DE102020134969A1 - SYSTEM FOR DELIVERY OF MOBILITY INFORMATION, SERVER AND VEHICLE - Google Patents

Abstract

A system (1) for supplying mobility information has a collecting device (14A), a mapping unit (14B), a generator (14C), a controller (20) and an identification unit (14D). The collecting device (14A) collects information on the movement of mobile bodies (100). The mapping unit (14B) maps positions of the mobile bodies (100) on the basis of the information collected by the collecting device (14A). The generator (14C) generates information related to a travel route using information including the mapped positions. The controller (20) controls the movement of each of the mobile bodies (100) using the generated information related to the travel route. The identification unit (14D) identifies one or more first mobile bodies (100), which are to be caused to execute another movement or a movement to be prioritized over the movement of the one or more second mobile bodies (100), on the basis of the collected Information or the information containing the mapped positions. The mapping unit (14B) assigns an identification tag in the information containing the mapped positions in order to make the identified first mobile bodies (100) distinguishable from the second mobile bodies (100).

Description

BACKGROUND

Technical area

The invention relates to a system for supplying mobility information, a server and a vehicle.

Relevant state of the art

An automated driving technique for driving a vehicle such as an automobile to a destination has been developed. It is based on Japanese Unexamined Patent Application Publication JP 2019-212095 A referenced.

For example, the vehicle travels along a route to the destination. While driving, it is desirable for the vehicle to use a sensor, such as a camera, arranged on its own vehicle, for example to take pictures of the surroundings of the vehicle and avoid contact with a mobile body, such as another vehicle to drive safely.

SHORT DESCRIPTION

According to one aspect of the invention, a system for supplying mobility information is specified which has a collecting device, a mapping unit, a generator, a controller and an identification unit. The collecting means is configured to collect field information or preliminary processed information using a plurality of communication devices provided for respective predetermined zones or respective predetermined sections. The field information includes information on the movement of a plurality of mobile bodies, and the preliminary processed information is obtained by processing the field information.

The mapping unit is configured to map positions of the plurality of mobile bodies on the basis of the field information or the preliminary processed information collected by the collecting device. The generator is designed to generate information related to the route or information in connection with the route using information which contains the positions of the plurality of mobile bodies mapped by the mapping unit.

The information in connection with the route is information about routes or areas of movement within which the multitude of mobile bodies can move. The controller is provided for each of the plurality of mobile bodies and is configured to control the movement of a corresponding one of the plurality of mobile bodies using the generated information relating to the route or information obtained on the basis of the information relating to the Travel path is determined and can be used for determining or controlling the movement of the corresponding one of the plurality of mobile bodies.

The identification unit is designed to identify one or more first mobile bodies from the plurality of mobile bodies that are to be caused to perform a different movement than one or more second mobile bodies or to perform a movement that is opposite to the movement of the one or more mobile bodies the plurality of second mobile bodies is to be prioritized based on the information about the plurality of mobile bodies collected by the collecting device or the information including the positions of the plurality of mobile bodies mapped by the mapping unit.

The mapping unit is designed to assign an identification tag to the one or more first mobile bodies identified by the identification unit in the information that contains the mapped positions of the plurality of mobile bodies, which is used to distinguish the one or more mobile bodies the plurality of first mobile bodies can be used by the one or more second mobile bodies.

According to a further aspect of the invention, a server for a system for supplying mobility information is specified. The system for supplying mobility information has a collecting device, a mapping unit, a generator, a controller and an identification unit. The collecting means is configured to collect field information or preliminary processed information using a plurality of communication devices provided for respective predetermined zones or respective predetermined sections. The field information includes information on the movement of a plurality of mobile bodies, and the preliminary processed information is obtained by processing the field information.

The mapping unit is designed to Map positions of the plurality of mobile bodies based on the field information or the preliminary processed information collected by the collecting facility. The generator is designed to generate information in connection with the route using information that contains the positions of the plurality of mobile bodies that have been mapped by the mapping unit. The information in connection with the route is information about routes or areas of movement within which the multitude of mobile bodies can move.

The controller is provided for each of the plurality of mobile bodies and is configured to control the movement of a corresponding one of the plurality of mobile bodies using the generated information relating to the route or information obtained on the basis of the information relating to the Travel path is determined and can be used for determining or controlling the movement of the corresponding one of the plurality of mobile bodies.

The identification unit is designed to identify one or more first mobile bodies from the plurality of mobile bodies that are to be caused to perform a different movement than one or more second mobile bodies or to perform a movement that is opposite to the movement of the one or more mobile bodies the plurality of second mobile bodies is to be prioritized based on the information about the plurality of mobile bodies collected by the collecting device or the information including the positions of the plurality of mobile bodies mapped by the mapping unit. Of the collecting device, the mapping unit, the generator and the identification unit, the server has at least the collecting device.

The mapping unit is designed to assign an identification tag to the one or more first mobile bodies identified by the identification unit in the information that contains the mapped positions of the plurality of mobile bodies, which is used to distinguish the one or more mobile bodies the plurality of first mobile bodies can be used by the one or more second mobile bodies.

According to a further aspect of the invention, a vehicle is specified for a system for supplying mobility information. The system for supplying mobility information has a collecting device, a mapping unit, a generator, a controller and an identification unit. The collecting means is configured to collect field information or preliminary processed information using a plurality of communication devices provided for respective predetermined zones or respective predetermined sections. The field information includes information on the movement of a plurality of mobile bodies, and the preliminary processed information is obtained by processing the field information.

The mapping unit is configured to map positions of the plurality of mobile bodies on the basis of the field information or the preliminary processed information collected by the collecting device. The generator is designed to repeatedly generate information in connection with the route using information that contains the positions of the plurality of mobile bodies that have been mapped by the mapping unit.

The information in connection with the route is information about routes or areas of movement within which the multitude of mobile bodies can move. The controller is provided for each of the plurality of mobile bodies and is configured to control the movement of a corresponding one of the plurality of mobile bodies using the generated information relating to the route or information obtained on the basis of the information relating to the Travel path is determined and can be used for determining or controlling the movement of the corresponding one of the plurality of mobile bodies.

The identification unit is designed to identify two or more first mobile bodies from the plurality of mobile bodies that are to be caused to perform a movement other than one or more second mobile bodies or to perform a movement that is opposite to the movement of the one or more mobile bodies the plurality of second mobile bodies is to be prioritized based on the information about the plurality of mobile bodies collected by the collecting device or the information including the positions of the plurality of mobile bodies mapped by the mapping unit.

Of the collecting device, the mapping unit, the generator, the control and the identification unit, the vehicle has at least the control. The mapping unit is designed to include an identification tag in the information containing the mapped positions of the plurality of mobile bodies for the two or more first mobile bodies identified by the identification unit and platooning or traveling in a column assigned, which can be used to distinguish the two or more first mobile bodies from the one or more second mobile bodies.

Figure list

• 1 eine Konfigurationsdarstellung zur Erläuterung eines Systems zur Lieferung von Mobilitätsinformation für mobile Körper gemäß einer exemplarischen Ausführungsform der Erfindung;
• 2 eine Hardware-Konfigurationsdarstellung zur Erläuterung eines in 1 dargestellten Servers;
• 3 eine Konfigurationsdarstellung zur Erläuterung eines Steuerungssystems, das einen automatisierten Fahrvorgang beispielsweise eines in 1 dargestellten Fahrzeugs steuert;
• 4 ein Ablaufdiagramm zur Erläuterung eines Prozesses zum Übermitteln von Information über das eigene Fahrzeug durch eine in 3 dargestellte ECU für externe Kommunikation;
• 5 ein Ablaufdiagramm zur Erläuterung eines Prozesses zum Sammeln von Feldinformation in Bezug auf die Bewegung einer Vielzahl von Fahrzeugen mittels einer in 2 dargestellten Server-CPU;
• 6 ein Ablaufdiagramm zur Erläuterung eines Prozesses zum Generieren von Information mittels der in 2 dargestellten Server-CPU über einen Fahrweg oder einen Bewegungsbereich, innerhalb dessen jedes der Fahrzeuge in einem kurzen Abschnitt fahren kann, als primäre verarbeitete Information;
• 7 ein Ablaufdiagramm zur Erläuterung eines Prozesses zum Übermitteln, mittels der in 2 dargestellten Server-CPU, von Information, die zur Bestimmung oder zur Steuerung der Bewegung des Fahrzeugs verwendet werden kann und in dem in 6 veranschaulichten Generierungsprozess generiert wird;
• 8 ein Ablaufdiagramm zur Erläuterung eines Prozesses zum Empfangen von Information, die zur Bestimmung oder zur Steuerung der Bewegung des Fahrzeugs verwendet werden kann, von einem Endgerät des in 3 dargestellten Steuerungssystems für das Fahrzeug;
• 9 ein Ablaufdiagramm zur Erläuterung eines Prozesses zum Steuern eines automatisierten Fahrvorgangs oder eines assistierten Fahrvorgangs des Fahrzeugs durch eine Fahrsteuerungs-ECU des in 3 dargestellten Steuerungssystems für das Fahrzeug;
• 10 eine Darstellung, um in dem System zur Lieferung von Mobilitätsinformation gemäß einer exemplarischen Ausführungsform eine Reihe von Prozessen zu erläutern, und zwar von der Ermittlung von Fahrweginformation, die mit dem Fahrvorgang der Vielzahl von Fahrzeugen in Relation steht, aus Feldinformation, die mit dem Fahrvorgang der Vielzahl von Fahrzeugen in Relation steht, bis zur Steuerung der Bewegung der Vielzahl von Fahrzeugen;
• 11 A eine Darstellung einer zweispurigen Straße zur Erläuterung eines Prozesses, der von dem System zur Lieferung von Mobilitätsinformation ausgeführt wird, um Information über Fahrwege oder Bewegungsbereiche der Fahrzeuge für jede Fahrspur gemäß einem Beispiel zu generieren;
• 11 B ein Fahrzeug-Betriebsdiagramm zur Erläuterung von Fahrbedingungen der auf der ersten Fahrspur fahrenden Fahrzeuge;
• 11C ein Fahrzeug-Betriebsdiagramm zur Erläuterung von Fahrbedingungen der auf der zweiten Fahrspur fahrenden Fahrzeuge;
• 12 eine Darstellung zur Erläuterung eines Raumalgorithmus zum Zeitpunkt eines Einfädelns der Fahrzeuge gemäß einem Beispiel;
• 13 ein Zeitablaufdiagramm zur Erläuterung von von dem Server auszuführenden Prozessen bei einem Beispiel;
• 14 ein Ablaufdiagramm zur Erläuterung von Prozessen in dem Server, und zwar beispielsweise von einem in 13 dargestellten Identifikationsprozess bis zur Generierung eines Fahrwegs;
• 15 eine Darstellung zur Erläuterung einer Gruppierungspriorität, die in einem in 14 veranschaulichten Gruppierungsprozess zu verwenden ist;
• 16A eine Darstellung zur Erläuterung eines Bewegungszustands einer Vielzahl von Fahrzeugen auf der Basis der in 14 veranschaulichten Prozesse;
• 16B eine Darstellung zur Erläuterung eines Bewegungszustands einer Vielzahl von Fahrzeugen auf der Basis der in 14 veranschaulichten Prozesse;
• 16C eine Darstellung zur Erläuterung eines Bewegungszustands einer Vielzahl von Fahrzeugen auf der Basis der in 14 veranschaulichten Prozesse;
• 17 ein Ablaufdiagramm, in dem in einem Beispiel ein Prozess zum Steuern des automatisierten Fahrvorgangs oder des unterstützten Fahrvorgangs des Fahrzeugs durch eine Fahrsteuerung gesteuert wird, die von dem Steuerungssystem für das Fahrzeug ausgeführt wird;
• 18A eine Darstellung zur Erläuterung eines Bewegungszustands einer Vielzahl von Fahrzeugen auf der Basis des in 17 veranschaulichten Prozesses;
• 18B eine Darstellung zur Erläuterung eines Bewegungszustands einer Vielzahl von Fahrzeugen auf der Basis des in 17 veranschaulichten Prozesses;
• 18C eine Darstellung zur Erläuterung eines Bewegungszustands einer Vielzahl von Fahrzeugen auf der Basis des in 17 veranschaulichten Prozesses;
• 19 ein Ablaufdiagramm zur detaillierten Erläuterung eines Prozesses in einem Schritt ST67 der 9 gemäß einer exemplarischen Ausführungsform;
• 20 ein Ablaufdiagramm zur Erläuterung eines von einem Server ausgeführten Prozesses zum Sammeln von Feldinformation über die Bewegung der Fahrzeuge gemäß einer exemplarischen Ausführungsform; und
• 21 ein Ablaufdiagramm zur Erläuterung eines von einem Server ausgeführten Prozesses zum Übermitteln der gesammelten Feldinformation gemäß einer exemplarischen Ausführungsform.

The accompanying drawings are included to provide a better understanding of the invention and form an integral part of the present description. The drawings illustrate exemplary embodiments and, together with the description, serve to explain the principles of the invention. In the drawings show:

• 1 a configuration diagram for explaining a system for providing mobility information for mobile bodies according to an exemplary embodiment of the invention;
• 2 a hardware configuration diagram to explain an in 1 represented server;
• 3 a configuration diagram to explain a control system that an automated driving process, for example one in 1 vehicle shown controls;
• 4th a flowchart for explaining a process for transmitting information about one's own vehicle by an in 3 shown ECU for external communication;
• 5 a flowchart for explaining a process for collecting field information relating to the movement of a plurality of vehicles by means of one in 2 shown server CPU;
• 6th a flowchart to explain a process for generating information by means of the in 2 illustrated server CPU about a route or a moving range within which each of the vehicles can travel in a short section as primary processed information;
• 7th a flowchart to explain a process for transmitting, by means of which in 2 server CPU shown, of information that can be used to determine or control the movement of the vehicle and in the in 6th the illustrated generation process is generated;
• 8th a flowchart for explaining a process for receiving information that can be used to determine or control the movement of the vehicle from a terminal of the in 3 illustrated control system for the vehicle;
• 9 FIG. 13 is a flowchart for explaining a process for controlling an automated driving operation or an assisted driving operation of the vehicle by a driving control ECU of FIG 3 illustrated control system for the vehicle;
• 10 FIG. 13 is a diagram for explaining a series of processes in the mobility information delivery system according to an exemplary embodiment, from the determination of route information related to the driving operation of the plurality of vehicles from field information related to the driving operation of the Plurality of vehicles is related until controlling the movement of the plurality of vehicles;
• 11 A a representation of a two-lane road for explaining a process carried out by the system for providing mobility information to generate information about routes or moving areas of the vehicles for each lane according to an example;
• 11 B a vehicle operation diagram for explaining driving conditions of the vehicles traveling in the first lane;
• 11C a vehicle operation diagram for explaining driving conditions of the vehicles traveling in the second lane;
• 12th an illustration for explaining a space algorithm at the time of threading the vehicles according to an example;
• 13th a timing diagram for explaining processes to be executed by the server in an example;
• 14th a flowchart to explain processes in the server, for example from one in 13th illustrated identification process up to the generation of a route;
• 15th an illustration for explaining a grouping priority, which in a in 14th the grouping process illustrated is to be used;
• 16A FIG. 13 is a diagram for explaining a moving state of a plurality of vehicles on the basis of the in FIG 14th illustrated processes;
• 16B FIG. 13 is a diagram for explaining a moving state of a plurality of vehicles on the basis of the in FIG 14th illustrated processes;
• 16C FIG. 13 is a diagram for explaining a moving state of a plurality of vehicles on the basis of the in FIG 14th illustrated processes;
• 17th a flowchart showing, in one example, a process for controlling the automated driving process or the assisted driving process of the vehicle by a Driving control executed by the control system for the vehicle is controlled;
• 18A FIG. 13 is a diagram for explaining a moving state of a plurality of vehicles based on the in FIG 17th illustrated process;
• 18B FIG. 13 is a diagram for explaining a moving state of a plurality of vehicles based on the in FIG 17th illustrated process;
• 18C FIG. 13 is a diagram for explaining a moving state of a plurality of vehicles based on the in FIG 17th illustrated process;
• 19th a flowchart for a detailed explanation of a process in one step ST67 the 9 according to an exemplary embodiment;
• 20th a flowchart for explaining a process carried out by a server for collecting field information about the movement of the vehicles according to an exemplary embodiment; and
• 21 a flowchart to explain a process carried out by a server for transmitting the collected field information according to an exemplary embodiment.

DETAILED DESCRIPTION

The achievement of automated driving, for example, of a mobile body such as a vehicle, is expected to be able to move the mobile body to a destination regardless of the intention of a user, or to support a driving operation carried out by the user to improve the safety of the Move.

In a situation in which individual mobile bodies, such as vehicles, perform detection and control in an independent manner, however, it is not necessarily possible to precisely record the movement of another mobile body.

For example, an unforeseen movement of another mobile body, a stopping of another mobile body in a blind spot, and a further mobile body exiting from a blind spot may make it necessary for the mobile body, such as a vehicle, to carry out an abrupt travel control process to avoid contact with these other mobile bodies, for example.

In order to determine or control the driving process of a vehicle, such as a car, a system for supplying mobility information can be implemented which, for example, supplies information about a further mobile body to the vehicle. For example, a server of the mobility information delivery system can collect mobility information from a plurality of mobile bodies. Based on the collected information, the server can instruct the mobile bodies to move safely without colliding with another mobile body.

However, in the case of instructing the mobile bodies individually to move in order to achieve safety for each mobile body as described above, the instruction may make the mobile bodies move while maintaining a sufficient distance between vehicles. In this case, the number of mobile bodies that can move on a road at the same time is limited by the control operation performed by the mobility information delivery system.

As described above, it is desirable that a mobile body such as a vehicle can move efficiently while achieving safety.

It is desirable to provide a mobility information delivery system, server, and vehicle that enable efficient movement while achieving security.

Some exemplary embodiments of the invention are described in detail below with reference to the accompanying drawings. It should be noted that the following description is directed to illustrative examples of the invention and is not to be understood as limiting the invention. Such factors, such as, but not limited to, numerical values, shapes, materials, components, positions of the components, and the manner in which the components are coupled to one another, are intended for purposes of illustration only and are not to be construed as limiting the invention.

Furthermore, elements in the following exemplary embodiments that are not mentioned in a superordinate independent claim of the invention are optional and can be provided as required. The drawings are of a schematic nature and are not shown to scale. Throughout the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals in order to avoid any redundancy in the description.

First exemplary embodiment

1 shows a configuration diagram for explaining a system 1 for providing mobility information for mobile bodies according to a first exemplary embodiment of the invention.

This in 1 illustrated system 1 A large number of terminals can be used to supply mobility information 2 as well as a variety of wireless base stations 4th exhibit. The respective end devices 2 are in a wide variety of vehicles 100 suitable for driving on a road. The vehicles 100 can serve as a variety of mobile bodies. The wireless base stations 4th can serve as a variety of communication facilities. The wireless base stations 4th can be arranged along the road on which the vehicles 100 travel.

1 further illustrates a satellite 110 a global satellite navigation system (GNSS). The GNSS satellite 110 can emit radio waves towards the surface of the earth. The radio waves may include latitude and longitude information indicating a position of each satellite superimposed on absolute time information synchronized among the satellites. The end device 2 and the server 6th can radio waves from GNSS satellites 110 and thereby generate latitude and longitude information, thereby indicating a position of a place where the radio waves have been received.

The server 6th will be described later. On the basis of a distance that can be determined from the latitude and longitude generated and from the latitude and longitude of the satellites, it is possible to calculate the time that the radio waves need to reach the receiving point. In this way, with regard to the receiving point, it is possible to determine an exact time based on the time of the GNSS satellite 110 to investigate.

Examples of the mobile body can be added to the vehicle 100 include a pedestrian, bicycle, motorcycle and car. The end device 2 can be provided for these mobile bodies. The end device 2 can be attached to the vehicle 100 for example, be attached permanently or detachably.

Another vehicle 100 can drive on the road using the wireless base stations 4th Is provided. Examples of the other vehicle 100 can the further vehicle 100 that does not use information from the in 1 illustrated system 1 for the delivery of mobility information is supplied, as well as the other vehicle 100 included, which is supplied with further information from a further system for the delivery of mobility information.

The vehicle 100 and other mobile bodies, in contrast to a train, for example, cannot be designed to travel on a specified route.

It is possible that the vehicle 100 and other mobile bodies move while freely and independently changing their travel directions and speeds. The system 1 for supplying mobility information, instead of supplying mobility information to all of these mobile bodies, mobility information can only be supplied to a limited number of mobile bodies from the mobile bodies.

The wireless base stations 4th can use a special network 5 be coupled that for the system 1 is provided for the delivery of mobility information. The server 6th can also use the special network 5 be coupled.

The server 6th can with the terminals 2 over the special network 5 be coupled. The wireless base stations 4th , the special network 5 and the server 6th can a system 3 on the side of the base station. The system 3 can deliver mobility information to mobile bodies. The wireless base stations 4th can be arranged for respective sections along a single road. In this case, the respective wireless base stations 4th be designed to send information to the terminal 2 which is used in the mobile body moving in the section for which the wireless base station 4th responsible is.

Alternatively, the wireless base stations 4th be designed for respective areas. The areas can be wider than the individual street. In this case, any of the wireless base stations can 4th be designed to send information to the terminal 2 which is used in the mobile body moving in the area for which the wireless base station 4th responsible is.

In some exemplary embodiments, an “area” may refer to a location that is defined as planar space. The “area” can also be a zone.

In some exemplary embodiments, a “section” may refer to a span from one point to the next. The “section” can contain a concept of time.

The special network 5 can for the system 1 be designed to deliver mobility information. The special network 5 can be a private closed network. The special network 5 can be specially designed for a section of a certain road or an area of a certain region, but it can be any network as long as it restricts its use by imposing certain conditions, such as a certain system or section.

In contrast, the Internet can be a public, open wide area communications network. Examples of the wide area communication network may include, in addition to the Internet, a special communication network that can be used in an advanced transportation system such as an advanced driver assistance system (ADAS) and a switched ATM network specifically for a telephone system.

The system 1 any of these wide area communication networks can be used in place of or in conjunction with the particular network to provide mobility information 5 use. The transmission delay tends to be longer with an open network than with a closed network. The execution of an encoding, such as an encryption of data, makes it possible to ensure a certain degree of confidentiality in an open network. The use of the special network 5 however, enables low-delay, large-capacity, high-speed communication to be carried out in a mutually stable manner as data communication between the wireless base stations 4th and the server 6th , compared to a case where, for example, the Internet is used.

Even if the special network 5 For example, it is designed to send and receive information about asynchronous blocks or frames on the basis of the Transmission Control Protocol / Internet Protocol (TCP / IP) and is designed to retransmit frames in response to a collision detection unlikely that any delivery delay due to such a delivery will be unduly long. With the special network 5 it is possible to keep the transmission delay short compared to the Internet, where a large amount of data is sent and received asynchronously in some cases.

It should be noted that the two or more servers 6th may be provided for a communication network that supports the particular network 5 or the Internet. The servers 6th can be arranged for distribution between assigned regions, such as streets or areas. Alternatively, the server 6th be arranged for distribution in a downstream and upstream manner. The downstream server can connect to the wireless base stations 4th communicate directly.

The upstream server can be upstream of the downstream server. The servers 6th can be designed for distribution between two or more groups in which the terminals 2 are divided. In any case, cooperative operation of the two or more servers is made possible 6th a reduction in the processing load on each of the servers 6th . It also enables a suitable distribution and arrangement of the servers 6th on the communication network, a reduction in the amount of information transmitted in the respective sub-area and in the communication network as a whole.

In the system described above 1 for the delivery of mobility information, the terminals 2 of the vehicles 100 and the server 6th Sending data to and receiving data from each other by data packet routing control on the communication network that runs the particular network 5 and the wireless base stations 4th having. When the terminal 2 together with the vehicle 100 moves and the wireless base station moves 4th changes that is responsible for an area in which the terminal is located 2 the wireless base stations 4th and the server 6th toggle the route guidance.

The server 6th can do this with the terminal 2 through the wireless base station 4th communicate who is responsible for an area in which the moving vehicle is moving 100 new stops. The wireless base stations 4th can provide information related to the moving vehicle 100 and the terminal 2 Send and receive from each other before and after switching to each other.

It should be noted that the end devices 2 in the area or a wireless coverage area of the wireless base stations 4th can be included. The information can be sent and received, provided the terminals 2 located in at least one of the wireless coverage areas of the wireless base stations 4th that are available in the respective areas.

By communicating in this way, the server 6th Field information related to the driving process of the vehicles 100 collect. The field information to be collected can be, for example, information about a mobile body other than the vehicle 100 Act. On the basis of the collected field information, the server can 6th for example, information about a route or a movement area in a short section for each of the vehicles 100 to generate. In one embodiment, the information about the route or the movement area can serve as “information in connection with the route”.

The routes or areas of movement can allow the vehicles 100 allow, for example, to drive safely in these without colliding with each other. The server 6th can repeat the generated information at every predetermined point in time as primary processed information to the terminals 2 of the vehicles 100 send. The server 6th can use the collected field information for each of the vehicles, for example 100 itself and can organize the organized field information at every predetermined point in time repeatedly to the terminals 2 of the vehicles 100 send.

In a case where only one vehicle 100 corresponds to a predetermined zone and / or a predetermined section for which the wireless base station 4th is responsible, the wireless base station can 4th only for one vehicle 100 be responsible. In this case, the server can 6th the primary processed information based on a pre-collected map and field information from the one vehicle 100 to generate. The communication can only be carried out once in a period in which the vehicle 100 traverses the predetermined zone and / or the predetermined section for which the wireless base station is traveling 4th responsible is.

In some exemplary embodiments, a “short section” may refer to a section in the direction of travel (front, rear, left, right) of the vehicle 100 refer to, which is subjected to a control process or an assistance process. The “short section” can be defined, for example, as a distance that can be covered in 200 milliseconds at a speed of 60 km / h.

The term “responsible for” can refer to a state that the wireless base station is in 4th can communicate with a device in the corresponding area.

Such communication can do this in the vehicle 100 arranged terminal 2 the primary processed information or the field information received from the server 6th is repeatedly transmitted every predetermined period from the wireless base station 4th which is responsible for the area in which the terminal is located 2 is located. On the basis of the from the terminal 2 received information can be the vehicle 100 a control process for the movement of the vehicle 100 carry out. In the case of an automated driving process, the vehicle can 100 determine a route for the automated driving and cause the own vehicle to travel in accordance with the route.

In the case of a driver assistance process during manual driving, the vehicle can 100 adjust a driving operation that is carried out by a user driving in the vehicle in order to prevent the own vehicle from deviating significantly from the specified route and to cause the own vehicle to drive. The vehicle 100 is able to drive along the specified route. It should be noted that the vehicle 100 the user driving in it via the from the terminal 2 can notify received information or information on the basis of the received information, for example by the output of a display or a sound.

For the field information received from the base station, such as the server 6th to collect, it can be information about the movement of mobile bodies, such as vehicles 100 , regards. Examples of the field information can be obtained from the respective vehicles 100 information to be collected, monitoring information from a road, and traffic information from a region based on the monitoring information.

Examples of the respective vehicles 100 Information to be collected may be driving information of the vehicle 100 , occupant information relating to the user, peripheral information of the vehicle 100 as well as traffic information of a region. Examples of the driving information of the vehicle 100 In addition to the direction of travel and the speed of travel, a current position, a destination and an attitude or movement of a body of the vehicle can be used 100 include. Examples of the posture of the vehicle body may include a yaw rate.

The primary information processed is that of the base station, such as the server 6th , to the terminal 2 of the respective vehicles 100 is to be transmitted, it can be, for example, information from the respective vehicles 100 to control or determine the driving process of the vehicle 100 can be used. Examples of the primary information processed can be the direction of travel and the speed of travel in a short section of the vehicle 100 include. From the server 6th to the terminal 2 of the respective vehicles 100 Information to be transmitted can, for example, be information about an estimated current position of the vehicle 100 , a maximum moving distance or a maximum moving range from the estimated current position of the vehicle 100 as well as information about an estimated current time.

The end device 2 can receive this information repeatedly in short, predetermined time periods. This is the vehicle 100 able to continue driving while ensuring safety based on the information. The vehicle 100 can repeatedly obtain information for every short section every predetermined length of time and perform the driving operation depending on the information. This enables the vehicle 100 for example, a safer drive to a desired location.

With existing technologies, the vehicle gives 100 presents a route to a destination in, for example, a navigation device, and a user performs a driving operation himself while ensuring safety depending on the guidance of the route so that the vehicle 100 can safely move to the destination. During the movement, the vehicle having a driver assistance function can 100 one in the vehicle 100 arranged sensor, such as a camera, to take a picture of the interior or the external environment of the vehicle and set or adjust a route to assist with the driving process contact with a mobile body, such as the other vehicle 100 , to avoid.

In the case of such an autonomous, automated driving process or driver assistance process, however, it is not absolutely possible to control the movement of the other vehicle, for example 100 precisely predict and record.

For example, the other vehicle 100 that is operated by a user, perform an unforeseen movement such as an abrupt change in a route. Another mobile body can cut into a driveway, or the other vehicle 100 can be parked around a corner that is not overlooked. For example, bad weather, such as a snow storm, can reduce visibility. In weather such as a blizzard, it can be difficult to visually identify an oncoming vehicle. The other vehicle can be at an intersection or at the junction of an exit from a motorway 100 approach from a lateral direction or a diagonal rearward direction.

In these cases, it is necessary for the host vehicle to perform abrupt travel control during automated driving in order to make contact with the other vehicle 100 to avoid, for example, to prevent your own vehicle from being mixed with the other vehicle 100 comes into contact, the direction of travel changes abruptly, or that the own vehicle is a route of the other vehicle 100 with special needs. It is desirable to avoid such situations in order to prevent an accident. When controlling the movement of a mobile body such as the vehicle 100 , it is desirable that the movement is less likely to be influenced by an unpredictable movement of another mobile body.

2 illustrates a hardware configuration diagram to explain the in 1 shown server 6th .

The in 2 depicted server 6th can be a server communication facility 11 , a server GNSS receiver 12th , a server storage 13th , a central server processing unit (server CPU) 14th and a server bus 15th exhibit. The server communication facility 11 , the server GNSS receiver 12th , the server storage 13th and the server CPU 14th can with the server bus 15th be coupled.

The server communication facility 11 can be coupled to the communication network that the particular network 5 having. The server communication facility 11 can send data to and receive data from another device coupled to the communication network, for example the wireless base stations 4th or the end device 2 of the vehicle 100 acts.

The server GNSS receiver 12th can use the radio waves from the GNSS satellite 110 received to determine a current time. The server 6th can have a server timer, not shown, which is based on the current time of the server GNSS receiver 12th is calibrated.

In the server store 13th can get one from the server cpu 14th The program to be executed and the data must be saved.

The server CPU 14th can the program from the server memory 13th read out and run the program. In this way, a server control in the server 6th be implemented.

The server CPU serving as server control 14th can control the overall operation of the server 6th handle. The server CPU 14th can determine information that is in the system 1 to be collected for the delivery of mobility information, generate information to be provided to the communication devices and transmit the information.

In one embodiment, the server CPU 14th a collection facility 14A , a mapping unit 14B , a generator 14C and an identification unit 14D on.

It should be noted that the communications facility is the server 6th or the wireless base station 4th can act. Since the wireless base station 4th closer to the server CPU 14th is located on the network, the responsiveness is improved when the server CPU 14th with the wireless base station 4th communicates.

3 shows a configuration diagram for explaining a control system 20th , which enables the automated driving process, for example of the in 1 illustrated vehicle 100 controls.

3 Fig. 11 illustrates, as representative devices, respective control electronic control units (ECUs) incorporated in a plurality of control devices included in the control system 20th of the vehicle 100 are included. In again 2 depicted server 6th For example, each of the control devices may include a memory, an input and output terminal, a timer, and an internal bus in addition to the control ECU.

The memory can be configured to store a control program and data. The input and output port can be coupled to a target to be controlled or to a state detector for the target to be controlled. The timer can be designed to measure a point in time and a period of time. The internal bus can be coupled to the components described above.

In one example, the in 3 control ECUs shown to a driving ECU 21 , a steering ECU 22nd , a brake ECU 23 , a travel control ECU 24 , a driving ECU 25th , a detection ECU 26th , an ECU 27 for external communication as well as a user interface (UI) actuation ECU 28 Act. The control system 20th in the vehicle 100 may have a further control ECU, not shown.

These control ECUs can control the control system 20th of the vehicle 100 form.

In one embodiment, these control ECUs can serve as a "controller".

The plurality of control ECUs can be connected to any one of the vehicle 100 vehicle network used 30th be coupled, such as a CAN (Controller Area Network) or a LIN (Local Interconnect Network). The vehicle network 30th can take a variety of bus cables 31 and a central gateway (CGW) 32 include. The variety of bus cables 31 can enable coupling of the plurality of control ECUs to each other. The central gateway (CGW) 33 can serve as a relay device that connects the multitude of bus cables 31 is coupled.

The plurality of control ECUs may be assigned different identifications (IDs) from one another. The identifications can each serve as identification information. The control ECUs can each periodically output data to other control ECUs. The data can include an identification for one of the control ECUs and another identification for another one of the control ECUs. The one of the control ECUs can be an output source. The other of the control ECUs can be an output destination.

The other control ECUs can each use the bus cables 31 monitor. In a case where an identification representing an output destination corresponds to the identification of, for example, one of the control ECUs, the one control ECU can acquire data and execute processing based on the data. The central gateway 32 can use any of the wide variety of coupled bus cables 31 monitor. In a case where one of the control ECUs, which is an output source, is connected to one of the bus cables 31 is coupled, another of the control ECUs with another of the bus cables 31 is coupled and the central gateway 32 determines that an identification representing an output destination corresponds to the other one of the control ECUs, the central gateway 32 Data to the other of the bus cables 31 hand over.

Using the relay processing carried out by the central gateway 32 can be performed while one of the plurality of control ECUs is connected to one of the bus cables 31 is coupled and another of the control ECUs with another of the bus cables 31 is coupled, an exchange of input and output data can be achieved between the one of the plurality of control ECUs and the other of the plurality of control ECUs.

The UI actuation ECU 28 may be coupled to a user interface device for the user who is in the vehicle 100 moves. For example, the UI actuation ECU 28 with a display device 41 and an actuator 42 be coupled. The display device 41 can be, for example, a liquid crystal device or an image projection device. The actuator 42 can e.g. a touch panel or Be a touch panel, keyboard, or non-contact actuation sensing device. The display device 41 and the actuator 42 can for example be attached to an inner surface of the vehicle interior in which the user is driving. The UI actuation ECU 18th can receive data from the vehicle network 30th relate and the display device 41 cause a display to run based on the data.

When an actuation input on the actuation device 42 is executed, the UI operation ECU 28 the actuation input to the vehicle network 30th hand over. The UI actuation ECU 28 can execute the processing based on the operation input. The UI actuation ECU 28 can include a result of the processing in the data. The UI actuation ECU 28 can the display device 41 for example, to display a navigation screen for specifying a destination, to search for a route to the destination selected by an actuation input, and to include the route data in the data. The route data can contain attribute information or additional information, for example about a lane of a road to be used for the movement from the current position to the destination.

The driving ECU 25th can for example be coupled with actuators. The operating elements can be used by the user to control the driving process of the vehicle 100 be used. Examples of the operating elements can be a steering wheel 51 , a brake pedal 52 , an accelerator pedal 53 and a gear lever 54 be. When one of the operating elements is operated, the driving ECU 25th Data to the vehicle network 30th hand over. The data can include whether there is an actuation and can include an amount of actuation.

The driving ECU 25th can perform processing on the operation performed on the one of the operating members. The driving ECU 25th can include a result of the processing in the data. In a case where, for example, the accelerator pedal 53 is actuated in a situation in which another mobile body or a stationary object is in the direction of travel in front of the vehicle 100 is located, the driving ECU 25th determine that there is an abnormal operation. The driving ECU 25th can include a determination result in the data.

The detection ECU 26th can for example be coupled with detection elements. The detection elements can each indicate a driving state of the vehicle 100 detect. Examples of the detection elements can be a speed sensor 61 , an accelerometer 62 , a camera such as a stereo camera 63 , a vehicle interior camera 64 , a microphone 65 as well as a GNSS receiver 66 include. The speed sensor 61 can be used to detect the speed of the vehicle 100 be trained. The accelerometer 62 can detect the rate of acceleration of the vehicle 100 be trained. The stereo camera 63 can take a picture of an external environment of the vehicle 100 be trained.

The vehicle interior camera 64 can be designed to take a picture of the user in the passenger compartment. The microphone 65 can be designed to sound inside the vehicle 100 as well as outside of it into data. The GNSS receiver 66 can detect a position of the vehicle 100 be trained. The GNSS receiver 66 can like the server GNSS receiver 12th the radio waves from the GNSS satellites 110 received to determine a latitude and longitude indicating the current position of the own vehicle and a current time. It is therefore to be expected that the current time of the vehicle 100 with high accuracy with the current time based on the server GNSS receiver 12th of the server 6th matches.

The detection ECU 26th can obtain detection information from each of the detection elements, and can transmit data including the detection information to the vehicle network 30th hand over. The detection ECU 26th can perform processing based on the detection information. The detection ECU 26th can include a processing result in the data. In a case where, for example, the accelerometer 62 The detection ECU can detect acceleration and an acceleration rate exceeds a threshold value for collision detection 26th make a determination that a collision is detected. The detection ECU 26th can include a result of the collision detection in the data. The detection ECU 26th can extract a mobile body based on a captured image taken by the stereo camera 63 provided.

The mobile body can be, for example, a pedestrian or the other vehicle 100 act that is present in the vicinity of your own vehicle. The detection ECU 26th can determine a type and an attribute of the mobile body. The detection ECU 26th can estimate a relative direction, a relative distance and a moving direction of the mobile body depending on a position, a size and a change of the mobile body in the image. The detection ECU 26th can put information about the mobile body, including a result of the estimation, into the Include data and send the data to the vehicle network 30th hand over.

The ECU 27 for external communication can be with a communication device 71 and a communication memory 72 be coupled. The end device 2 can the ECU 27 for external communication, the communication facility 71 and the communication memory 72 exhibit. The communication facility 71 can from the ECU 27 Send and receive data to be sent and received for external communication to and from a device outside the vehicle. The device outside the vehicle can be the wireless base station, for example 4th or the communication facility 71 of the other vehicle 100 Act. The communication facility 71 can with the communication devices 4th communicate that are provided for respective areas or sections.

At the communication memory 72 it can be a computer readable recording medium. The communication memory 72 can be one from the ECU 27 Program to be executed for external communication, default values and to the ECU 27 Store data to be sent and received for external communication. The ECU 27 for external communication can be via the communication facility 71 eg data on the server 6th send and receive from this.

The ECU 27 for external communication, for example, information about one's own vehicle or one's own vehicle information about the vehicle network can be used 30th and collect the information about your own vehicle to the server 6th send. The ECU 27 for external communication can be from the communication device 71 obtain the primary processed information, e.g. from the server 6th is sent to the own vehicle, and can store the primary processed information in the communication memory 72 to save.

Examples of those from the ECU 27 Own vehicle information to be collected for external communication may include vehicle interior information such as a state of the user driving in the own vehicle, information about the driving state of the own vehicle, peripheral information such as a driving environment of the own vehicle, and information about a region in which own vehicle is driving. The peripheral information can contain information about a further mobile body that is present in the vicinity of the own vehicle.

Examples of the information on the driving state of the own vehicle include information detected by an autonomous sensor such as the above-described sensors in the own vehicle. The autonomous sensor can be a sensor attached to a vehicle, examples of which include an acceleration sensor, a GPS (Global Positioning System) sensor, a gyro sensor, an electromagnetic compass, an air pressure sensor, a camera, a radar sensor, an ultrasonic sensor and a Infrared sensor can include. The autonomous sensor can detect information related to the movement of the own vehicle, information about the user of the own vehicle, vehicle information such as a vehicle number, or the peripheral information or the information about the region of the own vehicle.

The information about the driving state of one's own vehicle can contain information about the driving state, which can be calculated on the basis of the detection by such sensors, such as information about the yaw rate. The information about your own vehicle provided by the ECU 27 For external communication can be transmitted, the information about the own vehicle can be that of the ECU 27 is collected for external communication and is unprocessed. Alternatively, the information about one's own vehicle can be the collected information that has been subjected to processing, filtering, coding or quantification. The ECU 27 for external communication can be used as a terminal device 2 repeatedly transmit the information about the own vehicle to the communication devices.

Information provided by the ECU 27 for external communication from the server 6th is to be obtained can contain, in addition to the primary processed information that is addressed to the own vehicle, primary processed information that is addressed to another mobile body present in the environment. The information to be determined can also contain interpolation information that cannot be determined by the autonomous sensor. The ECU 27 for external communication can be used as a terminal device 2 repeatedly at least information useful for determining or controlling the movement of the own vehicle is received from the communication devices.

The travel control ECU 24 can with a control memory 81 be coupled. At the control memory 81 it can be a computer readable recording medium. The control memory 81 can be one from the travel control ECU 24 Save the program to be executed, the default values and other information. The control memory 81 can provide information on details of the from the travel control ECU 24 Save the executed control process. The travel control ECU 24 can the program from the Control memory 81 read out and run the program. This enables the travel control ECU 24 To serve as a controller, which is used to control the driving process of the vehicle 100 is trained.

The travel control ECU 24 can receive data e.g. from the ECU 27 for external communication, the detection ECU 26th and the driving ECU 25th via the vehicle network 30th and can refer to the driving process, e.g. automated driving or manual assisted driving of the vehicle 100 steer. The travel control ECU 24 may be based on the received data driving control data for use in controlling the driving of the vehicle 100 to generate.

The travel control ECU 24 can send the driving control data to the driving ECU 21 who have favourited Steering ECU 22nd and the brake ECU 23 hand over. The driving ECU 21 who have favourited Steering ECU 22nd and the brake ECU 23 can control the driving process of the vehicle 100 control based on the input drive control data. The travel control ECU 24 can act as a motion control device to control the movement of the vehicle 100 using the from the terminal 2 control received information.

Next, there will be a control operation of travel routes of the vehicles 100 through the system 1 for providing mobility information, which has the configuration described above.

4th FIG. 11 shows a flowchart for explaining a process for the transmission of information about the own vehicle by the in FIG 3 depicted ECU 27 for external communication.

The ECU 27 for external communication can serve as the communication device installed in each of the vehicles 100 is arranged. In a case where they have to communicate with the wireless base station 4th is designed, the ECU 27 for external communication e.g. the in 4th repetitively execute the illustrated transmission process for information about the own vehicle. A cycle in which the ECU 27 for external communication, the information about the own vehicle can be transmitted, for example, in a range of several tens of milliseconds to about several seconds.

In one step ST1 can the ECU 27 For external communication, collect and determine the information about your own vehicle from the vehicle interior. For example, the ECU 27 for external communication data via the vehicle network 30th from the travel control ECU 24 , the detection ECU 26th and the driving ECU 25th relate. The ECU 27 for external communication, for example, the driving status of one's own vehicle, the status of the user driving in it, peripheral information about one's own vehicle and information about the region in which one's own vehicle is traveling can be collected.

The driving state of the own vehicle can be information such as the current position, the direction of travel or the driving speed of the own vehicle. The ECU 27 for external communication, information can also be calculated on the basis of the determined information that cannot be determined as a detection value of the autonomous sensor, such as information about the yaw rate. The ECU 27 for external communication, this collected data can be stored in the communication memory 72 to save. The ones from the ECU 27 Data collected for external communication can include a detection time for the respective individual data.

In a step ST2, the ECU 27 for external communication, determine whether a transmission time for the information about one's own vehicle has been reached. For example, the ECU 27 for external communication based on the current time of the GNSS receiver 66 determine whether the time elapsed from the previous transmission time has reached a predetermined transmission cycle. The control system 20th of the vehicle 100 may for example have a vehicle timer that is connected to the vehicle network 30th , the central gateway 32 , the ECU 27 for external communication or the travel control ECU 24 is coupled and based on the current time of the GNSS receiver 66 is calibrated.

In this case, a time of the vehicle timer can be used. In a case where the transmission cycle has not been reached (step ST2: No), the ECU may 27 for external communication, the process to return to the step ST1 cause. Upon determining that the transmission cycle has been reached and the transmission time has arrived (step ST2: Yes), the ECU can 27 for external communication, the process of going to one step ST3 cause.

In the step ST3 can the ECU 27 for external communication those in the step ST1 collected information about the communication facility 71 to the server 6th to transfer. The communication facility 71 can that in the step ST1 collected information to the wireless base station 4th transmit with the communication device 71 can communicate in a communication environment at the time of transmission.

The wireless base station 4th can be used by the communication facility 71 of the vehicle 100 received information about the particular network 5 to the server 6th to transfer. The one from the communication device 71 of the vehicle 100 to the wireless base station 4th The transmitted information can, for example, be information about one's own vehicle, the last current position of the vehicle 100 as well as the last time of the vehicle 100 include. The information about one's own vehicle can, for example, be one from the vehicle 100 the recorded value as well as its recording time.

As described above, the terminal can 2 from each of the vehicles 100 Repeatedly transmit the current or past detection information that is determined by the autonomous sensor of the respective vehicle to the communication device that is responsible for an area or section in which the vehicle is located. Each of the communication devices can be from the terminal 2 of the vehicle 100 moving in the area or section for which the communication device is responsible, the current or past information of the corresponding vehicle 100 received repeatedly. The respective communication devices may be those of the terminal 2 of the vehicle 100 received information to the server 6th to transfer.

5 FIG. 13 shows a flowchart for explaining a process for collecting the field information in connection with the movement of the vehicles 100 using the in 2 shown server CPU 14th .

The server CPU 14th of the server 6th can the in 5 repeatedly execute the collection process shown every time the server communication device 11 of the server 6th receives new field information.

In a step ST11, the server CPU 14th determine whether the field information has been received. Examples of the field information can be the information about one's own vehicle that is received from the terminal 2 from each of the vehicles 100 and detection information of a detection device such as a camera installed on a road. An unillustrated server of the advanced traffic system can, for example, provide traffic information of a region under the management of the advanced traffic system to the server 6th to transfer.

The server communication facility 11 can receive this information. In a case where the server communication device 11 has not received the field information (step ST11: No), the server CPU 14th repeat the process in step ST11. When the server communication facility 11 receives the field information (step ST11: Yes), the server CPU 14th the process of going to a step ST12 cause.

It should be noted that the server of the advanced transport system as a server 6th can serve. In this case, the process is used to generate information about a route or a movement area in which the respective vehicle 100 can drive in a short section after collecting the traffic information of the advanced traffic system, so that communications between the servers can be reduced.

In one step ST12 can the server CPU 14th determine whether a correction is required, for example with regard to a time contained in the received field information. The time of the vehicle 100 and the time of the server 6th can for example on the radio waves of the GNSS satellite 110 based on a common group so that it can be assumed that they originally match.

However, the vehicle can 100 drive in a situation where the radio waves from the GNSS satellite 100 cannot be received, for example in a tunnel. In this case it will be the time of the vehicle 100 based on a timer of the vehicle 100 updated, whereby the time may contain an error in relation to the common time. Therefore, for example, from the vehicle 100 transmitted time of the field information from the time of the server 6th to be different.

The server CPU 14th can determine the presence or absence of such an error, for example on the basis of a comparison between the received field information and the information of the server 6th or a comparison between a position contained in the received field information and map data. In a case where the presence of an error equal to or greater than a predetermined threshold value is determined (step ST12: Yes), the server CPU 14th Determine that a correction is needed and can exit the process to a step ST13 cause. In a case where the error is less than the threshold (step ST12: No), the server CPU 14th make a determination that correction is not required, and may initiate the process to proceed to a step ST 14th cause.

In the step ST13 can the server CPU 14th correct the received field information. The field information can be represented by any of different procedures can be corrected. For example, such a value as the time included in the actual field information can be corrected, or information about an error range can be added to the value such as the time. For the time of the vehicle driving through a tunnel 100 can the server CPU 14th for example, add information about a temporal error range corresponding to the time elapsed since entering the tunnel.

The server CPU 14th can also correct other information that can be corrected in correspondence with the correction of time, such as the position and speed of the vehicle 100 .

It should be noted that such information may be available for use in correcting the field information when the vehicle 100 the field information transmitted, or by the wireless base station 4th can be added, which forwards the field information. The field information correction process can be performed for those of the vehicle 100 information collected or for use by the wireless base station 4th forwarded field information are executed.

In the step ST 14th can the server CPU 14th classify the received or corrected field information depending on information sources of the same and the classified field information in the server memory 13th accumulate. The server storage 13th of the server 6th can thus be used as field information in connection with the movement of vehicles 100 the information about the vehicle 100 and the user or that of each of the vehicles 100 received peripheral information or the traffic information of the region in which the respective vehicles are located 100 move, accumulate and save. The server CPU 14th can store, in association with the received field information, a point in time at which the respective field information was received.

In 5 can the server CPU 14th in a case where, for example, a correction is required with regard to the time of the received field information, correct the time of the received field information directly.

In another case, the server CPU 14th the in 5 execute the illustrated process, for example, without correcting the time of the received field information.

In this case the server CPU 14th further generate additional field information for use to increase the margin of error, for example for the time of the received field information. On the basis of such additional information about the margin of error, the server CPU 14th in a subsequent process, information about a range of possible errors, for example in the position and speed of the vehicle 100 determine. This makes it possible, for example, to increase the possibility that this occurs within a position range of the vehicle 100 actually existing vehicle for processing by the server CPU 14th is subjected.

6th FIG. 13 shows a flowchart for explaining a process in order to use the in FIG 2 shown server CPU 14th to generate as the primary processed information information about a route or a movement area in which each of the vehicles 100 can drive in a short section.

The server CPU 14th of the server 6th can the in 6th repeat the illustrated route generation process. A cycle through which the server CPU 14th executes the route generation process, for example, can be shorter than the time that the vehicle 100 needed to drive through a route based on the primary processed information. For example, the cycle can be about several tens of milliseconds to about several hundred milliseconds.

In one step ST21 can the server CPU 14th determine whether a point in time for generating new routes for the vehicles 100 has been achieved. The server CPU 14th can be based on the current time of the server GNSS receiver 12th determine whether a time that has elapsed since the previous generation time has reached a predetermined generation cycle. In a case where the generation cycle has not been reached (step ST21: No), the server CPU 14th the determination process in the step ST21 repeat. When it is determined that the generation cycle has been reached and the time of generation has arrived (step ST21: Yes), the server CPU can 14th the process of going to a step ST22 cause.

In the step ST22 can the server CPU 14th from the server storage 13th obtain the latest field information received from the server communication facility 11 has been received. For example, the server CPU 14th the field information related to the movement of the vehicles 100 refer to that from the vehicles 100 is collected. The server CPU 14th can be preliminary processed information received by the wireless base station 4th has been processed, for example, determine on the basis of the field information. The server CPU 14th can be used as field information related to the movement of vehicles 100 Information related to the movement of vehicles 100 , Information about the users of the vehicles 100 as well as the peripheral information or the regional information of the vehicles 100 of the respective vehicles 100 relate.

In one step ST23 can the server CPU 14th map the driving environment on an actual map and a predicted map. The driving environment can be, for example, information about a traffic jam situation or a road closure situation, which indicates a state of a respective road. By mapping the driving environment, information indicating the driving environment on the actual map and the prediction map can be assigned for each position or area according to the driving environment.

The actual map and the forecast map can each be a road map of a region over which the system 1 provides information for the delivery of mobility information. The actual map and the forecast map can each be a world map. The actual map and the prediction map can be in the server memory 13th be saved.

The actual map can be a street map showing the actual positions of the vehicles 100 at the current time of the server GNSS receiver 12th can be mapped in real time. It should be pointed out that the actual map can be a road map on which the actual positions at a point in time which is a short predetermined period of time later than the current point in time of the server GNSS receiver 12th , can be mapped essentially in real time.

The prediction map can be a road map on which the predicted positions of the vehicles are displayed 100 can be mapped, which are estimated for a point in time which is later than the point in time of the actual map by a predetermined period of time. For example, the forecast map can be a road map at a point in time that is approximately several seconds later than the point in time of the actual map.

In one step ST24 can the server CPU 14th from the latest field information, a list of mobile bodies with respect to the vehicles 100 generate for which the server 6th must submit a notification at this time. The list of mobile bodies can be another mobile body, for example the other vehicle 100 , for which the server 6th does not have to submit a notification.

From one step ST25 can the server CPU 14th a process of mapping the actual positions of the target vehicles 100 start on the actual map. By mapping each of the vehicles 100 can provide information about the vehicle 100 for each of the actual positions of the vehicles 100 be mapped on the actual map.

The server CPU 14th can use the latest field information to determine the actual position of the vehicle 100 determine or estimate that is in the list of mobile bodies and has not yet been processed. The term “actually” or “this point in time” does not necessarily refer to the real time of the server GNSS receiver 12th but it can be a point in time that is several hundred milliseconds later than the time of the server GNSS receiver 12th .

In a case in which there is a time delay between one of the last current positions of the vehicle 100 The server CPU can 14th the determined current position as the actual position of the vehicle 100 regard. In a case where the time delay is greater than the threshold, the server CPU may 14th the information about your own vehicle, such as the direction of movement, the speed of movement or the position of the vehicle 100 Use to calculate a direction and an amount of movement that has taken place since the last current position found. The server CPU 14th can determine a position based on a result of the calculation as the actual position of the vehicle 100 regard.

In one step ST26 can the server CPU 14th map on the actual map the actual positions of the mobile bodies estimated on the basis of the latest field information. In this way, the actual positions can be based on the latest information about the vehicles 100 be mapped with high accuracy on the actual map.

In one step ST27 can the server CPU 14th determine if the processing is for the vehicles 100 the list of mobile bodies has been completed. In a case where the processing is for all vehicles 100 of the mobile body list has not been completed (step ST27: No), the server CPU 14th the process of returning to the step ST25 cause.

The server CPU 14th can the next vehicle 100 that has not yet been processed and the processes of that step ST25 up to the step ST27 repeat. Upon completion of processing for all vehicles 100 the list of mobile bodies (step ST27: Yes), the server CPU can 14th end the process of mapping on the actual map and can exit the process to go to one step ST28 cause. In this way you can see the actual positions of the target vehicles 100 be mapped on the actual map to show a relative positional relationship between the target vehicles 100 to represent.

From one step ST28 can the server CPU 14th start a process to display future predicted or predicted positions of the target vehicles on the forecast map 100 to map for a predetermined later period of time. The predicted positions can be predicted positions at a point in time several seconds after the point in time on the actual map.

The server CPU 14th can calculate the predicted position of the vehicle from the latest field information 100 estimate that is included in the list of mobile bodies and has not yet been processed. The server CPU 14th can provide information about the vehicle to be subjected to the calculation 100 to calculate the predicted position at a prediction time that is a short amount of time later than the actual time. The prediction time can be a time that is several hundred milliseconds to several seconds later than the actual time.

The server CPU 14th can contain information about your own vehicle, such as the direction of movement, the speed of movement or the position of the vehicle 100 , for calculating a moving direction and a moving amount from the actual position in consideration of a behavior of the vehicle 100 use. The server CPU 14th can set a position based on a result of the calculation as the predicted position of the vehicle 100 regard.

In one step ST29 can the server CPU 14th map on the prediction map the predicted positions of the mobile bodies, which have been estimated on the basis of the latest field information. Thus, the forecast positions can be based on the latest information about the vehicles 100 be mapped on the forecast map.

In one step ST30 can the server CPU 14th determine if the processing is for the vehicles 100 the list of mobile bodies is complete. In a case where the processing is for all vehicles 100 of the mobile body list is not completed (step ST30: No), the server CPU 14th the process of returning to the step ST28 cause. The server CPU 14th can the next vehicle 100 that has not yet been processed and the processes of the step ST28 up to the step ST30 repeat.

When completing processing for all vehicles 100 the list of mobile bodies (step ST30: Yes), the server CPU can 14th end the process of mapping on the forecast map and can exit to a step ST31 cause. Thus, the predicted positions of the target vehicles 100 can be mapped on the forecast map to show a relative positional relationship between the target vehicles 100 to represent.

In the step ST31 can the server CPU 14th Generate routes or areas that the target vehicles 100 enable a safer journey. For example, the server CPU 14th for each of the target vehicles 100 a safe route that does not obstruct or approach another mobile body from the actual position of the vehicle 100 on the actual map in the direction of the predicted position of the vehicle 100 generate on the forecast map. Assuming that the vehicle is 100 moved from the actual position to the predicted position, and when a travel path of the vehicle 100 a route of the other vehicle 100 does not cross or cross the path of the other vehicle 100 crosses with a time delay, the server CPU can 14th for example, generate a route from the actual position to the predicted position.

If, on the other hand, it is assumed that the vehicle is 100 moved from the actual position to the predicted position and when a travel path of the vehicle 100 a route of the other vehicle 100 cruising at essentially the same time, the server cpu can 14th generate a travel path from the actual position to a position immediately before the intersection as a travel path. In this case the server CPU 14th generate a route with a deceleration or deceleration until it stops at the position immediately before the intersection.

These processes move the server CPU 14th in a position on the basis of virtual routes of the vehicles 100 to generate a route from the positions on the actual map to the positions on the forecast map, within which each of the vehicles 100 can drive safely in a short section in order to prevent the routes of the vehicles from moving 100 cross.

The server CPU 14th can generate a safe movement area for each of the vehicles instead of such a special route 100 enables a safe journey. The safe movement area can be generated, for example, in such a way that it is the safe movement area of the other vehicle 100 not overlapped. The server CPU 14th can be the driveway or area that is common to each of the vehicles 100 is generated, as determined from the field information, primary processed information in the server memory 13th to save. On the basis of the information obtained, the server CPU can 14th in each of the vehicles 100 or the end devices 2 generate the primary processed information used to determine or control the movement of the vehicle 100 can be used.

In a step ST32, the server CPU 14th determine if the processing is for the vehicles 100 the list of mobile bodies is complete. In a case where the processing is for all vehicles 100 the list of mobile bodies is not completed (step ST32: No), the server CPU may 14th the process of returning to the step ST31 cause. The server CPU 14th can the next vehicle 100 that has not yet been processed and the processes of the step ST31 repeat up to step ST32. Upon completion of processing for all vehicles 100 the list of mobile bodies (step ST32: Yes), the server CPU can 14th the in 6th End the illustrated route generation process.

As described above, the server CPU 14th map on the actual map the actual positions of the plurality of mobile bodies estimated based on the collected field information. The server CPU 14th can also estimate the future predicted positions of the plurality of mobile bodies based on the actual map, as well as the traveling direction, the traveling speed, or the traveling state of each of the plurality of mobile bodies estimated based on the collected field information.

The server CPU 14th can map the forecast positions on the forecast map. Assuming movement of the plurality of mobile bodies from the positions on the actual map to the positions on the prediction map, the server CPU may 14th generate a travel path or a moving range within which each of the plurality of mobile bodies can safely travel in a short section as the primary processed information obtained based on the field information.

7th FIG. 11 illustrates a flowchart for explaining a process in order to use the in FIG 2 shown server CPU 14th to transmit the information required to determine or control the movement of the vehicle 100 usable and in the in 6th generation process illustrated is generated.

The server CPU 14th of the server 6th can the in 7th repeat the illustrated information transfer process. A cycle in which the server 6th the information transmitted can be in a range of, for example, about several tens of milliseconds to about several seconds, so that it is the same as in 4th illustrated transmission cycle of the vehicle 100 is.

For example, the server CPU 14th of the server 6th the primary information processed in collecting the field information from the vehicles 100 through the in 5 generate the illustrated process. The primary information processed may be the travel path or range of motion within which each of the plurality of mobile bodies in the short section can travel, as shown in FIG 6th is illustrated. In another example, the server CPU 14th the in 7th repeat the illustrated delivery process every time the server CPU 14th the in 6th the illustrated route generation process.

In one step ST41 can the server CPU 14th determine the most recent or newest information as the primary processed information, which is related to the route or the range of motion of the route 100 is related and in the server memory 13th is stored.

In one step ST42 can the server CPU 14th the determined primary processed information about the server communication device 11 to the communication facility 71 of the vehicle 100 that corresponds to the primary information being processed. The primary information processed can be from the server 6th over the special network 5 to the wireless base station 4th can then be transmitted from the wireless base station 4th to the end device 2 of the vehicle 100 be transmitted. The communication devices can send the generated primary processed information to the terminals 2 convey that in the vehicles 100 are arranged.

In a step ST43, the server CPU 14th determine if the processing is for the vehicles 100 the list of mobile bodies is complete. In a case where the processing is for all vehicles 100 of the mobile body list is not completed (step ST43: No), the Server CPU 14th the process of returning to the step ST41 cause. The server CPU 14th can the next vehicle 100 that has not yet been processed and the processes of the step ST41 repeat up to step ST43. Upon completion of processing for all vehicles 100 the list of mobile bodies (step ST43: Yes), the server CPU can 14th the in 7th End the illustrated delivery process.

The server 6th can in this way the primary processed information necessary for the control or determination of each of the vehicles 100 is to be used on the vehicles 100 to transfer. For example, the server 6th to each of the vehicles 100 the primary processed information conveying the direction and speed of travel of the vehicle 100 indicates.

The primary processed information can also include, for example, the actual position, the actual time and the forecast time as information for verification. By repeating the in 6th the process shown can be the server 6th the transmission of the primary processed information related to the route in the short section to each of the vehicles 100 run repeatedly.

It should be noted that the server 6th those of the vehicles 100 Field information to be collected together with or instead of the primary processed information to the vehicles 100 can transmit.

8th Fig. 13 is a flowchart for explaining a process for receiving the information necessary for determining or controlling the movement of the vehicle 100 is usable by the terminal 2 of the in 3 illustrated control system 20th of the vehicle 100 .

The end device 2 of the vehicle 100 can receive the primary processed information from the wireless base station 4th receive. The end device 2 can get the field information from the wireless base station 4th receive.

The ECU 27 for external communication of the end device 2 can the in 8th repeat the illustrated process for receiving the primary processed information. The ECU 27 for external communication, the in 8th repeat the illustrated receiving process each time the primary processed information is received.

In one step ST51 can the ECU 27 for external communication, determine whether new information addressed to the own vehicle has been received. The communication facility 71 can be the primary processed information addressed to the own vehicle or the field information addressed to the own vehicle from the server 6th receive. In this case the ECU 27 for external communication, make a determination that the new information addressed to the own vehicle has been received (step ST51: Yes), and it can proceed with the process of going to one step ST52 cause. In a case where the communication device 71 the new information addressed to the own vehicle is not from the server 6th has received (step ST51: No), the ECU 27 for external communication, the process in the step ST51 repeat.

In the step ST52 can the ECU 27 for external communication, the information addressed to the own vehicle from the communication device 71 determine. The information addressed to the own vehicle can relate to information that can be used for controlling the own vehicle. The information addressed to the own vehicle can also contain, for example, information in connection with the control of a device in the own vehicle as well as information which is in connection with the surroundings of the own vehicle and for which information in connection with the control can be processed.

In one step ST53 can the ECU 27 determine for external communication whether a correction is required, for example with regard to a time that is contained in the determined information addressed to the own vehicle. The time of the vehicle 100 and the time of the server 6th can for example on the radio waves of the GNSS satellite 110 are based on a common group, so that it can be assumed that they originally match.

However, there may be a situation where the server 6th at least temporarily is unable to receive the radio waves from the GNSS satellite 110 to recieve. In this case it will be the time of the server 6th based on a timer of the server 6th updated, whereby the time may contain an error in relation to the common time. Therefore, for example, the time of the server 6th transmitted field information from the time of the vehicle 100 to be different.

The ECU 27 for external communication can determine the presence or absence of such an error on the basis of, for example, a comparison between the received information and the information of the own vehicle. In a case where the presence of an error is equal to or greater than a predetermined threshold is determined (step ST53: Yes), the ECU 27 for external communications, determine that a correction is needed and can start the process to move to a step ST54 cause. In a case where the error is less than the threshold (step ST53: No), the ECU may 27 for external communication, determine that a correction is not required and can exit the process to a step ST55 cause.

In one step ST54 can the ECU 27 correct the information obtained for external communication. The information can be provided by any of several different methods 5 Getting corrected. For example, a value such as the time contained in the actual information can be corrected, or information about an error range can be added to the value such as the time.

The ECU 27 for external communication can also correct other information to be corrected according to the correction of the time, such as the position and speed of the vehicle 100 .

It should be noted that such information, which is to be used to correct the information, may also be present when the server 6th the information is transmitted, or by the wireless base station 4th can be added, which forwards the information. The information correction process can be done by the server 6th or from the wireless base station 4th are executed.

In one step ST55 can the ECU 27 for external communication, the information determined in the communication memory addressed to the own vehicle 72 accumulate. In this way, the information addressed to the own vehicle can be stored in the communication memory 72 of the vehicle 100 can be accumulated and stored.

As described above, the terminal can 2 of the vehicle 100 receive and accumulate the primary processed information obtained based on the field information related to the movement of the plurality of mobile bodies.

It should be noted that the end device 2 can receive and accumulate the collected actual field information related to the movement of the plurality of mobile bodies.

9 FIG. 13 shows a flowchart for explaining a process for controlling the automated driving process or the assisted driving process of the vehicle 100 by the travel control ECU 24 of the in 3 illustrated control system 20th of the vehicle 100 .

The travel control ECU 24 showing the driving process of the vehicle 100 controls, the drive control can be based on the in 9 the illustrated primary processed information repeatedly. The travel control ECU 24 can the in 9 execute illustrated driving control on the basis of the primary processed information, for example, in a cycle shorter than the time the vehicle 1 needed to drive through the route. For example, the repetition cycle in this case can be approximately several tens of milliseconds to approximately several hundred milliseconds.

In one step ST61 can drive control ECU 24 determine whether a time has been reached to update the control. The travel control ECU 24 can be based on the current time of the GNSS receiver 66 determine whether the elapsed time since the time the controller was previously updated has reached a predetermined update cycle. In another example, the travel control ECU 24 estimate a completion time of the currently executed control based on the travel path, and determine whether the time remaining until the estimated completion time is less than a threshold value.

In a case where the update cycle has not been reached (step ST61: No), the travel control ECU may 24 the determination process in the step ST61 repeat. When it is determined that the update cycle has been reached and the control update timing has arrived (step ST61: Yes), the travel control ECU may 24 cause the process to proceed to step ST62.

In the step ST62 can drive control ECU 24 determine the most recent primary information being processed. The travel control ECU 24 can from the communication memory 72 via the ECU 27 for external communication obtain the primary processed information most recently from the communication device 71 has been received. The travel control ECU 24 can also determine other primary processed information received earlier than the newest primary processed information along with the newest primary processed information. The multitude of primary information processed enables a change in motion to be detected.

In one step ST63 can drive control ECU 24 obtain the information about the own vehicle from each part of the own vehicle. For example, the travel control ECU 24 the current position as well as information about another nearby mobile body from the detection ECU 26th relate. In the case of the assisted driving, the driving control ECU 24 Information about an operation performed by the user from the driving ECU 25th relate.

In one step ST64 can drive control ECU 24 determine a correspondence between the information and the actual current position. The travel control ECU 24 can compare the current position detected by the own vehicle and the actual position contained in the most recent primary processed information with each other. In a case where these positions coincide with a slight error that does not interfere with the travel control (step ST64: Yes), the travel control ECU may 24 make a determination that the current positions match, and it can start the process of moving to a step ST65 cause. In a case where an error between these positions is larger than the minor error (step ST64: No), the travel control ECU may 24 make a determination that the current locations do not match and may initiate the process to proceed to a step ST67 cause.

In the step ST65 can drive control ECU 24 determine whether the travel route from the current position designated by the newest primary processed information is in an obstacle-free state in which the own vehicle can travel. For example, the travel control ECU 24 determine an obstacle, an anomaly, the presence or absence of a risk as well as the presence or absence of another passing mobile body within the designated route or the designated movement area on the basis of the determined peripheral information detected by the own vehicle.

In a case where these obstacles are unlikely to exist (step ST65: Yes), the travel control ECU may 24 make a determination that the designated route is unobstructed and can initiate the process of proceeding to a step ST66 cause. In a case where an obstacle exists or is likely to exist (step ST65: No), the travel control ECU may 24 determine that there is an obstruction in the designated path or range of motion and may initiate the process of proceeding to a step ST67 cause.

The travel control ECU 24 can not only simply determine the freedom from obstacles of the designated route on the basis of the peripheral information that is detected by the own vehicle and determined by the autonomous sensor. The travel control ECU 24 can also compare the detection value of the autonomous sensor as well as information contained in the latest primary information processed. The travel control ECU 24 can in this way determine the freedom from obstacles of the designated route on the basis of an error between the detection value and the information contained.

In a case where a type of physical quantity or a coordinate system differs between the detection value of the autonomous sensor and the information to be obtained externally, the travel control ECU may 24 convert the physical quantity or the coordinate system of the externally determined information in order to make the information comparable with the detection value of the autonomous sensor. In this case, the travel control ECU 24 compare a value of a pseudo-sensor resulting from the conversion and the detection value of the autonomous sensor.

In a case where the error is equal to or greater than a threshold value (step ST65: No), the travel control ECU may 24 determine that the designated path or range of motion has an obstruction and may initiate the process of proceeding to a step ST67 cause. In a case where the error is less than the threshold (step ST65: Yes), the travel control ECU may 24 make a determination that the designated route is unobstructed and may initiate the process of proceeding to a step ST66 cause.

In the step ST66 can drive control ECU 24 control the driving process in accordance with the designated route.

The travel control ECU 24 can generate the designated travel path or a travel path within the designated movement area as travel control data. In a case where from the server 6th a travel path represented by a vector including a direction and a distance or a time has been determined, the travel control ECU may 24 generate the driving control data along the route. In a case where from the server 6th a safe movement area in which the own vehicle can travel has been determined, the travel control ECU can 24 calculate a vector containing a direction and a distance or a time in which the own vehicle can maximally travel within the safe movement area, and it can generate a travel path represented by the vector as travel control data.

The travel control ECU 24 can control the driving of the own vehicle based on the generated driving control data. In the case of assisted driving or driving assistance, the driving control ECU 24 adjust an operation carried out by the user in order to prevent the host vehicle from deviating significantly from the travel path on the basis of the generated travel control data. During the adjustment, the travel control ECU 24 adjust the actuation carried out by the user in order to prevent the own vehicle from deviating from the specified range of motion.

As described above, the travel control ECU 24 Determine the route of your own vehicle and control or support the driving process of the vehicle, on the basis of the primary information processed by the terminal 2 is received and is determined on the basis of the field information in connection with the movement of the plurality of mobile bodies.

In the step ST67 can drive control ECU 24 generate the travel control data based on the information independently detected by the autonomous sensor of the own vehicle in place of the designated travel route. During the generation, the drive control ECU 24 Use information about the designated route or movement area as subordinate information for obtaining the travel control data on the basis of the autonomous sensor and generate the travel control data within the designated route or area.

The travel control ECU 24 can control the driving of the own vehicle based on the generated driving control data. In the case of driving assistance, the driving control ECU 24 adjust an operation carried out by the user in order to prevent the host vehicle from deviating significantly from the travel path on the basis of the generated travel control data. During the adjustment, the travel control ECU 24 adjust the actuation carried out by the user in order to prevent the own vehicle from deviating from the specified range of motion.

As described above, the travel control ECU 24 in the vehicle serving as a mobile body 100 that of the communication device 71 determine received primary processed information, generate the driving control data from the primary processed information, and the driving operation of the vehicle 100 control or support based on the generated drive control data. On the basis of the travel route designated in the primary processed information obtained, the travel control ECU is 24 able to determine or control the movement of the vehicle and the driving of the vehicle 100 to control or assist. The travel control data can be used as secondary processed information for use in determining or controlling movement of the vehicle 100 to serve.

In contrast to the exemplary embodiment, the terminal can 2 also other information than the information about the route or the movement area, such as the field information, from the wireless base station 4th receive. In this case, the travel control ECU 24 based on the information determined by the reception, a route or movement area through a process similar to that for the server 6th and generate the in 9 perform the illustrated process based on the travel path or range of motion.

For example, the travel control ECU 24 generate information about a route or a movement area from the field information, within which the own vehicle can drive in a short section, and can use the in 9 execute the illustrated process based on the generated information.

As described above, in the exemplary embodiment, the server 6th the field information related to the movement of the vehicles 100 collect that serve as a multitude of mobile bodies. The server 6th can generate a travel path or a safe movement area in a short section for each of the mobile bodies based on the collected field information. The routes or safe movement areas can, for example, enable the multitude of mobile bodies to travel safely in them without colliding with one another.

The server 6th can send the generated route or safe movement area in the short section to each of the communication devices 71 of the end devices 2 as the primary processed information. The communication facility 71 of the end device 2 can be designed by the server 6th receive the primary processed information relating to and usable in the corresponding mobile body. Hence it is the communication device 71 possible to determine route information in connection with one's own movement, which is under Taking into account a route is generated, according to which another mobile body is moving.

Each of the mobile bodies can obtain its own travel route information generated in consideration of a travel route according to which another mobile body is moving, and can travel based on the travel route information. This makes it less likely that the mobile body will be affected by an unpredictable movement of the other mobile body. The plurality of mobile bodies such as vehicles can thus move in accordance with common information, thereby increasing mutual safety while driving.

10 shows a view when in the system 1 for the delivery of mobility information according to the first exemplary embodiment, a sequence of processes is explained, namely from the determination of the route information in connection with the driving process of the vehicles 100 from the field information in connection with the driving process of the vehicles 100 up to controlling the movement of the vehicles 100 .

In one step ST71 can the system 1 for the delivery of mobility information, the field information in connection with the driving process of the vehicles 100 collect.

In one step ST72 can the system 1 the actual positions of the vehicles to provide mobility information 100 based on the field information related to the driving process of the vehicles 100 determine and map the actual positions on the actual map.

In one step ST73 can the system 1 the predicted positions of the vehicles for the delivery of mobility information 100 based on the field information related to the driving process of the vehicles 100 determine and map the predicted positions on the predicted map or forecast map.

In one step ST74 can the system 1 a movement area or a designated route for each of the vehicles to provide mobility information 100 based on the actual map and the forecast map.

In one step ST75 can the system 1 for the delivery of mobility information from the movement area or the designated route for each of the vehicles 100 that of each of the vehicles 100 Determine the travel path to be used for the control or detection.

In one step ST76 in the system 1 for the delivery of mobility information, the vehicles 100 the driving process of one's own vehicle through automated driving, for example along the route for the vehicle 100 steer.

As described above, the system can 1 for providing mobility information, the actual card in the step ST72 to generate. Through the processes of the step ST73 up to the step ST75 can the system 1 To deliver mobility information, generate information such as routes or areas of movement that the vehicles 100 enable a safer journey without a collision. The vehicles 100 under the control of the system 1 To deliver mobility information, the driving process of one's own vehicle can be controlled on the basis of the corresponding information about the designated route or area. This enables the vehicles subject to control 100 a safe journey without colliding with another mobile body.

That way, the processes of the step ST73 up to the step ST75 correspond to a control process based on a collision prediction (step ST70). The control process may be a process of predicting the possibility of a collision for each of the vehicles 100 based on mapping data such as the actual map, as well as for controlling, in a case where there is a possibility of a collision, the driving of each of the vehicles 100 to prevent the collision from occurring.

In the first exemplary embodiment, the one with the wireless base stations 4th coupled servers 6th the processes of the step ST71 up to the step ST74 run, and the control system 20th of the vehicle 100 can the processes of the step ST75 up to the step ST76 carry out.

In another example, the server 6th the processes of the step ST71 up to the step ST72 run the processes from the step ST71 up to the step ST73 Run or the processes from the step ST71 up to the step ST75 carry out. In this case, the server can 6th the primary processed information on the terminals generated by the processes 2 of the vehicles 100 to transfer. Each of the vehicles 100 can do the process in the step ST76 in processes based on that of the terminal 2 the primary processed information received in order to control the driving process of the own vehicle.

The following are some examples of the control process implemented by the System 1 for providing mobility information according to the exemplary embodiment for controlling the movement of the vehicles 100 is performed.

First example: Example in which mapping data including an actual map and a prediction map are used for each lane

The system 1 for the delivery of mobility information according to the exemplary embodiment, routes or movement areas of the vehicles 100 generate for each street.

Some roads have multiple lanes in the same direction of travel. The road traffic conditions or the number of vehicles in front may differ between the lanes. For example, it is likely that the vehicles 100 slow down at an exit or a junction on a motorway and become jammed.

The following describes an example that deals with such a situation.

the 11A , 11B and 11C illustrate a process used by the system 1 for the delivery of mobility information is carried out to provide information about the routes or areas of movement of the vehicles 100 to generate for each lane according to a first example.

11A illustrates a road with a first lane and a second lane on which the vehicles are traveling 100 drive in the same direction.

11B Fig. 13 shows a vehicle operation diagram for explaining driving conditions of the vehicles 100 driving in the first lane.

11C Fig. 13 shows a vehicle operation diagram for explaining driving conditions of the vehicles 100 driving in the second lane.

The vehicle operating diagrams of the 11B and 11C each have a horizontal axis along which a position along the lane is shown, a vertical axis along which the time is shown, and an origin point corresponding to a current time. Lines in the vehicle operation diagrams can indicate the movement of vehicles 100 Show. Each of the vehicles 100 can change its position as it moves along the corresponding line with the passage of time from a current position corresponding to an intersection between the vertical axis and the horizontal axis. The actual map can, for example, be a combination of these vehicle operating diagrams for the respective lanes of the road.

On the basis of the actual positions and the speeds given in the field information of the vehicles 100 are included, the server 6th the vehicle operating diagrams of the 11 B and 11C generate the driving conditions of the vehicles 100 for the respective lanes. For example, the server 6th based on the positions or the history of the vehicles 100 determined positions from the vehicle operating diagrams for the respective lanes select a vehicle operating diagram which corresponds to the lane on which the vehicles 100 actually drive. The server 6th can be an actual position or a predicted position of each of the vehicles 100 on the selected vehicle operating diagram based on the time, position, speed, or acceleration rate, for example, of the corresponding vehicle 100 is determined.

The server 6th can provide information on the route or the range of motion of each of the vehicles 100 generate based on the vehicle operating diagram, so that each of the vehicles 100 is prevented from getting too close to the other vehicle 100 to move in front of and behind the vehicle 100 moves.

In the vehicle operating diagram shown in 11B is shown, for example, a first, second and third vehicle 100 in a direction of travel from left to right in 11B Drive ahead at essentially the same speed. On the other hand, a fourth vehicle can 100 that is closest to the origin point at a higher speed than the first, second, and third vehicles 100 drive that in front of the fourth vehicle 100 travel. If these vehicles 100 The fourth vehicle would continue to drive at this speed 100 with the third vehicle 100 collide.

The server 6th can predict and determine the possibility of such a collision on the basis of the mapping and can generate the information about the routes or areas of movement that the four vehicles 100 cause it to move while avoiding the detected possible collision. For example, the server 6th the information about the route or movement area of the first, second and third vehicles 100 that generate these vehicles 100 prompted to continue driving at a current speed, and the information about the route or range of motion of the fourth vehicle 100 generate that the fourth vehicle 100 to decelerate to the same speed as the first, second and third vehicles 100 arranged to be in front of the fourth vehicle 100 travel.

The automated driving process of the fourth vehicle 100 can then based on that provided by the server 6th received information can be controlled so that the fourth speed 100 decelerates to a specified speed within the range of motion in which the fourth vehicle 100 a collision with the third vehicle 100 is prevented.

The server 6th can also be an average speed of vehicles 100 calculate for each lane and compare the average speeds. For example, the server 6th the average speeds of the vehicles in advance 100 calculate and compare at a point in time that corresponds to the forecast map. In a case where the average speed of the lanes is different, the server may 6th generate the information about the route or movement area of the vehicle traveling in the lane at a lower average speed 100 to change to the lane with a higher average speed.

In this case, the server can 6th generate the information about the route or movement area that the vehicle covers 100 to change to the lane with the highest average speed from the lanes. For example, the server 6th Generate the route or movement area that the vehicle 100 to perform a lane change at a decelerating speed or an accelerating speed without the other vehicles 100 getting too close to those driving in the lane the vehicle is in 100 has changed.

The server 6th can transmit the generated route or movement area that provides for a lane change.

The control system 20th of the vehicle 100 can control or determine the driving of the own vehicle along the travel path or movement area specified by the wireless base station 4th to the terminal 2 is transmitted. The vehicle can do this 100 cause a lane change to be carried out in response to an instruction. After changing lanes, the vehicle can 100 Drive in the original lane while avoiding traffic jams or a delay.

For example, the driving speeds and the average speed of the vehicles 100 who are in the lane of 11B drive, be slower than with the vehicles 100 who are in the lane of 11C travel. In this case, the server can 6th that in the lane of 11B moving fourth vehicle 100 instruct a lane change to the lane of the 11C to undertake.

In response to the instruction from the server 6th , can do that in 11B illustrated fourth vehicle 100 automatically perform the instructed lane change within the movement area in which the fourth vehicle is based on the received information 100 for example a collision with the third vehicle 100 is prevented. Then this can be done in 11 B illustrated fourth vehicle 100 as the third vehicle 100 be mapped that the lane of the 11C is newly added.

In the exemplary control process described above, the information about the routes or movement areas of the vehicles 11 can be generated in such a way that a collision of the vehicles traveling in the respective lanes 100 is prevented with each other in the respective lanes.

Furthermore, in the exemplary control process described above, the information about the routes or areas of movement can be generated in such a way that the vehicles 100 avoid a traffic jam.

It should be mentioned that in this exemplary embodiment the server 6th the information about the routes or movement areas with lane changes by communicating with the wireless base stations 4th over the special network 5 can generate based on the vehicle operating diagram indicating the driving conditions.

In this case, the information about the routes or moving areas with lane changes is likely to be generated at a delayed point in time when the vehicles 100 drive in a complicated sequence, such as when the vehicles 100 thread at an exit or a junction of a motorway. To cope with such a problem, the respective wireless base stations 4th multiple servers 6th can be assigned, and the information about the routes or movement areas with lane changes can be distributed under the distributed control of the server 6th to be generated. This is helpful in minimizing the delay in transmitting the information.

Second example: Example in which the area surrounding each vehicle 100 is taken into account

12th shows a diagram for explaining space algorithms of the vehicles 100 at the time of threading (lane change) according to exemplary embodiment. The server 6th may have an actual map generator that changes the time of information received from an information store into a server time for generating a map in the form of a planar coordinate system. The planar coordinate system has a horizontal axis that illustrates time and a vertical axis that illustrates position. The planar coordinate system can change the position of a respective vehicle 100 represent over time. In this case, a driving range of each vehicle 100 be calculated in the form of a course or a lane that is shown on a plane.

A solid arrow represents the state of motion of the mobile body (the vehicle 100 in this exemplary embodiment). Time may extend in a minus direction along the vertical axis. For example, the vertical axis can contain an absolute time of an actual driving process. The horizontal axis running in a plus direction represents the lane. The inclination of each solid arrow represents the speed of the mobile body. That is, the overlapping solid arrows along the horizontal axis can be an obstruction between the vehicles 100 with the speed decreasing as the slope of the solid arrow gets closer to the vertical axis.

An area defined by a broken line surrounding each solid arrow represents the width of an occupancy area. The occupancy area can be the longitudinal length and the widthwise length of a vehicle 100 as well as a margin. The obstruction can be prevented by giving the highest priority to a mobile body which is likely to occupy a predetermined place at the earliest point in time at a predicted travel time and the highest priority among the vehicles traveling in the same lane 100 owns. The direction of the solid arrow can indicate the direction of travel of the vehicle 100 correspond.

A left part of the 12th can correspond to the first lane that serves as the threading lane and a right part of the 12th may correspond to the second lane that serves as the main lane. In a case where a vehicle traveling in the first lane 100A Trying to change lanes to the second lane overlaps the vehicle 100A corresponding solid arrow in an upper left part of the 12th the solid arrow in an upper right part of the 12th driving a vehicle 100B corresponds to driving in the second lane in a predicted period of travel.

This means that there is an obstruction between the vehicle 100A and the vehicle 100B would come. When the vehicle 100A executes a lane change to the second lane at a delayed point in time, as shown in a lower left part of FIG 12th is shown overlaps the vehicle 100A Corresponding solid arrow does not correspond to the vehicle 100B corresponding solid arrow in the predicted duration of the trip, as shown in a lower right part of the 12th is shown. This means that there is no obstruction or collision between the vehicle 100A and the vehicle 100B would come. Thus, the vehicle can 100A be notified that the vehicle 100A change lanes with threading at a later point in time.

Third example: Example with grouping for platooning

In the system 1 for the delivery of mobility information, the server 6th Vehicle mobility information 100 collect and, based on the collected information, designate a travel route or a moving range of each of the vehicles 100 safe driving without colliding with another vehicle 100 enables.

In the case of an individual instruction of the vehicles 100 for movement in order to ensure safety for each vehicle in the manner described above 100 to achieve, however, the instruction can cause the vehicles 100 move while maintaining a sufficient distance between vehicles.

In a case where the vehicles 100 Moving while maintaining a sufficient distance between each other is the number of vehicles 100 that can move on a street at the same time. As described above, it is desirable that the vehicle 100 can move in an efficient manner while achieving security.

13th FIG. 13 shows a timing diagram for explaining processes carried out by the server 6th to be implemented in the third example.

The server CPU 14th of the in 2 shown server 6th can do this in the server memory 13th Read out and execute saved programs. This offsets the server 6th able to carry out, for example, a collection process, a mapping process, a generation process and an identification process.

The server CPU 14th of the server 6th can execute the collecting process in a step ST200 in which they successively the field information, the information about the movement of the vehicles 100 or receives and collects the preliminary processed information obtained by processing the field information. During the execution of the collecting process in step ST200, the server CPU 14th carry out the mapping process, the generation process, and the identification process through a processing cycle measured by the unillustrated server timer.

In the mapping process in one step ST201 can the server CPU 14th positions of the vehicles based on the information collected by the processing cycle 100 on mapping data, such as the actual map or the forecast map.

In the one-step generation process ST202 can the server CPU 14th the mapping data showing the mapped positions of the vehicles 100 for generating information about a travel path or a moving area in a short section for each of the vehicles 100 use existing in a predetermined zone or portion, for example, assuming the movement of vehicles 100 from the locations on the actual map. The routes or the areas of movement can be used by the vehicles 100 enable movement in these without interfering with one another.

For example, the server CPU 14th Information about the route or the range of motion for each vehicle 100 using the processing cycle for all vehicles 100 which are present in the predetermined zone or the predetermined portion. The server CPU 14th can, for example, the generated route to each of the vehicles 100 to transfer. Based on the appropriate, from the server 6th related information can be provided by the respective vehicles 100 perform a control process, e.g. on the basis of the for the vehicle 100 to move the generated route.

In the identification process in one step ST203 can the server CPU 14th the vehicles 100 that are to be prompted to carry out platooning or to drive in convoy, from the vehicles present in the predetermined zone or the predetermined section 100 identify. In a case where the vehicles 100 have been identified, the server CPU 14th an instruction for platooning, for example together with the generated route to the respective vehicles 100 to transfer. Based on this from the server 6th related information can be provided by the respective vehicles 100 a control process for movement while platooning in close succession with the other vehicles 100 carry out.

14th Figure 3 shows a flowchart in the server 6th Processes from the in 13th illustrated identification process illustrated for example up to the generation of a route.

The server CPU 14th of the in 2 shown server 6th can the in 14th illustrated process as part of the in 6th repeat the illustrated route generation process.

In one step ST211 can the server CPU 14th determine whether a point in time for generating new routes for the vehicles 100 has been achieved. The server CPU 14th can be based on the current time of the server GNSS receiver 12th determine whether the time that has elapsed since the previous generation time has reached a predetermined generation cycle. In a case where the generation cycle has not been reached (step ST211: No), the server CPU 14th the determination process in the step ST211 repeat. If it is determined that the generation cycle has been reached and the time of generation is present (step ST211: Yes), the server CPU can 14th the process of going to a step ST212 cause.

In the step ST212 can the server CPU 14th the presence or absence of the vehicle 100 as a platooning target.

For example, in a case where information on platooning is based on vehicle-to-vehicle communication (V2V) from any of the vehicles 100 has been determined, the server CPU 14th the vehicle 100 as a platooning target. In this case the server CPU 14th the platooning target based on a request from the vehicle 100 identify.

Another example may be in a case where the vehicles 100 continue to move closely following each other in the map data in a case where one vehicle follows the movement of any other vehicle 100 following, or in a case where any of these states persist for a threshold period of time or more, the server CPU 14th the corresponding vehicles 100 as a platooning target. In this case the server CPU 14th the platooning target based on the determination of the attribute or driving condition of the vehicle 100 identify.

In a case where it is not possible to use the vehicle 100 as a platooning target (step ST212: No), the server CPU 14th the process of going to a step ST213 cause. In a case where the vehicle 100 can be identified as a platooning target (step ST212: Yes), the server CPU 14th the process of going to a step ST214 cause.

In the step ST213 can the server CPU 14th in the usual way information about a route or a movement area for individual driving for all vehicles 100 generate existing in the predetermined zone or the predetermined portion as the vehicle 100 that is to constitute the platooning target has not been identified. Based on the appropriate, from the server 6th related information can be any of the vehicles 100 a control process for movement based on, for example, the vehicle 100 execute the generated route.

In the step ST214 can the server CPU 14th the vehicles identified as platooning targets 100 group. The server CPU 14th can use the vehicles identified as platooning targets 100 simply group them into units of vehicles that are already moving in front of and behind each other in a row. Alternatively, the server CPU 14th the grouping by classifying the attributes of the identified vehicles 100 depending on predetermined priority levels to make the number of vehicles of each group equal to or less than a desired number.

In one step ST215 can the server CPU 14th in the mapping data showing the mapped positions of the vehicles 100 include a tag for the vehicles identified as platooning targets 100 make. This makes it possible to identify the vehicles in the mapping data 100 that are to be prompted for platooning, from those vehicles 100 to distinguish which are not the vehicles 100 acts that are to be prompted for platooning.

In one step ST216 can the server CPU 14th specify a platooning occupancy area in the mapping data that shows the mapped positions of the vehicles 100 include. In the mapping data, for each of the vehicles 100 an occupancy area for a range of possible positional errors based on a size, such as a rank, of each of the vehicles 100 can be specified. The server CPU 14th can set the platooning occupancy area for the area of position errors of the vehicles belonging to the respective group 100 pretend. The vehicles 100 belonging to the platooning group that moves within the platooning occupancy area can move freely within the perimeter of the platooning occupancy area.

The following vehicle 100 that is attached to the vehicle 100 Moving at the head of the group, can be in a crowded or closely following state with a shorter vehicle distance from the vehicle in front 100 move. In this case, too, the other vehicle can 100 move in such a way that there is no impairment with regard to the platooning occupancy area, so that an impairment between the platooning vehicle 100 and the other vehicle 100 can be reduced.

In one step ST217 can the server CPU 14th individually for all vehicles 100 which are present in the predetermined zone or the predetermined section, for example, generate information about a travel path or movement area that allows movement without impairment with respect to the other vehicle 100 allows. For the vehicles belonging to the platooning group 100 can the server CPU 14th for example, generate information about a set of routes or areas of movement for the entire group instead of individual routes or areas of movement. The one set of travel paths or movement areas can move in a closely following state without affecting the other vehicle 100 allow outside the group.

15th FIG. 13 is a diagram for explaining a grouping priority set in the FIG 14th grouping process illustrated can be used.

One in 15th priority table shown 161 can for example in the server memory 13th be saved. In this case the server CPU 14th in the process of step ST214 the priority table 161 from the server memory 13th read out and the priority table 161 use.

15th illustrates examples of the attributes of the vehicle 100 . The examples for the attributes can be a type, a model, a rank, a model year, mobility properties, a platooning suitability of the vehicle 100 , an organization to which the vehicle 100 belongs, a driving history, a movement time during this trip and a degree of fatigue of the user, for example the driver, of the vehicle 100 include.

The server CPU 14th can use the vehicles identified as platooning targets 100 using the attribute information in order to classify the Make number of vehicles of each group equal to or less than the desired number.

In the example of the 15th can the server CPU 14th the vehicles identified as platooning targets 100 classify based on suitability for platooning. Platooning proficiency can have a variety of levels. Examples of the levels may include a level at which platooning is easily possible and a level at which platooning is possible in a closely spaced state, for example, by vehicle-to-vehicle communication such as driving in a convoy.

When the vehicles 100 with different skill levels are placed in a group, it is less likely that a platooning effect corresponding to the skill level will be achieved. Therefore, the server CPU 14th the vehicles 100 first classify on the basis of platooning eligibility.

In a case where the first classification of vehicles 100 If the number of vehicles in each group is not equal to or less than the desired number based on their suitability for platooning, the server CPU 14th Next, perform a classification based on the organization to which the respective vehicles belong 100 belong. For example, each shipping company is likely to have models with the same specifications.

Also, every shipping company is likely to perform services according to the same rules. Conversely, it is relatively likely that there will be specifications of the vehicle 100 differ from a large number of shipping companies. Because of this, the server CPU 14th the vehicles 100 a group in which the number of vehicles is not yet equal to or less than the desired number, depending on the organization.

As described above, the server CPU 14th the vehicles identified as platooning targets 100 based on the in 15th classify the displayed attribute information at each priority level to make the number of vehicles of each group equal to or less than the desired number.

This enables the vehicles identified as platooning targets 100 be classified into a respective group in which the number of vehicles is equal to or less than the desired number. Limiting the number of vehicles in each platooning group makes the vehicles less likely 100 Form a long row in a group and occupy one lane. When the platooning vehicles 100 Form a long line, it can be for the other vehicle 100 be difficult to change lanes into the platooning lane or to exit a road across the platooning lane. This can generally hinder safe and smooth traffic.

16A until 16C show representations for explaining a respective state of motion of the vehicles 100 based on the in 14th illustrated processes.

It shows 16A two trucks or lorries that are in platooning. In this case the server CPU 14th the two trucks 102 Identify the two trucks as a platooning target 102 Mark with group "A" and a platooning area 107 pretend to be the two trucks 102 contains. The platooning occupancy area 107 can be longer and larger than an occupancy area 106 of a normal sized vehicle 101 that is along an expected automobile driveway 108 behind the two trucks 102 emotional. The other vehicle 100 which is not the two trucks 102 acts, can thus move in such a way that it is not in the platooning occupancy area 107 entry.

The server CPU 14th may have an expected platooning route 109 , which is information about a route or a movement area, only for the truck 102 generate that moves at the head of the platooning group. The following truck 102 the platooning group can move eg through V2V communication to the truck in front 102 in a tight condition with one of the truck in front 102 shorter vehicle distance than usual.

Generating information about a route or range of motion for the two or more trucks 102 thus enables the processing load on the server CPU to be reduced 14th .

The server CPU 14th can provide information about a route or a movement area only for the truck 102 at the end of the platooning group instead of for the truck 102 generate at the head of the platooning group.

16B illustrates three trucks 102 who are in platooning. In this case the server CPU 14th the three trucks 102 identify a platooning target and a platooning occupancy area 107 pretend to be the three trucks 102 contains. The server CPU 14th can only provide information about a route or a movement area for the person at the head of the platooning Group moving trucks 102 and the moving truck at the end of the platooning group 102 to generate. The truck 102 in the middle of the platooning group can, for example, move through V2V communication in such a way that it is in front of the truck in front 102 in a narrow state follows, with the vehicle distances from the preceding and the following trucks 102 are shorter than usual.

16C illustrates the three trucks 102 in platooning. In this case the server CPU 14th the three trucks 102 identify a platooning target and a platooning occupancy area 107 pretend to be the three trucks 102 contains. The server CPU 14th can for all trucks 102 the platooning group can generate information about a route or movement area in which one of the trucks in front 102 The following movement takes place in a narrow state, with the vehicle distances from the preceding and following trucks 102 are shorter than usual.

For each subsequent truck 102 the platooning group can control the server CPU 14th Generate information about a route or movement area that makes the trucks less likely 102 are found to be obstructing each other, and one movement of the trucks 102 in a similar manner to each other in a closely spaced state. In this case, for example, it is not necessary to have the platooning truck 102 execute a V2V communication.

As in the 16A until 16C is shown, the vehicles can 100 to perform platooning or driving in convoy in order to move in a closely spaced state with a vehicle spacing suitable for the in 16A other vehicle shown, not marked 100 is found to be causing disability.

As described above, in the exemplary embodiment, the vehicles 100 to be platooned based on the information gathered about the vehicles 100 or to identify the information indicating the mapped positions of the vehicles 100 contains. During platooning, the following vehicle can 100 the vehicle in front 100 move following. The vehicles 100 that are to be prompted for platooning can be found in the information that shows the mapped positions of the vehicles 100 contains, are identified and it can be generated information about a route or a movement area for platooning.

In this way, in the exemplary embodiment, it becomes possible to control the movement of the vehicles 100 that have been identified for platooning, based on the information about the route or movement area for platooning. The vehicles 100 that have been identified to perform platooning may move in a closely spaced state as opposed to the unmarked other vehicle 100 , for which information about a route or a movement area is generated individually.

As described above, the exemplary embodiment enables the vehicle 100 an efficient movement while achieving security at the same time. For example, it is the vehicles 100 possible to move in platooning, where they move in a more closely spaced state than usual without communicating with each other for platooning.

In the exemplary embodiment described above, platooning can be used as a moving condition. The vehicles to be platooned 100 can move in platooning on the basis of the fact that they are assigned a tag indicating platooning or an identifier which serves as an identifier for the mutually overlapping movement conditions. The vehicles 100 to which the identification tag indicating the platooning is assigned can move on the basis of the common movement condition, in contrast to another mobile body to which the identification tag corresponding to the movement condition is not assigned.

Examples of the common movement condition may include a model, a maximum output, a travel speed, and a destination. It is likely that there will be a labeling and grouping of vehicles 100 moving under such overlapping motion conditions, the processing load on the server CPU 14th can reduce.

The server CPU 14th can identify movement conditions other than for platooning in overlap for the vehicles 100 are provided and can assign an identification tag that corresponds to the identified movement condition. In this case the server CPU 14th in a subsequent process a route or a movement area under the common overlapping movement conditions for the identified vehicles 100 to generate. The identified vehicles 100 can move under the common movement condition.

In a case where the vehicles 100 can be identified on the basis of an overlap of movement conditions, such as platooning, the server CPU 14th determine whether a movement is possible under the respective movement condition. For example, in a case where the vehicles 100 vehicles that are assigned the same identification tag are at a distance from each other, the vehicles 100 move in very different environments, for example under different weather conditions. Even if a common route or movement area is generated simply on the basis of the assignment of the common identification tag, in such a case it may not be possible to use the common route or movement area for the vehicles 100 safe to use.

After the step ST215 in 14th can the server CPU 14th For example, determine whether the vehicles labeled with the same identification tag 100 are able to move under the appropriate movement condition. In a case where movement is possible under the movement condition, the server CPU 14th for the vehicles 100 Information about a route or a movement area based on the movement condition by the in 14th illustrated processes in the step ST216 and the crotch ST217 to generate. In a case where the movement is not possible under the common movement condition, the server CPU 14th Information about a route or a movement area individually for the marked vehicles 100 to generate.

Fourth example: Example for controlling the vehicles 100 performing platooning

The vehicles 100 can, for example, platooning based on an instruction from the system 1 to deliver mobility information.

In this case, the vehicle can 100 Move at a vehicle distance that is likely to obstruct the vehicle 100 compared to the other vehicle 100 comes, compared to a normal move without platooning.

However, if there is no more new information from the server 6th eg is received during such a platooning, the platooning vehicles 100 Do not continue driving while ensuring safety.

17th Fig. 13 is a flowchart showing a process for controlling the automated driving or the assisted driving of the vehicle in the fourth example 100 by the travel control ECU 24 of the control system 20th of the vehicle 100 illustrated.

The travel control ECU 24 of the vehicle 100 can the in 17th repeatedly execute the illustrated automated driving control.

In the 17th illustrated processes from one step ST61 up to one step ST67 can use the in 9 be similar to the processes illustrated.

After determining the information about your own vehicle in the step ST63 can drive control ECU 24 the process of going to a step ST221 cause.

In the step ST221 can drive control ECU 24 determine if platooning is in progress. After receiving the platoon instruction, the drive control ECU can 24 make a determination that platooning is in progress (step ST221: Yes), and may proceed with the process of going to one step ST222 cause. In a case where platooning is not performed (step ST221: No), the travel control ECU may 24 the process of going to a step ST64 cause.

In the step ST222 can drive control ECU 24 make the determination of whether the latest reception information is normal from the server 6th has been received. For example, the travel control ECU 24 determining whether the latest reception information is normal from the server 6th has been received, on the basis of whether it is in the case of the step ST63 The latest received information determined is information at a later point in time than that of the previously determined information.

In a case where the latest reception information has been received normally (step ST222: Yes), the travel control ECU may 24 the process of going to a step ST64 cause. In a case where the latest reception information has not been received normally (step ST222: No), the travel control ECU may 24 the process of going to a step ST67 cause.

In a case where the latest reception information is not normally received from the server during platooning 6th can be received, the travel control ECU 24 of the vehicle 100 the drive control in the step ST67 based on the information about your own vehicle. The travel control ECU 24 can thus perform a control process during platooning to reduce the speed of movement of one's own Perform vehicle on the basis of the information about the own vehicle in order to maintain a vehicle distance between vehicles that is only available on the basis of autonomous information.

In a case where information about a travel path or moving range has been received that is generated to enable similar movement in a closely spaced state, the travel control ECU may 24 perform motion control to the platooning vehicle in front 100 with a vehicle distance close to the vehicle in front 100 to follow.

On the other hand, in a case where the information on the travel path or movement range generated to enable similar movement in a closely spaced state cannot be received, the travel control ECU cannot receive 24 motion control during platooning to maintain a safe vehicle distance away from the vehicle in front 100 as compared with a case where the information generated to enable movement is in a closely spaced state.

the 18A until 18C show representations for explaining a respective state of motion of the vehicles 100 based on the in 17th illustrated process.

18A illustrates three trucks 102 in platooning. In this case the server CPU 14th the three trucks 102 identify the three trucks as the platooning target 102 Mark with group "A" and a platooning area 107 pretend to be the three trucks 102 contains. The server CPU 14th can for all trucks 102 the platooning group to generate information about a route or movement area for platooning to carry out a movement in a closely spaced state.

18B illustrates a state of the three platooning trucks 102 the truck 102 at the back end is unable to get the latest information from the server 6th to recieve.

As in 18C In this case, the three platooning trucks can be used 102 also perform motion control during platooning to keep a safe vehicle distance from the truck in front 102 by one of the travel control ECU 24 of the truck 102 executed process.

18B illustrates the state in which the two platooning trucks 102 however, the latest information from the server 6th receive. As in 18C is shown, the two platooning trucks can 102 the platooning while moving in a closely spaced state to the platooning truck 102 continue at the head end.

Fifth example: example with identification of a prioritized vehicle, etc.

In the examples described above, the movement of the vehicles 100 that are to be platooned, with separate handling from another vehicle 100 that serves as another mobile body.

In another example, the server CPU 14th of the server 6th the vehicle as the identification process 100 identify which is to perform a different movement than the other vehicle 100 or to carry out a movement with priority over that of the other vehicle 100 should be initiated with regard to other vehicles 100 than the vehicles to be platooned 100 . The server CPU 14th can carry out marking in the map data, as in the example described above, in a case where the moving conditions of the vehicles 100 overlap each other.

The server CPU 14th can the vehicle 100 identify which is to perform a different movement than the other vehicle 100 or to carry out a movement with priority over that of the other vehicle 100 should be initiated, for example by determining a category of the vehicle 100 on the basis of about the vehicles 100 collected information or the information that the mapping positions of the vehicles 100 contains.

The server CPU 14th can the vehicle 100 that is used to perform a different movement than the other vehicle 100 or to carry out a movement with priority over the movement of the other vehicle 100 to be initiated based on a request from the vehicle 100 or a predetermined threshold value or determination criterion. The category can be based on a classification, such as a prioritized vehicle, for example an ambulance, and other non-prioritized vehicles.

In a case where another movement or a movement to be prioritized is identified by such a determination, the server CPU may 14th Assign a tag in the mapping process to distinguish the identified vehicle 100 from the other vehicle 100 can be used.

The server CPU 14th can in the generation process a route or a movement area for the vehicle identified in the mapping data 100 generate to the movement of the vehicle 100 from that of the other vehicle 100 to make them different or to prioritize them.

For example, in the case of mapping the vehicle marked as a prioritized vehicle 100 can the server CPU 14th a route or a movement area for the prioritized vehicle and the other vehicle 100 generate the movement of the prioritized vehicle versus the movement of the other vehicle 100 to prioritize. This enables the vehicle marked as the prioritized vehicle 100 with priority over the other vehicle 100 move.

It should be noted that the content of this example can be combined in a suitable manner with other examples and other exemplary embodiments.

Second exemplary embodiment

In the first exemplary embodiment described above, the vehicles can 100 through the system 1 to provide mobility information, and each of the vehicles 100 can make its own movement using that of the system 1 control information received for delivery of mobility information in the appropriate manner.

When controlling your own journey based on the information about your own vehicle, the control system 20th of the vehicle 100 in the system 1 for the delivery of mobility information, preferably the information determined by the autonomous sensor compared to that of the wireless base station 4th use received information.

However, it is sometimes difficult for the autonomous sensor to exhibit sufficient detection accuracy due to the driving environment. One possible solution for coping with such a problem is to additionally provide various autonomous sensors so that the control system 20th the driving process of the vehicle 100 based on comprehensive detection results from these autonomous sensors.

However, an unlimited increase in the number of autonomous sensors with high detection performance is necessary for the manufacture of the vehicle 100 unfavorable. Furthermore, such an additional arrangement of different autonomous sensors does not necessarily ensure sufficient detection accuracy in every driving environment.

An exemplary configuration for coping with such a situation is described below.

19th Fig. 13 is a flowchart for explaining a process in the step ST67 the 9 in a detailed way.

The process of 19th can from the travel control ECU 24 of the vehicle 100 in the step ST67 the 9 are executed.

In a step ST81, the travel control ECU 24 determine whether the autonomous sensor is able to provide sufficient detection accuracy. The autonomous sensor can be a stereo camera which, for example, takes an image of the surroundings in front of the vehicle 100 records. It is sometimes difficult for the stereo camera to take a clear picture of a mobile body around the own vehicle, a lane of the road, or other objects due to back light or any other factors in the peripheral environment.

If the captured image is a clear one, the travel control ECU 24 make a determination that the autonomous sensor has sufficient detection accuracy (step ST81: Yes), and can proceed with the process of going to one step ST82 cause. If the captured image is unclear, the travel control ECU may 24 make a determination that the autonomous sensor has insufficient detection accuracy (step ST81: No), and can carry out the processing to go to one step ST83 cause.

In the step ST82 can drive control ECU 24 preferably the detection value of the autonomous sensor compared to that of the wireless base station 4th use received information to determine a route for controlling the driving of the own vehicle.

In the step ST83 can drive control ECU 24 preferably that from the wireless base station 4th Use received information against the detection value of the autonomous sensor in order to determine the route for controlling the driving process of the own vehicle. Based on that from the wireless base station 4th received information can be the driving control ECU 24 Pseudo sensor detection information in the generate the same format and with the same physical size as the detection information of the autonomous sensor. The travel control ECU 24 can use the pseudo sensor detection information for determining the travel path for controlling the driving of the own vehicle.

According to the second embodiment described above, the information to be preferably used can be between the detection value of the autonomous sensor and that of the wireless base station 4th received information can be changed depending on the detection accuracy of the autonomous sensor. Such a configuration according to the exemplary embodiment is directed to temporary loss of field of view.

If, for example, the image recognition by the stereo camera is hindered by backlighting or falls below a threshold value, the control can be carried out temporarily with preferential use of the world map over the information determined by the stereo camera. The world map information can be information from a bird's eye view within a short period of time. In this way, a past travel route of a vehicle traveling ahead can be extracted from the world map information. It can also get through the autonomous sensors of the other vehicles 100 reflect determined information in the world map information.

In a case where the detection rate of the autonomous sensor is inadequate for use, such as 80% or less, the travel control ECU may 24 Compare the result of the detection by the autonomous sensor with the world map information for an automatic brake control. When there is a difference between the result of recognition by the autonomous sensor and the world map information, the travel control ECU may 24 use the world map information in a preferred manner over the result of the recognition by the autonomous sensor.

In another case where any of the autonomous sensors shows low detection accuracy, the travel control ECU may 24 generate the pseudo sensor detection information based on the world map information and combine the pseudo sensor detection information and the information obtained by the other autonomous sensors. Based on the combined information, the travel control ECU 24 the route for controlling the driving of the own vehicle 100 determine.

Third exemplary embodiment

In the second exemplary embodiment described above, the control system 20th of the vehicle 100 in the system 1 for the delivery of mobility information, the information determined by the autonomous sensor is preferred over that of the wireless base station 4th Use received information in controlling the driving of one's own vehicle on the basis of the information about one's own vehicle.

However, it is sometimes difficult for the autonomous sensor to provide sufficient detection accuracy. For example, it is difficult for the autonomous sensor such as a stereo camera to show sufficient detection accuracy in a case where the vehicle is 100 is driving in an environment where the field of view is lost, such as in the vicinity of a snow field or blizzard. In such an environment the vehicle can 100 lose its way and get into the situation that it cannot detect its direction of travel and suddenly an oncoming vehicle appears. Thus, the autonomous sensor can work incorrectly and only take an image in a limited area.

An exemplary configuration for coping with such a situation is described below.

On the basis of the world map or the received weather information, the control system can 20th of the vehicle 100 determine a driving segment in which a detection failure of the autonomous sensor is to be expected.

In a case where the vehicle 100 drives in this driving section, the control system 20th of the vehicle 100 the width of the street on which the vehicle is traveling 100 can drive, for example, on the basis of trees on both sides of the road estimate and determine a route that is in a predicted direction in which the vehicle 100 is allowed to drive. The direction in which the vehicle is 100 can drive in the wireless base station 4th on the basis of the images that are predicted by the terminal 2 of the vehicle 100 to the server 6th and the wireless base station 4th be transmitted.

If it is determined that the autonomous sensor's field of view has been completely lost, the control system can 20th of the vehicle 100 use the pseudo-sensor detection information ascertained from the received world map in a preferred way over the detection information of the autonomous sensor, namely all in one Case where the travel control is carried out based on the own vehicle information.

It should be mentioned, however, that the detection information of the autonomous sensor can be used in a preferred manner with regard to safety information such as detection information from an actual collision. When driving in the zone of a blizzard, the vehicle may 100 generally be made to drive at the lowest possible speed.

The control system 20th of the vehicle 100 can be a route of the vehicle 100 using the pseudo sensor detection information obtained from the world map. In such a process, the control system 20th of the vehicle 100 also the number of other vehicles driving in the zone 100 , the actual positions of the other vehicles 100 as well as a point in time at which the respective other vehicle 100 drives into the zone, determine the driving history of the other vehicles 100 simulate as well as the route of the vehicle 100 on the basis of the simulated driving processes.

When an oncoming vehicle approaching your own vehicle is detected on the basis of the world map, the server can 6th or the wireless base station 4th warn both of the vehicles of the approach. This helps avoid a collision between the vehicles.

In a case where the oncoming vehicle is outside the control of the system 1 for the delivery of mobility information and is detected outside the zone of the snow storm, the server can 6th or the wireless base station 4th simulate a predicted passable zone that the own vehicle would pass based on a predicted time that the own vehicle would pass the oncoming vehicle and the driving history of the other vehicles up to the current point in time.

The server 6th or the wireless base station 4th can then warn your own vehicle so as not to cause an incident in the passable zone. If avoiding the incident is difficult, the simulation can be carried out in such a way that the incident is avoided at least for a short period of time when the own vehicle drives past the oncoming vehicle.

When the oncoming vehicle, which may be a motorcycle, is out of control of the system 1 for the delivery of mobility information and is detected for the first time in the blizzard zone, the server can 6th or the wireless base station 4th an urgent warning to the vehicles traveling in a specific section 100 hand in and update the world map.

The simulation can be done with a focus on ensuring safety (ie, with an emphasis on safety) based on an increased number of uncertainty factors of the fast moving mobile body. If a pedestrian, such as a child, is detected, the server can 6th or the wireless base station 4th the vehicle closest to the pedestrian 100 inform about the presence of the pedestrian and update the world map.

Fourth exemplary embodiment

With the system 1 to provide mobility information in accordance with the exemplary embodiments described above, the control system 20th of the vehicle 100 control the driving process of your own vehicle on the basis of the detection information of the autonomous sensor. Even if the user mistakenly depresses the accelerator pedal instead of the brake pedal even though no pedestrian or obstacle is detected, the vehicle will move 100 in the direction of the pedestrian or the obstacle.

The one on the vehicle 100 attached autonomous sensor does not work correctly at all times. The autonomous sensor may work incorrectly due to deterioration due to aging. If the detection by the autonomous sensor is not appropriate due to the driving environment, such as back light or light from an oncoming vehicle traveling at night, the control system may do so 20th of the vehicle 100 It can be difficult to adequately control the driving of the own vehicle based on the detection information of the autonomous sensor.

An exemplary configuration that seeks to cope with such a situation is described below.

The control system 20th of the vehicle 100 can determine whether the detection information of the autonomous sensor is appropriate. For example, in a case where an image captured by the stereo camera is completely dark or white, the control system may 20th of the vehicle 100 make a determination that the detection information of the autonomous sensor is inadequate. In such a case, the control system can 20th of the vehicle 100 confirm the presence of another mobile body moving in the direction of travel based on the world map information.

If the further mobile body moving in the direction of travel is confirmed on the basis of the world map information, the control system can 20th of the vehicle 100 make the determination that the other mobile body moving in the direction of travel is present, despite the control system 20th has not confirmed the further mobile body moving in the direction of travel on the basis of the detection information of the autonomous sensor. The control system 20th of the vehicle 100 can then perform travel control based on the determination. The control system 20th of the vehicle 100 can be a brake controller that controls the vehicle 100 stops executing on the basis of the pseudo sensor detection information obtained from the world map.

For example, in a situation in which a pedestrian and another vehicle are recognized on the basis of the world map, but not by the autonomous sensor of the own vehicle 100 can be recognized, the control system 20th of the vehicle 100 determine the situation and use the pseudo sensor detection information.

In a case where the determination has been sustained for a certain period of time or a predetermined number of times or more, the control system may 20th of the vehicle 100 set the reliability level of the pseudo sensor detection information to a high level. Using the pseudo sensor detection information given with a high level of reliability, the control system can 20th of the vehicle 100 select a route or a time difference with which the vehicle 100 is caused to avoid a collision with the pedestrian or to avoid the direction of movement of the pedestrian that the autonomous sensor has not detected. On the basis of the selected route or the selected time difference, the control system can 20th of the vehicle 100 execute the drive control.

Fifth exemplary embodiment

In the exemplary embodiments described above, the control system 20th of the vehicle 100 in the system 1 To deliver mobility information, switch the operating mode between the automated driving mode and the driver assistance mode, which supports the manual driving process by the user.

The user of the vehicle 100 must also take responsibility for the driving process in the automated driving mode.

If, for example, the operating mode of the vehicle 100 is switched from the automated driving mode to the driver assistance mode while the vehicle 100 drives, the user must take responsibility for processes before and after the switchover. Hence, it is necessary to drive the vehicle 100 to be controlled in such a way that the driver is not responsible for damages while driving in the automated driving mode, including the time of switching to the driver assistance mode.

For example, the user can find himself in a demanding situation that requires the user to perform a hard braking process immediately after switching the operating mode of the vehicle 100 forcing from the automated driving mode to the driver assistance mode. When such a situation actually occurs, it may be difficult for the user to fully depress the brake pedal.

The following describes an exemplary embodiment that addresses such a problem.

The control system 20th of the vehicle 100 can check the reliability of the world map provided by the server 6th to the terminal 2 is transmitted while the vehicle is in motion 100 evaluate repeatedly. If the reliability of the world map received is low, the control system can 20th of the vehicle 100 switching the operating mode of the vehicle 100 from the manual operating mode to the automated driving mode.

The control system 20th of the vehicle 100 can repeatedly compare the pseudo sensor detection information determined from the world map with the detection information of the autonomous sensor while the vehicle is in motion 100 drives in the automated driving mode. In a case where a difference between the pseudo sensor detection information and the detection information of the autonomous sensor is equal to or greater than a threshold value, the control system may 20th of the vehicle 100 refrain from using the pseudo sensor detection information determined from the world map. The control system 20th of the vehicle 100 can use the detection information of the autonomous sensor for controlling the vehicle traveling in the automated driving mode 100 use.

In the event of any malfunction, the control system can 20th of the vehicle 100 end the automated driving mode and a control process for switching the operating mode of the vehicle 100 from the automated driving mode to the manual driving mode. To achieve the switching control, this can Control system 20th of the vehicle 100 First of all, control the driving process of the own vehicle in such a way that a vehicle distance between the own vehicle and a vehicle traveling ahead is increased. The vehicle distance between the own vehicle and the vehicle in front can be determined as a function of the speed.

If the autonomous sensor determines that a predetermined vehicle distance is ensured, the control system can 20th of the vehicle 100 inform the user that the automated driving mode will soon be switched to the manual driving mode. The control system 20th of the vehicle 100 refrain from using the world map information. A few seconds later the control system can 20th of the vehicle 100 actually switch the operating mode from the automated driving mode to the manual driving mode.

Securing the vehicle distance between one's own vehicle and the vehicle in front helps to reduce the need for a hard brake application by the user immediately after switching the operating mode of the vehicle 100 from the automated driving mode to the driver assistance mode. In this way, the user can be well informed before switching from the automated driving mode to the manual driving mode, so that the user can prepare for starting the manual driving process. Thus, an urgent circumstance is unlikely to arise that forces the user to perform a hard brake application immediately after switching to the manual drive mode.

Sixth exemplary embodiment

In the exemplary embodiments described above, the server collects 6th the field information from the vehicles 100 that move in a predetermined zone or an associated section, and he carries out the mapping, generates information that is used to determine or control the movement of vehicles 100 is to be used and transmits the information to the respective vehicles 100 . Each of the vehicles 100 can move its movement using that provided by the server 6th determine or control received information.

Alternatively, some or all of the above exemplary embodiments may be received from the server 6th executed processing of each of the vehicles, for example 100 are executed. For example, each of the vehicles collects 100 the field information from the other vehicles 100 like this in 7th is shown, performs the mapping on the actual map or the forecast map, generates the information about the movement area or route to be used to determine or control the movement of one's own vehicle and uses the information to determine or control the movement of one's own vehicle, for example to Executing the automated driving process.

In this case the server 6th and the wireless base stations 4th to exchange data between vehicles 100 be used. The wireless base stations 4th can each be arranged in a predetermined zone or a predetermined section in which the vehicles 100 should move, with them with the terminal 2 communicate that in the vehicle 100 is used, which moves in the predetermined zone or section concerned.

In this case, the server can 6th generate primary processed information based on the field information and transmit the primary processed information.

The end device 2 of the vehicle 100 can do that from the server 6th generated information about the wireless base station 4th receive.

Based on the field information or the primary processed information received from the terminal 2 is received, the control system 20th of the vehicle 100 generate secondary processed information serving as travel control data information.

The term “primary information processed” as used herein may refer to information received by the server 6th is generated on the basis of the field information. The term "secondary processed information" can refer to information received by the control system 20th of the vehicle 100 is generated based on the field information or the primary processed information.

20th Fig. 13 is a flow chart for explaining one of the server 6th executed process according to the exemplary embodiment to obtain field information about the movement of the vehicles 100 to collect.

The server CPU 14th of the server 6th can simplify the collection process of the 20th execute repeatedly every time the server communication facility 11 of the server 6th receives new field information.

In one step ST111 can the server CPU 14th determine whether the server communication facility 11 received the field information. The field information can be, for example, the information about your own vehicle from the terminals 2 of the respective vehicles 100 is transmitted, as well as contain the detection information that is determined by such detectors, such as cameras installed on a street.

A server (not shown) of an advanced traffic system can send traffic information of the region to be managed to the server 6th to transfer. The server communication facility 11 can receive this information. When the server communication facility 11 has not received the field information (step ST111: No), the server CPU 14th the step ST111 repeat. When the server communication facility 11 has received the field information (step ST111: Yes), the server CPU 14th the process of going to a step ST112 cause.

In the step ST112 can the server CPU 14th classify the received field information depending on the information sources and the classified field information in the server memory 13th accumulate. The server storage 13th of the server 6th can thereby the field information about the movement of the vehicles 100 accumulate and store. The field information can be from the respective vehicles 100 contain received information, such as information about the vehicles 100 and the users, information about peripheral surroundings and traffic information about the region in which the respective vehicles are located 100 move. The server CPU 14th can store a time of receipt of the respective field information in connection with the corresponding received field information.

In one step ST113 can the server CPU 14th generate the list of mobile bodies based on the received field information. The list of mobile bodies can contain data about the vehicles 100 include to which the server 6th the information currently needs to send. The list of mobile bodies can also contain data about other mobile bodies or vehicles 100 include to which the server 6th the information does not have to send, and in such a way that the vehicles 100 , to which the server 6th the information needs to be sent by the vehicles 100 are distinguishable to those of the server 6th does not have to send the information.

21 FIG. 8 shows a flowchart for explaining a process carried out by the server according to the exemplary embodiment in order to transmit the collected field information.

The server CPU 14th of the server 6th can control the submission process of the 21 run repeatedly.

In one step ST141 can the server CPU 14th the information related to the driving process of the respective vehicles 100 from the field information stored in the server memory 13th are stored. The server CPU 14th can provide information related to the driving process of any vehicle 100 together with the information relating to the driving process of a vehicle in front of the vehicle 100 extract.

In one step ST142 can the server CPU 14th the server communication device 11 cause the extracted field information to be sent to the communication device 71 of the corresponding vehicle 100 to submit. The field information can be obtained from the server 6th over the special network 5 to the wireless base station 4th can then be transmitted by the wireless base station 4th to the terminal 2 of the corresponding vehicle 100 be transmitted. The wireless base stations 4th In this way, the field information can be sent to the end devices 2 in the respective vehicles 100 to transfer.

In one step ST143 can the server CPU 14th determine if the delivery process applies to all vehicles 100 in the list of mobile bodies is complete. When the submission process for all vehicles 100 in the mobile body list is not completed (step ST143: No), the server CPU 14th the process of returning to the step ST141 cause. The server CPU 14th can be the next vehicle to be processed 100 and select the submission process from the step ST141 up to the step ST143 repeat. When the submission process for all vehicles 100 in the mobile body list is completed (step ST143: Yes), the server CPU 14th the submission process of the 21 break up.

That way the server can 6th the field information used to control or determine the movement of vehicles 100 used on the vehicles 100 to transfer. For example, the server 6th the list of mobile bodies and the primary information processed, indicating the direction of travel and the speed of travel of each vehicle 100 together with the field information.

The primary processed information may further include information for verification, such as data on an actual position, a current time, and a predicted time after a short one Duration from the current time. The server 6th can control the processes of 20th and 21 repeat to the transmission of the field information in connection with a route in a short section to the vehicles 100 in a repetitive manner.

Optionally or alternatively, the server 6th those of the vehicles 100 collected field information together with or instead of the extracted field information on the respective vehicles 100 to transfer.

After receiving the field information from the server 6th can the respective vehicles 100 the route generation process of the 6th to generate the information about the route of one's own vehicle. It should be noted that in this case it is not necessary to complete the process of the step ST24 run as each of the vehicles 100 the list of mobile bodies or the information based on the list of mobile bodies already from the server 6th had received.

Furthermore, each of the vehicles 100 the process of 9 using the information generated by the own vehicle about the route of the own vehicle to control the route of the own vehicle.

According to the exemplary embodiment described above, the server collects 6th the field information about the movement of the mobile bodies or vehicles 100 and transmits the collected field information to the respective vehicles 100 . The respective vehicles can then 100 the movement of one's own vehicle based on that of the vehicles 100 determine and control common information. On the basis of the vehicles 100 common information can be shared by the respective mobile bodies or vehicles 100 Generate and use the route or the safe movement area in a short section in which the vehicle 100 a trip avoiding a collision with the other vehicles 100 can perform. This is how the respective vehicles are 100 less prone to unexpected movement of other vehicles 100 so that mutual safety while driving the vehicles 100 is improved.

In the present exemplary embodiment, that in the first exemplary embodiment can be received from the server 6th processing carried out on each vehicle 100 be performed. Similarly, in the exemplary embodiments 2 until 5 from the server 6th processing performed by each vehicle in the present exemplary embodiment 100 are executed. In this case, in the above exemplary embodiments, the server 6th processing performed can be regarded as processing performed by the control system 20th any vehicle 100 is performed.

According to the present exemplary embodiment, the processing, instead of from the server 6th , from the control system 20th any vehicle 100 carried out in a distributed or individual manner. Any vehicle 100 can do the processing for his own vehicle. Optionally, any of the vehicles 100 processing for other of the vehicles 100 execute and a result of processing on the part of the other vehicle 100 transmit, for example depending on the capacity.

In such a case, the control system can 20th any vehicle 100 all or part of the above exemplary embodiments from the server 6th Execute the processing that has been carried out.

In one example, the server 6th those of the vehicles 100 received field information for the respective vehicles 100 forward onto. In this case the control system can 20th any vehicle 100 all processing - including collecting the field information from the vehicles 100 - execute, in the above exemplary embodiments, from the server 6th is performed.

In another example, the server 6th the field information from the vehicles 100 receive and collect and the collected field information on each of the vehicles 100 to transfer. In this case the control system can 20th any vehicle 100 the processing - after collecting the field information from the vehicles 100 - execute, in the above exemplary embodiments, from the server 6th is performed.

In yet another example, the server 6th the field information from the vehicles 100 receive and collect and map from the mapping data including the actual map and the forecast map. In the present example, the control system 20th any vehicle 100 perform the processing subsequent to the processing described in the above-described exemplary embodiments based on the map data.

In both examples, the server 6th of the system 1 for the delivery of mobility information according to those described above exemplary embodiments or the modification examples, the field information about the movement of the vehicles 100 collect or forward that are under the control of the system 1 for delivery of mobility information in a predetermined zone or section, in communication with the terminals 2 that are in the respective moving vehicles 100 are to be used.

The server 6th can with the terminals 2 that are in the respective mobile bodies or vehicles 100 can be used across the wide variety of wireless base stations 4th communicate, which serve as communication devices. The server 6th may be an integrated server, as in the previous exemplary embodiments, or it may be a plurality of servers 6th include, for example, on respective wireless base stations 4th are distributed.

The vehicles 100 or the server 6th can collect or forward field information about the movement of vehicles 100 on the mapping data and information for determining or controlling the movement of the vehicles 100 Generate based on the mapping data. Alternatively, the vehicles 100 and the server 6th carry out the mapping process and the information generation process in common. The respective vehicles 100 can then choose on the basis of that for the particular vehicle 100 move generated information. Thus it is possible to use the vehicles 100 to move in a safe manner without causing a collision between them.

It goes without saying that the above exemplary embodiments are only examples and the invention is not to be restricted to these. Various modifications or changes can be made without departing from the scope of the invention.

For example, in the above exemplary embodiments, the server 6th and the control system 20th any vehicle 100 in the system 1 cooperate with one another to provide mobility information to carry out the sequence of processes described in the previous exemplary embodiments.

However, in another example, all of the various processes described in the previous exemplary embodiments can be performed by the server 6th are executed. In such a case, the control system 20th any vehicle 100 Information about the end device required for the processes 2 and the wireless base station 4th to the server 6th transmit and a result of the processes from the server 6th through the wireless base station 4th and the terminal 2 receive. Furthermore, the control system 20th any vehicle 100 the driving process of the vehicle 100 determine and control based on the information received.

In yet another example, the server 6th perform some of the various processes described in the previous exemplary embodiments, including collecting the field information, and the control system 20th any vehicle 100 can execute the remaining processes. In this case the server 6th possibly collect only the field information and the field information to the terminals 2 of the respective vehicles 100 to transfer. The control system 20th any vehicle 100 can carry out the mapping based on the field information, generate the information about the route or movement area of the own vehicle, and control the movement based on the generated information.

In yet another example, the control system 20th any vehicle 100 all of the various processes described in the previous exemplary embodiments in place of the server 6th carry out. In this case, those in the exemplary embodiments described above can be accessed by the server 6th executed processes can be read or understood as the processes carried out by the respective vehicle 100 are executed. The server 6th can that of the vehicles 100 collected information on each of the vehicles 100 forward onto. When forwarding the field information, the server 6th required individual information of the field information for the respective vehicle 100 transmit the same field information for each vehicle instead of in the same way 100 to submit. The required individual information can be the field information about the other vehicles 100 included that drive, for example, in a peripheral area of the own vehicle.

For example, the server 6th the field information about the other vehicles 100 that are traveling in a predetermined section or area, depending on the roads on which the other vehicles are traveling 100 drive, and can view the classified field information on the respective vehicles 100 to transfer. In yet another example, the server can control at least one of the mobile bodies, and the at least one mobile body can be the only vehicle that the server takes care of.

In yet another example, the server 6th a variety of servers 6th include that to the respective wireless base stations 4th are distributed. The servers 6th may be distributed depending on the stages of processing or may be distributed to respective regions so that they correspond to the respective areas of the wireless base stations 4th cover. Those on the respective wireless base stations 4th distributed server 6th can be used in the respective wireless base stations 4th be integrated.

In this case, the distributed or decentralized server 6th each of the data routing of the corresponding wireless base station 4th handle. For example, the decentralized server 6th those of the vehicles 100 Process received data immediately and the processed data for the respective vehicles 100 to transfer. The one with the decentralized server 6th equipped wireless base station 4th contributes to minimizing the transmission delay of the information. The one with the decentralized server 6th equipped wireless base station 4th can be used as one of the components of the control system 20th of the vehicle 100 to serve.

For example, the one with the decentralized server 6th equipped wireless base station 4th part of the processing of the control system 20th of the vehicle 100 for the control system 20th carry out. The processing carried out in the above exemplary embodiments by the server 6th is carried out, can thus be carried out by the plurality of wireless base stations communicating with one another 4th in a distributed manner, for example, without going through the server 6th are executed.

In this case, for example, each of the wireless base stations intended for the corresponding road can be used 4th the information about the vehicles 100 that are in the communication area are classified depending on the roads on the basis of the sections within the communication area. The wireless base station 4th can then group the classified information based on the streets and the grouped information to the other wireless base stations 4th forward onto. In this case another server can 6th that is separate from the wireless base stations 4th is intended to be omitted. Furthermore, in the above exemplary embodiments, the server 6th processing carried out by the wireless base stations 4th and the servers 6th that work together can be achieved in a distributed or decentralized manner.

In yet another example, the together with the server 6th wireless base station used 4th be a general wireless base station that can communicate with a mobile device, or a wireless base station that is specific to the vehicle 100 is intended. For example, it can be the wireless base station 4th of the above exemplary embodiments may be a base station for ADAS communication that is set up on a road. Furthermore, the vehicle can 100 with the base station or the server 6th by another vehicle 100 e.g. communicate via vehicle-to-vehicle communication (V2V) instead of with the base station or the server 6th communicate directly.

In any of the foregoing exemplary embodiments, the system may 1 the individual server for the delivery of mobility information 6th exhibit. Alternatively, the system 1 for the delivery of mobility information, for example, a large number of servers 6th exhibit. The servers 6th can be assigned to different zones or overlapping zones, which for example have a wide area and a narrow area. The servers 6th can in the system 1 be arranged distributed for the delivery of mobility information and contain a plurality of carriers. The servers 6th can perform the processing for the respective zones and work in cooperation with each other by exchanging the information.

In the event of a malfunction in any of the servers 6th for example, another server can be 6th the processing for the zone of the server 6th perform the malfunction. In such cases, the above exemplary embodiments can be used by the single server 6th executed processing can be achieved by the plurality of servers. In addition, the system can 1 for the delivery of mobility information by an alternative server, which is not used in normal cases, be implemented redundantly.

The first exemplary embodiment described above can be an application example of the invention based on the first exemplary embodiment of FIG Japanese Patent Application No. 2019-240029 act filed prior to the present application. That in the Japanese Patent Application No. 2019-240029 disclosed example in which the processing of the server 6th from the vehicle 100 running is in the Japanese Patent Application No. 2019-240030 described. Furthermore, the description of the Japanese Patent Application No. 2019-240031 more examples of the system 1 for the delivery of mobility information. The content of these applications is made part of the present description by reference.

For example, the configuration and processing of the system 1 for providing mobility information according to the first exemplary embodiment of the present application can be modified as shown in FIGS 12th until 20th the Japanese Patent Application No. 2019-240029 is shown. In this case as well, the effects of the invention can be obtained by applying the contents of the above exemplary embodiment to the modified configuration and processing of the system 1 for the delivery of mobility information.

The term "time or point in time" as used in the description of the system 1 is used to provide mobility information can refer to a time when the vehicle 100 Information about the server 6th submitted a time when the server 6th the information receives a time when the server 6th the processing result to the vehicle 100 transmitted a measurement time when the vehicle 100 receives the processing result, a predicted scheduled time when the vehicle 100 passes by, or an actual driving time if the vehicle 100 actually drives in a predicted section. In the case of a closed system, the time difference between the vehicle 100 and the server 6th be shortened.

In at least one embodiment of the invention, on the basis of the collected information about the plurality of mobile bodies or the information including the positions of the plurality of mobile bodies mapped by the mapping unit, the mobile body which is required to perform a movement, which differs from a movement of another mobile body, or a movement is to be initiated with prioritization over the movement of the other mobile body, identified from the plurality of mobile bodies and identified with regard to the information that contains the mapped positions of the plurality of mobile bodies .

In this way, the mobile body which is to be made to perform the movement different from the movement of the other mobile body or the movement with priority over the movement of the other mobile body is enabled to be in another Moved wisely than the mobile body to which no identification tag is assigned, according to the movement condition or with priority over the other mobile body.

As described above, at least one embodiment of the invention enables the mobile bodies to move efficiently while achieving safety in accordance with the movement of the respective mobile body.

In the 2 Server CPU shown 14th as well as the in 3 The control ECUs shown can each be implemented by circuit devices that have at least one integrated semiconductor circuit, such as at least one processor (e.g. a central processing unit (CPU)), at least one application-specific integrated circuit (ASIC) and / or at least one field-programmable gate arrangement (FPGA ) include. At least one processor can, by reading instructions from at least one machine-readable, non-volatile, tangible medium to perform all or part of the functions of each of the server ECU 14th and the control ECUs.

Such a medium can be in numerous forms including any type of magnetic medium such as a hard drive, any type of optical medium such as a CD and DVD, any type of semiconductor memory (ie, a semiconductor circuit) such as volatile memory and non-volatile memory, include, but are not limited to.

The volatile memory may include DRAM and SRAM, and the non-volatile memory may include ROM and NVRAM. The ASIC is a customer-specific integrated circuit (IC) and the FPGA is an integrated circuit designed for configuration after manufacture to carry out all or some of the functions of the in 2 server ECU shown 14th and the in 3 control ECU s shown.

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• JP 2019212095 A [0002]
• JP 2019240029 [0410, 0411]
• JP 2019240030 [0410]
• JP 2019240031 [0410]

Claims (15)

System (1) for the delivery of mobility information, comprising: a collecting device (14A) configured to collect field information or preliminary processed information using a plurality of communication devices (4, 6) provided for respective predetermined zones or respective predetermined sections, the field information being information about the movement includes a plurality of mobile bodies (100) and the preliminary processed information is obtained by processing the field information; - a mapping unit (14B) configured to map positions of the plurality of mobile bodies (100) on the basis of the field information or the preliminary processed information collected by the collecting means (14A); - A generator (14C) which is designed to generate information in connection with the route using information which includes the positions of the plurality of mobile bodies (100) mapped by the mapping unit (14B), wherein it is the Information in connection with the route is information about routes or areas of movement within which the plurality of mobile bodies (100) can move; - A controller (20) which is provided for each of the plurality of mobile bodies (100) and is designed to control the movement of a corresponding one of the plurality of mobile bodies (100) using the generated information in connection with the route or information which is determined on the basis of the information relating to the travel path and can be used for determining or controlling the movement of the corresponding one of the plurality of mobile bodies (100); and - An identification unit (14D) which is designed to identify one or more first mobile bodies (100) from the plurality of mobile bodies (100) that are used to perform a different movement than one or more second mobile bodies (100) or to be caused to execute a movement which is to be prioritized over the movement of the one or more second mobile bodies (100), on the basis of the information collected by the collecting device (14A) about the plurality of mobile bodies (100) or the information including the positions of the plurality of mobile bodies (100) mapped by the mapping unit (14B), - The mapping unit (14B) being designed to include, for the one or more first mobile bodies (100) identified by the identification unit (14D), in the information indicating the mapped positions of the plurality of mobile bodies (100) includes assigning an identification tag that can be used to distinguish the one or more first mobile bodies (100) from the one or more second mobile bodies (100). System (1) for the delivery of mobility information according to Claim 1 , wherein the identification unit (14D) is designed to identify the one or more first mobile bodies (100) that are used to perform the movement that differs from the movement of the one or more second mobile bodies (100), or to perform the movement with priority over the movement of the one or more second mobile bodies (100) are to be caused to identify by determining at least one of a category of the respective mobile body (100) of the plurality of mobile bodies (100), a request of each of the plurality of mobile bodies (100), a threshold value or a determination as specified by the identification unit (14D) or an overlap of movement conditions of the plurality of mobile bodies (100). System (1) for the delivery of mobility information according to Claim 1 or 2 , wherein the generator (14C) is designed to generate the information in connection with the route on the basis of a movement condition of the one or more first mobile bodies (100) for the one or more first mobile bodies (100), identified in the information including the positions of the plurality of mobile bodies (100) mapped by the mapping unit (14B). System (1) for the delivery of mobility information according to Claim 1 or 2 wherein the generator (14C) is configured to make the determination as to whether the one or more first mobile bodies (100) are capable of moving under a movement condition of the one or more first mobile bodies (100) wherein the one or more first mobile bodies (100) are identified in the information including the positions of the plurality of mobile bodies (100) mapped by the mapping unit (14B), and in a case where the one or the plurality of first mobile bodies (100) to move under the movement condition are capable of generating the information relating to the travel path on the basis of the movement condition for the one or more first mobile bodies (100), wherein the one or the plurality of first mobile bodies (100) are identified in the information including the positions of the plurality of mobile bodies (100) mapped by the mapping unit (14B). System (1) for the delivery of mobility information according to one of the Claims 2 until 4th wherein the one or more first mobile bodies (100) comprise two or more first mobile bodies (100), and wherein the movement condition is that the two or more first mobile bodies (100) platooning. System (100) for the delivery of mobility information according to one of the Claims 1 until 5 further comprising a plurality of terminals (2) usable in the plurality of the respective mobile bodies (100), each of the plurality of communication devices (4, 6) provided for the respective predetermined zones or the respective predetermined sections in which the plurality of mobile bodies (100) can move, is configured to communicate with the terminal (2) used from the plurality of mobile bodies (100) in a mobile body located in the moves predetermined zone or the predetermined section for which or for which the communication device is responsible. System (1) for the delivery of mobility information according to one of the Claims 1 until 6th wherein each of the plurality of mobile bodies (100) is a vehicle (100) and the controller (20) is arranged in the vehicle (100). System (1) for the delivery of mobility information according to one of the Claims 1 until 7th , wherein the identification unit (14D) is configured to use the one or more first mobile bodies (100) on the basis of a request from the one or more first mobile bodies (100) or an attribute of the one or more first mobile bodies (100) To identify bodies (100) which move under a movement condition other than a movement condition of the one or more second mobile bodies (100). System (1) for the delivery of mobility information according to one of the Claims 1 until 8th , wherein the identification unit (14D) is configured to identify the one or more first mobile bodies (100) that are located under one based on priority levels based on attributes of the plurality of moving mobile bodies (100) a movement condition other than a movement condition of the one or more second mobile bodies (100). System (1) for the delivery of mobility information according to one of the Claims 1 until 9 , wherein the mapping unit (14B) is designed to predefine an occupancy area for the one or more first mobile bodies (100) identified by the identification unit (14D) which contains the one or more first mobile bodies (100). contains. System (1) for the delivery of mobility information according to one of the Claims 1 until 10 , wherein the one or more first mobile bodies (100) have two or more first mobile bodies (100), and wherein the generator (14C) is designed to respond to the generation of information in connection with the route individually for each of the two or to dispense with more first mobile bodies (100) that move under a movement condition other than a movement condition of the one or more second mobile bodies (100), or in the case of generating the information in connection with the route individually for each of the two or more first mobile bodies (100), which move under the movement condition other than the movement condition of the one or more second mobile bodies (100), to generate the information relating to the travel path in such a way that the probability that the two or more first mobile bodies (100) are found to be obstructing each other, and the two or more first mobile bodies Body (100) can move in a closely spaced state in a similar manner. System (1) for the delivery of mobility information according to one of the Claims 1 until 11 , wherein the one or more first mobile bodies (100) have two or more first mobile bodies (100), and wherein the generator (14C) is designed for the two or more first mobile bodies (100), which as themselves are characterized moving under a movement condition that is different from a movement condition of the one or more second mobile bodies (100) to generate the information in connection with the travel path in such a way that the two or more first mobile bodies (100) are in one be able to move closely successive state with a vehicle distance which is determined for the one or the several unmarked second mobile body (100) as causing an obstruction. System (1) for the delivery of mobility information according to one of the Claims 1 until 12th , wherein the one or more first mobile bodies (100) have two or more first mobile bodies (100), and wherein the control (20) of a subsequent mobile body that moves under a movement condition of the two or more first mobile bodies (100 ) moved, is designed from the two or more first mobile bodies (100) to - in a case in which the information generated by the generator (14C) is available in connection with the travel path, to execute a movement control in which one is under the moving condition moving, preceding mobile body out of the two or more first mobile bodies (100) is followed at a vehicle distance close to the preceding mobile body, and - in a case where the information generated by the generator (14C) is related to the travel path does not exist to carry out a movement control in which the mobile body traveling in front even when moving under the movement condition with a vehicle distance is followed far away from the mobile body in front. Server (6) for a system (1) for supplying mobility information, the system (1) for supplying mobility information comprising: - a collecting device (14A) which is designed to collect field information or preliminary processed information using a plurality of To collect communication devices (4, 6) provided for respective predetermined zones or respective predetermined sections, the field information including information on the movement of a plurality of mobile bodies (100) and the preliminary processed information being determined by processing the field information, a mapping unit (14B) configured to map positions of the plurality of mobile bodies (100) on the basis of the field information or the preliminary processed information collected by the collecting device (14A), - a generator (14C), who is trained to provide information in connection with the Fah to generate a route using information including the positions of the plurality of mobile bodies (100) mapped by the mapping unit (14B), the information relating to the travel route Information about routes or areas of movement within which the plurality of mobile bodies (100) can move, - a controller (20) which is provided for each of the plurality of mobile bodies (100) and is designed to monitor the movement of a corresponding one of the To control a plurality of mobile bodies (100) using the generated information in connection with the route or information which is determined on the basis of the information in connection with the route and for the determination or control of the movement of the corresponding one of the plurality of mobile Bodies (100) can be used, and - an identification unit (14D) which is designed to identify one or more first mobile bodies (100) from the plurality of mobile bodies (100) that are used to perform a movement other than a or several second mobile bodies (100) or are to be caused to execute a movement which is opposite to the movement of the one or more second mobile bodies (100) is to be prioritized based on the information collected by the collecting device (14A) about the plurality of mobile bodies (100) or the information mapped by the mapping unit (14B) Includes positions of the plurality of mobile bodies (100), wherein the server (6) of the collecting device (14A), the mapping unit (14B), the generator (14C) and the identification unit (14D) comprises at least the collecting device (14A), wherein the mapping unit (14B) is designed for the one or more first mobile bodies (100) identified by the identification unit (14D) in the information that contains the mapped positions of the plurality of mobile bodies (100), to assign an identification tag which is used to distinguish the one or more first mobile bodies (100) from the one or more second mobile bodies (100) can earth. Vehicle for a system (1) for supplying mobility information, the system (1) for supplying mobility information having the following: a collecting device (14A) configured to collect field information or preliminary processed information using a plurality of communication devices (4, 6) provided for respective predetermined zones or respective predetermined sections, the field information being information about the movement includes a plurality of mobile bodies (100) and the preliminary processed information is determined by processing the field information, - a mapping unit (14B) configured to map positions of the plurality of mobile bodies (100) on the basis of the field information or the preliminary processed information collected by the collecting device (14A), - A generator (14C) which is designed to repeatedly generate information in connection with the route using information which includes the positions of the plurality of mobile bodies (100) mapped by the mapping unit (14B), wherein it is the information in connection with the route is information about routes or movement areas within which the plurality of mobile bodies (100) can move, a controller (20) which is provided and designed for each of the plurality of mobile bodies (100) is to control the movement of a corresponding one of the plurality of mobile bodies (100) using the generated information related to the travel path or information determined on the basis of the information related to the travel path and for determining or controlling the movement the corresponding one of the plurality of mobile bodies (100) can be used, and - An identification unit (14D) which is designed to identify two or more first mobile bodies (100) from the plurality of mobile bodies (100) which are intended to perform a different movement than one or more second mobile bodies (100) or to be caused to execute a movement which is to be prioritized over the movement of the one or more second mobile bodies (100), on the basis of the information collected by the collecting device (14A) about the plurality of mobile bodies (100) or the information including the positions of the plurality of mobile bodies (100) mapped by the mapping unit (14B), the vehicle being controlled by the collecting device (14A), the mapping unit (14B), the generator (14C), the controller (20 ) and the identification unit (14D) has at least the controller (20), whereby the mapping unit (14B) is designed to platooning the two or more first mobile bodies (100) identified by the identification unit (14D) in the information indicating the mapped positions of the plurality of mobile bodies (100 ) includes assigning an identification tag that can be used to distinguish the one or more first mobile bodies (100) from the one or more second mobile bodies (100).

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