WO2018189913A1

WO2018189913A1 - Information processing device and information processing method

Info

Publication number: WO2018189913A1
Application number: PCT/JP2017/015399
Authority: WO
Inventors: 山田　健一郎
Original assignee: マクセル株式会社
Priority date: 2017-04-14
Filing date: 2017-04-14
Publication date: 2018-10-18

Abstract

The purpose of the present invention is to build an information processing device and information processing method which share various types of data in relation to the priority of the data. To achieve this purpose, provided is an information processing device which comprises a data storage unit for storing peripheral information, an attribute priority assessment unit for assessing attribute priority, defined as priorities for a plurality of attributes of the peripheral information stored in the data storage unit, and a communication unit for communicating to other vehicles the peripheral information stored in the data storage unit, and which is configured so as to change, in accordance with the priorities assessed for the plurality of attributes by the attribute priority assessment unit, the priorities according to which the communication unit communicates the information, and to communicate the peripheral information to the other vehicles according to the changed priority.

Description

Information processing apparatus and information processing method

The present invention relates to an information processing apparatus and an information processing method, and more particularly to an inter-vehicle communication system, an inter-road communication system, and a traffic management system.

In recent years, with the aim of popularizing advanced driving support systems and realizing automatic driving on ordinary roads, information on the surroundings of various automobiles such as traffic conditions and road conditions that affect the driving route and control of automobiles is traveling. There is a growing demand to share between them. In response to these demands, VICS (Vehicle Information) is a technology that currently transmits and receives data between roadside wireless communication devices and vehicles traveling on the roadway for the purpose of sharing information on traffic conditions and traffic regulations. and Communication (System) (registered trademark) and VICS WIDE (registered trademark) are widely used.

However, in these existing systems, since information is collected in the management center and then distributed to each vehicle through information processing and editing, information transmission is delayed. For this reason, there is a problem that the user cannot obtain information with high freshness. In addition, there is a problem that these systems can be installed only on main arterial roads because enormous costs are required for infrastructure development and maintenance of these systems.

In recent years, with the aim of improving these problems, research on real-time information exchange between vehicles and between roads using functions similar to ad hoc communication by wireless LAN (Local Area Network) has been actively conducted. . Here, in the inter-vehicle communication and the inter-road communication, the positional relationship between the vehicles that transmit and receive data or between the vehicle and the communication device on the road changes at a high speed, so the communication is not always performed. . That is, since the mutual communication time is limited, the vehicle cannot distribute data indefinitely. Therefore, when each vehicle is connected to an oncoming vehicle that passes each other in an oncoming lane or intersection, in order to exchange useful data within a limited communication time, it is highly probable that it will be accessed in the future. A method of determining by the evaluation method is proposed.

There are Non-Patent Document 1 and Patent Document 1 as background technologies in this technical field. Non-Patent Document 1 proposes an evaluation formula for calculating the value of data using parameters representing the freshness of data such as time, distance, and speed. On the other hand, in Patent Document 1, the data received via the wireless relay device is judged to have a higher priority than the directly received data because the data is automobile data with a high risk of collision.

JP 2009-9486 A

In Non-Patent Document 1, the value of data is judged only by the reliability according to freshness and the route for the purpose of alleviating traffic congestion, and in Patent Document 1, it is judged only by the collision risk for the purpose of avoiding the collision of the vehicle. That is, in the conventional system, the priority of data is set according to only one criterion for one purpose. However, data that can be acquired by the in-vehicle sensor is not limited to specific data such as traffic data in Non-Patent Document 1 and collision risk in Patent Document 1.

Along with the improvement of today's sensor technology, other important data related to driving safety such as road surface freezing conditions and snow conditions are less important from the viewpoint of driving safety such as parking space availability. It is possible to detect various types of data up to useful data. In view of the full-fledged commercialization of inter-vehicle and inter-road communication, each automobile will be equipped with different types of in-vehicle sensors for different purposes in order to realize automatic driving. In such a world, there is a need for new systems that interpolate different data and share data appropriately.

Also, in the conventional inter-vehicle communication and inter-road communication, the data to be shared is limited to in-vehicle sensors and fixed point monitoring cameras used in the traffic system. However, with the spread of devices equipped with sensors typified by today's smartphones and network infrastructure, a new system that includes sharable data objects and personally owned devices is required.

Therefore, an object of the present invention is to construct an information processing apparatus and an information processing method that share various types of data regarding data priority.

In view of the above-described background art and problems, the present invention provides, for example, a data storage unit that stores surrounding information, and an attribute priority that is a priority of a plurality of attributes of the surrounding information stored in the data storage unit. An attribute priority determination unit for determining and a communication unit for communicating the surrounding information stored in the data storage unit to another vehicle, and the communication unit is in accordance with the priority of the plurality of attributes determined by the attribute priority determination unit The priority of information at the time of communication is changed, and surrounding information is communicated to other vehicles according to the changed priority.

According to the present invention, it is possible to provide an information processing apparatus and an information processing method that share various types of data regarding data priorities.

1 is a schematic diagram of an information processing system in Embodiment 1. FIG. It is a block diagram which shows the structure of the vehicle-mounted communication apparatus in Example 1. FIG. 3 is a flowchart of data access processing according to the first embodiment. It is a block diagram of the inquiry packet in Example 1. 3 is a flowchart of data distribution processing according to the first embodiment. 3 is a configuration diagram of a distribution request packet in Embodiment 1. FIG. It is an example of the attribute priority table in Example 1. 1 is a configuration diagram of a data format of an information processing system in Embodiment 1. FIG. It is an example of the priority list in the first embodiment. FIG. 10 is a block configuration diagram of an information processing apparatus according to a second embodiment. It is a block diagram of the surrounding information acquisition part in Example 2. FIG. It is explanatory drawing of the puddle detection method using the laser radar in Example 2. FIG. It is the schematic diagram which showed the puddle evaluation item from the splash of the puddle which the other vehicle stepped on in Example 2. FIG. FIG. 10 is a schematic diagram illustrating a pattern for determining a movement route of a host vehicle that holds puddle data in the third embodiment. FIG. 10 is a block configuration diagram illustrating a configuration of an automobile control unit according to a third embodiment. It is the schematic diagram which showed the pattern of the movement path | route determination of the own vehicle holding the data of the falling object in Example 3. FIG. It is a schematic diagram which shows the example using AR display apparatus which provides AR information in a driver | operator in Example 3. FIG. It is the schematic diagram which showed the concept of the priority in an attribute with respect to the polarity according to the advancing direction in Example 3. FIG. FIG. 10 is a schematic diagram illustrating processing for a puddle in a lane departure prevention support system according to a third embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

In the information processing system that shares various types of data, the first embodiment provides a data priority according to data attributes for the purpose of efficiently using a limited communication network and communication time. This is an example.

FIG. 1 is a schematic diagram showing an outline of an information processing system 100 in the present embodiment. The information processing system 100 is a system for sharing data detected by an in-vehicle sensor while a vehicle using the system is traveling on a road, and includes the own vehicle and other vehicles with which the other party communicates. For example, as illustrated in FIG. 1, the information processing system 100 includes another vehicle 200 that travels in the same lane as the host vehicle 101, another vehicle 300 that travels in the opposite lane, a relay wireless device 400, a traffic system infrastructure 500, and a traffic system network 600. The traffic system server 700 is included. Each vehicle is equipped with a surrounding information acquisition unit 102 and an in-vehicle communication device 103.

FIG. 2 is a block diagram showing the functional configuration of the in-vehicle communication device 103 in this embodiment. In FIG. 2, the in-vehicle communication device 103 includes a data storage unit 103-1, an attribute priority determination unit 103-2, an in-attribute priority determination unit 103-3, a communication unit 103-4, a vehicle arrival position calculation unit 103-4, The holding data list creation unit 103-5 is configured. Further, the communication unit 103-4 includes a data transmission unit 103-4-1 and a data reception unit 103-4-2.

First, a data access method for requesting desired data in data sharing between vehicles will be described.

The user of the information processing system 100 designates a position of interest at the time of data access, and requests data detected within a circle having a radius Rac centered on the position. At this time, the own vehicle 101 requests data created on its own predicted movement route. Furthermore, since the data detected near the current position of the host vehicle 101 is more likely to be actually required, the priority at the time of request is increased. In data access, since the data attribute is determined by the attribute of the requested data, the priority is determined only by the intra-attribute priority.

The intra-attribute priority may be determined according to, for example, the intra-attribute priority P defined by Expression (1).

Where E is the valid time of the data, te is the time elapsed since the data was created, d is the distance from the current position to the detection position, v is the moving speed of the vehicle, and α and β are preset Represents each effective coefficient.

As is clear from Equation (1), d / v represents the time required for movement from the current position of the vehicle to the position where the data was created. The priority can be adjusted by setting E, α, and β. When E is increased, the priority of all data in the communication network is increased, so that the number of effective data increases and the user of the information processing system 100 acquires more opportunities. On the other hand, by reducing E, acquisition is possible. Opportunities can be reduced. Also, if α is set larger than β, the priority greatly depends on the elapsed time te, and the priority of data created in a wider range becomes higher. Conversely, if β is larger than α, the priority is near the current position. The priority of data created in a narrow range becomes high. For example, a higher priority can be set for data in a movement route predicted to arrive by the host vehicle.

Hereinafter, a case where a user who gets on the own vehicle 101 designates a position and requests peripheral information thereof will be described.

FIG. 3 is a flowchart of data access processing in this embodiment. By designating the information and position that the user is interested in and requesting the surrounding information to start the data access process (step S501), the host vehicle 101 searches its own data storage unit 103-1. Whether the request data is held is checked (step S502). If the request data is held in the data storage unit 103-1 as a result of the search (Yes in step S502), the process proceeds to step S513, and the data access process ends. On the other hand, if the request data is not held in the data storage unit 103-1 (No in step S502), the process proceeds to step S503, and the host vehicle 101 transmits an inquiry packet.

Fig. 4 shows an example of items included in the inquiry packet. The inquiry packet includes a packet number, a transmission vehicle ID, a request data attribute, a request data position, a transmission vehicle planned route, the number of hops, and a communicable time.

Next, in FIG. 3, in step S504, a timeout of the inquiry packet transmitted by the host vehicle 101 is determined. The inquiry packet may be not only direct communication but also multi-hop communication, and the multi-hop upper limit number k is preset in the system. If the set time-out period is exceeded (Yes in step S504), the user is informed that the inquiry communication has not been established, and then the process proceeds to step S513, where the data access process ends. On the other hand, when an inquiry packet is received by another vehicle during the set timeout period (No in step S504), the process proceeds to step S505.

In step S505, the other vehicle that has received the inquiry packet checks the number of hops of the inquiry packet, and determines whether or not the number of hops from the inquiry packet transmission vehicle (own vehicle 101) is within the multi-hop upper limit k times. If the set multi-hop upper limit number k is exceeded (No in step S505), the hop number is overwritten to notify that the multi-hop number upper limit has been reached, and the reply packet is transmitted to the inquiry packet transmission vehicle (own vehicle). 101), the process proceeds to step S513, and the data access process ends. Note that it is not always necessary to transmit a reply packet indicating that the upper limit hop count has been reached. In this case, the process proceeds to step S513 in the timeout process in step S504. On the other hand, when the number of hops from the inquiry packet transmission vehicle (own vehicle 101) is equal to or less than the set upper limit number of multihops (No in step S505), the other vehicle that has received the packet is directly connected as a relay vehicle. The inquiry packet is transmitted to the other vehicle, and the process proceeds to step S506. At this time, the inquiry packet to be transmitted as a relay is transmitted after overwriting the transmission vehicle ID of the other vehicle that has become the relay vehicle and the obtained communication time.

In step S506, in the other vehicle that has received the inquiry packet, communication between the inquiry packet transmission vehicle (own vehicle 101) and the received other vehicle, which is predicted from the information of the transmission vehicle planned route included in the inquiry packet, becomes possible. Calculate the possible communication time.

In subsequent step S507, the other vehicle that has received the inquiry packet searches the data storage unit 103-1 of the received other vehicle to determine whether or not the designated attribute and the designated position data included in the inquiry packet are held. Investigate whether data is retained. As a result of the search, if the received other vehicle does not hold the requested data in its own data storage unit 103-1 (No in step S507), the process proceeds to step S513, and the data access process ends. On the other hand, if the request data is held in the data storage unit 103-1 (Yes in step S507), the process proceeds to step S508.

In step S508, all transmission vehicles included in the inquiry packet (the own vehicle 101 that is the first transmission source and other vehicles that have become relay vehicles) IDs and communicable times, and a data list in the vicinity of the designated position that the own packet has are included. The reply packet is transmitted to the own vehicle 101.

In step S509, when the own vehicle 101 that has received the reply packet receives reply packets from a plurality of other vehicles, the communication possible time in all communication paths including multi-hop communication to other vehicles holding data. Among these, the shortest time is derived as the communicable time in the multi-hop communication between the own vehicle 101 and the vehicle.

Subsequently, in step S510, the own vehicle 101 compares the data held in its own data storage unit 103-1 with the priority of the data included in the received list, and as the data actually requested in order from the data with the highest priority. Then, a request packet is transmitted to the other vehicle with the shortest communication time determined in the above-described step S509, and at that time, the communicable time with the target other vehicle is updated based on the latest planned vehicle route. In addition, when the data requested by the own vehicle 101 is held not only for a single vehicle but also for a plurality of vehicles, after preferentially selecting a vehicle with a small number of hops and a long communicable time, A request packet is transmitted to the corresponding plurality of vehicles. When step S510 is completed, the process proceeds to step S511.

In step S511, the connection is disconnected due to unforeseen reasons such as whether reception of request data from the vehicle that has received the request packet has been completed, or that there is not enough available communication time during reception of the request data. Determine whether or not. If the request data is being received or is being communicated (No in step S511), the process proceeds to step S511 again, and step S511 is repeated until the determination is Yes. When reception of request data is completed or communication is disconnected (Yes in step S511), the process proceeds to step S512.

In step S512, after the accessed data is saved in the data storage unit 103-1 of the host vehicle, the user of the host vehicle 101 is notified by the video output unit that the requested data access has been completed, and the data access is performed. The process ends (step S513). The video output unit is an arbitrary visible interface such as an in-vehicle display or an icon display. Here, the notification that the request data access is completed is not necessarily limited to the video output unit. For example, any means that can notify the driver, such as a vibration output unit or a voice output unit, may be used.

Next, the data distribution method for data sharing between vehicles will be described. The own vehicle 101 distributes data by connecting at the time of passing in the opposite lane or the intersection with the other vehicle 300 that is the oncoming vehicle, when traveling in parallel with the other vehicle 200 traveling in the same lane by traveling on the road. At this time, the connection between vehicles is not limited to direct connection, but may be multi-hop communication via a plurality of automobiles. Further, when communication between vehicles only is difficult due to shadowing by a shielding object, multi-hop communication via the relay radio apparatus 400 may be used. As described above, the communication time between vehicles and between roads is limited, and the own vehicle 101 cannot distribute data without limitation. Therefore, it is necessary to select data to be distributed. Also, the data to be distributed is distributed so that the priority of the data that is likely to be accessed in the future by the vehicle to be distributed becomes high.

FIG. 5 is a flowchart of data distribution processing in the present embodiment. Hereinafter, details of the case where data is distributed by connecting to another vehicle 300 traveling in the oncoming lane will be described with reference to FIGS. 2 and 5. When the in-vehicle communication device 103 recognizes that it is connected to another vehicle directly or via the relay wireless device 400, it starts data distribution processing (step S701), and the own vehicle 101 is stored in its own data storage unit 103-1. From the information of the past movement route, the vehicle arrival position calculation unit 103-4 calculates a position that the vehicle arrival position is predicted to reach after Tf seconds. Further, based on the input from the vehicle arrival position calculation unit 103-4 and the detection data stored in its own data storage unit 103-1, the retained data list creation unit 103-5 is executed by the vehicle arrival position calculation unit 103-4. A list of data created in a two-dimensional rectangular area having the obtained arrival position and the current position as a vertex is created as a retained data list (step S702). When the creation of the data list is completed, the process proceeds to step S703.

Subsequently, in step S703, a data sharing packet configured based on the retained data list and the like generated in step S702 is created, and the data transmitting unit 103-4 that configures the communication unit 103-4 with respect to the connected other vehicle 300. -1 transmits a distribution request packet. Note that the processing in step S702 and step S703 is performed in the same manner in the other vehicle 300 that is the connection destination.

Fig. 6 shows examples of items included in the distribution request packet. The distribution request packet includes a packet number, a transmission vehicle ID, a transmission vehicle current position, a transmission vehicle predicted position, a transmission vehicle speed vector, the number of hops, and a holding data list (details of the data format related to the holding data list will be described later). The

Next, in step S704, reception time-out determination of the distribution request packet transmitted from the other vehicle 300 is performed. If the distribution request packet transmitted from the other vehicle 300 is not received within the timeout time set by the data receiving unit 103-4-2 constituting the communication unit 103-4 (Yes in step S704), the distribution request communication is not performed. After notifying the user that it has not been established, the process proceeds to step S710, and the data distribution process ends. On the other hand, when the data receiving unit 103-4-2 receives the distribution request packet during the set timeout period (No in step S704), the process proceeds to step S705. In step S705, intra-attribute priority determination is performed. In the information processing system 100 according to the present embodiment, the in-vehicle communication device 103 determines priority by placing the highest priority on attributes. At that time, the attribute priority determination unit 103-2 determines the data priority based on the attribute priority table stored in the data storage unit 103-1. Here, the attribute priority determined by the attribute priority determination unit 103-2 is the priority for each attribute of the data, and the value is high in data and humanitarian urgency that affects driving safety. The higher the data, the higher the priority.

Fig. 7 shows an example of the attribute priority table. The attribute priority column represents the priority order, and the smaller the attribute priority value, the higher the priority. For example, road conditions such as vehicle information and freezing information, which are represented by the presence of blind spots, have a high impact on safety, so attribute priority is high, while parking space availability is safe. The attribute priority is set low because the influence on the property is low. The priority of the attribute priority table is not necessarily limited to the initial state, and items such as addition of items and change of priority may be updated in accordance with user settings or legal revisions.

Here, FIG. 8 shows a configuration diagram of a data format of the information processing system 100 in the present embodiment. The data format is divided into two types: index data 1000 in which features and the like regarding each data are described, and a data body 1001 including detailed detection information detected by the surrounding information acquisition unit 102 and the like. The index data 1000 includes a detection data attribute 1002, a detection time 1003, and a detection position 1004. The index data 1000 has a very small data size, and communication of only the index data 1000 can be completed in a short time compared to the data body. Therefore, the data information that constitutes the retained data list of the distribution request packet does not include the data body, and is composed only of the index data 1000.

At the time of attribute priority determination in step S705 in FIG. 5, the retained data list included in the distribution request packet received from the other vehicle 300 received by the data receiving unit 103-4-2 is the distribution request created and transmitted by the own vehicle 101. After the duplicated data held by other vehicles is collected together with the held data list included in the packet, the data is sorted into a batch data list, and then classified by attribute based on the attribute priority table by the attribute priority determining unit 103-2. The

In the next step S706, the data list in which the attribute and the priority based on the attribute are determined in the previous step S705 are further compared with the priority criteria that differ for each attribute within each attribute by the attribute priority determination unit 103-6. Determine the priority. At this time, the priority determination that is different for each attribute may be, for example, a determination based on the priority P expressed by Expression (1).

If the attribute is vehicle information (severe), the DR-NL (DR Nearby List) method is used to determine not only the freshness of the data but also the accessibility p shown in Equation (2) and the method that also considers the number of hops. May be.

Here, p in the formula (2) represents accessibility, and h represents the number of hops to reach the packet recorded in the distribution request packet. In the DR-NL method, it is unlikely that data that has reached a high hop count will continue to be accessible in the future, and it is determined that access should be given priority. Therefore, when calculating the priority P in the DR-NL method, the priority is determined based on a value obtained by multiplying the value represented by the equation (1) by (1-p) taking the access priority into consideration. In addition, a DR (Data Reliability) method or a DR-DH (DR With Dissemination History) method may be used.

In FIG. 5, after step S706 is completed, the process proceeds to step S707. The priority list created through the above steps S705 and S706 is, for example, as shown in FIG. FIG. 9 is a virtual representation of the priority list with three axes of attribute priority, attribute priority, and attribute priority determination value. The smaller the value of the attribute priority axis in FIG. 9 is, the higher the priority is. The axis of attribute priority is closer to A in alphabetical order, and the priority in the attribute is higher. Normally, detection data with a high attribute priority has a high influence on safety, so the number of detection data itself is not so large, but detection data with a low attribute priority is expected to be very large. In the priority list of FIG. 9, data distribution starts with data of attribute priority 1 and intra-attribute priority A, and then the intra-attribute priority is lowered to B, and after all data within the attribute is distributed, attribute priority is given. Similarly, the data is transmitted to the connected other vehicle 300 from the data transmission unit 103-4-1 constituting the communication unit 103-4 in the order of the priority within the attribute.

In the subsequent step S708, the connection is disconnected due to unforeseen reasons such as transmission of the data started in step S707 is completed, or communication becomes difficult due to shadowing by the shielding object during transmission of the distribution schedule data. Determine whether or not. When the distribution schedule data is being transmitted (No in step S708), the process proceeds to step S708 again, and step S708 is repeated until the determination is Yes. When the transmission of the distribution schedule data is completed or the communication is disconnected (Yes in step S708), the process proceeds to step S709.

In step S709, the user of the host vehicle 101 is notified of the end of the data distribution process by any means such as a visible interface such as a display or voice, and the data distribution process ends (step S709). S710). Note that the end notification in step S709 is not necessarily required, and it is not necessary to notify the user of the end of the process for the data distribution process.

As described above, according to the configuration and processing of the present embodiment, the own vehicle 101 can detect various types detected by the surrounding information acquisition unit 102 without being limited to the single-purpose concept based on single attribute data as in the past. The data can be shared on the basis of the optimum evaluation criteria even in a limited communication time by the vehicle-to-vehicle or inter-road communication, and the evaluation criteria based on the priority regarding the data attribute of this embodiment.

Example 1 described access and distribution of information already converted into data. In the present embodiment, a process for making sensor data detected by an in-vehicle sensor of the own vehicle 101 and other means optimal data at the time of sharing in the information processing system 100 will be specifically described. That is, a specific process until the detection item is recognized from detection information such as a sensor will be described.

FIG. 10 is a block diagram of an information processing apparatus 1200 that performs input / output and information processing related to the information processing system 100 of the host vehicle 101 in the present embodiment. The information processing apparatus 1200 includes an in-vehicle communication device 103, a control unit 1201, a system bus 1202, a surrounding information acquisition unit 1203, a surrounding information processing unit 1204, a map creation unit 1205, an automobile control unit 1206, a video output unit 1207, and a vibration output unit 1208. , An audio output unit 1209, and a sensor-equipped terminal 1210.

The control unit 1201 controls the entire information processing apparatus 1200, and is, for example, a microprocessor. A system bus 1202 is a data communication path for transmitting and receiving data between the control unit 1201 and each unit in the information processing apparatus 1200. The surrounding information acquisition unit 1203 is a part that measures the surrounding environment 1207 of the host vehicle 101, and the surrounding information is acquired by measuring the surrounding environment 1207. The ambient information acquired by the ambient information acquisition unit 1203 is input to the ambient information processing unit 1204, and analysis processing of the ambient information is performed. The map creation unit 1205 converts the surrounding environment 1207 as data on the map based on the analysis result of the surrounding information processing unit 1204. The vehicle control unit 1206 operates the host vehicle 101 based on the map information created by the map creation unit 1205 or the map information transmitted from another vehicle, a traffic system, or the like obtained by sharing data with the in-vehicle communication device 103. To control.

FIG. 11 is a configuration diagram of the surrounding information acquisition unit 1203 in the present embodiment. Ambient information is obtained by measuring the ambient environment 1207 with the ambient information acquisition unit 1203. The ambient information acquisition unit 1203 includes, for example, an RGB camera 1203-1, an infrared camera unit 1203-2, a laser radar 1203-3, a sound collecting microphone 1203-4, and a millimeter wave radar 1203-5.

Hereinafter, the details of the configuration and functions of each unit will be described according to examples of detection data.

<Detection data 1: vehicle information (emergency vehicle)>
As an example of detecting the approach of an emergency vehicle classified as vehicle information (severity) in the attribute priority table of FIG. 7 as the attribute 1002 of the detection data, for example, a sound collection microphone 1203-4 constituting the surrounding information acquisition unit 1203 A method for detecting the siren sound of an emergency vehicle will be described.

Since the siren sound for an emergency vehicle repeats a specific fundamental frequency at intervals of about 0.65 seconds, a band designed with the fundamental frequency as a target by the surrounding information processing unit 1204 for the detection signal of the sound collecting microphone 1203-4 By applying a filtering process that passes the pass filter, only the signal intensity of the fundamental frequency can be observed. For example, a threshold setting that can be distinguished from ambient noise is provided for the signal level after the bandpass filter, and it is determined that an emergency vehicle is detected when a signal level that exceeds the threshold is detected. The design of the band pass filter may be 0.65 second period, that is, about 1.5 Hz.

In addition, after the surrounding image is acquired by the RGB camera 1203-1 constituting the surrounding information acquiring unit 1203, the surrounding information processing unit 1204 applies an image recognition process, thereby combining the red lamp of the emergency vehicle combined with the vehicle recognition. Flashing or emergency letters may be detected.

After the emergency vehicle detection process by the surrounding information processing unit 1204, the map creation unit 1205 calculates the current position of the host vehicle 101 as coordinates from the information of the past travel route stored in its own data storage unit 103-1. The position is set as an emergency vehicle detection position 1004. Note that the current position of the host vehicle 101 may be acquired by a GPS (Global Positioning System) mounted on the host vehicle 101 (not shown).

As the emergency vehicle detection position 1004 held as the information sharing system 100, the detection start position at which the emergency vehicle can be detected is first stored, and then overwritten by the current position of the host vehicle 101 at a predetermined time interval. . When the emergency vehicle cannot be detected, the position is overwritten as the detection position 1004, and the detection process is terminated. In addition, the estimated relative speed between the estimated emergency vehicle and the host vehicle 101 is obtained by calculating the frequency deviation from the reference frequency due to the Doppler effect after designing the bandpass filter with a wider pass frequency. The main body may be stored in the data storage unit 103-1.

<Detection data 2: Road surface condition (snow cover, freezing)>
As an example of detecting snow coverage and freezing on the road surface classified as road surface condition (severe) in the attribute priority table of FIG. 7 as the attribute 1002 of the detection data, for example, by a probe car equipped with a dedicated sensor (not shown) Think about detection.

As a dedicated sensor, the probe car is equipped with one or more of a radiation type thermometer that can measure the road surface temperature in a non-contact manner and a reflectance sensor that can measure the light reflectance, and can detect the frozen state of the road surface. This is stored as the configuration of the surrounding information acquisition unit 1203. If the detection result of the radiation type thermometer is 0 ° C or less, the surrounding information processing unit 1204 determines that the road area is snow or the road surface is frozen. For the reflectance sensor, a predetermined threshold is provided for the reflectance, and when the reflectance is higher than that value, it is determined that the road area is snow. Furthermore, combining the radiation type thermometer and the reflectance sensor, if the reflectance is not more than a predetermined threshold and not more than 0 degrees C, it is determined that the road surface is frozen.

After the road surface condition detection processing by the surrounding information processing unit 1204, the map creation unit 1205 calculates the current position of the host vehicle 101 from the past movement route information stored in its own data storage unit 103-1 as coordinates, The position is set as a road surface condition detection position 1004. The current position may be acquired by GPS. As the road surface condition detection position 1004, the position where the road surface condition can be detected is stored as a detection start position, and then the current position of the host vehicle 101 at a predetermined time interval is sequentially added to the data body. When a road surface condition different from the detection start position is detected, the position is added as a detection end position to the detection position 1004, and the detection process is ended. That is, the detection position 1004 included in the index data 1000 is only the detection start position and the detection end position in order to reduce the data capacity, and the coordinate group from the detection start position to the detection end position recorded in the data body corresponds. Indicates the area of road surface condition to be performed. The data storage location is not necessarily limited to the above, and the index data 1000 may include a coordinate group from the detection start position to the detection end position.

<Detection data 3: Visibility (fog, volcanic ash, PM2.5)>
As an example of detecting fog, volcanic ash, and PM2.5 classified in the field of view in the attribute priority table of FIG. 7 as the attribute 1002 of the detection data, for example, an RGB camera 1203-1 configuring the ambient information acquisition unit 1203 A method of detecting the visibility state by the millimeter wave radar 1203-5 will be described.

Even when scatterers such as fog, volcanic ash, and PM2.5 cover the field of view, millimeter waves are less likely to be scattered than visible light, so millimeter wave radar 1203-5 is accurate to the object. Can be measured. Therefore, the ambient information processing unit 1204 calculates a scattering coefficient based on the distance between the forward imaging target image by the RGB camera 1203-1 and the forward imaging target by the millimeter wave radar 1203-5. As the scattering coefficient obtained by calculation increases, the field of view deteriorates. It is determined that fog or PM2.5 is detected when a threshold value of a predetermined scattering coefficient is exceeded.

After the detection processing of fog, volcanic ash, and PM2.5 by the surrounding information processing unit 1204, the map creation unit 1205 determines the current position of the host vehicle 101 from the information of the past travel route stored in its own data storage unit 103-1. Are used as coordinates, and their positions are designated as fog, volcanic ash, and PM2.5 detection position 1004. The current position may be acquired by GPS.

As the visibility state detection position 1004, the position where the visibility situation can be detected is stored as a detection start position, and then the current position of the host vehicle 101 at a predetermined time interval is sequentially added to the data body. When the scattering coefficient falls below a predetermined threshold, the position is added as a detection end position to the detection position 1004, and the detection process is terminated. That is, the detection position 1004 included in the index data 1000 is only the detection start position and the detection end position in order to reduce the data capacity, and the coordinate group from the detection start position to the detection end position recorded in the data body corresponds. It represents the field of view situation. The data storage location is not necessarily limited to the above, and the index data 1000 may include a coordinate group from the detection start position to the detection end position.

<Detection data 4: Road surface condition (puddle)>
As an example of detecting a puddle classified as road condition (mild) in the attribute priority table of FIG. 7 as the attribute 1002 of the detection data, first, the presence of a puddle is detected by the laser radar 1203-3 constituting the surrounding information acquisition unit 1203. A method for detecting a region to be performed will be described. Here, it is assumed that the laser radar 1203-3 can simultaneously obtain three-dimensional measurement with distance information added to a two-dimensional field of view and IR (Infrared) intensity information of the two-dimensional field of view.

Hereinafter, a puddle detection method will be described with reference to FIG. FIG. 12A is a schematic diagram showing a state in front of the host vehicle 101, and shows a state in which a puddle 1400 exists in front of the host vehicle 101. Now, three-dimensional measurement and IR intensity measurement are performed using the laser radar 1203-3 for the visual field shown in FIG. When the results of the three-dimensional measurement and IR intensity measurement are made one-dimensional in the horizontal direction 1401 across the puddle in FIG. 12A, as shown in the upper diagram of FIG. 12B and the upper diagram of FIG. Become. That is, the one-dimensional data at the time of three-dimensional measurement is substantially constant regardless of the presence or absence of a puddle (the distance changes when there is an object), and the one-dimensional data at the time of IR intensity data measurement has an intensity in the puddle region. descend. This is because the infrared light used in the laser radar 1203-3 has a high absorbance for water, but the distance measurement result shows that the distance measurement result is sufficient if it is within the range of the distance measurement even if the measurement intensity decreases. This is because the influence is small. Therefore, using the results of the three-dimensional measurement and IR intensity measurement of the laser radar 1203-3 as an input, the surrounding information processing unit 1204 takes a first-order differentiation with respect to these inputs in a predetermined horizontal direction. As a result, the results shown in the lower diagram of FIG. 12B and the lower diagram of FIG. 12C are obtained. With respect to the obtained result, the first-order differential value of the distance data is below a predetermined threshold value, and the pixel whose IR differential data first-order differential value is lower than the predetermined threshold value is in a predetermined horizontal direction. In the pixel where the first differential value of the distance data is below a predetermined threshold value and the first differential value of the IR intensity data exceeds the predetermined threshold value, It is determined that the puddle area ends.

The puddle region can be determined by performing the above one-dimensional puddle region determination for all horizontal directions in the field of view of the laser radar 1203-3. By using this determination method, both the distance data and the intensity data are used for determination, so that it is possible to distinguish between a flat region and a puddle. Since detection is performed by the laser radar 1203-3, detection is possible even at night. Since the comparison is made at almost the same time, the judgment result is not affected by the external light or the illumination state, and the comparison is made by the detection result of the light from substantially the same angle, so that it is not affected by the difference in the reflectance of the puddle according to the angle. .

After the detection process of the puddle area by the surrounding information processing unit 1204, the map creation unit 1205 calculates the current position of the host vehicle 101 from the past movement route information stored in the data storage unit 103-1 as coordinates. The current position may be acquired by GPS. Further, the center of gravity coordinates of the detected puddle area is derived, and the coordinates obtained by adding the relative coordinates up to the center of gravity coordinates obtained from the three-dimensional measurement result to the current position of the own vehicle 101 are stored in the index data 1000. The detection position 1004 is recorded. On the other hand, the information on the puddle area obtained by the surrounding information processing unit 1204 is recorded in the data storage unit 103-1 as the data body.

Next, as a second puddle area detection method other than the above, detection by a sensor-equipped terminal typified by a smartphone owned by a person riding in the host vehicle 101 will be described in addition to the in-vehicle sensor of the host vehicle 101. For example, as shown in FIG. 10, a user of the information processing apparatus 1200 riding on the host vehicle 101 photographs a puddle with his / her sensor-equipped terminal 1210. The photographed image of the puddle is transmitted to the in-vehicle communication device 103 via the communication unit constituting the sensor-equipped terminal 1210 after setting the attribute of the data photographed by the user as the road surface condition (puddle). Upload from the communication device 103 to the traffic system server 700 connected to the traffic system network 600 via the traffic system infrastructure 500. At this time, the current position of the sensor-equipped terminal 1210 is added to the uploaded data by GPS, and the traffic system server 700 stores the current position of the sensor-equipped terminal 1210 in the index data 1000 for the uploaded puddle data. Is recorded as the detected position 1004. At this time, the means for transmitting information about the puddle acquired by the sensor-equipped terminal 1210 is not necessarily limited to means via the in-vehicle communication device 103. For example, communication may be performed directly from the sensor-equipped terminal 1210 to the traffic system infrastructure 500, or may be performed by communication means using a mobile phone communication network.

Next, as a third puddle region detection method other than the above, for example, a method of detecting the visibility state by the RGB camera 1203-1 or the infrared camera unit 1203-2 constituting the surrounding information acquisition unit 1203 will be described. Based on the moving image of the other vehicle traveling in front of the RGB camera 1203-1 or the infrared camera unit 1203-2 that detects the front of the host vehicle 101, the surrounding information processing unit 1204 performs template matching based on prior teacher data. It is determined that the puddle is detected by detecting the splash of the puddle that another vehicle has stepped on by image recognition such as the above. At this time, the surrounding information processing unit 1204 evaluates the puddle by calculating the items (1) to (4) shown in FIG. 13 from the image when the puddle is detected. Each item includes (1) the speed vo of the other vehicle ahead estimated from the own vehicle speed obtained from the automobile control unit 1206, (2) the tire width wt of the other vehicle ahead, (3) the tire center position pt, ( 4) Represents the maximum flying distance dw of the splash. The calculated values (1) to (4) are stored in the data storage unit 103-1 as the data body. The use of the calculated values (1) to (4) will be described later in the third embodiment. After the detection process of the puddle area by the surrounding information processing unit 1204, the map creation unit 1205 calculates the current position of the host vehicle 101 from the past movement route information stored in its own data storage unit 103-1 as coordinates. The current position may be acquired by GPS. Finally, the map creation unit 1205 records the obtained coordinates of the current position as the puddle detection position 1004 stored in the index data 1000.

Note that the surrounding information acquisition unit is installed on a road, and data obtained by monitoring a vehicle traveling on the road or the state of the road may be stored as surrounding information in the data storage unit.

As described above, according to the present embodiment, various detection items can be recognized from detection information such as sensors.

In the present embodiment, processing when applying various data acquired and shared by the information processing system 100 shown in the first and second embodiments to the control of driving of the own vehicle 101 is described. This will be specifically described.

Hereinafter, with respect to the information processing system according to the present embodiment, the details of the configuration and functions of each unit will be described according to the example of the retained data.

<Retention data 1: Road surface condition (puddle)>
Explanation will be given on the control of the own vehicle 101 when the data storage unit 103-1 holds the data of the puddle classified as the road surface condition (mild) in the attribute priority table of FIG. To do.

FIG. 14 is a schematic diagram showing a pattern for determining the movement route of the host vehicle 101 holding the puddle data. FIG. 15 is a block diagram showing the configuration of the automobile control unit 1206.

In FIG. 15, the vehicle control unit 1206 includes a travel track / speed track calculation unit 1206-1, an ECU (engine control unit) 1206-2, an engine 1206-3, a steering control unit 1206-4, and a steering 1206-5. The The traveling trajectory / speed trajectory calculating unit 1206-1 determines the traveling trajectory and the speed trajectory of the host vehicle 101 based on the data stored in the data storage unit 103-1. Based on the speed trajectory determined by the travel trajectory / speed trajectory calculation unit 1206-1, the ECU 1206-2 controls the engine 1206-3 to realize the speed trajectory. On the other hand, the steering control unit 1206-4 controls the steering 1206-5 using the traveling track determined by the traveling track / speed track calculating unit 1206-1 as an input.

For example, in the case of FIG. 14A, while the information of the puddle 1700 is held, it is grasped that there is no pedestrian around the puddle 1700 by the real-time detection of the surrounding information acquisition unit 1203. At this time, the traveling trajectory / speed trajectory calculating unit 1206-1 is aware of the presence of the puddle 1700 in advance because there is no pedestrian in the vicinity that may be splashed when the own vehicle 101 steps on the puddle 1700. Also, select the trajectory to step on without worrying.

In the case of FIG. 14B, the situation is the same as that in FIG. 14A. However, for example, it is assumed that the vehicle 101 is set to prevent the vehicle 101 from getting dirty by stepping on a puddle when the antifouling mode is selected. . At this time, the traveling trajectory / speed trajectory calculating unit 1206-1 avoids stepping on the puddle by changing the traveling trajectory in front of the puddle 1700 in order to avoid contamination due to the host vehicle 101 stepping on the puddle 1700. is doing.

In the case of FIG. 14C, it is grasped that the pedestrian 1701 exists around the puddle 1700 by the real-time detection of the surrounding information acquisition unit 1203 while holding the information about the puddle 1700. At this time, the traveling trajectory / speed trajectory calculating unit 1206-1 changes the traveling trajectory in front of the puddle 1700 in order to prevent the pedestrian 1701 from splashing when the own vehicle 101 steps on the puddle 1700. Avoiding stepping on puddles.

In the case of FIG. 14D, the pedestrian 1701 exists around the puddle 1700 by the real-time detection of the surrounding information acquisition unit 1203 while holding the information on the puddle 1700, and the other vehicle 1702 is in the adjacent lane of the host vehicle 101. I know that exists. At this time, the traveling trajectory / speed trajectory calculating unit 1206-1 determines that there is a possibility of colliding with another vehicle 1702 in the adjacent lane when the traveling trajectory is changed as in FIG. However, since it is necessary to prevent the pedestrian 1701 from splashing water when the own vehicle 101 steps on the puddle 1700, the size of the traveling vehicle and the speed trajectory are changed by changing the speed trajectory. To be. At this time, when the calculated values of (1) to (4) in FIG. 13 obtained by detecting the splash of the front vehicle described in the second embodiment are stored as the traveling track and the speed track, Derived using the value of. Expression (3) is an expression that is used to estimate the speed allowed for the own vehicle 101 when the own vehicle 101 controls the traveling track of the puddle 1700 and steps on the puddle 1700 at the tire center position pt.

Here, v in the expression (3) represents the speed allowed for the own vehicle 101, d represents the maximum distance of splashing that is not applied to the pedestrian 1701, and w represents the tire width of the own vehicle 101.

<Retention data 2: Obstacle (falling object)>
As the detected data attribute 1002, the control of the host vehicle 101 when data of falling objects classified as obstacles in the attribute priority table of FIG. 7 is held in the data storage unit 103-1 will be described.

FIG. 16 is a schematic diagram showing a pattern for determining a moving route of the host vehicle 101 that holds data of falling objects.

For example, in the case of FIG. 16 (A), it is grasped that there is no other vehicle in the adjacent lane of the host vehicle 101 by real-time detection of the surrounding information acquisition unit 1203 while holding the information of the falling object 1900. At this time, the traveling trajectory / speed trajectory calculating unit 1206-1 avoids a collision with the falling object by changing the traveling trajectory in front of the falling object 1900 in order for the own vehicle 101 to avoid the falling object 1900. .

In the case of FIG. 16 (B), it is grasped that the other vehicle 1901 exists in the adjacent lane of the own vehicle 101 by the real-time detection of the surrounding information acquisition part 1203, hold | maintaining the information of the falling object 1900. At this time, the traveling trajectory / speed trajectory calculating unit 1206-1 determines that there is a possibility of colliding with another vehicle 1901 in the adjacent lane when the traveling trajectory is changed as in FIG. Therefore, the vehicle is controlled to stop in front of the falling object 1900 by changing the speed trajectory. Then, after confirming that there is no risk of collision with other vehicles in the adjacent lane, change lanes and restart.

In this embodiment, the information processing system 100 has been used to describe automatic control of the vehicle control unit 1206 as in automatic driving. However, the information processing system 100 can be used only for automatic driving. It is not limited to. For example, it can be used as a safe driving support system to help the user drive.

FIG. 17 shows an example using an AR display device 2000 that provides AR (Augmented Reality) information to the driver. This AR display device 2000 is a device that superimposes and displays an image of the in-vehicle information on an actual scene viewed by the driver. In particular, FIG. 17 shows an example when puddle data is held in the data storage unit 103-1. A mark 2002 that displays the position of the puddle 2001 in an easy-to-understand manner for the driver based on the puddle data held in the data storage unit 103-1 is superimposed on the actual scene. In FIG. 17, a frame covering the puddle 2001 is displayed as an example of the mark. In addition, when a pedestrian 2003 is detected around the puddle 2001 by real-time detection of the surrounding information acquisition unit 1203, a display 2004 that prompts the host vehicle 101 to decelerate is actually present in order to avoid splashing the pedestrian 2003. Superimposed on the scene. The interface for prompting deceleration is not necessarily limited to visual information using the AR display device 2000, and may be voice guidance 2005 as shown in FIG. Note that the data attribute applicable to the AR display device 2000 is not limited to the same road surface condition (mild) as the puddle, and may be other attributes.

In the first embodiment, the method for calculating the in-attribute priority P based on the formula (1) has been described. According to equation (1), the in-attribute priority P changes according to the distance d from the current position to the detection position. That is, as shown in FIG. 18 (A), when the host vehicle 101 is traveling in the direction of the host vehicle traveling vector indicated by the arrow, for example, when considering data related to falling objects, the priority within the attribute is as shown in FIG. The maximum value is taken at the detection position as shown in FIG. In FIG. 18B, for simplicity, α is set to zero and the influence of the passage of time since data creation is ignored. On the other hand, even after passing through the detection position by appropriate control by the vehicle control unit 1206, although it is just after passing through the maximum value according to the equation (1), the attribute is high for a while as shown by the broken line in FIG. Has internal priority. However, in view of the priority for the actual host vehicle 101, data that does not have a wide area such as a fallen object or a puddle once the detection position is exceeded by appropriate control for the host vehicle 101. Is unlikely to be used in the future, and the original priority within the attribute should be zero as shown by the solid line in FIG. Therefore, the distance d from the current position to the detection position has a polarity corresponding to the traveling direction of the host vehicle 101, and is positive (d> 0) when the detection position is ahead with respect to the traveling direction, If the detection position is behind, it is negative (d <0). After that, the in-attribute priority is determined based on Expression (4).

Also, a lane departure prevention support system that maintains lanes by recognizing a white line or a yellow line on a roadway by a surrounding information acquisition unit 1203 such as an RGB camera 1203-1 is known as a safe driving support system. These systems are used to detect white lines and yellow lines on the roadway based on the binarized result obtained by providing a luminance threshold value from the 1203-1 visual field detection result of an RGB camera or the like. As a problem of this lane departure prevention support system, if there are various detection obstacles on the road white line or yellow line, for example, puddle or snow cover, it is not always possible to display only the white line or yellow line by binarization, and false detection May cause.

FIG. 19 is a schematic diagram showing processing of a puddle in the lane departure prevention support system according to the present embodiment. 19A shows an image detected by the RGB camera 1203-1 including the puddle 2200 on the white line or yellow line of the field of view, and FIG. 19B shows an image obtained by binarizing the detection image of FIG. Respectively. Since the puddle 2200 has a very high reflectance depending on the angle, as shown in FIG. 19B, there is a possibility that the puddle 2200 may remain together with a white line or a yellow line when binarized. If image recognition is performed with this FIG. 19B, erroneous detection may occur. Therefore, by obtaining the detection position and area of the puddle 2200 in advance by the information processing system 100, it is possible to perform processing for removing the puddle portion from the detection image by the RGB camera 1203-1 as shown in FIG. 19C. Become. This facilitates straight-line detection estimation and improves false detection due to puddles.

As described above, according to this embodiment, various data that can be acquired and shared by the information processing system can be applied to control of driving of the host vehicle.

In addition, this invention is not limited to said Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

DESCRIPTION OF SYMBOLS 100: Information processing system, 101: Own vehicle, 102: Ambient information acquisition part, 103: In-vehicle communication apparatus, 200, 300: Other vehicle, 400: Relay radio | wireless apparatus, 500: Transportation system infrastructure, 600: Transportation system network, 700 : Traffic system server, 1200: Information processing device

Claims

A data storage unit for storing surrounding information;
An attribute priority determination unit that determines an attribute priority that is a priority of a plurality of attributes of the surrounding information stored in the data storage unit;
A communication unit that communicates the surrounding information stored in the data storage unit to another vehicle;
The priority of the information when the communication unit communicates is changed according to the priority of the plurality of attributes determined by the attribute priority determination unit, and the surrounding information is transferred to the other vehicle according to the changed priority. An information processing apparatus characterized by communicating with
The information processing apparatus according to claim 1,
The attribute priority is set such that higher priority is set for data that affects safety and / or data with higher humanitarian urgency.
An information processing apparatus according to claim 2,
For each attribute determined by the attribute priority determination unit, further includes an attribute priority determination unit that determines a priority within the attribute that is a priority within the attribute,
Information when the communication unit communicates according to the priority in the attribute determined by the attribute priority determination unit when there are a plurality of surrounding information determined by the attribute priority determination unit as the same attribute An information processing apparatus characterized by changing the priority of the vehicle and communicating the surrounding information to another vehicle according to the changed priority.
The information processing apparatus according to any one of claims 1 to 3,
A surrounding information acquisition unit for detecting the surrounding information;
The information processing apparatus, wherein the surrounding information acquisition unit is installed in an automobile, acquires the surrounding information of the automobile, and stores the surrounding information in the data storage unit.
The information processing apparatus according to any one of claims 1 to 3,
A surrounding information acquisition unit for detecting the surrounding information;
The surrounding information acquisition unit is installed on a road and stores data obtained by monitoring a vehicle passing through the road or a road condition as surrounding information in the data storage unit. .
The information processing apparatus according to claim 3,
The information attribute device is characterized in that the priority within an attribute is set to be higher for data whose elapsed time from the detection is shorter.
The information processing apparatus according to claim 3,
When accessing request data in the communication, the priority within the attribute is set higher as the current position of the information processing apparatus is closer to the data detection position. .
The information processing apparatus according to claim 3,
The information processing apparatus according to claim 1, wherein the priority within the attribute is set to a higher priority for data in a movement route predicted to be reached by the information processing system.
The information processing apparatus according to claim 7,
The intra-attribute priority is zero regardless of the distance from the data detection position when the information processing apparatus passes the data detection position.
An information processing apparatus according to claim 4 or 5,
The ambient information acquisition unit includes a laser radar,
For the data obtained by further performing horizontal first-order differentiation on the one-dimensional data of distance data and infrared light intensity data obtained in the horizontal direction obtained by the laser radar, the first-order differential data of the distance data is The horizontal position where the first-order differential data of the infrared light intensity data is lower than the predetermined threshold is set as the start position of the puddle region, and the first-order differential data of the distance data is set to the predetermined threshold. An information processing apparatus, characterized in that a horizontal position that is lower and the first-order differential data of infrared light intensity data exceeds a predetermined threshold is determined as an end position of a puddle region.
The information processing apparatus according to claim 4,
An automobile control unit capable of controlling the automobile;
The surrounding information is data relating to the position and area of the puddle,
The information processing apparatus according to claim 1, wherein the vehicle control unit controls a traveling trajectory and a speed trajectory that travel on the puddle based on data regarding a position and a region of the puddle.
An information processing method for communicating acquired surrounding information to another vehicle,
Determining priorities of a plurality of attributes of the surrounding information;
Changing priority when communicating the surrounding information to another vehicle according to the determined priorities of the plurality of attributes, and communicating the surrounding information to another vehicle according to the changed priority. A characteristic information processing method.