DE102021105937A1 - MOBILITY INFORMATION DELIVERY SYSTEM, SERVER AND VEHICLE - Google Patents

Abstract

A system (1) for providing mobility information has a collection device (14A), a mapping unit (14B), a generator (14C) and a controller (20). The collecting device (14A) collects field information about the movement of mobile bodies (100) using communication devices (4, 6) provided in respective predetermined zones or respective predetermined sections. The mapping unit (14B) maps positions of the mobile bodies (100) based on the collected field information. The generator (14C) generates information related to a route based on information about the mapped positions of the mobile bodies (100). The controller (20) is provided for each of the mobile bodies (100) and controls the movement of a corresponding mobile body (100) based on the information related to the travel route. If the collected field information contains information about an obstacle that would impede the movement of the mobile bodies (100), the mapping unit (14B) maps the obstacle along with the positions of the mobile bodies (100), and the generator (14C) generates for the mobile body (100) the information related to the route to cause the mobile body (100) to move while avoiding the obstacle.

Description

BACKGROUND

1. Technical field

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

2. Relevant prior art

An automated driving technique for driving a vehicle such as a car to a destination has been developed. It is referred to the Unexamined Japanese Patent Application Publication JP 2019-212 095 A referred.

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

BRIEF DESCRIPTION

According to one aspect of the invention, a system for delivering mobility information is specified, which has a collecting device, a mapping unit, a generator and a controller. The collecting means is configured to collect field information or preliminary processed information using a plurality of communication devices provided in respective predetermined zones or respective predetermined sections. The field information includes information about 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 mobile bodies based on the field information or the preliminary processed information collected by the collecting device. The generator is configured to generate information related to the route based on information about the positions of the mobile bodies mapped by the mapping unit. The information related to the travel route is information about travel routes or movement areas in which the mobile bodies can move.

The controller is provided for each of the mobile bodies and is adapted to control the movement of a corresponding mobile body based on the information related to the running path generated by the generator, information obtained from the information related to the running path, and for determining the movement of the corresponding mobile body, or controlling information used to control the movement of the corresponding mobile body.

In a case where the field information collected by the collector or preliminary processed information includes information about an obstacle that would hinder the movement of the mobile bodies, the mapping unit is configured to map the obstacle together with the positions of the mobile bodies, and the generator is configured to generate the information related to the traveling route for each of the mobile bodies to cause the mobile bodies to move while avoiding the obstacle.

According to a further aspect of the invention, a server for a system for delivering mobility information is specified. The system for providing mobility information has a collection device, a mapping unit, a generator and a controller. The collecting means is configured to collect field information or preliminary processed information using a plurality of communication devices provided in respective predetermined zones or respective predetermined sections. The field information includes information about 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 mobile bodies based on the field information or the preliminary processed information collected by the collection device. The generator is configured to generate information related to the route based on information about the positions of the mobile bodies mapped by the mapping unit. The information related to the travel route is information about travel routes or movement areas in which the mobile bodies can move.

The controller is provided for each of the mobile bodies and is adapted to control the movement of a corresponding mobile body based on the information generated by the generator related to the route, Informa tion obtained from the information related to the travel path and used for determining the movement of the corresponding mobile body, or information used for controlling the movement of the corresponding mobile body.

From the collection device, the mapping unit and the generator, the server has at least the collection device. In a case where the field information collected by the collector or preliminary processed information includes information about an obstacle that would hinder the movement of the mobile bodies, the mapping unit is configured to map the obstacle together with the positions of the mobile bodies, and the generator is configured to generate the information related to the traveling route for each of the mobile bodies to cause the mobile bodies to move while avoiding the obstacle.

According to a further aspect of the invention, a vehicle for a system for delivering mobility information is specified. The system for providing mobility information has a collection device, a mapping unit, a generator and a controller. The collecting means is configured to collect field information or preliminary processed information using a plurality of communication devices provided in respective predetermined zones or respective predetermined sections. The field information includes information about 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 mobile bodies based on the field information or the preliminary processed information collected by the collecting device. The generator is configured to generate information related to the route based on information about the positions of the mobile bodies mapped by the mapping unit. The information related to the travel route is information about travel routes or movement areas in which the mobile bodies can move.

The controller is provided for each of the mobile bodies and is adapted to control the movement of a corresponding mobile body based on the information related to the running path generated by the generator, information obtained from the information related to the running path, and for determining the movement of the corresponding mobile body, or controlling information used to control the movement of the corresponding mobile body.

Of the collection device, the mapping unit, the generator and the controller, the vehicle has at least the controller. In a case where the field information collected by the collector or preliminary processed information includes information about an obstacle that would hinder the movement of the mobile bodies, the mapping unit is configured to map the obstacle together with the positions of the mobile bodies, and the generator is configured to generate the information related to the traveling route for each of the mobile bodies to cause the mobile bodies to move while avoiding the obstacle.

character 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;
• 11A 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;
• 11B 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 Ablaufdiagramm zur Erläuterung eines Prozesses zum Generieren von Information über einen Fahrweg oder einen Bewegungsbereich des Fahrzeugs gemäß einem Beispiel, der das Fahrzeug zu einer Bewegung unter Umgehung eines Hindernisses auf der Straße veranlasst;
• 14A eine schematische Darstellung zur Erläuterung eines Beispiels, bei dem das Fahrzeug durch den Prozess gemäß 13 zu einem Fahrvorgang unter Umgehung des Hindernisses auf der Straße veranlasst wird;
• 14B ein Fahrzeug-Betriebsdiagramm im Hinblick auf die in 14A dargestellte Straße;
• 15 ein Ablaufdiagramm zur Erläuterung eines Prozesses zum Kartieren eines Hindernisses gemäß einem Beispiel;
• 16A eine Darstellung zur Erläuterung eines Beispiels, bei dem das Fahrzeug durch den Prozess gemäß 15 zu einem Fahrvorgang unter Umgehung eines auf der Straße liegenden Hindernisses veranlasst wird;
• 16B ein Fahrzeug-Betriebsdiagramm im Hinblick auf die in 16A dargestellte Straße;
• 17 ein Ablaufdiagramm zur Erläuterung eines Prozesses zum Kartieren eines Hindernisses gemäß einem Beispiel;
• 18 ein Ablaufdiagramm zur detaillierten Erläuterung eines Prozesses in einem Schritt ST67 gemäß 9 gemäß einer exemplarischen Ausführungsform;
• 19 ein Ablaufdiagramm zur Erläuterung eines von einem Server ausgeführten Prozesses zum Sammeln von Feldinformation über die Bewegung der Fahrzeuge gemäß einer exemplarischen Ausführungsform;
• 20 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 specification. The drawings illustrate exemplary embodiments and together with the description serve to explain the principles of the invention. In the drawings show:

• 1 12 is 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 presented servers;
• 3 a configuration diagram for explaining a control system that carries out an automated driving process, for example an in 1 illustrated vehicle controls;
• 4 a flowchart for explaining a process for transmitting information about the own vehicle by an in 3 illustrated ECU for external communication;
• 5 a flow chart for explaining a process for collecting field information related to the movement of a plurality of vehicles by means of an in 2 shown server CPU;
• 6 a flowchart for explaining a process for generating information using the in 2 illustrated server CPU over a travel path or a movement area within which each of the driving witness can drive in a short section, as the primary processed information;
• 7 a flow chart for explaining a process for transmission, by means of which in 2 illustrated server CPU, information that can be used to determine or to control the movement of the vehicle and in the in 6 illustrated generation process is generated;
• 8th a flow chart for explaining a process for receiving information that can be used for determining or for controlling the movement of the vehicle from a terminal of the in 3 illustrated control system for the vehicle;
• 9 FIG. 14 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 providing system according to an exemplary embodiment, from obtaining travel path information related to the travel of the plurality of vehicles from field information related to the travel of the variety of vehicles related, up to control the movement of the variety of vehicles;
• 11A 12 is a diagram of a two-lane road for explaining a process performed by the mobility information supply system to generate information about driving routes or moving areas of the vehicles for each lane according to an example;
• 11B a vehicle operation diagram for explaining running conditions of vehicles running on the first lane;
• 11C a vehicle operation diagram for explaining running conditions of vehicles running on the second lane;
• 12 an illustration for explaining a space algorithm at the time of merging the vehicles according to an example;
• 13 FIG. 14 is a flowchart showing a process of generating information about a traveling path or a moving area of the vehicle that causes the vehicle to move while avoiding an obstacle on the road, according to an example; FIG.
• 14A a schematic representation to explain an example in which the vehicle through the process according to 13 a driving operation is caused to avoid the obstacle on the road;
• 14B a vehicle operation diagram in view of the in 14A illustrated street;
• 15 FIG. 14 is a flow chart for explaining a process of mapping an obstacle according to an example; FIG.
• 16A an illustration for explaining an example in which the vehicle through the process according to 15 a driving operation is caused to avoid an obstacle on the road;
• 16B a vehicle operation diagram in view of the in 16A illustrated street;
• 17 FIG. 14 is a flow chart for explaining a process of mapping an obstacle according to an example; FIG.
• 18 FIG. 12 is a flow chart for explaining a process in step ST67 according to FIG 9 according to an exemplary embodiment;
• 19 FIG. 14 is a flow chart for explaining a process performed by a server for collecting field information about the movement of vehicles according to an exemplary embodiment; FIG.
• 20 FIG. 14 is a flow chart for explaining a process performed by a server to transmit the collected field information according to an exemplary embodiment.

DETAILED DESCRIPTION

The achievement of automated driving, e.g., of a mobile body such as a vehicle is expected to enable the mobile body to move to a destination regardless of a user's intention, or support a driving operation performed by the user to improve the safety of the Movement.

However, in a situation where individual mobile bodies such as vehicles perform detection and control independently, it is not necessarily possible to accurately detect 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 an exit of another mobile body from a blind spot may require it make the mobile body such as a vehicle perform an abrupt driving control operation to avoid contact with these other mobile bodies, for example.

The provision of a mobility information providing system that provides a vehicle with information about other mobile bodies may be a possible solution for determining or controlling the driving operation of the vehicle, such as a car. For example, the mobility information delivery system collects information on the movement of a plurality of mobile bodies using a server, and based on the collected information, gives an instruction to each of the mobile bodies for moving it more safely while avoiding collision between the mobiles bodies.

However, collecting information about the movement of the mobile bodies in this way does not always ensure an appropriate and safe driving operation.

For example, in some cases there is an obstacle such as a fallen object on an existing road.

In such a case, the vehicle such as a car is not necessarily allowed to move safely despite the instruction based on the collected information from the mobility information supply system.

It is desirable to provide a mobility information delivery system, server and vehicle that allow a mobile body to move while maintaining a level of security appropriate to the situation.

In the following some exemplary embodiments of the invention are described in detail with reference to the accompanying drawings. It should be noted that the following description is directed to illustrative examples of the invention and should not be construed as limiting the invention. Such factors as, but not limited to, numerical values, shapes, materials, components, component locations, and the manner in which the components are coupled together are for illustrative purposes only and are not to be construed as limiting the invention.

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

First exemplary embodiment

1 12 is a configuration diagram for explaining a mobile body mobility information providing system 1 according to a first exemplary embodiment of the invention.

This in 1 The system 1 shown for supplying mobility information can have a large number of terminals 2 and a large number of wireless base stations 4 . The respective terminals 2 are usable in a variety of vehicles 100 running on a road. The vehicles 100 can serve as a variety of mobile bodies. The wireless base stations 4 can serve as a variety of communication devices. The wireless base stations 4 may be arranged along the road on which the vehicles 100 travel.

1 11 further illustrates a satellite 110 of a Global Navigation Satellite System (GNSS). The GNSS satellite 110 may emit radio waves toward the surface of the earth. The radio waves may include latitude and longitude information indicating a position of each satellite in superposition of absolute time information synchronized among the satellites.

The terminal 2 and the server 6 can receive radio waves of the GNSS satellites 110 and thereby generate information on a latitude and a longitude, thereby indicating a position of a place where the radio waves have been received. The server 6 will be described later. Based on a distance that can be determined from the generated latitude and longitude and from the latitude and longitude of the satellites, it is possible to calculate the time it takes for the radio waves to reach the receiving site. In this way, it is possible for the receiving site to obtain an accurate time based on the GNSS satellite 110 time.

In addition to the vehicle 100, examples of the mobile body may include a pedestrian, a bicycle, a motorcycle, and a car. The terminal 2 can for this mobile body be provided by . The terminal device 2 can be attached to the vehicle 100 in a fixed or detachable manner, for example.

Another vehicle 100 can drive on the road equipped with the wireless base stations 4 . Examples of the further vehicle 100 can be the further vehicle 100 that is not supplied with information from the in 1 illustrated system 1 is supplied for the delivery of mobility information, and include the further vehicle 100, which is supplied with further information from a further system for the delivery of mobility information.

In contrast to a train, for example, the vehicle 100 and other mobile bodies cannot be designed to travel on a defined route. It is possible for the vehicle 100 and other mobile bodies to move while freely and independently changing their traveling directions and traveling speeds. The mobility information providing system 1 may be configured to provide mobility information to only a limited number of mobile bodies out of the mobile bodies, instead of providing mobility information to all of these mobile bodies.

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

The server 6 can be coupled to the terminals 2 via the special network 5 . The wireless base stations 4, the special network 5 and the server 6 can form a system 3 on the base station side. The system 3 can provide mobility information to mobile bodies. The wireless base stations 4 may be arranged for respective sections along a single street.

In this case, the respective wireless base stations 4 may be configured to provide information to the terminal 2 used in the mobile body moving in the section for which the wireless base station 4 is in charge. Alternatively, the wireless base stations 4 may be formed for respective areas. The areas can be wider than the single street. In this case, each of the wireless base stations 4 may be configured to provide information to the terminal 2 used in the mobile body moving in the area for which the wireless base station 4 is responsible.

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

In some exemplary embodiments, a "section" may refer to a span from a particular point to the next point. The "section" may include a term of time.

The special network 5 can be designed for the system 1 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 may be a public, open, wide area communications network.

Examples of the wide area communication network may include, in addition to the Internet, a dedicated communication network that can be used in an advanced transportation system such as an advanced driver assistance system (ADAS) and a switched ATM network dedicated to a telephone system. The mobility information delivery system 1 may use any of these wide area communication networks instead of or together with the dedicated network 5 . An open network tends to have longer transmission delays than a closed network. Performing coding, such as encrypting data, makes it possible to ensure a certain degree of confidentiality on an open network.

However, the use of the dedicated network 5 enables large-capacity, high-speed, low-delay communication to be performed in a mutually stable manner as data communication between the wireless base stations 4 and the server 6, compared to a case using the Internet, for example. Even if the special network 5 is designed, for example, to send and receive information via asynchronous blocks or frames based on the Transmission Control Protocol/Internet Protocol (TCP/IP) and is designed to transmit frames in response to collision detection to re-transmit, it is unlikely that any delay in transmission due to such transmission will be excessive. With the special network 5, it is possible to keep the transmission delay short, in Ver equal 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 6 may be provided for a communication network comprising the dedicated network 5 or the Internet. The servers 6 can be arranged for distribution between assigned regions, such as streets or areas. Alternatively, the servers 6 may be arranged for distribution in a downstream and upstream manner. The downstream server can communicate with the wireless base stations 4 directly.

The upstream server may be upstream of the downstream server. The servers 6 can be designed for distribution between two or more groups into which the terminals 2 are divided. In any case, a cooperative operation of the two or more servers 6 enables a reduction in the processing load of each of the servers 6. In addition, a suitable distribution and arrangement of the servers 6 on the communication network enables a reduction in the amount of information transmitted to the respective subarea and to the communication network as a whole.

In the mobility information delivery system 1 described above, the terminals 2 of the vehicles 100 and the server 6 can send and receive data to and from each other by data packet routing control on the communication network using the special network 5 and the wireless base stations 4 has. When the terminal 2 moves together with the vehicle 100 and the wireless base station 4 in charge of an area where the terminal 2 is located changes, the wireless base stations 4 and the server 6 can switch routing.

The server 6 can thus communicate with the terminal 2 via the wireless base station 4 covering an area where the moving vehicle 100 is newly located. The wireless base stations 4 can transmit and receive information related to the moving vehicle 100 and the terminal 2 to and from each other before and after switching.

It should be noted that the terminals 2 may be included in the range or a wireless coverage area of the wireless base stations 4 . The information can be transmitted and received as long as the terminals 2 are located at least in one of the wireless coverage areas of the wireless base stations 4 existing in the respective areas.

Through such communication, the server 6 can collect field information related to the running operation of the vehicles 100 . The field information to be collected may be information about a mobile body other than the vehicle 100, for example. For example, based on the collected field information, the server 6 can generate information about a travel route or a moving area in a short section for each of the vehicles 100 . In one embodiment, the information about the travel route or the moving area may serve as “information related to the travel route”.

The travel paths or movement areas can allow the vehicles 100 to travel safely in them without colliding with one another, for example. The server 6 can repeatedly send the generated information to the terminals 2 of the vehicles 100 at every predetermined timing as primary processed information. The server 6 can organize the collected field information for each of the vehicles 100 itself, for example, and can repeatedly send the organized field information to the terminals 2 of the vehicles 100 every predetermined timing.

In a case where only one vehicle 100 corresponds to a predetermined zone and/or a predetermined section for which the wireless base station 4 is responsible, the wireless base station 4 may be responsible for only the one vehicle 100 . In this case, the server 6 can generate the primary processed information based on a previously collected map and field information from the one vehicle 100 . The communication can be performed only once in a period in which the vehicle 100 travels through the predetermined zone and/or section for which the wireless base station 4 is in charge.

In some exemplary embodiments, a “short section” may refer to a section in the traveling direction (forward, backward, left, right) of the vehicle 100 that is undergoing a control operation or an assist operation. For example, the "short segment" can be defined as a distance that can be covered in 200 milliseconds at a speed of 60 km/h.

The term "responsible for" may refer to a state where the wireless base station 4 can communicate with a device in the corresponding area.

By such communication, the terminal 2 mounted in the vehicle 100 can receive the primary processed information or the field information transmitted from the server 6 repeatedly every predetermined period from the wireless base station 4 in charge of the area in which terminal 2 is located. Based on the information received from the terminal 2, the vehicle 100 can perform a control operation for the movement of the vehicle 100.

In the case of an automated driving operation, the vehicle 100 can determine a driving route for the automated driving and cause the own vehicle to drive in accordance with the driving route. In the case of a driving assistance operation in manual driving, the vehicle 100 can adjust a driving operation performed by a user driving in the vehicle to prevent the own vehicle from deviating greatly from the set driving path as well as to cause the own vehicle to run. The vehicle 100 is able to travel along the designated travel route. Note that the vehicle 100 can notify the user traveling therein of the information received from the terminal 2 or information based on the received information by outputting a display or a sound, for example.

The field information to be collected from the base station side such as the server 6 may be information related to the movement of mobile bodies such as the vehicles 100. Examples of the field information may include information to be collected from the respective vehicles 100, monitoring information of a road, and traffic information of a region based on the monitoring information.

Examples of the information to be collected from the respective vehicles 100 may include driving information of the vehicle 100, occupant information related to the user, peripheral information of the vehicle 100, and traffic information of a region. Examples of the running information of the vehicle 100 may include a current position, a destination, and a posture or movement of a body of the vehicle 100 in addition to the running direction and running speed. Examples of vehicle body posture may include yaw rate.

The primary processed information to be transmitted from the base station side, such as the server 6, to the terminal 2 of the respective vehicles 100 may be, for example, information used by the respective vehicles 100 to control or determine the Driving process of the vehicle 100 can be used. Examples of the primary information processed may include the direction of travel and the speed of travel in a short portion of the vehicle 100 .

Information to be transmitted from the server 6 to the terminal 2 of the respective vehicles 100 may include, for example, information about an estimated current position of the vehicle 100, a maximum moving distance or range from the estimated current position of the vehicle 100, and information about an estimated current time . The terminal 2 can receive this information repeatedly in short, predetermined periods of time.

Thereby, the vehicle 100 is able to continue driving while ensuring safety based on the information. The vehicle 100 can repeatedly acquire information for each short section every predetermined period of time and perform the driving operation depending on the information. This enables the vehicle 100 to travel to a desired location more safely, for example.

In existing techniques, the vehicle 100 specifies a route to a destination in a navigation device, for example, and a user performs a driving operation himself while ensuring safety depending on the guidance of the route, so that the vehicle 100 travels to the destination safely can move. During the movement, the vehicle 100 having a driving assistance function can use a sensor such as a camera arranged in the vehicle 100 to capture an image of the interior or the exterior of the vehicle and adjust a travel path to assist the driving operation to avoid contact with a mobile body such as the other vehicle 100.

However, with such an autonomous, automated driving process or driver assistance process, it is not necessarily possible to precisely predict and detect the movement of, for example, the other vehicle 100 .

For example, the other vehicle 100 operated by a user may make an unanticipated movement, such as an abrupt change in travel path. Another mobile body may cut into a roadway, or the other vehicle 100 may be parked around a corner that cannot be seen. For example, inclement weather, such as a snow storm, reduce visibility. In such weather as a snowstorm, it may be difficult to visually recognize an oncoming vehicle. At an intersection or a junction of an exit from an expressway, the other vehicle 100 may approach from a lateral direction or a diagonal rear direction.

In these cases, the subject vehicle is required to perform abrupt driving control during the automated driving to avoid contact with the other vehicle 100, for example, to prevent the subject vehicle from contacting the other vehicle 100 whose Driving direction changes abruptly, or that the own vehicle obstructs a route of the other vehicle 100. It is desirable to avoid such situations to prevent an accident. In controlling the movement of a mobile body such as vehicle 100, it is desirable that the movement be less likely to be affected by an unpredictable movement of another mobile body.

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

the inside 2 The server 6 shown can have a server communication device 11, a server GNSS receiver 12, a server memory 13, a server central processing unit (server CPU) 14 and a server bus 15. Server communicator 11, server GNSS receiver 12, server memory 13, and server CPU 14 may be coupled to server bus 15.

The server communication device 11 can be coupled to the communication network that has the special network 5 . The server communication device 11 can send and receive data to and from another device coupled to the communication network, which is, for example, the wireless base stations 4 or the terminal device 2 of the vehicle 100 .

The server GNSS receiver 12 may receive the radio waves from the GNSS satellite 110 to obtain a current time. The server 6 may include a server clock, not shown, that is calibrated based on the current time of the server GNSS receiver 12 .

A program to be executed by the server CPU 14 and data can be stored in the server memory 13 .

The server CPU 14 can read the program from the server memory 13 and execute the program. In this way, server control can be implemented in the server 6 . The server CPU 14 serving as the server controller can handle the overall operation of the server 6 . The server CPU 14 can obtain information to be collected in the mobility information providing system 1, generate information to be provided to the communication devices, and transmit the information.

In one embodiment, the server CPU 14 includes a collector 14A, a mapping unit 14B, and a generator 14C.

It should be noted that the communication device can be the server 6 or the wireless base station 4 . Since the wireless base station 4 is closer to the server CPU 14 in the network, responsiveness when the server CPU 14 communicates with the wireless base station 4 is improved.

3 shows a configuration representation to explain a control system 20, which controls the automated driving process, for example in 1 illustrated vehicle 100 controls. 3 12 illustrates respective control electronic control units (ECUs) integrated in a variety of control devices included in the control system 20 of the vehicle 100 as representative devices. In again 2 As shown in the server 6, each of the controllers may include, for example, a memory, an input and output port, 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 may 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.

An example can be the in 3 illustrated control ECUs are a running ECU 21, a steering ECU 22, a brake ECU 23, a running control ECU 24, a running ECU 25, a detection ECU 26, an external communication ECU 27, and a user interface - Act (UI) actuation ECU 28 . The control system 20 in the vehicle 100 may include another unillustrated control ECU.

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

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

The plurality of control ECUs may be coupled to a vehicle network 30 used by the vehicle 100, such as a CAN (Controller Area Network) or a LIN (Local Interconnect Network). The vehicle network 30 may include a plurality of bus cables 31 and a central gateway (CGW) 32 . The plurality of bus cables 31 can enable the plurality of control ECUs to be coupled to each other. The central gateway (CGW) 33 may serve as a relay device to which the plurality of bus cables 31 are coupled.

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

The other control ECUs can monitor the bus cables 31, respectively. In a case where an identification that is an exit destination corresponds to the identification of, for example, one of the control ECUs, the one control ECU can acquire data and perform processing based on the data. The central gateway 32 can monitor each of the plurality of coupled bus cables 31 .

In a case where one of the control ECUs that is an output source is connected to one of the bus cables 31, another of the control ECUs is connected to another of the bus cables 31, and the central gateway 32 detects that an identification constituting an exit destination corresponds to the other one of the control ECUs, the central gateway 32 can deliver data to the other one of the bus cables 31 .

By means of the relay processing executed by the central gateway 32 , while one of the plurality of control ECUs is coupled to one of the bus cables 31 and another of the control ECUs is coupled to another of the bus cables 31 is, an exchange of data to be input and output can be achieved between the one of the plural control ECUs and the other of the plural control ECUs.

The UI operation ECU 28 may be coupled to a user interface device for the user riding in the vehicle 100 . For example, the UI operation ECU 28 may be coupled to a display device 41 and an operation device 42 . The display device 41 may be, for example, a liquid crystal device or an image projection device. The actuation device 42 may be, for example, a touch panel, a keyboard, or a non-contact actuation sensing device. For example, the display device 41 and the operating device 42 may be attached to an inner surface of the vehicle interior in which the user rides.

The UI operation ECU 28 may acquire data from the in-vehicle network 30 and cause the display device 41 to perform display based on the data. When an operation input is performed on the operation device 42 , the UI operation ECU 28 may output the operation input to the in-vehicle network 30 . The UI operation ECU 28 can perform the processing based on the operation input. The UI operation ECU 28 can include a result of the processing in the data.

For example, the UI operation ECU 28 can cause the display device 41 to display a navigation screen for specifying a destination, to search for a route to the destination selected by an operation input, and to include the route data in the data. The route data can include attribute information or additional information, e.g., about a lane of a road to be used for moving from the current position to the destination.

For example, the driving ECU 25 may be coupled to actuators. The actuators can be used by the user to control the driving of the vehicle 100 . A steering wheel 51, a brake pedal 52, an accelerator pedal 53 and a shift lever 54 may be examples of the operating members. When one of the actuators is operated, the driving operation ECU 25 can output data to the in-vehicle network 30 . The data may include whether there is exercise and an amount of exercise.

The running ECU 25 may perform processing related to the operation performed on the one of the operating members. The running ECU 25 can make a result include the processing in the data. For example, in a case where the accelerator pedal 53 is operated in a situation where another mobile body or a stationary object is ahead of the vehicle 100 in the traveling direction, the running ECU 25 may determine that there is an abnormal operation . The driving ECU 25 may include a determination result in the data.

For example, the detection ECU 26 may be coupled to detection elements. The detection elements can each detect a driving state of the vehicle 100 . Examples of the detection elements may include a speed sensor 61, an acceleration sensor 62, a camera such as a stereo camera 63, an in-vehicle camera 64, a microphone 65, and a GNSS receiver 66. The speed sensor 61 can be designed to detect the speed of the vehicle 100 . Acceleration sensor 62 may be configured to detect the acceleration rate of vehicle 100 .

The stereo camera 63 can be designed to record an image of an external environment of the vehicle 100 . The in-vehicle camera 64 may be configured to capture an image of the user in the passenger compartment. The microphone 65 may be configured to convert sound into data inside and outside of the vehicle 100 . The GNSS receiver 66 can be configured to detect a position of the vehicle 100 . The GNSS receiver 66, like the server GNSS receiver 12, can receive the radio waves from the GNSS satellites 110 to obtain a latitude and a longitude indicating the current position of the own vehicle and a current time.

The current time of the vehicle 100 can thus be expected to match the current time based on the server GNSS receiver 12 of the server 6 with a high degree of accuracy. The detection ECU 26 can acquire detection information from each of the detection elements and can output data including the detection information to the in-vehicle network 30 . The detection ECU 26 can perform processing based on the detection information.

The detection ECU 26 may include a processing result in the data. For example, in a case where the acceleration sensor 62 detects acceleration and an acceleration rate exceeds a threshold for collision detection, the detection ECU 26 may make the determination that a collision is detected. The detection ECU 26 can include a result of the collision detection in the data. The detection ECU 26 can extract a mobile body based on a captured image provided by the stereo camera 63 . The mobile body can be, for example, a pedestrian or the other vehicle 100 that is present in the vicinity of the own vehicle.

The detection ECU 26 can determine a type and an attribute of the mobile body. The detection ECU 26 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 26 can include information about the mobile body including a result of the estimation in the data and output the data to the in-vehicle network 30 .

The external communication ECU 27 may be coupled to a communication device 71 and a communication memory 72 . The terminal 2 may include the external communication ECU 27 , the communication device 71 , and the communication memory 72 . The communication device 71 can transmit and receive data to be transmitted and received by the external communication ECU 27 to and from a device outside the vehicle. The device outside the vehicle can be, for example, the wireless base station 4 or the communication device 71 of the other vehicle 100 .

The communication device 71 can communicate with the communication devices provided for respective areas or sections. Communications storage 72 may be a computer-readable recording medium. The communication memory 72 can store a program to be executed by the external communication ECU 27 , default values, and data to be sent to and received from the external communication ECU 27 . The external communication ECU 27 can send and receive data to and from the server 6 via the communication device 71, for example.

The external communication ECU 27 may, for example, collect own vehicle information via the in-vehicle network 30 and transmit the own vehicle information to the server 6 . The external communication ECU 27 can acquire, from the communication device 71, the primary processed information sent from the server 6 to the own vehicle, for example store the primary processed information in the communications memory 72.

Examples of the own vehicle information to be collected by the ECU 27 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 your own vehicle is driving. The peripheral information may include information about another mobile body existing around the own vehicle.

Examples of the information about the driving state of the own vehicle include information detected by an autonomous sensor such as the sensors described above in the own vehicle. The autonomous sensor may be a vehicle-mounted sensor, examples of which are 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 may 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 driving condition information of the own vehicle may include driving condition information that can be calculated based on the detection by such sensors, such as yaw rate information.

The own vehicle information that can be transmitted from the external communication ECU 27 may be the own vehicle information that is collected by the external communication ECU 27 and is unprocessed. Alternatively, the host vehicle information may be the collected information that has undergone processing, filtering, coding, or quantification. The external communication ECU 27 as the terminal 2 can repeatedly transmit the information about the own vehicle to the communication devices.

Information to be acquired by the ECU 27 for external communication from the server 6 may include primary processed information addressed to another mobile body existing around, in addition to the primary processed information addressed to the own vehicle is addressed. The information to be determined can also contain interpolation information that cannot be determined by the autonomous sensor. The external communication ECU 27 as the terminal 2 can repeatedly receive at least information usable for determining or controlling the movement of the own vehicle from the communication devices.

The driving control ECU 24 may be coupled to a control memory 81 . The control memory 81 can be a computer-readable recording medium. The control memory 81 can store a program to be executed by the driving control ECU 24, default values, and other information. The control memory 81 can store information about details of the control process performed by the driving control ECU 24 . The driving control ECU 24 can read the program from the control memory 81 and execute the program. This allows the driving control ECU 24 to serve as a controller configured to control the driving operation of the vehicle 100 .

The driving control ECU 24 can obtain data from, e.g., the external communication ECU 27, the detection ECU 26, and the driving operation ECU 25 via the vehicle network 30, and can control the driving operation, e.g., the automated driving or the manual-assisted driving of the vehicle 100 . The driving control ECU 24 can generate driving control data for use in controlling the driving operation of the vehicle 100 based on the received data.

The running control ECU 24 can output the running control data to the running ECU 21 , the steering ECU 22 , and the brake ECU 23 . The running ECU 21, the steering ECU 22, and the brake ECU 23 can control the running operation of the vehicle 100 based on the input running control data. The travel control ECU 24 as a movement controller can control the movement of the vehicle 100 using the information received from the terminal 2 .

Next, a control operation of traveling routes of the vehicles 100 by the mobility information providing system 1 having the configuration described above will be described.

4 Fig. 12 shows a flow chart for explaining a process for transmitting the information about the own vehicle by the in 3 illustrated ECU 27 for external communication.

The external communication ECU 27 can serve as a communication device arranged in each of the vehicles 100 . In a case where it is configured to communicate with the wireless base station 4, the external communication ECU 27 may, for example, use the one shown in FIG 4 execute the illustrated own vehicle information transmission process repeatedly. A cycle in which the external communication ECU 27 transmits the own vehicle information may be in a range from several tens of milliseconds to about several seconds, for example.

In a step ST1, the external communication ECU 27 can collect and obtain the own vehicle information from the vehicle interior. For example, the external communication ECU 27 may obtain data from the driving control ECU 24 , the detection ECU 26 , and the driving ECU 25 via the in-vehicle network 30 . Thus, the ECU 27 for external communication can collect, for example, the driving state of the own vehicle, the state of the user driving therein, the peripheral information about the own vehicle, and the information about the region where the own vehicle is traveling.

The driving state of the host vehicle may be such information as the current position, the traveling direction, or the traveling speed of the host vehicle. The external communication ECU 27 can also calculate information that cannot be obtained as the detection value of the autonomous sensor, such as information on the yaw rate, based on the obtained information. The external communication ECU 27 can store this collected data in the communication memory 72 . The data collected by the external communication ECU 27 may include a detection time of each piece of data.

In a step ST2, the external communication ECU 27 may determine whether a transmission timing of the own vehicle information has come. For example, the external communication ECU 27 may determine whether the elapsed time from the previous transmission timing has reached a predetermined transmission cycle based on the current time of the GNSS receiver 66 . For example, the control system 20 of the vehicle 100 may include a vehicle clock coupled to the vehicle network 30, the central gateway 32, the external communications ECU 27, or the ride control ECU 24 and based on the current time of the GNSS receiver 66 is calibrated. In this case, a time of the vehicle clock can be used.

In a case where the transmission cycle has not been reached (step ST2: NO), the external communication ECU 27 may cause the process to return to step ST1. Upon determining that the transmission cycle has been reached and the transmission timing has arrived (step ST2: YES), the external communication ECU 27 may cause the process to proceed to step ST3.

In step ST3 , the external communication ECU 27 can transmit the information collected in step ST1 to the server 6 via the communication device 71 . The communication device 71 can transmit the information collected in step ST1 to the wireless base station 4 with which the communication device 71 can communicate in a communication environment at the time of transmission. The wireless base station 4 can transmit the information received from the communication device 71 of the vehicle 100 to the server 6 via the dedicated network 5 .

The information transmitted from the communication device 71 of the vehicle 100 to the wireless base station 4 can contain, for example, the information about one's own vehicle, the last current position of the vehicle 100 and the last time of the vehicle 100 . The information about one's own vehicle can be, for example, a value detected by vehicle 100 and its detection time.

As described above, the terminal 2 of each of the vehicles 100 can repeatedly transmit the current or past detection information acquired by the autonomous sensor of each vehicle to the communication device in charge of an area or portion where the vehicle is located stops. Each of the communication devices can repeatedly receive the current or past information of the corresponding vehicle 100 from the terminal 2 of the vehicle 100 moving in the area or section for which the communication device is responsible. The respective communication devices can transmit the information received from the terminal 2 of the vehicle 100 to the server 6 .

5 shows a flow chart for explaining a process for collecting the field information related to the movement of the vehicles 100 by means of in 2 shown server CPU 14.

The server CPU 14 of the server 6 can use the in 5 carry out the collecting process illustrated repeatedly, each time the server communication device 11 of the server 6 receives new field information.

In a step ST11, the server CPU 14 can determine whether the field information has been received. Examples of the field information may include the own vehicle information transmitted from the terminal 2 of each of the vehicles 100, and detection information of a detection device such as a camera installed on a road. For example, an unillustrated advanced traffic system server can transmit traffic information of a region under the management of the advanced traffic system to the server 6 .

The server communication device 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 14 can repeat the process in step ST11. When the server communication device 11 receives the field information (step ST11: YES), the server CPU 14 can cause the process to proceed to a step ST12.

It should be noted that the server of the advanced traffic system can serve as the server 6. In this case, the process of generating information about a travel route or a moving area in which each vehicle 100 can travel in a short section is performed after collecting the traffic information of the advanced traffic system, so that communications between the servers can be reduced.

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

However, the vehicle 100 may run in a situation where the radio waves from the GNSS satellite 100 cannot be received, such as in a tunnel. In this case, the time of the vehicle 100 is updated based on a timer of the vehicle 100, which time may include an error related to the common time. Therefore, for example, the time of the field information transmitted by the vehicle 100 can be different from the time of the server 6 .

The server CPU 14 can determine the presence or absence of such an error based on, for example, a comparison between the received field information and the information of the server 6 or a comparison between a position contained in the received field information and map data. In a case where it is determined that there is an error equal to or larger than a predetermined threshold (step ST12: YES), the server CPU 14 can make the determination that correction is required and can complete the process to proceed to a step ST13. In a case where the error is less than the threshold (step ST12: NO), the server CPU 14 can make the determination that correction is not required and cause the process to proceed to step ST14.

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

The server CPU 14 can also correct other information that can be corrected in accordance 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 transmits the field information, or may be added by the wireless base station 4 relaying the field information. The field information correction process can be performed for the information collected from the vehicle 100 or for the field information relayed by the wireless base station 4 . In the step ST<b>14 , the server CPU 14 can classify the received or corrected field information depending on information sources thereof and accumulate the classified field information in the server memory 13 .

The server memory 13 of the server 6 can thus be used as field information in connection with the Movement of the vehicles 100 accumulate and store the information about the vehicle 100 and the user, or the peripheral information received from each of the vehicles 100, or the traffic information of the region in which the respective vehicles 100 are moving. In association with the received field information, the server CPU 14 can store a point in time at which the respective field information was received.

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

In another example, the server CPU 14 can use the in 5 execute the illustrated process without correcting the time of the received field information, for example. In this case, the server CPU 14 may further generate additional field information for use in increasing the error margin, for example, at the time of the received field information.

Based on such additional information about the margin of error, the server CPU 14 may obtain information about a margin of possible errors in, for example, the position and the speed of the vehicle 100 in a subsequent process. Thereby, for example, the possibility that the vehicle actually existing within a position range of the vehicle 100 is subjected to processing by the server CPU 14 can be increased.

6 shows a flowchart for explaining a process to use the in 2 illustrated server CPU 14 to generate, as primary processed information, information on a travel route or a moving area in which each of the vehicles 100 can travel in a short section.

The server CPU 14 of the server 6 can use the in 6 execute the illustrated route generation process repeatedly. For example, a cycle over which the server CPU 14 executes the route generation process may be shorter than the time required for the vehicle 100 to travel through a route based on the primary processed information. For example, the cycle may be about tens of milliseconds to about hundreds of milliseconds.

In a step ST21, the server CPU 14 can determine whether a timing for generating new travel routes for the vehicles 100 has come. The server CPU 14 may determine whether an elapsed time from the previous generation time has reached a predetermined generation cycle based on the current time of the server GNSS receiver 12 .

In a case where the generation cycle has not been reached (step ST21: NO), the server CPU 14 may repeat the determination process in step ST21. Upon determining that the generation cycle has been reached and the generation timing has arrived (step ST21: YES), the server CPU 14 may cause the process to proceed to a step ST22.

In step ST<b>22 , the server CPU 14 can obtain from the server memory 13 the latest field information received from the server communication device 11 . For example, the server CPU 14 can obtain the field information related to the movement of the vehicles 100 collected from the vehicles 100 . The server CPU 14 can obtain preliminary processed information processed by the wireless base station 4 based on the field information, for example.

The server CPU 14 can acquire, as field information related to the movement of the vehicles 100, information related to the movement of the vehicles 100, information about the users of the vehicles 100, and the peripheral information or the region information of the vehicles 100 from the respective vehicles 100.

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

Each of the actual map and the predictive map may be a road map of a region about which the mobility information providing system 1 provides information. The actual map and the prediction map can each be a world map. The actual map and the prediction map can be stored in the server memory 13 .

The actual map may be a street map showing actual positions of the vehicles 100 at the current time of the server GNSS receiver 12 in real time can be mapped. It should be noted that the actual map may be a street map showing the actual positions at a time later than the current time of the server GNSS receiver 12 by a short predetermined amount of time, substantially in can be mapped in real time.

The prediction map may be a road map on which to map predicted positions of the vehicles 100 estimated at a time later than the time of the actual map by a predetermined amount of time. For example, the predictive map may be a road map at a time approximately several seconds later than the actual map time.

In a step ST24, the server CPU 14 can generate, from the latest field information, a list of mobile bodies regarding the vehicles 100 for which the server 6 needs to give notice at this time. The list of mobile bodies may contain another mobile body, for example the other vehicle 100, for which the server 6 does not have to report.

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

The server CPU 14 can obtain or estimate the actual position of the vehicle 100 included in the mobile body list and not yet subjected to processing from the latest field information. The term "actual" or "this point in time" does not necessarily refer to the real time of the server GNSS receiver 12, but may refer to a point in time several hundred milliseconds later than the server GNSS receiver's time. Receiver 12. In a case where a time delay between a time corresponding to the last current position of the vehicle 100 and the present time is equal to or less than a threshold value of about several hundred milliseconds, the server CPU 14 can use the determined current Consider position as actual position of vehicle 100 .

In a case where the time delay is larger than the threshold, the server CPU 14 can use the own vehicle information such as the moving direction, the moving speed or the posture of the vehicle 100 to calculate a direction and an amount of the moving use that has taken place since the determined last current position. The server CPU 14 can regard a position as an actual position of the vehicle 100 based on a result of the calculation.

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

In a step ST27, the server CPU 14 can determine whether the processing for the vehicles 100 of the mobile body list has been completed. In a case where the processing for all vehicles 100 of the mobile body list has not been completed (step ST27: NO), the server CPU 14 may cause the process to return to step ST25.

The server CPU 14 can select the next vehicle 100 that has not yet undergone processing and repeat the processes from step ST25 to step ST27. Upon completion of the processing for all vehicles 100 of the mobile body list (step ST27: YES), the server CPU 14 can end the process of mapping on the actual map and can cause the process to proceed to step ST28. In this way, the actual positions of the target vehicles 100 can be mapped on the actual map to show a relative positional relationship between the target vehicles 100 .

From step ST28, the server CPU 14 may start a process to map on the prediction map future predicted positions of the target vehicles 100 for a predetermined later period of time. The predicted locations may be predicted locations at a time several seconds after the actual map time.

The server CPU 14 can estimate, by calculation from the latest field information, the predicted position of the vehicle 100 included in the mobile body list and not yet subjected to processing. The server CPU 14 may use the information about the vehicle 100 to be subjected to the calculation to calculate the predicted position at a predicted time later than the actual time by a short period of time.

The prediction time can be a time several hundred milliseconds to several seconds later than the actual time. The server CPU 14 may use the own vehicle information such as the moving direction, the moving speed, or the posture of the vehicle 100 to calculate a moving direction and a moving amount from the actual position considering a behavior of the vehicle 100 . The server CPU 14 may regard a position as a predicted position of the vehicle 100 based on a result of the calculation.

In a step ST29, the server CPU 14 can map on the forecast map the forecast positions of the mobile bodies estimated based on the latest field information. Thus, the predicted positions based on the latest information about the vehicles 100 can be mapped on the predictive map.

In a step ST30, the server CPU 14 can determine whether the processing for the vehicles 100 of the mobile body list is completed. In a case where the processing for all vehicles 100 of the mobile body list is not completed (step ST30: NO), the server CPU 14 may cause the process to return to step ST28. The server CPU 14 can select the next vehicle 100 that has not yet undergone processing and repeat the processes from step ST28 to step ST30.

Upon completion of the processing for all vehicles 100 of the mobile body list (step ST30: YES), the server CPU 14 may end the process of mapping on the prediction map and may cause the flow to proceed to step ST31. Thus, the predicted positions of the target vehicles 100 can be mapped on the prediction map to show a relative positional relation between the target vehicles 100 .

In step ST31, the server CPU 14 can generate travel routes or areas that allow the target vehicles 100 to travel more safely. For example, for each of the target vehicles 100, the server CPU 14 can plan a safe travel route that does not obstruct or approach another mobile body from the actual position of the vehicle 100 on the actual map toward the predicted position of the vehicle 100 generate the forecast map. Assuming that the vehicle 100 moves from the actual position to the predicted position, and when a travel path of the vehicle 100 does not intersect with a travel path of the other vehicle 100 or intersects the travel path of the other vehicle 100 with a time lag, For example, the server CPU 14 can generate a travel route from the actual position to the predicted position.

On the other hand, when it is assumed that the vehicle 100 moves from the actual position to the predicted position and when a travel path of the vehicle 100 intersects a travel path of the other vehicle 100 at substantially the same time, the server CPU 14 can change a travel path from the actual Generate a position to a position immediately before the intersection as a route.

In this case, the server CPU 14 can generate a travel path with a deceleration until stopping at the position immediately before the intersection. These processes enable the server CPU 14 to generate, based on virtual routes of the vehicles 100 from the positions on the actual map to the positions on the prediction map, a route within which each of the vehicles 100 is safe in a short section can travel, thereby preventing the travel paths of the vehicles 100 from intersecting. The server CPU 14 can generate a safe movement area that allows each of the vehicles 100 to travel safely instead of such a special travel path.

For example, the safe range of motion may be generated such that it does not overlap the safe range of motion of the other vehicle 100 . The server CPU 14 can store the travel route or the area generated for each of the vehicles 100 in the server memory 13 as the primary processed information obtained from the field information. Based on the obtained information, the server CPU 14 in each of the vehicles 100 or the terminals 2 can generate the primary processed information that can be used to determine or control the movement of the vehicle 100 .

In a step ST32, the server CPU 14 can determine whether the processing for the vehicles 100 of the mobile body list is completed. In a case where the processing for all vehicles 100 of the mobile body list is not completed (step ST32: NO), the server CPU 14 may cause the process to return to step ST31. The server CPU 14 can select the next vehicle 100 that has not yet undergone processing and repeat the processes from step ST31 to step ST32. Upon completion of processing for all vehicles 100 of the mobile body list (step ST32: YES), the server CPU 14 can set the in 6 complete the illustrated route generation process.

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

The server CPU 14 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 forecast map, the server CPU 14 can calculate a travel route or a movement range within which each of the plurality of mobile bodies can safely travel in a short section. generate as the primary processed information determined based on the field information.

7 illustrates a flowchart explaining a process to use the in 2 shown server CPU 14 to transmit the information that can be used to determine or control the movement of the vehicle 100 and in the 6 illustrated generation process is generated.

The server CPU 14 of the server 6 can use the in 7 execute the illustrated information transfer process repeatedly. A cycle in which the server 6 transmits the information can range from, for example, around several tens of milliseconds to around several seconds, so that it is equal to that in 4 illustrated vehicle 100 transmission cycle.

For example, the server CPU 14 of the server 6 can be the primary processed information in collecting the field information from the vehicles 100 by the in 5 generate illustrated process. The primary processed information may be the travel distance or the range of movement within which each of the plurality of mobile bodies can travel in the short section, as shown in 6 is illustrated. In another example, server CPU 14 may use the in 7 carry out the illustrated transfer process repeatedly, each time the server CPU 14 receives the in 6 illustrated route generation process executes.

In a step ST41, the server CPU 14 may obtain the latest information related to the travel route or the moving range of the travel route 100 stored in the server memory 13 as the primary processed information.

In a step ST42, the server CPU 14 may transmit the acquired primary processed information to the communication device 71 of the vehicle 100 corresponding to the primary processed information via the server communication device 11. The primary processed information can be transmitted from the server 6 to the wireless base station 4 via the dedicated network 5 and can then be transmitted from the wireless base station 4 to the terminal 2 of the vehicle 100 . The communication devices can transmit the generated primary processed information to the terminals 2 arranged in the vehicles 100 .

In a step ST43, the server CPU 14 can determine whether the processing for the vehicles 100 of the mobile body list is completed. In a case where the processing for all vehicles 100 of the mobile body list is not completed (step ST43: NO), the server CPU 14 may cause the process to return to step ST41.

The server CPU 14 can select the next vehicle 100 that has not yet undergone processing and repeat the processes from step ST41 to step ST43. Upon completion of the processing for all vehicles 100 of the mobile body list (step ST43: YES), the server CPU 14 can use the in 7 complete the illustrated submission process.

The server 6 can transmit the primary processed information to be used for the control or determination of each of the vehicles 100 to the vehicles 100 in this way. For example, the server 6 may transmit to each of the vehicles 100 the primary processed information indicating the traveling direction and the traveling speed of the vehicle 100 . The primary processed information may further include, for example, actual position, actual time, and forecast time as information for verification. By repeating the in 6 In the illustrated process, the server 6 can carry out the transmission of the primary processed information related to the travel route in the short section to each of the vehicles 100 repeatedly.

It should be noted that the server 6 may transmit the field information to be collected from the vehicles 100 to the vehicles 100 together with or instead of the primary processed information.

8th FIG. 14 is a flow chart for explaining a process of receiving the information usable for determining or controlling the movement of the vehicle 100 by the terminal 2 of FIG 3 illustrated control system 20 of the vehicle 100. The terminal 2 of the vehicle 100 can receive the primary processed information from the wireless base station 4. FIG. The terminal 2 can receive the field information from the wireless base station 4 .

The external communication ECU 27 of the terminal 2 can use the in 8th repeatedly execute the illustrated process for receiving the primary processed information. The external communication ECU 27 can use the in 8th perform the illustrated receiving process repeatedly, each time the primary processed information is received.

In a step ST51, the external communication ECU 27 can determine whether new information addressed to the own vehicle has been received. The communication device 71 may receive the primary processed information addressed to the own vehicle or the field information addressed to the own vehicle from the server 6 . In this case, the external communication ECU 27 can make the determination that the new information addressed to the own vehicle has been received (step ST51: YES), and cause the process to proceed to a step ST52. In a case where the communication device 71 has not received the new information addressed to the own vehicle from the server 6 (step ST51: NO), the external communication ECU 27 may repeat the process in step ST51.

In step ST<b>52 , the external communication ECU 27 can acquire the information addressed to the own vehicle from the communication device 71 . The information addressed to the own vehicle may relate to information usable for the control of the own vehicle. The information addressed to the subject vehicle may also include, for example, information related to the control of a device of the subject vehicle and information related to the environment of the subject vehicle, on which information related to the control can be processed.

In a step ST53, the external communication ECU 27 may determine whether correction is required with respect to, for example, a time included in the detected information addressed to the own vehicle. For example, the time of the vehicle 100 and the time of the server 6 can be based on the radio waves of the GNSS satellite 110 of a common group, so that they can be assumed to match originally.

However, there may be a situation where the server 6 is unable to receive the radio waves of the GNSS satellite 110 at least temporarily. In this case, the time of the server 6 is updated based on a timer of the server 6, which time may include an error related to the common time. Therefore, for example, the time of the field information transmitted from the server 6 can be different from the time of the vehicle 100.

The external communication ECU 27 can determine the presence or absence of such an error based on, for example, comparison between the received information and the own vehicle information. In a case where the presence of an error is determined to be equal to or larger than a predetermined threshold value (step ST53: YES), the external communication ECU 27 may determine that correction is required and start the process for Cause proceeding to a step ST54.

In a case where the error is less than the threshold value (step ST53: NO), the external communication ECU 27 may determine that correction is not required and cause the process to proceed to step ST55.

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

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

It should be noted that such information can be used to correct the information which can be present when the server 6 transmits the information, or can be added by the wireless base station 4 forwarding the information. The information correction process can be performed by the server 6 or by the wireless base station 4 .

In step ST<b>55 , the external communication ECU 27 may accumulate the detected information addressed to the own vehicle in the communication memory 72 . In this way, the information addressed to the own vehicle can be accumulated and stored in the communication memory 72 of the vehicle 100 .

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

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

9 FIG. 12 is a flowchart for explaining a process for controlling the automated driving operation or the assisted driving operation of the vehicle 100 by the driving control ECU 24 of FIG 3 illustrated control system 20 of the vehicle 100.

The driving control ECU 24, which controls the driving operation of the vehicle 100, can perform the driving control based on the FIG 9 execute the illustrated primary processed information repeatedly. The driving control ECU 24 may use the in 9 execute the illustrated travel control based on the primary processed information, for example, in a cycle shorter than the time required for the vehicle 100 to pass through the travel route. For example, the repetition cycle in this case can be about tens of milliseconds to about hundreds of milliseconds.

In a step ST61, the driving control ECU 24 may determine whether a control update timing has come. The driving control ECU 24 may determine whether the elapsed time from the time of the previous control update has reached a predetermined update cycle based on the current time of the GNSS receiver 66 . In another example, the driving control ECU 24 may estimate a completion time of the currently executed control based on the driving path and determine whether the time remaining until the estimated completion time is less than a threshold.

In a case where the update cycle has not been reached (step ST61: NO), the driving control ECU 24 may repeat the determination process in step ST61. Upon determining that the update cycle has been reached and the control update timing has arrived (step ST61: YES), the travel control ECU 24 may cause the process to proceed to step ST62.

In step ST62, the driving control ECU 24 can acquire the latest primary processed information. The driving control ECU 24 can obtain the primary processed information last received from the communication device 71 from the communication memory 72 via the external communication ECU 27 . The driving control ECU 24 can also acquire other primary processed information received earlier than the latest primary processed information along with the latest primary processed information. The variety of primary information processed enables a change in movement to be detected.

In a step ST63, the driving control ECU 24 can acquire the own vehicle information of each part of the own vehicle. For example, the driving control ECU 24 can acquire the current position and information about another mobile body present in the vicinity from the detection ECU 26 . In the case of the assisted driving operation, the driving control ECU 24 can acquire information about an operation performed by the user from the driving operation ECU 25 .

In a step ST64, the driving control ECU 24 can determine correspondence between the information and the actual current position. The driving control ECU 24 can compare the current position detected from the own vehicle and the actual position contained in the newest primary processed information. In a case where these positions coincide with a minor error that does not impede travel control (step ST64: YES), the travel control ECU 24 can make the determination that the current positions match and can proceed with the process in a step ST65. In a case where an error between these positions is larger than the minor error (step ST64: NO), the driving control ECU 24 may make the determination that the current positions do not match and may proceed the process to a step Initiate ST67.

In step ST65, the travel control ECU 24 can determine whether the travel route from the current position indicated by the latest primary processed information is in an obstacle-free state in which the own vehicle can travel. For example, the travel control ECU 24 can determine an obstacle, an anomaly, the presence or absence of a risk, and the presence or absence of another passing mobile body within the designated travel path or moving area based on the acquired peripheral information detected by the own vehicle determine.

In a case where these obstacles are unlikely to exist (step ST65: YES), the travel control ECU 24 may determine that the designated travel path is free of obstacles and cause the process to proceed to step ST66. In a case where an obstacle exists or is likely to exist (step ST65: NO), the travel control ECU 24 can make the determination that there is an obstacle on the designated travel path or movement area, and can process to proceed to in a step ST67.

The travel control ECU 24 cannot simply determine the obstacle-freeness of the designated travel path based on the peripheral information detected from the own vehicle and obtained by the autonomous sensor. The driving control ECU 24 can also compare the detection value of the autonomous sensor and information included in the latest primary processed information. The travel control ECU 24 can thus determine the obstacle-freeness of the designated travel path based on an error between the detection value and the contained information.

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 driving control ECU 24 may convert the physical quantity or the coordinate system of the information obtained externally to obtain the information to make it comparable with the detection value of the autonomous sensor. In this case, the driving control ECU 24 may compare a conversion-resultant value of a pseudo sensor and the detection value of the autonomous sensor.

In a case where the error is equal to or larger than a threshold value (step ST65: NO), the travel control ECU 24 can make the determination that the designated travel path or movement area has an obstacle and can process to proceed with to step ST67. In a case where the error is less than the threshold value (step ST65: YES), the travel control ECU 24 may make the determination that the designated travel path is free of obstacles and cause the process to proceed to step ST66.

In step ST66, the driving control ECU 24 can control the driving operation in accordance with the designated driving route.

The travel control ECU 24 can generate, as travel control data, the designated travel path or a travel path within the designated moving range. In a case where a travel route represented by a vector including a direction and a distance or a time has been obtained from the server 6, the travel control ECU 24 may generate the travel control data along the travel route.

In a case where a safe movement area in which the own vehicle can travel has been determined by the server 6, the travel control ECU 24 can calculate a vector containing a direction and a distance or a time in which the own vehicle vehicle can travel within the safe movement area to the maximum, and it can generate a travel path represented by the vector as travel control data.

The driving control ECU 24 can control the driving operation of the own vehicle based on the generated driving control data. In the case of the assisted driving, the driving control ECU 24 can adjust an operation performed by the user to prevent the own vehicle from greatly deviating from the driving path based on the generated driving control data. In the adjustment, the travel control ECU 24 can adjust the operation performed by the user to prevent the own vehicle from deviating from the designated moving range.

As described above, the driving control ECU 24 can determine the driving path of the own vehicle and control or support the driving operation of the vehicle based on the primary processed information received from the terminal 2 and on the basis of the related field information is determined with the movement of the plurality of mobile bodies.

In the step ST67, the driving control ECU 24 reads the driving control data on the Generate based on the information independently detected by the autonomous sensor of the own vehicle instead of the designated route. In the generation, the driving control ECU 24 may use information about the designated driving path or moving area as sub-information for obtaining driving control data based on the autonomous sensor, and may generate the driving control data within the designated driving path or area.

The driving control ECU 24 can control the driving operation of the own vehicle based on the generated driving control data. In the case of driving assistance, the driving control ECU 24 can adjust an operation performed by the user to prevent the own vehicle from greatly deviating from the driving path based on the generated driving control data. In the adjustment, the travel control ECU 24 can adjust the operation performed by the user to prevent the own vehicle from deviating from the designated moving range.

As described above, the driving control ECU 24 in the mobile body vehicle 100 can obtain the primary processed information received from the communication device 71, generate driving control data from the primary processed information, and control the driving operation of the vehicle 100 based on the generated driving control data or support.

Based on the travel path designated in the acquired primary processed information, the travel control ECU 24 is able to execute determination or control of the movement of the vehicle and control or assist the traveling operation of the vehicle 100 . The ride control data may serve as secondary processed information for use in determining or controlling movement of the vehicle 100 .

In contrast to the exemplary embodiment, the terminal device 2 can also receive information other than the information about the travel route or the moving area, such as the field information, from the wireless base station 4 . In this case, the travel control ECU 24 can generate a travel route or movement area based on the information obtained by the reception through a similar process as for the server 6 and the in 9 perform the illustrated process based on travel path or range of motion. For example, the travel control ECU 24 can generate, from the field information, information on a travel path or a movement range within which the own vehicle can travel in a short section, and can 9 perform the illustrated process based on the generated information.

As described above, in the exemplary embodiment, the server 6 can collect the field information related to the movement of the vehicles 100 serving as a plurality of mobile bodies. The server 6 can generate a travel route or a safe movement area in a short section for each of the mobile bodies based on the collected field information.

The travel routes or safe movement areas can, for example, enable the plurality of mobile bodies to travel more safely without colliding with one another. The server 6 can transmit the generated route or safe movement area in the short section to each of the communication devices 71 of the terminals 2 as the primary processed information. The communication device 71 of the terminal device 2 can be designed to receive from the server 6 the primary processed information which relates to and can be used in the corresponding mobile body.

Consequently, it is possible for the communication device 71 to obtain travel path information related to its own movement, which is generated considering a travel path along which another mobile body moves. Each of the mobile bodies can obtain its own travel path information generated considering a travel path that another mobile body is moving, and can travel based on the travel path information. This makes it less likely that the mobile body will be affected by an unpredictable movement of the other mobile body. Thus, the plurality of mobile bodies such as vehicles can move in accordance with common information, increasing mutual safety during driving.

10 12 is a view explaining a series of processes in the mobility information providing system 1 according to the first exemplary embodiment, from obtaining the travel path information related to the running of the vehicles 100 from the field information related to the running of the vehicles Vehicles 100 to control the movement of vehicles 100.

In a step ST71, the mobility information supply system 1 can use the field information tion in connection with the driving process of the vehicles 100 collect.

In a step ST72, the mobility information providing system 1 may obtain the actual positions of the vehicles 100 based on the field information related to the running operation of the vehicles 100 and map the actual positions on the actual map. In a step ST73, the mobility information providing system 1 may obtain the predicted positions of the vehicles 100 based on the field information related to the running of the vehicles 100 and map the predicted positions on the predicted map. In a step ST74, the mobility information providing system 1 may obtain a moving area or a designated travel path for each of the vehicles 100 based on the actual map and the prediction map.

In a step ST75, the mobility information providing system 1 can determine from the moving area or designated travel path for each of the vehicles 100 the travel path to be used by each of the vehicles 100 for control or determination.

In a step ST76 in the mobility information delivery system 1, the vehicles 100 can each control the driving operation of their own vehicle by the automated driving, for example, along the driving route for the vehicle 100.

As described above, the mobility information providing system 1 can generate the actual map in step ST72. Through the processes from step ST73 to step ST75, the mobility information providing system 1 can generate such information as travel routes or moving areas that enable the vehicles 100 to travel more safely without collision. The vehicles 100 under the control of the mobility information providing system 1 can each control the driving operation of their own vehicle based on the corresponding information about the designated driving route or area.

This enables the vehicles 100 subject to control to travel safely without colliding with another mobile body. In this way, the processes from step ST73 to step ST75 can correspond to a control process based on 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 map data such as the actual map, and controlling, in a case where there is a possibility of a collision, the driving operation of each of the vehicles 100 to prevent the collision from occurring.

In the first exemplary embodiment, the server 6 coupled to the wireless base stations 4 can execute the processes from step ST71 to step ST74, and the control system 20 of the vehicle 100 can execute the processes from step ST75 to step ST76.

As another example, the server 6 may execute the processes from step ST71 to step ST72, execute the processes from step ST71 to step ST73, or execute the processes from step ST71 to step ST75. In this case, the server 6 can transmit the primarily processed information generated by the processes to the terminals 2 of the vehicles 100 . Each of the vehicles 100 can execute the process in step ST76 in processes based on the primary processed information received from the terminal 2 to control the driving operation of the own vehicle.

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

First example:

Example in which mapping data including an actual map and a prediction map is used for each lane

The mobility information providing system 1 according to the exemplary embodiment can generate driving routes or movement areas of the vehicles 100 for each road.

Some streets have multiple lanes that share the same direction of travel. Road conditions or the number of vehicles ahead may differ between lanes. For example, vehicles 100 are likely to slow down and back up at an exit or junction of a freeway.

An example dealing with such a situation is described below.

the 11A , 11B and 11C 12 illustrate a process performed by the mobility information providing system 1 to generate information about the travel routes or moving areas of the vehicles 100 for each lane according to a first example.

11A 12 illustrates a road with a first lane and a second lane on which vehicles 100 are traveling in the same direction.

11B 12 is a vehicle operation chart for explaining running conditions of the vehicles 100 running in the first lane.

11C 12 is a vehicle operation chart for explaining running conditions of the vehicles 100 running in the second lane.

The vehicle operation diagrams according to 11B and 11C each has a horizontal axis along which a position along the lane is plotted, a vertical axis along which time is plotted, and an origin point corresponding to a current time. Lines in the vehicle operation diagrams can indicate the movement of the vehicles 100 .

Each of the vehicles 100 can change its position while moving along the corresponding line over time from a current position corresponding to an intersection between the vertical axis and the horizontal axis. For example, the actual map may be a combination of these vehicle operation charts for each lane of the road.

Based on the actual positions and the speeds contained in the field information of the vehicles 100, the server 6 can calculate the vehicle operation charts according to FIG 11B and 11C generate driving conditions of the vehicles 100 for the respective lanes.
For example, based on the positions or the history of the positions detected by the vehicles 100, the server 6 can select a vehicle operation diagram corresponding to the lane where the vehicles 100 actually travel from the vehicle operation diagrams for the respective lanes. The server 6 may map an actual position or a predicted position of each of the vehicles 100 on the selected vehicle operation chart based on, for example, the time, position, speed, or acceleration rate detected by the corresponding vehicle 100 .

The server 6 can generate information about the travel route or the moving area of each of the vehicles 100 based on the vehicle operation diagram so that each of the vehicles 100 is prevented from moving too close to the other vehicle 100 that is ahead and behind the vehicle 100 travels.

In the vehicle operation diagram presented 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 100 that is closest to the origin point can run at a higher speed than the first, second, and third vehicles 100 that are running ahead of the fourth vehicle 100 . If these vehicles 100 continue to travel at this speed, the fourth vehicle 100 would collide with the third vehicle 100 . The server 6 can predict and determine the possibility of such a collision based on the mapping, and can generate the information about the traveling routes or the moving areas that cause the four vehicles 100 to move while avoiding the determined possible collision.

For example, the server 6 may generate the travel path or moving area information of the first, second, and third vehicles 100 that causes these vehicles 100 to proceed at a current speed, and may generate the travel path or moving area information of the fourth vehicle 100 that causing the fourth vehicle 100 to decelerate to the same speed as that of the first, second, and third vehicles 100 traveling in front of the fourth vehicle 100 . The automated driving operation of the fourth vehicle 100 can then be controlled based on the information received from the server 6 so that the fourth speed 100 decelerates to a specified speed within the range of motion in which the fourth vehicle 100 is involved in a collision with the third vehicle 100 is prevented.

The server 6 can also calculate an average speed of the vehicles 100 for each lane and compare the average speeds. For example, the server 6 can calculate and compare the average speeds of the vehicles 100 at a point in time corresponding to the forecast map in advance. In a case where the average speed is different among the traffic lanes, the server 6 can generate the information about the travel path or moving area that is the one on the traffic lane with a lower average speed speeding vehicle 100 to change to the lane with a higher average speed.

In this case, the server 6 can generate the information about the travel route or moving area that causes the vehicle 100 to change to the lane with the highest average speed among the lanes. For example, the server 6 may generate the travel path or movement range that causes the vehicle 100 to perform a lane change at a deceleration speed or an acceleration speed without getting close to the other vehicles 100 traveling in the lane to which the vehicle 100 has changed .

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

The control system 20 of the vehicle 100 can control or determine the running operation of the host vehicle along the running path or moving range transmitted from the wireless base station 4 to the terminal 2 . This may cause the vehicle 100 to perform a lane change in response to an instruction. After performing the lane change, the vehicle 100 can travel on the original lane while avoiding traffic jam or delay.

For example, the driving speeds and the average speed of the vehicles 100 that are on the lane according to 11B drive, be slower than the vehicles 100 that are in the lane according to 11C drive. In this case, the server 6 can do that according to the lane 11B instruct driving fourth vehicle 100 to change lanes according to the lane 11C to do. In response to the instruction from the server 6, the in 11B Illustrated fourth vehicle 100 automatically executes the instructed lane change within the moving range in which fourth vehicle 100 is prevented from colliding with third vehicle 100, for example, based on the received information. Then this can be done 11B fourth vehicle 100 shown may be mapped as a third vehicle 100 corresponding to the lane 11c is newly added.

In the exemplary control process described above, the information about the travel routes or movement areas of the vehicles 11 can be generated in such a way that the vehicles 100 traveling in the respective lanes are prevented from colliding with one another in the respective lanes.

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

It should be noted that in this exemplary embodiment, the server 6 can generate the information about the traveling routes or lane-changing moving areas by communicating with the wireless base stations 4 via the dedicated network 5 based on the vehicle operation chart indicating the traveling conditions.

In this case, the information about the lane-changing traveling routes or moving areas is likely to be generated at a delayed timing when the vehicles 100 are traveling in a complicated sequence, such as when the vehicles 100 merge into an exit or a junction of a highway. In order to cope with such a problem, a plurality of servers 6 may be assigned to the respective wireless base stations 4, and the information about the lane-changing traveling routes or moving areas may be generated under the distributed control of the servers 6. This is to minimize the transmission delay of the help information.

Second example:

Example where the occupancy area of each vehicle 100 is taken into account

12 12 is a diagram for explaining spatial algorithms of the vehicles 100 at the time of merging (lane change) according to the exemplary embodiment. The server 6 may comprise an actual map generator which 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 illustrating time and has a vertical axis illustrating position. The planar coordinate system may represent a change in position of a respective vehicle 100 over time. In this case, a running area of each vehicle 100 can be calculated in the form of a course or lane drawn on a plane.

A solid arrow represents the state of motion of the mobile body (vehicle 100 in this exemplary embodiment). Time may extend in a minus direction along the vertical axis. For example, the vertical axis may include an absolute time of an actual driving event. The horizontal axis running in a plus direction represents the traffic lane. The slope of each solid arrow represents the speed of the mobile body Velocity decreases 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 may include the longitudinal length and widthwise length of a vehicle 100 and a margin. The hindrance can be prevented by giving the highest priority to a mobile body which is expected to occupy a predetermined place at the earliest timing in a predicted travel time and has the highest priority among the vehicles 100 traveling in the same lane. The direction of the solid arrow may correspond to the direction of travel of the vehicle 100 .

A left part of 12 may correspond to the first lane serving as a merging lane, and a right part of the 12 may correspond to the second lane serving as the main lane. In a case where a vehicle 100A running on the first lane tries to make a lane change to the second lane, the solid arrow corresponding to the vehicle 100A overlaps in an upper left part of the figure 12 the solid arrow in an upper right part of the 12 , which corresponds to a vehicle 100B traveling in the second lane in a predicted period of travel.

This means that there would be interference between the vehicle 100A and the vehicle 100B. When the vehicle 100A executes a lane change to the second lane at a delayed timing as shown in a lower left part of FIG 12 1, the solid arrow corresponding to the vehicle 100A does not overlap the solid arrow corresponding to the vehicle 100B in the predicted period of travel as shown in a lower right part of FIG 12 is shown.

This means that there would be no interference or collision between the vehicle 100A and the vehicle 100B. Thus, the vehicle 100A can be notified that the vehicle 100A should perform a lane change with merging at a later point in time.

Third example:

Example where the vehicles are made to move avoiding a fallen object

In some cases, there is an obstacle such as a fallen object on the road on which the vehicle 100 is traveling. The obstacle lying on the road may impede the vehicle 100 from moving. Thus, the server CPU 14 of the server 6 may be required to stop the vehicle 100 in front of the obstacle such as the fallen object. However, stopping the vehicle 100 may prevent the vehicle 100 from continuing to move under control. Thus, when avoiding the obstacle, the vehicle 100 only needs to move based on the occupant's determination.

Even in such a case, the vehicle 100 in the third example can continue running under the control as long as possible.

13 FIG. 12 is a flowchart showing a process of generating the information about the travel path or movement area that causes the vehicle 100 to move avoiding the obstacle on the road, according to the third example.

The server CPU 14 of the in 2 Server 6 shown can be the in 13 illustrated process as part of the route generation process 6 run repeatedly.

In a step ST201, the server CPU 14 can determine whether the mapping of the vehicles 100 under control is completed. If the mapping of the vehicles 100 under control is not completed (step ST201: NO), the server CPU 14 may repeat step ST201. When the mapping of the vehicles 100 under control is completed (step ST201: YES), the server CPU 14 may cause the process to proceed to step ST202.

In step ST202, the server CPU 14 may cause an obstacle such as another vehicle 100 to be mapped out of control.

In a step ST203, the server CPU 14 can determine whether the collected field information contains data about an obstacle on the road.

The field information can include, for example, a captured image of a road. In this case, the server CPU 14 can determine the presence or absence of a fallen object on the road based on the captured image of the road. The field information may further include information about the obstacle or information about the position of the obstacle generated from the captured image of the road.

If the collected field information includes the data about an obstacle (step ST203: YES), the server CPU 14 may cause the process to proceed to a step ST204. If the collected field information does not contain data on an obstacle (step ST203: NO), the server CPU 14 may cause the process to skip step ST204 and proceed to step ST205.

In step ST204, the server CPU 14 can map the position of the obstacle on the road or lane that would impede the movement of the vehicle 100. In step ST205, the server CPU 14 may determine whether the map data includes the road obstacle data based on the field information collected in the past.

For example, when it is determined based on the trajectories of the vehicles 100 in the past mapping data that the vehicles 100 have moved away from a certain point on the road or lane, or that the vehicles 100 have not passed a certain portion of the road or lane there is likely to be an obstacle at the specific location or section. The server CPU 14 can specify the location or section based on the mapping data from the field information collected in the past. The server CPU 14 can predict that there is an obstacle at the specific location or portion of the road.

When it is predicted that there is an obstacle at the specific location or portion of the road based on the past map data (step ST205:YES), the server CPU 14 may cause the process to proceed to step ST206. If no prediction is made that there is an obstacle at the specified location or portion of the road based on the past map data (step ST205: NO), the server CPU 14 may perform the process of skipping step ST206 and going to the Proceed to step ST207.

In step ST206, the server CPU 14 may map the virtual obstacle that is predicted to be in the place or portion that the vehicles 100 have avoided in the past.

In the step ST207, the server CPU 14 can generate the moving areas and the required travel routes of the vehicles 100 based on the map data on the position of the obstacle on the road and the positions of the vehicles 100, such as the actual map or the prediction map, such as they are described above, or in 11B and 11C mapping data shown.

At this time, the server CPU 14 can determine the possibility of interference with the other vehicle 100 or the obstacle. When there is a possibility of interference with the other vehicle 100 or the obstacle, the server CPU 14 can generate the information on the travel path or movement area that causes the vehicle 100 to move avoiding the other vehicle 100 or the obstacle , by changing lanes or performing an evasive action.

When there is no possibility of collision with the other vehicle 100 or the obstacle, the server CPU 14 can generate the information about the travel route or the moving area of the vehicle 100 in a normal manner independently of the other vehicle 100 or the obstacle.

The server CPU 14 can further determine the moving state or the moving environment of the vehicle 100 and change the way of avoiding the obstacle depending on the determination. The manner of avoiding the obstacle may include, for example, swerving in the same lane, changing lanes to an adjacent lane, a combination of swerving and slowing down, or a combination of lane changing and slowing down.

The server CPU 14 can generate the moving range and required travel distance that causes the vehicle 100 to move avoiding the position of the obstacle or the other vehicle 100 by changing lanes while slowing down the speed or performs an evasive action while slowing down.

In the exemplary embodiment, the state of motion of the vehicle 100 may be, for example, the speed of the vehicle 100, the presence or absence of acceleration or deceleration, the rate of acceleration or deceleration, the presence or absence of steering, the amount of steering, or the yaw rate . The environment of movement can be, for example, the presence or absence of an adjacent lane, the shape of the road such as a curve, the weather, the time zone of a day such as day or night, or the length of time.

The server CPU 14 can select an available or optimal way of avoiding the obstacle depending on the moving state or the moving environment of the vehicle 100 .

For example, the server CPU 14 can obtain the information about the traveling path or moving area of the vehicle 100 by selecting a lane to which the vehicle 100 should move from a right lane and a left lane depending on the position or the size of the vehicle 100 Generate lane located obstacle on which the vehicle 100 is driving.

In another case where the lane on which the vehicle 100 is traveling has a curve, for example, the server CPU 14 may generate the information about the traveling path or moving range of the vehicle 100 upon determining that the vehicle 100 is changing lanes should follow a different lane inside the curve.

By receiving the traveling path information, the vehicle 100 traveling near the obstacle can pass the obstacle without colliding with the obstacle. Thus, it is possible for the vehicle 100 to safely move and avoid the obstacle on the road by changing lanes or avoiding.

the 14A and 14B 12 illustrate an example where the vehicle 100 is through the process of FIG 13 caused to move around the obstacle on the road.

14A 12 is a schematic representation of a road including the vehicle 100 under control and a fallen object 200 outside of the control. At the in 14 The road shown may be a narrow single lane road.

14B Fig. 12 shows a vehicle operation diagram with respect to Figs 14A illustrated street.

The vehicle operation diagram according to 14B has a horizontal axis representing a position along the narrow single lane road, a vertical axis along which time is plotted, and an origin point corresponding to a current time. Time runs in 14B top down.

in the in 14A and 14B As an example, the server CPU 14 may map the vehicle 100 under control before step ST201 and may map the fallen object 200 out of control in step ST204 or step ST206.

Subsequently, in step ST207, the server CPU 14 may make the determination as to whether the vehicle 100 would come into contact with the fallen object 200 out of control and collide.

If the obstacle lying on the driving lane, such as the fallen object 200, would collide with the vehicle 100, the server CPU 14 can generate a driving path that causes the vehicle 100 to stop in front of the obstacle.

Further, the server CPU 14 can make the determination as to whether the vehicle 100 can move avoiding the obstacle such as the fallen object 200 .

For example, in a case where the road has an adjacent lane, the server CPU 14 can generate a route that causes the vehicle 100 to avoid the obstacle by stopping at the place where the vehicle 100 with the fallen object 200 would make contact outside of the controller, enters the adjacent lane.

Alternatively, the server CPU 14 may determine whether the vehicle 100 is capable of avoiding the obstacle by swerving to the right or left in the same lane. When the vehicle 100 can move while avoiding the obstacle by dodging in the same lane, the server CPU 14 can generate a travel path offset to the right side or left side of the lane to avoid the obstacle. For example, the server CPU 14 can change the translation direction from the specify the right and left going direction and the offset amount from the center of the lane width.

In a case where the server CPU 14 generates the travel path that causes the vehicle 100 to move while avoiding the obstacle, the server CPU 14 may use the travel path that causes the vehicle 100 to move while avoiding the obstacle instead of the Route that causes the vehicle 100 to stop in front of the obstacle than specify the route to be transmitted to the vehicle 100 . In a case where the server CPU 14 generates the travel path that causes the vehicle 100 to move while avoiding the obstacle by dodging, for example, the server CPU 14 may make the determination that the vehicle 100 is not with the fallen object in would come into contact and collide with it.

In a case where the server CPU 14 does not generate the travel path that causes the vehicle 100 to move while avoiding the obstacle, the server CPU 14 can set the travel path that causes the vehicle 100 to stop in front of the obstacle as the specify the route to be transmitted to the vehicle 100 .

In 14A and 14B the route with evasion is illustrated by a broken line arrow, while the route without evasion is illustrated by a solid arrow. In step ST207, after the vehicle 100 passes the fallen object 200 out of control, the server CPU 14 may generate a travel path that causes the vehicle 100 to stop avoiding and accelerate. For example, the server CPU 14 can generate a route that runs in the middle of the lane width.

In this way, the vehicle 100 running out of control near the fallen object 200 can move avoiding the fallen object 200 by avoiding the fallen object 200 while slowing down the speed, as shown in FIG 14A is shown. Thus, it is possible to keep the vehicle 100 moving as in the case of the absence of the fallen object 200 .

The offset travel path generated by the server CPU 14 may correspond to an actual shape of the road, may extend along a predetermined sub-travel path of the avoidance road, or may be a fixed travel path, for example.

The shape of the road can include, for example, the type of road, the number of lanes, the width of the lanes, the structure, and the presence or absence of sidewalks and hard shoulders. For example, when the width of the road or lane on which the vehicle 100 is traveling is equal to or greater than the total width of two vehicles 100, the vehicle 100 is likely to pass the fallen object 200.

Even if the width of the lane on which the vehicle 100 moves is smaller than the total width of two vehicles 100, the vehicle 100 is likely to pass the fallen object 200 in view of the other lanes, sidewalks, and shoulders of the road. The server CPU 14 can obtain the attribute information of the road and determine whether the vehicle 100 can pass the fallen object 200 based on the attribute information. When the vehicle 100 can pass the fallen object 200, the server CPU 14 can generate a route that causes the vehicle 100 to pass the obstacle by turning to the opposite side of the road from the side of the road where the fallen object 200 lies.

Alternatively, the server CPU 14 may obtain in advance the attribute information of each road under control and, based on the obtained attribute information, determine whether the width of each road (e.g. lane) under control is equal to or greater than the total width of two vehicles is 100. When the width of equal to or larger than two vehicles 100 is secured, the server CPU 14 can generate a sub-route for avoidance.

The sub-route for avoidance can be specified on the right or left side of a normal route that runs in the middle of the width of the road or lane. For example, in a case where the fallen object 200 is on the road, the server CPU 14 can select the sub-travel path for avoidance opposite to the fallen object 200 as the travel path that the vehicle 100 must avoid to pass the fallen object 200 prompted. In this case, the offset amount may be a fixed value or a variable value depending on the size of the fallen object 200 or the position of the fallen object 200 in the road width direction.

As a further alternative, the server CPU 14 may preassign a fixed offset amount for each lane of the roads under control. For example, a highway generally has hard shoulders in normal sections other than sections with bridges, tunnels, etc. The server CPU 14 can determine whether the road is a highway, and if the fallen object 200 is in the normal section of the highway, the server CPU 14 can routinely generate a shoulder-offset travel route.

According to the exemplary embodiment described above, it is possible to move the vehicle 100 according to each situation while ensuring safety. For example, in the exemplary embodiment, the obstacle that would impede the movement of the vehicle 100 is mapped along with the positions of the vehicles 100 . On the basis of the mapping, the information about the travel path or movement area that causes the respective vehicles 100 to move while avoiding the obstacle is generated. Thus, for example, even if there is an obstacle on the road or lane on which the vehicles 100 are traveling, it is possible to keep the vehicles 100 moving while maintaining a level of safety appropriate to the situation.

Fourth example:

Example where a warning section is specified

If an obstacle such as a fallen object on the road on which the vehicle 100 is traveling is detected at a later point in time, the vehicle 100 is forced to make an abrupt change in the traveling state. Also, some obstacles, such as animals or lightly fallen objects, such as an umbrella, are likely to move under the influence of wind.

15 Fig. 12 is a flow chart for explaining a process of mapping an obstacle according to a fourth example.

The server CPU 14 of the in 2 Server 6 shown can be the in 15 illustrated process, for example, in the obstacle mapping process in step ST204 or step ST206 of the flowchart 13 run repeatedly.

In step ST211, the server CPU 14 can estimate the attribute of the obstacle. For example, the field information may include a captured image of the road. In this case, the server CPU 14 can determine the attribute, such as the type, of the fallen object lying on the road based on the captured image of the road. The field information may further include information about the attribute, such as the type, of the obstacle generated from the captured image of the road, and witness information about the obstacle.

In step ST212, the server CPU 14 may set a warning section that the vehicle 100 is not allowed to enter on the traffic lane where the obstacle is located. From a lane portion ahead of the obstacle and a lane portion behind the obstacle, the server CPU 14 can set the warning portion at least in the lane portion ahead of the obstacle.

The warning section given by the server CPU 14 may have a length corresponding to the attribute such as the type of the obstacle, the moving state of the vehicle 100, or the moving environment of the vehicle 100.

In step ST213, the server CPU 14 may determine whether the obstacle is likely to move based on the attribute of the obstacle.

In a case where the obstacle is an animal or a light object such as an umbrella, it can be determined that the obstacle is likely to move.

If movement of the obstacle is likely (step ST213: YES), the server CPU 14 may cause the process to proceed to step ST214. If the movement of the obstacle is unlikely (step ST213: NO), the server CPU 14 may cause the process to skip step ST214 and end the process.

In step ST214, the server CPU 14 can also set the warning section on an adjacent lane.

From a lane portion ahead of the obstacle and a lane portion behind the obstacle, the server CPU 14 can set the warning portion at least in the lane portion ahead of the obstacle.

The warning section specified by the server CPU 14 may have a length that corresponds to the attribute such as the type, the obstacle, the moving state of the vehicle 100 or the moving environment of the vehicle 100 corresponds.

In this way, the server CPU 14 can make the warning section larger in the case where the obstacle is likely to move than in the case where the obstacle is unlikely to move.

The server CPU 14 may make the determination as to whether the obstacle is likely to move using a threshold value. For example, the threshold may be the weight of the obstacle, the surface area of the obstacle, the volume of air, or a combination thereof. With increasing air volume or increasing surface area of the obstacle and/or with decreasing weight of the obstacle, movement of the obstacle is more likely. In this case, the server CPU 14 can make the warning section larger when the probability of movement of the obstacle is equal to or greater than a predetermined threshold than when the probability of movement of the obstacle is less than the predetermined threshold.

In a case where the warning section is set around the position of the obstacle, the server CPU 14 in step ST207 according to FIG 13 generate a route that causes the vehicle 100 to stop in or in front of the warning section.

Further, the server CPU 14 can determine whether the vehicle 100 can move bypassing the warning section.

For example, in a case where the warning section is not set in an adjacent lane, the server CPU 14 may generate a route that causes the vehicle 100 to avoid the obstacle by entering the adjacent lane at the point where the vehicle 100 would contact the fallen object 200 out of control. In a case where the warning sections are set on all of the traffic lanes, the server CPU 14 can select a traffic route that causes the vehicle 100 to move while decelerating.

Alternatively, the server CPU 14 can determine whether the vehicle 100 can move avoiding the obstacle by dodging right or left on the same lane or the adjacent lane where the warning section is set. When the vehicle 100 can move avoiding the obstacle by evasive action, the server CPU 14 can generate a travel route offset to the right side or to the left side of the same lane or the adjacent lane to avoid the warning section.

For example, the server CPU 14 can specify the offset direction from the right and left directions and the offset amount from the center of the lane width. The server CPU 14 can generate information about the travel route or movement range that causes the vehicle 100 to move around the obstacle as much as possible without going through the warning section that is specified around the position (e.g., in front or behind) of the obstacle is.

In a case where the server CPU 14 generates the route that causes the vehicle 100 to move while avoiding the warning section, the server CPU 14 may generate the route that causes the vehicle 100 to move while avoiding the warning section instead of the specify a travel route that causes the vehicle 100 to stop in front of the warning section as the travel route to be transmitted to the vehicle 100 .

The server CPU 14 can give the highest priority to a travel route running on a traffic lane that does not have a warning section. In a case where the warning sections are set in all lanes, the server CPU 14 can select a lane that causes the vehicle 100 to move at a deceleration of speed. For example, in a case where the server CPU 14 generates the travel path that causes the vehicle 100 to move while avoiding the warning section by evading, the server CPU 14 can make the determination that the vehicle 100 is not compatible with the fallen object 200 comes into contact and collides with it.

In a case where the server CPU 14 does not generate the route that causes the vehicle 100 to move avoiding the warning section, the server CPU 14 can generate the route that causes the vehicle 100 to stop in or before the warning section. as the route to be transmitted to the vehicle 100 .

In 16A and 16B the route with evasion is illustrated by an arrow in dashed line, while the route without evasion is illustrated by a solid arrow. When there is no possibility of collision with the other vehicle 100 or the obstacle out of control, the server CPU 14 can obtain the information about the traveling path or moving range of the vehicle 100 independently generated by the other vehicle 100 or the obstacle in a normal manner.

Further, the server CPU 14 can detect the moving state or the moving environment of the vehicle 100 and change the way of avoiding the obstacle depending on the detection. The manner of avoiding the obstacle may include, for example, swerving in the same lane, changing lanes to an adjacent lane, a combination of swerving and slowing down, or a combination of lane changing and slowing down. The server CPU 14 can generate the movement range and required travel path that causes the vehicle 100 to move avoiding the position of the obstacle or the other vehicle 100 by performing a lane change or evasive action while decelerating.
In the exemplary embodiment, the state of motion of the vehicle 100 may be, for example, the speed of the vehicle 100, the presence or absence of acceleration or deceleration, the rate of acceleration or deceleration, the presence or absence of steering, the amount of steering, or the yaw rate . The movement environment may be, for example, the presence or absence of an adjacent lane, the shape of the road such as a curve, the weather, the time zone of a day such as day or night, or the length of time.

The server CPU 14 can select an available or optimal way of avoiding the obstacle depending on the moving state or the moving environment of the vehicle 100 .

For example, the server CPU 14 can obtain the information about the travel route or the moving area of the vehicle 100 by selecting a lane for the vehicle 100 to move from a right lane and a left lane depending on the position or the size of the obstacle generate on the lane where the vehicle 100 is traveling.

In another case where the driving lane on which the vehicle 100 is traveling has a curve, for example, the server CPU 14 can generate the information about the traveling path or moving range of the vehicle 100 by determining that the vehicle 100 is inside the curve to change lanes to another lane.

By receiving the information about the traveling route, the vehicle 100 traveling near the obstacle can pass the obstacle without colliding with the obstacle. In this way, the vehicle 100 can safely move avoiding the obstacle on the road by performing a lane change or evasion.

the 16A and 16B 12 illustrate an example in which the vehicle 100 goes through the process of FIG 15 is made to move around the obstacle on the road.

16A FIG. 12 shows a schematic representation of a road including the vehicle 100 and the fallen object 200 as an example for explanation. At the in 16A The road shown can be a two-lane road. The fallen object 200 may be in the lane where the vehicle 100 is traveling. There is a probability that the fallen object 200 will move to the adjacent lane under the influence of wind, for example.

16B Fig. 12 shows a vehicle operation diagram with respect to Figs 16A illustrated street.

The vehicle operation diagram according to 16B has a horizontal axis representing a position along a narrow single lane road, a vertical axis along which time is plotted, and an origin point corresponding to a current time. Time runs in 16B top down.

At the in 16A and 16B In the illustrated example, the server CPU 14 may map the vehicles 100 under control before step ST201 and may find the fallen object 200 out of control through the process executed in step ST204 or step ST206 according to FIG 15 map.

Then, the server CPU 14 can set the warning section on the lane at a position ahead of the fallen object 200 at step ST212, and also the warning section on the adjacent lane at a position before the fallen object 200 at step ST214.

After that, the server CPU 14 can generate a travel route that causes the vehicle 100 to dodge when decelerating in the warning section to avoid the predicted position where the vehicle 100 with the fallen object 200 outside the control would come into contact. The server CPU 14 can specify the shifting direction from the right and left going directions as well as the shifting amount.

For example, in a case where the warning section is set on both the traffic lane where the vehicle 100 is traveling and the adjacent traffic lane, the server CPU 14 can generate a travel path that instructs the vehicle 100 to dodge when decelerating on the lane where the vehicle 100 is traveling.

Alternatively, in a case where the warning section is set on both the traffic lane where the vehicle 100 is traveling and the adjacent traffic lane, the server CPU 14 may generate a travel path that directs the vehicle 100 to perform a lane change on the neighboring lane and to swerve when slowing down.

In step ST207, after the vehicle 100 passes the fallen object 200 out of control, the server CPU 14 may generate a travel path that causes the vehicle 100 to stop avoiding and accelerate.

In a case where no warning section is specified on the adjacent lane, the server CPU 14 may generate a travel route that causes the vehicle 100 to move avoiding the warning section by entering the adjacent lane at the point where the vehicle 100 would contact the fallen object 200 out of control.

In this way, vehicle 100 running near fallen object 200 outside of the control or warning section can move avoiding fallen object 200 as much as possible without running through the warning section, as shown in FIG 16A is shown. Thus, it is possible to keep the running operation of the vehicle 100 as in the case of the absence of the fallen object 200 .

According to the exemplary embodiment described above, it is possible to move the vehicle 100 while ensuring a degree of safety appropriate to each situation.

For example, in the exemplary embodiment, the warning section may be mapped along with the obstacle that would impede the movement of the vehicle 100 . On the basis of the mapping, the information about the travel path or movement area that causes the respective vehicles 100 to move as much as possible avoiding the obstacle and the warning section is generated. For example, even if there is an obstacle on the road or lane on which the vehicles 100 are traveling, the vehicles 100 are not forced to perform an abrupt control operation. For example, the vehicles 100 are able to take action to avoid the obstacle present on a curved road well in advance.

For example, the vehicle 100 can perform a lane change depending on the road condition of a lane to which the vehicle 100 should perform a lane change by effectively using the warning section. In light traffic, the vehicle 100 can perform a lane change, for example, two kilometers before the warning section. In the case of heavy traffic in all lanes, the vehicle 100 may perform a lane change immediately before the obstacle.

In a case where the sensor performance is degraded due to, for example, the weather or the length of time, the vehicle 100 can perform a lane change well in advance, for example, two kilometers before the warning section, effectively using the warning section.

Fifth example:

Example where a warning section and a prohibited section are specified.

If an obstacle such as a fallen object on the road on which the vehicle 100 is traveling is detected at a later time, the vehicle 100 is forced to make an abrupt change in the state of travel. In addition, depending on the attribute of the obstacle, the vehicle 100 needs to be restricted from approaching the obstacle.

17 12 shows a flow chart of a process for mapping an obstacle according to a fifth example.

The server CPU 14 of the in 2 Server 6 shown can be the in 17 Illustrated process in the obstacle mapping process according to, for example, step ST204 or step ST206 of the flowchart 13 run repeatedly.

In step ST221, the server CPU 14 can estimate the attribute of the obstacle. The field information can be recorded, for example include a picture of the street. In this case, the server CPU 14 can determine the attribute, such as the type, of the fallen obstacle on the road based on the captured image of the road. Further, the field information may include information about the attribute, such as the type, of the obstacle generated from the captured image of the road, and witness information about the obstacle.

In step ST222, the server CPU 14 may determine whether the vehicle 100 should be prohibited from approaching the obstacle based on the attribute of the obstacle.

Examples of the obstacle that the vehicle 100 should be prohibited from approaching may include a fuel tank and a dropped wheel. Approaching such obstacles is extremely dangerous.

If the vehicle 100 should be prohibited from approaching the obstacle (step ST222: YES), the server CPU 14 may cause the process to proceed to a step ST223. If the vehicle 100 should not be prohibited from approaching the obstacle (step ST222: NO), the server CPU 14 may cause the process to proceed to step ST225.

In step ST223, the server CPU 14 may set a prohibited portion to which the vehicle 100 is prohibited from approaching on the traffic lane where the obstacle exists. From a lane portion in front of the obstacle and a lane portion behind the obstacle, the server CPU 14 can set the prohibited portion at least in the lane portion in front of the obstacle.

The prohibited portion predetermined by the server CPU 14 may have a length corresponding to the attribute such as the type of the obstacle, the moving state of the vehicle 100, or the moving environment of the vehicle 100.

In a step ST224, the server CPU 14 may generate information on the travel route or movement area that makes the vehicle 100 move while completely avoiding the position of the obstacle and the prohibited section. For example, the server CPU 14 can select a driving route running on a driving lane that does not have a prohibited section. In a case where the prohibited sections are set in all of the traffic lanes, the server CPU 14 can select a travel path that causes the vehicle 100 to decelerate as well as stop before the prohibited section. The server CPU 14 may preferentially select the route that causes the vehicle 100 to slow down and stop in front of the prohibited section to the route that involves a lane change.

In step ST225, the server CPU 14 may set the warning portion to which the vehicle 100 is prohibited from approaching on the traffic lane where the obstacle exists. From a lane portion ahead of the obstacle and a lane portion behind the obstacle, the server CPU 14 can set the warning portion at least in the lane portion ahead of the obstacle.

The warning section given by the server CPU 14 may have a length corresponding to the attribute such as the type of the obstacle, the moving state of the vehicle 100, or the moving environment of the vehicle 100.

In a step ST226, the server CPU 14 may generate the information on the travel route or movement area that makes the vehicle 100 move as much as possible avoiding the obstacle without passing through the warning section. For example, the server CPU 14 can select a route running on a lane with no warning section. In a case where the warning sections are set in all lanes, the server CPU 14 can select a route that causes the vehicle 100 to dodge when decelerating. The server CPU 14 may select the route involving a lane change in preference to the route involving deceleration evasion.

According to the exemplary embodiment described above, it is possible to move the vehicle 100 while ensuring a level of safety appropriate to the situation. For example, in the exemplary embodiment, the warning section or the prohibited section may be mapped along with the obstacle that would impede the movement of the vehicle 100 . Based on the mapping, the information about the travel path or movement area that causes the respective vehicles 100 to move while avoiding the obstacle and the warning section or the prohibited section is generated. Even if there is a dangerous obstacle on the road or lane where, for example, the vehicles 100 are traveling, the vehicles 100 are prohibited from approaching the dangerous obstacle.

Second exemplary embodiment

In the first exemplary embodiment described above, the vehicles 100 can be controlled by the mobility information providing system 1, and each of the vehicles 100 can control its own movement appropriately using the information received from the mobility information providing system 1.

In controlling its own travel based on the own vehicle information, the control system 20 of the vehicle 100 in the mobility information delivery system 1 may preferentially use the information detected by the autonomous sensor over the information received from the wireless base station 4 .

However, it is sometimes difficult for the autonomous sensor to exhibit sufficient detection accuracy due to the driving environment. A possible solution to cope with such a problem is to additionally provide various autonomous sensors so that the control system 20 controls the driving operation 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 unfavorable for the manufacture of the vehicle 100 . Furthermore, such additional arrangement of various autonomous sensors does not necessarily ensure sufficient detection accuracy in every driving environment.

An example configuration to deal with such a situation is described below.

18 FIG. 14 is a flowchart for explaining a process in step ST67 of FIG 9 in a detailed way. The process according to 18 can be performed by the driving control ECU 24 of the vehicle 100 in step ST67 according to FIG 9 to be executed.

In a step ST81, the driving control ECU 24 can determine whether the autonomous sensor is able to provide sufficient detection accuracy. The autonomous sensor can be a stereo camera that captures an image of an area in front of the vehicle 100, for example. 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 because of backlighting or any other factors in the peripheral environment.

If the captured image is a clear image, the driving control ECU 24 may determine that the autonomous sensor has sufficient detection accuracy (step ST81: YES) and cause the process to proceed to a step ST82. If the captured image is unclear, the driving control ECU 24 may determine that the autonomous sensor has insufficient detection accuracy (step ST81: NO), and cause the processing to proceed to a step ST83.

In step ST82, the driving control ECU 24 may preferentially use the autonomous sensor detection value against the information received from the wireless base station 4 to determine a driving route for controlling the driving operation of the own vehicle.

In step ST83, the driving control ECU 24 may preferentially use the information received from the wireless base station 4 against the autonomous sensor detection value to determine the driving path for controlling the driving operation of the own vehicle. Based on the information received from the wireless base station 4, the driving control ECU 24 can generate pseudo sensor detection information in the same format and physical quantity as the autonomous sensor detection information. The driving control ECU 24 can use the pseudo sensor detection information for determining the driving path for controlling the driving operation of the own vehicle.

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

For example, when image recognition by the stereo camera is hindered by backlight or falls below a threshold, control can be temporarily performed using the world map in preference to information obtained from the stereo camera. The world map information can be bird's-eye view information in a short period of time. In this way, a vergan gene driving path of a preceding vehicle can be extracted from the world map information. In addition, information detected by the autonomous sensors of the other vehicles 100 may be reflected in the world map information.

In a case where the detection rate of the autonomous sensor is not appropriate for use, for example, 80% or less, the driving control ECU 24 can compare the result of detection by the autonomous sensor with the world map information for automatic brake control as well. When there is a difference between the result of recognition by the autonomous sensor and the world map information, the driving control ECU 24 can use the world map information in preference to the result of recognition by the autonomous sensor.

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

Third exemplary embodiment

In the above-described second exemplary embodiment, the control system 20 of the vehicle 100 in the mobility information delivery system 1 may apply the information detected by the autonomous sensor in preference to the information received from the wireless base station 4 in controlling the driving operation of the own vehicle based on the information about your 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 exhibit sufficient detection accuracy in a case where the vehicle 100 runs in an environment where the field of view is lost, such as in the vicinity of a snow field or a snow field blizzard. In such an environment, the vehicle 100 may lose its way and get into a situation where it cannot detect its traveling direction and an oncoming vehicle suddenly appears. Thus, the autonomous sensor can malfunction and capture an image only in a limited area.

An example configuration to deal with such a situation is described below.

Based on the world map or the received weather information, the control system 20 of the vehicle 100 can determine a driving section where a detection failure of the autonomous sensor is expected.

In a case where the vehicle 100 is running in this running section, the control system 20 of the vehicle 100 can estimate the width of the road on which the vehicle 100 can run based on, for example, trees on both sides of the road and determine a running route , which runs in a predicted direction in which the vehicle 100 is allowed to travel. The direction in which the vehicle 100 is allowed to travel can be predicted in the wireless base station 4 based on the images transmitted from the terminal 2 of the vehicle 100 to the server 6 and the wireless base station 4 . When it is determined that the field of view of the autonomous sensor is completely lost, the control system 20 of the vehicle 100 can use the pseudo-sensor detection information obtained from the received world map in a preferential manner over the autonomous sensor detection information, even in a case in which the driving control is carried out based on the own vehicle information. However, it should be noted that the detection information of the autonomous sensor can be preferably used in view of safety information such as detection information of an actual collision.

Generally, when driving in a snowstorm zone, the vehicle 100 can be caused to travel at as low a speed as possible. The control system 20 of the vehicle 100 may determine a travel path of the vehicle 100 using the pseudo sensor detection information obtained from the world map.

In such a process, the control system 20 of the vehicle 100 can also determine the number of other vehicles 100 running in the zone, the actual positions of the other vehicles 100, and a time when each other vehicle 100 enters the zone, running histories of the simulate other vehicles 100 and determine the route of the vehicle 100 on the basis of the simulated driving courses.

When an oncoming vehicle approaching the own vehicle is detected based on the world map, the server 6 or the wireless base station 4 can warn both of the vehicles of the approach. This contributes to avoiding a collision between vehicles.

In a case where the oncoming vehicle is out of the control of the mobility information delivery system 1 and is detected outside of the snowstorm zone, the server 6 or the wireless base station 4 can simulate a predicted passable zone that the own vehicle would happen based on a predicted time when the own vehicle would pass the oncoming vehicle and the running histories of the other vehicles up to the current time.

Then, the server 6 or the wireless base station 4 can warn the own vehicle not to cause an incident in the passable zone. When avoiding the incident is difficult, the simulation can be performed such that the incident is avoided at least in a short period of time when the own vehicle passes the oncoming vehicle.

When the oncoming vehicle, which may be a motorcycle, is out of the control of the mobility information delivery system 1 and is detected in the snowstorm zone for the first time, the server 6 or the wireless base station 4 can send an urgent Give warning to the vehicles 100 running in a special section and update the world map. The simulation can be performed with a focus on ensuring safety (i.e., with an emphasis on safety) based on an increased number of uncertain factors of the fast-moving mobile body. When a pedestrian such as a child is detected, the server 6 or the wireless base station 4 can inform the vehicle 100 driving closest to the pedestrian of the presence of the pedestrian and update the world map.

Fourth exemplary embodiment

In the mobility information delivery system 1 according to the exemplary embodiments described above, the control system 20 of the vehicle 100 can control the driving operation of the own vehicle based on the detection information of the autonomous sensor. Even if the user mistakenly presses the accelerator pedal instead of the brake pedal when no pedestrian or obstacle is detected, the vehicle 100 is prevented from moving toward the pedestrian or obstacle.

However, the autonomous sensor attached to the vehicle 100 does not operate correctly at all times. The autonomous sensor may work incorrectly due to degradation from aging. If the detection by the autonomous sensor is not appropriate due to the driving environment, such as backlight or light from an oncoming vehicle driving at night, it may be difficult for the control system 20 of the vehicle 100 to control the driving operation of the own vehicle based on the detection information of the autonomous sensor to control appropriately. An example configuration that attempts to cope with such a situation is described below.

The control system 20 of the vehicle 100 may determine whether the autonomous sensor detection information is appropriate. For example, in a case where an image captured by the stereo camera is completely dark or white, the control system 20 of the vehicle 100 may determine that the detection information of the autonomous sensor is not appropriate. In such a case, the control system 20 of the vehicle 100 can confirm the presence of another mobile body moving in the traveling direction based on the world map information.

When the other mobile body moving in the direction of travel is confirmed based on the world map information, the control system 20 of the vehicle 100 can make the determination that the other mobile body moving in the direction of travel is present, although the control system 20 detects the another mobile body moving in the direction of travel based on the detection information of the autonomous sensor. The control system 20 of the vehicle 100 can then perform the driving control based on the determination. The control system 20 of the vehicle 100 can perform braking control that stops the vehicle 100 based on the pseudo sensor detection information obtained from the world map.

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

In a case where the determination has been maintained for a certain period of time or a predetermined number of times or more, the control system 20 of the vehicle 100 can set the reliability level of the pseudo sensor detection information with a set a high level. Using the pseudo-sensor detection information given with a high level of reliability, the control system 20 of the vehicle 100 can select a travel path or a time difference with which the vehicle 100 avoids a collision with the pedestrian or avoids the moving direction of the pedestrian that the autonomous sensor did not detect. Based on the selected travel route or the selected time difference, the control system 20 of the vehicle 100 can perform the travel control.

Fifth exemplary embodiment

In the exemplary embodiments described above, the control system 20 of the vehicle 100 in the mobility information delivery system 1 can switch the operation mode between the automated driving mode and the driving assistance mode that supports the user's manual driving operation.

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

For example, when the operation mode of the vehicle 100 is switched from the automated driving mode to the driving assistance mode while the vehicle 100 is running, the user must take responsibility for operations before and after the switching. Therefore, it is necessary to control the driving operation of the vehicle 100 in such a manner that the driver does not bear responsibility for damages during driving in the automated driving mode including the switching timing to the driving assistance mode.

For example, the user may be in a demanding situation that forces the user to perform hard braking immediately after switching the operation mode of the vehicle 100 from the automated driving mode to the driving assistance mode. When such a situation actually occurs, it may be difficult for the user to fully depress the brake pedal.

An exemplary embodiment that addresses such a problem will be described below. The control system 20 of the vehicle 100 can repeatedly evaluate the reliability of the world map, which is transmitted from the server 6 to the terminal 2, while the vehicle 100 is driving.

When the reliability of the received world map is low, the control system 20 of the vehicle 100 may prohibit the operation mode of the vehicle 100 from switching from the manual operation mode to the automated driving mode.

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

In the event of any failure, the control system 20 of the vehicle 100 can terminate the automated driving mode and perform a control operation to switch the operation mode of the vehicle 100 from the automated driving mode to the manual driving mode. To achieve the switching control, the control system 20 of the vehicle 100 may first control the running operation of the own vehicle so that a vehicle distance between the own vehicle and a preceding vehicle is increased. The vehicle distance between the own vehicle and the preceding vehicle can be determined depending on the speed.

When the autonomous sensor determines that a predetermined inter-vehicle distance is assured, the control system 20 of the vehicle 100 may notify the user that the automated driving mode will be switched to the manual driving mode soon. The control system 20 of the vehicle 100 can dispense with the use of the world map information for the detection. A few seconds later, the control system 20 of the vehicle 100 may actually switch the operating mode from the automated driving mode to the manual driving mode.

Ensuring the vehicle spacing between the subject vehicle and the preceding vehicle contributes to reducing the need for a hard braking operation by the user immediately after switching the operation mode of the vehicle 100 from the automated driving mode to the driving assistance mode. As a result, the user can well in front of the Switching from the automated driving mode to the manual driving mode are notified so that the user can prepare for starting the manual driving process. Thus, an urgent circumstance forcing the user to perform a hard braking operation immediately after switching to the manual drive mode is unlikely to occur.

Sixth exemplary embodiment

In the exemplary embodiments described above, the server 6 collects the field information from the vehicles 100 moving in a predetermined zone or section thereof, and performs the mapping, generates information used to determine or control the movement of the vehicles 100 and transmits the information to the respective vehicles 100. Each of the vehicles 100 can determine or control its movement using the information received from the server 6.

Alternatively, some or all of the processing performed by the server 6 in the above exemplary embodiments may be performed by each of the vehicles 100, for example. For example, each of the vehicles 100 collects the field information from the other vehicles 100, as shown in 7 shown, maps on the actual map or the prediction map, generates the information on the movement area or route to be used for determining or controlling the movement of the own vehicle, and uses the information for determining or controlling the movement of the own vehicle, such as for Execution of the automated driving process.

In this case, the server 6 and the wireless base stations 4 can be used to exchange data between the vehicles 100 . The wireless base stations 4 may each be arranged in a predetermined zone or section in which the vehicles 100 are to move, communicating with the terminal 2 used in the vehicle 100 located in the predetermined zone or section relevant section moves.
In this case, the server 6 can generate primary processed information based on the field information and transmit the primary processed information. The terminal 2 of the vehicle 100 can receive the information generated by the server 6 via the wireless base station 4 .

Based on the field information or the primary processed information received from the terminal 2, the control system 20 of the vehicle 100 can generate secondary processed information serving as driving control data information. The term "primary processed information" as used herein may refer to information generated by the server 6 based on the field information. The term "secondary processed information" may refer to information generated by the control system 20 of the vehicle 100 based on the field information or the primary processed information.

19 FIG. 14 is a flow chart for explaining a process performed by the server 6 to collect field information about the movement of the vehicles 100 according to the exemplary embodiment.

The server CPU 14 of the server 6 can according to the collection process 19 execute repeatedly, each time the server communication device 11 of the server 6 receives new field information.

In a step ST 111, the server CPU 14 can determine whether the server communication device 11 has received the field information. The field information may include, for example, the own vehicle information transmitted from the terminals 2 of the respective vehicles 100 and the detection information obtained by such detectors as cameras installed on a road.

An advanced traffic system server, not shown, can transmit traffic information of the region to be managed to the server 6 . The server communication device 11 can receive this information. If the server communication device 11 has not received the field information (step ST111: NO), the server CPU 14 may repeat step ST111. When the server communicator 11 has received the field information (step ST111: YES), the server CPU 14 can cause the process to proceed to a step ST112.

In step ST 112, the server CPU 14 can classify the received field information depending on the information sources and accumulate the classified field information in the server memory 13. The server storage 13 of the server 6 can thereby accumulate and store the field information about the movement of the vehicles 100 . The field information may be information received from the respective vehicles 100 include, 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 100 are moving. The server CPU 14 can store a reception time of each field information associated with the corresponding received field information.

In a step ST113, the server CPU 14 may generate the mobile body list based on the received field information. The mobile body list may include data about the vehicles 100 to which the server 6 currently needs to send the information. The list of mobile bodies can also contain data about other mobile bodies or vehicles 100 to which the server 6 does not have to send the information, in such a way that the vehicles 100 to which the server 6 has to send the information are distinguishable from the vehicles 100 to which the server 6 does not have to send the information. 20 FIG. 12 is a flow chart for explaining a process performed by the server to transmit the collected field information according to the example embodiment.

The server CPU 14 of the server 6 can transmit the process according to 20 run repeatedly.

In a step ST<b>141 , the server CPU 14 can extract the information related to the running operation of the respective vehicles 100 from the field information stored in the server memory 13 . The server CPU 14 can extract the information related to the running operation of any vehicle 100 together with the information related to the running operation of a preceding vehicle in front of the vehicle 100 .

In step ST<b>142 , the server CPU 14 can cause the server communication device 11 to transmit the extracted field information to the communication device 71 of the corresponding vehicle 100 . The field information can be transmitted from the server 6 to the wireless base station 4 via the dedicated network 5 and then can be transmitted from the wireless base station 4 to the terminal 2 of the corresponding vehicle 100 . In this way, the wireless base stations 4 can transmit the field information to the terminals 2 in the respective vehicles 100 .

In a step ST143, the server CPU 14 can determine whether the transmission process for all the vehicles 100 in the mobile body list is completed. If the transmission process for all vehicles 100 in the mobile body list is not completed (step ST143: NO), the server CPU 14 may cause the process to return to step ST141. The server CPU 14 can select the vehicle 100 to be processed next and repeat the transmission process from step ST141 to step ST143. When the submission process for all the vehicles 100 in the mobile body list is completed (step ST143: YES), the server CPU 14 can perform the submission process according to FIG 20 break up.

In this way, the server 6 can transmit to the vehicles 100 the field information used to control or determine the movement of the vehicles 100 . For example, the server 6 may transmit the mobile body list and the primary processed information indicating the traveling direction and the traveling speed 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 period of time from the current time. The server 6 can process according to 19 and 20 repeat to keep transmitting the field information related to a travel path in a short section to the vehicles 100 in a repetitive manner.

Optionally or alternatively, the server 6 can transmit the field information collected from the vehicles 100 together with or instead of the extracted field information to the respective vehicles 100 .

After receiving the field information from the server 6, the respective vehicles 100 can follow the route generation process 6 execute to generate the information about the route of the own vehicle. Note that in this case, since each of the vehicles 100 has already obtained the mobile body list or the mobile body list-based information from the server 6, it is not necessary to execute the process of step ST24.

Furthermore, each of the vehicles 100 can follow the process according to FIG 9 using the own vehicle travel path information generated by the own vehicle to control the own vehicle travel path.

According to the exemplary embodiment described above, the Ser ver 6 collects the field information about the movement of the mobile bodies or vehicles 100 and transmits the collected field information to the respective vehicles 100. Then, the respective vehicles 100 can determine and control the movement of their own vehicle based on the information common to the vehicles 100.

Based on the information common to the vehicles 100, the respective mobile bodies or vehicles 100 can generate and use the travel route or the safe movement area in a short section in which the vehicle 100 can travel while avoiding collision with the other vehicles 100. In this way, the respective vehicles 100 are less susceptible to unexpected movement of the other vehicles 100, so that mutual safety during running of the vehicles 100 is improved.

In the present exemplary embodiment, the processing executed by the server 6 in the first exemplary embodiment can be performed by each vehicle 100 . Similarly, the processing executed by the server 6 in exemplary embodiments 2 to 5 may be executed by each vehicle 100 in the present exemplary embodiment. In this case, the processing executed by the server 6 in the above exemplary embodiments can be regarded as processing executed by the control system 20 of each vehicle 100 .

According to the present exemplary embodiment, instead of the server 6, the processing may be performed by the control system 20 of each vehicle 100 in a distributed or individual manner. Each vehicle 100 can execute the processing for its own vehicle. Optionally, any one of the vehicles 100 may perform the processing for other ones of the vehicles 100 and transmit a result of the processing on the other vehicle 100 side, depending on the capacity, for example.

In such a case, the control system 20 of each vehicle 100 may execute all or part of the processing performed by the server 6 in the above exemplary embodiments.

In one example, the server 6 can forward the field information received from the vehicles 100 to the respective vehicles 100 . In this case, the control system 20 of each vehicle 100 can perform all of the processing - including collecting field information from the vehicles 100 - that is performed by the server 6 in the above exemplary embodiments.

In another example, the server 6 may receive and collect the field information from the vehicles 100 and transmit the collected field information to each of the vehicles 100 . In this case, the control system 20 of each vehicle 100 may execute the processing executed by the server 6 in the above exemplary embodiments after collecting the field information from the vehicles 100 .

In yet another example, the server 6 may receive and collect the field information from the vehicles 100 and map from the mapping data that includes the actual map and the predictive map. In the present example, the control system 20 of each vehicle 100 may execute the processing based on the map data subsequent to the processing described in the exemplary embodiments described above.

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

The server 6 can communicate with the terminals 2 usable in the respective mobile bodies or vehicles 100 via the plurality of wireless base stations 4 serving as communication devices. The server 6 may be an integrated server as in the above exemplary embodiments, or it may include a plurality of servers 6 distributed to respective wireless base stations 4, for example.

The vehicles 100 or the server 6 can map the collected or forwarded field information about the movement of the vehicles 100 to the mapping data and generate information for determining or controlling the movement of the vehicles 100 based on the mapping data. Alternatively, the vehicles 100 and the server 6 can share the mapping process and the information generation process carry out. The respective vehicles 100 can then move based on the information generated for the respective vehicle 100 . Thus, it is possible to safely move the vehicles 100 without causing a collision therebetween.

It should be understood that the above exemplary embodiments are only examples and the invention is not to be limited thereto. Various modifications or changes can be made without departing from the scope of the invention.

For example, in the above exemplary embodiments, the server 6 and the control system 20 of each vehicle 100 in the mobility information delivery system 1 may cooperate with each other to carry out the sequence of processes described in the above exemplary embodiments.

However, in another example, all of the various processes described in the exemplary embodiments above may be performed by the server 6 . In such a case, the control system 20 of each vehicle 100 may transmit information required for the processes to the server 6 via the terminal 2 and the wireless base station 4 and receive a result of the processes from the server 6 via the wireless base station 4 and the terminal 2 . Further, the control system 20 of each vehicle 100 can determine and control the driving operation of the vehicle 100 based on the received information.

In yet another example, the server 6 may perform some of the various processes described in the exemplary embodiments above - including collecting the field information - and the control system 20 of each vehicle 100 may perform the remaining processes. In this case, the server 6 may only need to collect the field information and transmit the field information to the terminals 2 of the respective vehicles 100 . The control system 20 of each vehicle 100 can perform the mapping based on the field information, generate the information about the travel path or moving area of the own vehicle, and control the movement based on the generated information.

In yet another example, the control system 20 of each vehicle 100 may perform all of the various processes described in the exemplary embodiments above instead of the server 6 . In this case, the processes executed by the server 6 in the exemplary embodiments described above can be read as the processes executed by each vehicle 100 . The server 6 can forward the information collected from the vehicles 100 to each of the vehicles 100 . When forwarding the field information, the server 6 can transmit necessary items of the field information to the respective vehicle 100 instead of transmitting the same field information to each vehicle 100 in a similar manner.

The necessary pieces of information may include the field information about the other vehicles 100 running in a peripheral area of the own vehicle, for example. For example, the server 6 can classify the field information about the other vehicles 100 running in a predetermined section or area depending on the roads on which the other vehicles 100 are running, and can transmit the classified field information to the respective vehicles 100 . In yet another example, the server may control at least one of the mobile bodies, and the at least one mobile body may be the only vehicle the server takes care of.

In yet another example, the server 6 may include a plurality of servers 6 distributed among the wireless base stations 4, respectively. The servers 6 may be distributed depending on the stages of processing, or may be distributed to respective regions to cover the wireless base stations 4 respective areas. The servers 6 distributed to the respective wireless base stations 4 can be integrated into the respective wireless base stations 4 .

In this case, the distributed or decentralized servers 6 can each handle the data management of the corresponding wireless base station 4 . For example, the decentralized server 6 can process the data received from the vehicles 100 directly and transmit the processed data to the respective vehicles 100 .

The wireless base station 4 equipped with the decentralized server 6 contributes to minimizing the transmission delay of the information. The wireless base station 4 equipped with the remote server 6 can serve as one of the components of the control system 20 of the vehicle 100 . For example, the wireless base station 4 equipped with the remote server 6 can perform part of the processing of the control system 20 of the vehicle 100 for the control system 20 .

The processing performed by the server 6 in the above exemplary embodiments can thus be performed by the plurality of wireless base stations 4 communicating with each other in a distributed manner without going through the server 6, for example. In this case, for example, each of the wireless base stations 4 intended for the corresponding road can classify the information about the vehicles 100 staying in the communication area depending on the roads based on the positions within the communication area.

The wireless base station 4 can then group the classified information based on the roads and forward the grouped information to the other wireless base stations 4 . In this case, another server 6 provided separately from the wireless base stations 4 can be omitted. Further, the processing performed by the server 6 in the above exemplary embodiments can be achieved in a distributed manner by the wireless base stations 4 and the servers 6 cooperating with each other.

In still another example, the wireless base station 4 used with the server 6 may be a general wireless base station capable of communicating with a mobile terminal or a wireless base station dedicated to the vehicle 100 . For example, the wireless base station 4 of the above exemplary embodiments may be a base station for ADAS communication installed on a road. Furthermore, the vehicle 100 may communicate with the base station or server 6 through another vehicle 100, for example via vehicle-to-vehicle (V2V) communication, instead of communicating with the base station or server 6 directly.

In each of the above exemplary embodiments, the mobility information providing system 1 may include the single server 6 . As an alternative to this, the system 1 for supplying mobility information can have a large number of servers 6, for example. The servers 6 may be assigned to different zones or overlapping zones, for example having a wide area and a narrow area. The servers 6 can be distributed in the system 1 for the delivery of mobility information and contain a large number of carriers.

The servers 6 can perform the processing for the respective zones and work in cooperation with each other by exchanging the information. For example, in the case of a malfunction in any one of the servers 6, another one of the servers 6 can carry out the processing for the zone of the server 6 which has malfunctioned. In such cases, the processing performed by the single server 6 in the above exemplary embodiments can be achieved by the plurality of servers. In addition, the system 1 for providing mobility information can be implemented redundantly by an alternative server which is not used in normal cases.

The first exemplary embodiment described above may be an application example of the invention based on the first exemplary embodiment of FIG Japanese Patent Application No. 2019-240029 act, which was filed before the present application. That in the Japanese Patent Application No. 2019-240029 The example disclosed in which the processing of the server 6 is executed by the vehicle 100 is in FIG Japanese Patent Application No. 2019-240030 described.

Furthermore, the description of the Japanese Patent Application No. 2019 - 240031 further examples of the system 1 for providing mobility information. The content of these applications is made a part of the present description by reference. For example, the configuration and processing of the mobility information providing system 1 according to the first exemplary embodiment of the present application may be modified as shown in FIGS 12 until 19 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 modified processing of the mobility information providing system 1 .

The term "time or point in time", as used in the description of the system 1 for the delivery of mobility information, can refer to a time when the vehicle 100 transmits information to the server 6, a time when the server 6 dies Receives information, a time when the server 6 transmits the processing result to the vehicle 100, a measurement time when the vehicle 100 receives the processing result, a predicted scheduled time when the vehicle 100 is passing, or an actual driving time when the vehicle 100 is in actually travels a predicted section. In the case of a closed system, the time difference between the vehicle 100 and the server 6 can be shortened.

According to at least one exemplary embodiment of the invention, the obstacle that would impede the movement of mobile bodies is mapped together with the positions of the mobile bodies and information on the route or movement area that makes the respective mobile bodies move while avoiding the obstacle. Thus, even if there is an obstacle on the road or lane on which the mobile bodies are traveling, it is possible to move the mobile bodies in such a manner as to ensure a level of safety appropriate to the situation.

In the 2 shown server CPU 14 and in 3 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 may be configured by reading instructions from at least one machine-readable, non-transitory, tangible medium to perform all or a portion of the functions of each of the server ECU 14 and the controller ECUs.

Such a medium may be in numerous forms, including any type of magnetic medium such as a hard disk, any type of optical medium such as a CD and DVD, any type of solid state memory (ie, solid state circuit) such as include, but are not limited to, volatile memory and non-volatile memory. The volatile memory may include DRAM and SRAM, and the non-volatile memory may include ROM and NVRAM. The ASIC is a custom integrated circuit (IC) and the FPGA is an integrated circuit designed for post-manufacturing configuration to perform all or part of the functions of the in 2 shown server ECU 14 and the in 3 illustrated control ECUs.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited 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 [0429, 0430]
• JP 2019240030 [0429]
• JP 2019 [0430]
• JP 240031 [0430]

Claims (10)

System (1) for delivering mobility information, comprising: - a collector (14A) adapted to collect field information or preliminary processed information using a plurality of communication devices (4, 6) provided in respective predetermined zones or respective predetermined sections, the field information including information about the movement a plurality of mobile bodies (100) and the preliminary processed information is obtained by processing the field information; - a mapping unit (14B) adapted to map positions of the mobile bodies (100) based on the field information or the preliminary processed information collected by the collecting means (14A); - a generator (14C) adapted to generate information related to the route on the basis of information about the positions of the mobile bodies (100) mapped by the mapping unit (14B), the information related to the route includes information about routes or areas of movement in which the mobile body (100) can move; and - a controller (20) which is provided for each of the mobile bodies (100) and is adapted to control the movement of a corresponding mobile body (100) on the basis of the information generated by the generator (14C) related to the route, control information obtained from the information related to the travel path and used for determining the movement of the corresponding mobile body (100), or control information used for controlling the movement of the corresponding mobile body (100), - wherein in a case where the field information collected by the collecting means (14A) or preliminary processed information includes information about an obstacle that would impede the movement of the mobile bodies (100), the mapping unit (14B) is adapted to map the obstacle to be mapped together with the positions of the mobile bodies (100), and in a case where the field information collected by the collecting device (14A) or preliminary processed information includes the information on the obstacle that hinders the movement of the mobile bodies (100). would, the generator (14C) is adapted to generate the information related to the travel route for each of the mobile bodies (100) to cause the mobile bodies (100) to move while avoiding the obstacle. System (1) for delivering mobility information according to claim 1 Further comprising a plurality of terminals (2) usable in the respective mobile bodies (100), wherein each of the communication devices (4, 6) provided in the respective predetermined zones or the respective predetermined sections in which the mobile bodies (100) can move is adapted to communicate with the terminal (2) used in a mobile body located in the predetermined zone or the predetermined portion, out of the plurality of mobile bodies (100). moves for which the communication device is responsible. System (1) for delivering mobility information according to claim 1 or 2 , wherein the mobile bodies (100) are each 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 Claims 1 until 3 , wherein the mapping unit (14B) is adapted to map a position of the obstacle, and wherein the generator (14C) is adapted to, on the basis of information about the positions of the mobile bodies (100) and the position of the obstacle, the mapped by the mapping unit (14B) to generate the information related to the travel path for a mobile body from the mobile bodies (100) to move the same avoiding the position of the obstacle or to pass the obstacle while decelerating the speed to cause. System (1) for the delivery of mobility information according to one of Claims 1 until 4 wherein the mapping unit (14B) is adapted to set a warning section or a prohibited section around the position of the obstacle, and the generator (14C) is adapted to generate the information related to the traveling path for a mobile body from the mobile Generate bodies (100) to cause a movement of the same bypassing the warning section or the prohibited section around the position of the obstacle. System (1) for delivering mobility information according to claim 5 , wherein the mapping unit (14B) is adapted to - make the determination whether a probable the obstacle position is likely to move, and - in a case where the obstacle position is likely to move, to make the warning section larger than in a case where the obstacle position is not likely to move, or in a case where the probability of movement of the position of the obstacle is equal to or greater than a predetermined threshold, to make the warning portion larger than in a case where the probability of movement of the position of the obstacle is less than the predetermined one threshold. System (1) for delivering mobility information according to claim 5 or 6 , wherein the generator (14C) is adapted to generate the information related to the travel route for each of the mobile bodies (100) to move the respective mobile body (100) depending on a moving state or a moving environment of the respective mobile body ( 100) to circumvent the obstacle, warning section or prohibited section in some other way. System (1) for the delivery of mobility information according to one of Claims 1 until 7 wherein the mapping unit (14B) is adapted to map a virtual obstacle at a position to which movement of a mobile body among the mobile bodies (100) in the movement bypassing the warning section or prohibited section given around the position of the obstacle has been avoided. Server for a system (1) for providing mobility information, the system (1) for providing mobility information having: - a collector (14A) adapted to collect field information or preliminary processed information using a plurality of communication devices (4, 6) provided in respective predetermined zones or respective predetermined sections, the field information including 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) adapted to map positions of the mobile bodies (100) based on the field information or the preliminary processed information collected by the collecting means (14A), - a generator (14C) adapted to generate information related to the route on the basis of information about the positions of the mobile bodies (100) mapped by the mapping unit (14B), the information related to the route includes information about routes or areas of movement in which the mobile bodies (100) can move, and - a controller (20) which is provided for each of the mobile bodies (100) and is adapted to control the movement of a corresponding mobile body (100) on the basis of the information generated by the generator (14C) related to the route, control information obtained from the information related to the travel path and used for determining the movement of the corresponding mobile body (100), or control information used for controlling the movement of the corresponding mobile body (100), wherein the server comprises at least the collecting device (14A) from the collecting device (14A), the mapping unit (14B) and the generator (14C), wherein in a case where the field information collected by the collecting means (14A) or preliminary processed information includes information about an obstacle that would impede the movement of the mobile bodies (100), the mapping unit (14B) is adapted to map the obstacle together to map with the positions of the mobile bodies (100), and in the case where the field information collected by the collecting means (14A) or preliminary processed information includes the information about the obstacle that would impede the movement of the mobile bodies (100), the generator (14C) is adapted to output the information im To generate connection with the route for each of the mobile body (100) to cause the mobile body (100) to move while avoiding the obstacle. Vehicle for a mobility information delivery system (1), said mobility information delivery system (1) comprising: - a collector (14A) adapted to collect field information or preliminary processed information using a plurality of communication devices (4th , 6) provided in respective predetermined zones or respective predetermined sections, wherein the field information includes information on the movement of a plurality of mobile bodies (100) and the preliminary processed information is obtained by processing the field information, - a mapping unit ( 14B) configured to detect positions of the mobile bodies (100) based on the field information or the provisional ver operated to map information collected by the collecting means (14A), - a generator (14C) adapted to generate information related to the route on the basis of information about the positions of the mobiles mapped by the mapping unit (14B). to generate bodies (100), wherein the information in connection with the route includes information about routes or movement areas in which the mobile bodies (100) can move, and - a controller (20) which, for each of the mobile bodies (100 ) is provided and adapted to control the movement of a corresponding mobile body (100) on the basis of the travel path-related information generated by the generator (14C), information determined from the travel path-related information and for the determination of the movement of the corresponding mobile body (100) is used, or to control information used to control the movement of the corresponding relevant mobile body (100), wherein the vehicle has at least the controller (20) out of the collecting device (14A), the mapping unit (14B), the generator (14C) and the controller (20), wherein in a case in wherein the field information collected by the collecting means (14A) or preliminary processed information includes information on an obstacle that would impede the movement of the mobile bodies (100), the mapping unit (14B) is adapted to map the obstacle together with the positions of the mobile bodies (100), and in a case where the field information collected by the collecting device (14A) or preliminary processed information includes the information on the obstacle that would impede the movement of the mobile bodies (100), the generator (14C) is adapted to generate the information related to the route for each of the mobile bodies (100) to the mobile body (100) to a movement un ter avoidance of the obstacle.

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