle is instructed to decelerate to widen the distance from the preceding vehicle. On the other hand, if there is no preceding vehicle, an instruction is given in step S730 for acceleration to widen the distance between the following vehicles.

Subsequently, in S740, a steering amount for heading to the target destination is generated, and a steering amount instruction is sent to the actuator for steering.
When such processing ends, the travel control processing ends.

[2-4. effect]
According to the second embodiment described in detail above, the following effect is obtained in addition to the effect (1a) of the first embodiment described above.

  (2a) In the automatic driving system 2 described above, the CPUs 11A and 11B of the driving assistance devices 10A and 10B prioritize according to the priority order set for each gate in the toll gate area indicating the area where a plurality of toll gates are arranged. The vehicle trajectory is controlled with respect to the vehicle that has passed through the lower rank gate.

  According to such an automatic driving system 2, since the vehicle that has entered the toll gate first can be preferentially driven, it is determined whether or not to control the track when the vehicle enters the toll gate. can do.

  (2b) In the automatic driving system 2 described above, the CPUs 11A and 11B of the driving support devices 10A and 10B acquire the trajectory of the other vehicle and the trajectory of the own vehicle, and whether or not the trajectory of the other vehicle interferes with the trajectory of the own vehicle. Determine whether. Then, a determination result as to whether or not the track of the other vehicle interferes with the track of the host vehicle is acquired, and the host vehicle is controlled based on the determination result.

  According to such an automatic driving system 1, it can be set as the structure which determines whether it interferes in driving assistance apparatus 10A, 10B, and controls the track | truck of the own vehicle or another vehicle according to a determination result.

  (2c) In the automatic driving system 1 described above, the CPUs 11A and 11B of the driving support apparatuses 10A and 10B have entered one of the toll gates first in the toll gate area indicating the area where the plurality of toll gates are arranged. When the vehicle exists, the trajectory of the vehicle that has entered the toll gate later is controlled.

  According to such an automatic driving system 1, it is possible to preferentially drive a vehicle that has entered the toll gate first, so it is determined whether or not to control the track when entering the toll gate. Can do.

[3. Third Embodiment]
[3-1. Difference from the first embodiment]
In the first embodiment described above, only the driving support devices 10A and 10B that perform automatic driving are provided. In contrast, the third embodiment differs from the first embodiment in that a manually operated vehicle is included. As shown in FIG. 10, the automatic driving system 3 according to the third embodiment includes a manually driven vehicle 50 instead of the driving support device 10 </ b> B.

  The manually driven vehicle 50 includes a human interface 51 and a radio device 52. The human interface 51 includes an input unit that inputs a user's operation and a providing unit that provides information to the user. The providing unit may include a display device and an audio output device.

  The human interface 51 is configured around a known microcomputer having a CPU and a memory such as a ROM, a RAM, and a flash memory. The technique for realizing these elements constituting the human interface 51 is not limited to software, and some or all of the elements may be realized using hardware that combines a logic circuit, an analog circuit, and the like. The human interface 51 is also expressed as HMI.

The wireless device 52 has the same function as the wireless device 25A of the driving support device 10A.
[3-3. processing]
The human interface 51 performs the manual driving vehicle process shown in FIG. The manually operated vehicle process is a process that is started when communication between the manually operated vehicle 50 and the roadside machines 40A and 40B is established, for example.

  In the manual driving vehicle process, first, in S810, the roadside devices 40A and 40B are notified of entry via the wireless device 52. Subsequently, in S820, information indicating whether or not to enter the area after passing through the gate is acquired from the roadside devices 40A and 40B via the wireless device 52, and the occupant of the manually-operated vehicle is notified by image and sound. . When such processing ends, the manual driving vehicle processing ends.

  In the roadside machines 40A and 40B, the roadside equipment processing shown in FIG. 12 is performed. The roadside device process is a process that is started when an entry notification is received from the manually operated vehicle 50, for example. In the roadside device process, as shown in FIG. 12, first, in S910, the integrated information processing apparatus 30 is notified of the entry of the manually driven vehicle 50.

  Subsequently, in S920, it is determined whether or not a travel control instruction is received from the integrated information processing apparatus 30. If the traveling control instruction has not been received, the process of S920 is repeated. If a travel control instruction has been received, it is determined in S930 whether the manually driven vehicle 50 can enter the control target area.

  In this process, when an instruction to change the track of a manually operated vehicle is received in the travel control instruction, it is determined that entry into the control target area is impossible. Moreover, when the instruction | indication which changes the track | orbit of a manual driving vehicle is not received, it determines with the approach to the control object area of the manual driving vehicle 50 being possible.

  If it is possible to enter the control target area of the manually-operated vehicle 50 in S930, an image and a sound indicating that the vehicle can be entered using the human interface 51 are opened in S940, and the toll gate is opened. Output.

  If it is not possible to enter the control target area of the manually-operated vehicle 50 in S930, an image indicating that the barrier at the toll gate is closed and entry is impossible using the human interface 51 in S950. And output audio. When such processing ends, the roadside device processing ends.

  Next, the integrated information processing apparatus performs integrated information processing shown in FIG. The integrated information processing is a process that starts when, for example, a notification that a manually operated vehicle has entered a toll gate is received.

  In the integrated information processing, as shown in FIG. 13, first, in S1010, it is determined whether or not an autonomous driving vehicle has entered another lane. If an autonomous driving vehicle has entered another lane, in S1020, the roadside devices 40A and 40B that have transmitted the notification that the manually driving vehicle has entered the toll gate will enter the controlled area. The prohibition travel control instruction is transmitted, and the integrated information processing is terminated.

  In S1010, if an autonomous driving vehicle has not entered another lane, in S1030, a control object is transmitted to roadside devices 40A and 40B that have transmitted a notification that a manually driving vehicle has entered the toll gate. A travel control instruction for permitting entry into the area is transmitted, and the integrated information processing is terminated.

[3-3. effect]
According to the third embodiment described in detail above, the following effect is obtained in addition to the effect (1a) of the first embodiment described above.

  (3a) In the automatic driving system 3 described above, the CPUs 11A and 11B of the driving support devices 10A and 10B determine whether or not the trajectories of a plurality of vehicles passing through the toll gates interfere, and the trajectories of the plurality of vehicles interfere. In this case, one or a plurality of vehicles whose trajectories are to be changed are selected from among a plurality of vehicles according to a preset priority order. And it suppresses that the selected vehicle passes a toll gate.

  According to such an automatic driving system 3, when the trajectories of a plurality of vehicles interfere with each other, the toll gate is not allowed to pass through the selected vehicle, so that unnecessary control is suppressed while suppressing the collision of the vehicles. can do.

  (3b) In the automatic driving system 3 described above, the CPUs 11A and 11B of the driving assistance devices 10A and 10B suppress the passage of the selected vehicle to the occupant when the selected vehicle is prevented from passing through the toll gate. The notification device is notified of the fact that it is being performed.

  According to such an automatic driving system 3, since it is notified that the passage of the toll gate is suppressed, it is possible to make the vehicle driver recognize the reason why the toll gate cannot be passed.

[4. Other Embodiments]
As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to the above-mentioned embodiment, It can implement in various deformation | transformation.

  (4a) In the third embodiment, the toll gate is closed to prevent the manually driven vehicle 50 from entering the gate. However, when the toll gate is issued at the toll gate, You may suppress the approach to the gate of the manual driving vehicle 50 by delaying ticket issuing.

  (4b) The functions of one constituent element in the above embodiment may be distributed as a plurality of constituent elements, or the functions of a plurality of constituent elements may be integrated into one constituent element. Moreover, you may abbreviate | omit a part of structure of the said embodiment. Further, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified only by the wording described in the claim are embodiment of this invention.

  (3c) In addition to the automatic operation systems 1 to 3 described above, devices that are constituent elements of the automatic operation systems 1 to 3, a program for causing a computer to function as the automatic operation systems 1 to 3, and a semiconductor recording the program The present invention can also be realized in various forms such as a non-transition actual recording medium such as a memory and an automatic driving method.

[4. Correspondence between Configuration of Embodiment and Configuration of Present Invention]
The integrated information processing device 30 and the roadside devices 40A, 40B, 40C, and 40D in the above embodiment correspond to the roadside device in the present invention, and the sensor analysis units 15A and 15B in the above embodiment correspond to the travel detection unit in the present invention. To do. Of the processes in the above embodiment, the processes in S120 and S450 correspond to the interference information acquisition unit in the present invention, and the processes in S130, S530, and S650 in the above embodiment correspond to the trajectory change unit in the present invention. .

  Further, the process of S430 in the above embodiment corresponds to the trajectory acquisition unit in the present invention, the process of S450 in the above embodiment corresponds to the interference determination unit in the present invention, and the process of S330 in the above embodiment corresponds to the present invention. This corresponds to the interference transmitter. Moreover, the process of S930 in the said embodiment is equivalent to the vehicle selection part said by this invention, and the process of S950 in the said embodiment is equivalent to the passage suppression part said by this invention.

  Moreover, the process of S1020 in the said embodiment is corresponded to the alerting | reporting control part said by this invention.

  DESCRIPTION OF SYMBOLS 1-3 ... Automatic driving system, 10A, 10B ... Driving support device, 11A, 11B ... CPU, 12A, 12B ... Memory, 15A, 15B ... Sensor analysis part, 16A, 16B ... Route setting part, 17A, 17B ... Automatic driving | running | working Control unit, 21A, 21B ... Vehicle ambient environment sensor, 22A, 22B ... Positioning sensor, 23A, 23B ... Vehicle sensor, 25A, 25B ... Radio equipment, 26A, 26B ... Antenna, 29 ... Automatic driving instruction device, 30 ... Integrated information Processing unit 31 ... CPU, 32 ... Memory, 35 ... Information analysis / generation unit, 36 ... Vehicle interference determination unit, 37 ... Vehicle control instruction unit, 40A, 40B, 40C ... Roadside unit, 41A, 41B, 41C ... Radio device 42A, 42B, 42C ... antenna, 43A, 43B ... information analysis unit, 50 ... manually operated car, 51 ... human interface, 52 ... none Machine.

Claims (7)

A driving support device (10A, 10B) that supports driving of the host vehicle,
A trajectory acquisition unit (S430) that acquires destination information of other vehicles and the own vehicle located around the own vehicle;
An interference determination unit (S450) for determining whether or not the other vehicle and the track of the host vehicle interfere based on the destination information;
An interference information acquisition unit (S120, S450) for acquiring interference information indicating that the track of the other vehicle and the track of the host vehicle interfere with each other;
A trajectory changing unit (S130, S530, S650) that changes the trajectory of the host vehicle or the other vehicle so as to suppress a collision between the host vehicle and the other vehicle when the interference information is acquired;
With
The interference determination unit determines that interference occurs when the trajectory of the other vehicle and the trajectory of the host vehicle calculated based on the destination information intersect,
The interference information acquiring unit, as the interference information, obtains whether the determination result and trajectory and the trajectory of the vehicle of another vehicle interferes,
The destination information is a driving support device that is information indicating a direction in which the vehicle travels after passing through the toll gate in order to reach a destination set by the user . The driving support device according to claim 1,
A travel detection unit (15A, 15B) that detects that the host vehicle is traveling in a specific area that represents an area before the travel section is reduced or the width of the travel section is reduced;
The said interference information acquisition part acquires the said interference information, when the own vehicle is drive | working the said specific area. In the driving assistance device according to claim 1 or 2,
In the toll gate area indicating a region where a plurality of toll gates are arranged, the trajectory changing unit may be connected to any toll gate at a later time when there is a vehicle that has previously entered one of the toll gates. A driving support device that controls the trajectory of an approaching vehicle. In the driving assistance device according to claim 1 or 2,
In the toll gate area indicating an area in which a plurality of toll gates are arranged, the trajectory changing unit changes a vehicle trajectory with respect to a vehicle that has passed a lower priority gate according to the priority set for each gate. Driving assistance device to control. One or a plurality of driving support devices (10A, 10B) for driving the vehicle, and road side devices (30, 40A, 40B, 40C, 40D) arranged on the road side and capable of communicating with the driving support device are provided. Driving support system (1, 2, 3),
The driving support device includes:
An interference information acquisition unit (S120) for acquiring interference information indicating that the track of the other vehicle located around the host vehicle and the track of the host vehicle interfere with each other;
A trajectory changing unit (S130) that changes the trajectory of the host vehicle so as to suppress a collision between the host vehicle and another vehicle when the interference information is acquired;
With
The roadside device is
A track acquisition unit (S310) for acquiring destination information of a plurality of vehicles;
An interference determination unit (S320) for determining whether or not the tracks of a plurality of vehicles interfere based on the destination information;
An interference transmission unit (S330) for transmitting the interference information to a driving support device for a vehicle whose tracks should be changed when the tracks of a plurality of vehicles interfere with each other;
With
The interference determination unit determines that interference occurs when trajectories of a plurality of vehicles calculated based on the destination information intersect,
The interference information acquiring unit, as the interference information, obtains whether the determination result and trajectory and the trajectory of the vehicle of another vehicle interferes,
The destination information is a driving support system that is information indicating a direction of travel after passing through a toll gate in order to reach a destination set by a user. A trajectory acquisition unit for acquiring destination information of a plurality of vehicles;
An interference determination unit that determines whether or not the trajectories of a plurality of vehicles interfere based on the destination information;
It is determined whether or not the trajectories of a plurality of vehicles passing through the toll gates interfere. If the trajectories of the plurality of vehicles interfere, the trajectory of the plurality of vehicles is changed according to a preset priority order. A vehicle selection unit (S930) for selecting one or more vehicles to be powered;
A passage restraint unit (S950) for restraining the selected vehicle from passing through the toll gate;
The interference determination unit determines that interference occurs when trajectories of a plurality of vehicles calculated based on the destination information intersect,
The interference information acquiring unit, as the interference information, obtains whether the determination result and the trajectory of the plurality of vehicles to interference,
The destination information is information indicating a direction in which the vehicle travels after passing through the toll gate to reach the destination set by the user . The roadside device according to claim 6, wherein
A notification control unit (S1020) that, when suppressing the passage of the selected vehicle through the toll gate, notifies a notification device that a passage of the selected vehicle is suppressed;
A roadside device further comprising:

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