JP2010146489A - Information provision device and information provision method for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve accuracy of information to be provided to a traveling vehicle. <P>SOLUTION: An information provision system 100 includes: an information acquisition part 10 acquiring map information 431 including altitudes of points including a stop point on a road and other point information from a roadside device 400 installed in a predetermined position on the road; an ideal traveling state estimating part 20 obtaining a road gradient in each point present from a predetermined starting point to the stop point in reference to the acquired map information 431, and estimating an ideal traveling state including a traveling state in each point when the vehicle passes through an ideal deceleration process and stops at the stop point based on the road gradient of each point; a vehicle information acquisition part 20 acquiring vehicle information indicating a traveling state in an arbitrary point of the vehicle; and an output control part 30 controlling output of information related to the stop point based on the vehicle information of the vehicle in the acquired arbitrary point and the traveling state of the arbitrary point included in the estimated ideal traveling state. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an information providing apparatus and an information providing method for a vehicle that provide information related to driving of the vehicle.

  With regard to this type of device, there is known a technique for notifying warning information that prompts a user to pause at a timing determined according to the distance from the current position of the vehicle to the temporary stop line and the vehicle speed (Patent Literature). 1).

JP 2004-86363 A

  However, in the conventional technique, since the information notification timing (point) is determined based on the length of the deceleration section from the current position of the vehicle to the temporary stop line, there is an upward or downward gradient before the temporary stop line. In this case, there is a problem that the notification timing (position) is earlier or later than that on a flat road, and the accuracy of information to be provided is lowered.

  The problem to be solved by the present invention is to improve the accuracy of information to be provided.

  The present invention considers the road gradient at each point from the starting point to the stopping point, and the driving state at each point when the vehicle stops at the stopping point through an ideal deceleration process, and each point of the vehicle that actually travels The above-mentioned problem is solved by controlling the output of information relating to the stop point based on the vehicle information in

  According to the present invention, since the running state of the vehicle is evaluated in consideration of the road gradient from the starting point to the stop point, even if there is an up or down slope upstream (before) the temporary stop line, Compared with the case where the upstream (front) of the line is flat, the output timing is not advanced or delayed, and the accuracy of information to be provided can be improved.

  An information providing system 100 according to this embodiment will be described with reference to the drawings. In the present embodiment, an information providing system 100 that acquires information used for information providing processing from the roadside device 400 will be described as an example. In this specification, the information providing system 100 in the case of acquiring information from the roadside device 400 will be described. However, the information supply source is not limited, and the information providing system 100 is an information server (not shown) connected via a network. The information may be acquired from the information, or the information may be stored in the information providing system 100 in advance.

  FIG. 1 is a diagram showing an overall outline of an in-vehicle device 1000 including an information providing system 100 and a roadside device 400 installed at a predetermined position on a road. FIG. 2 is a block configuration diagram of the roadside device 400 and the in-vehicle device 1000 including the information providing system 100.

  First, the roadside device 400 will be described. The roadside device 400 installed on the roadside is a road infrastructure device that is installed at a predetermined position and exchanges information with the information providing system 100 mounted on the vehicle by bidirectional communication. The roadside device 400 of this embodiment forms part of a so-called ITS (Intelligent Transport Systems) or other advanced information communication network.

  The roadside device 400 of this embodiment includes a communication device 410, a determination unit 420, and a database 430.

  The communication device 410 has bidirectional communication functions such as an optical beacon 411 and a wireless communication function 412. The optical beacon 411 transmits and receives information to and from the vehicle in the communication area by bidirectional communication with a vehicle (vehicle to be communicated) existing in a predetermined communication area. The wireless communication function 412 conforms to DSRC (Dedicated Short Range Communication), UWB (Ultra Wide Band), MCA (Multi Channel Access System) wireless system, Bluetooth (registered trademark), IEEE 802.11 series, and other wireless LAN standards. A function for performing wireless communication is provided, and information is exchanged with the in-vehicle information providing system 100.

  The determination unit 420 functions as an arithmetic device that performs processing of various types of information. The determination unit 420 processes information provided to the information providing system 100 on the vehicle side, and exchanges information with a center that centrally manages traffic information.

  The database 430 manages information used for processing of the determination unit 420. The database 430 stores map information 431 including altitude and other point information of each point including a stop point on the road. The map information 431 includes the attributes of each point, the position (latitude / longitude) of each point, and the altitude of each point. Here, the attribute of a point includes the definition of the point that the point is a stop point, the road to which the point belongs, the distance to an adjacent point, and the like. Each point includes an installation point of the roadside device 400, a stop point near the roadside device 400, and each point existing from the installation point of the roadside device 400 to the stop point. That is, the map information 431 includes the attribute, position (latitude, longitude, altitude) and other point information 4311 of each point. The point information 4311 includes at least attributes, positions (latitude, longitude, altitude) related to the stop point, attributes, positions (latitude, longitude, altitude), stop points, and the roadside device 400 related to the installation point of the roadside device 400. Attribute and position (latitude, longitude, altitude) related to a point existing between the installation point of In addition, the position of each point is expressed by predetermined coordinate values such as latitude and longitude.

  In addition, from the viewpoint of quickly performing information processing, the map information 431 preferably includes longitudinal gradient information 4312 related to the gradient between the points obtained based on the altitude of each point. The longitudinal gradient information 4312 is information in which the gradient of the cross section in the direction along the traveling direction of the road to which the point belongs, that is, the gradient of the road up and down is calculated in advance.

  Next, the in-vehicle device 1000 including the information providing system 100 will be described.

  As shown in FIG. 2, the in-vehicle device 1000 includes an information providing system 100, a vehicle controller 200, an in-vehicle sensor 300, and an output device 600. The information providing system 100 and each device 200, 300, 600 are connected by a CAN (Controller Area Network) or other in-vehicle LAN, and exchange information with each other.

The information providing system 100 according to this embodiment includes an information acquisition unit 10 that realizes a function of acquiring information from the outside, an ideal travel mode estimation unit 20 that realizes a function of estimating an ideal travel mode, and vehicle information of the host vehicle. The vehicle information acquisition part 30 which implement | achieves the function to acquire, and the output control part 40 which implement | achieve the function which controls the output of the information regarding a stop point are provided.

The information acquisition unit 10, the ideal travel mode estimation unit 20, the vehicle information acquisition unit 30, and the output control unit 40 of the information providing system 100 constitute a part of the arithmetic device. This computing device functions as an information providing system 100 by executing a ROM (Read Only Memory) storing a program for executing the information providing process according to the present embodiment and a program stored in the ROM. A CPU (Central Processing Unit) as an operation circuit and a RAM (Random Access Memory) functioning as an accessible storage device are provided. As an operation circuit, instead of or in addition to a CPU (Central Processing Unit), an MPU (Micro Processing Unit), a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), etc. Can be used. These hardware cooperates with software that realizes an information acquisition function, an ideal travel mode estimation function, a vehicle information acquisition function, and an output control function, and executes information provision processing.

  Each configuration will be described below.

  First, the information acquisition unit 10 will be described. The information acquisition unit 10 acquires map information 431 including altitude and other point information of each point including a stop point on the road. Specifically, the map information 431 that can be acquired by the information acquisition unit 10 of the present embodiment includes the attribute of the point including information about the point such as the point being the stop point, the point being the intersection, and the latitude of the point including the stop point. The longitude / altitude and the latitude / longitude / altitude and other point information 4311 of the installation point of the roadside device 400 are included.

FIG. 3 is a diagram for explaining an example of the point information 4311 regarding the latitude / longitude / altitude of the point. The point information 4311 of this embodiment includes information on the latitude, longitude, and altitude of each point existing on the road from the starting point (the position of the vehicle at the start of processing) to the stop point as shown in FIG.

Further, the map information 431 includes vertical gradient information 4312 at two points based on the latitude, longitude, and altitude of each point. FIG. 4 is a diagram for explaining an example of longitudinal gradient information 4312 between two points based on the latitude, longitude, and altitude of each point. The longitudinal gradient information 4312 is a gradient of a cross section along the road extending direction. As shown in FIG. 4, the longitudinal gradient information 4312 is a gradient when traveling between points on the road.

The projector / receiver of the optical beacon 411 of the roadside device 400 of the present embodiment is installed at a predetermined height (for example, a height of 5.5 m from the road surface) just above the center of the width W of the road, as shown in FIG. Is done. The optical beacon 411 emits near infrared rays toward a predetermined communication area (downlink). Since the near infrared ray emitted from the optical beacon 411 has high directivity, a predetermined communication area can be set. When the host vehicle enters a predetermined communication area of the roadside device 400, the information acquisition unit 10 sends a response signal (uplink) to the signal transmitted from the roadside device 400. If the roadside device 400 can receive a response signal (uplink) from the in-vehicle information providing system 100, it can be seen that the vehicle has entered the predetermined communication area, so the roadside device 400 has passed the installation position of the roadside device 400. Point information 4311 of each point existing up to the subsequent stop point (the installation point of the roadside device 400, the stop point, and the latitude / longitude / altitude of the point existing from the roadside device 400 to the stop point) and / or longitudinal gradient information 4312 is sent to the vehicle. The vehicle-side information acquisition unit 10 acquires point information 4311 and / or longitudinal gradient information 4312. The vehicle information acquisition unit 10 of the present embodiment acquires the position of the installation point of the roadside device 400 at the timing when the vehicle has passed the roadside device 400 and is the starting point where this processing is started.

As described above, the information acquisition unit 10 exists by the communication with the roadside device 400 from the starting point information and the stop point existing within a predetermined distance along the traveling direction from the point where the roadside device 400 exists. The point information 4311 of the point and / or the longitudinal gradient information 4312 of the point existing from the start point to the stop point can be acquired.

Next, the ideal travel mode estimation means 20 will be described. The ideal travel mode estimation means 20 of the present embodiment includes a gradient calculation unit 21, an ideal vehicle state quantity estimation unit 22, and an ideal operation amount estimation unit 23. The gradient calculation unit 21 is acquired by the information acquisition unit 10. With reference to the map information 431, the longitudinal gradient of the road at each point existing from a predetermined starting point (for example, the position where the roadside device 400 exists) to the stop point is obtained. As described above, the point information 4311 of the map information 431 includes the point information 4311 of the latitude / longitude / altitude at each point existing from the predetermined starting point (for example, the position where the roadside device 400 is present) to the stop point, so that the ideal travel Based on this point information 4311, the mode estimating means 20 obtains the road gradient at each point from the starting point to the stopping point. The ideal travel mode estimation means 20 calculates a longitudinal gradient between points as shown in FIG. The longitudinal gradient information 4312 may be calculated in advance and stored in the roadside device 400. By using the longitudinal gradient information 4312 prepared in advance, it is possible to quickly perform processing related to information provision.

  Also, the ideal travel mode estimation means 20 estimates the travel state at each point when the vehicle stops at a predetermined stop point through an ideal deceleration process as the ideal travel mode based on the road gradient at each point. . In the present embodiment, the ideal driving state of the vehicle is defined in advance for each point from the viewpoint of safe driving. In addition, from the viewpoint of pursuing comfortable driving, the ideal driving state of the vehicle may be defined in advance for each point so that the vehicle can stop without giving a sense of incongruity to the occupant.

This ideal driving state is a scale indicating what state a vehicle that stops at a stop point should be at each point. The traveling state in the present embodiment can be expressed by vehicle speed, acceleration / deceleration and other vehicle state quantities at each point, or accelerator opening, brake depression amount and other vehicle operation amounts at each point.

The ideal travel mode estimation means 20 obtains an ideal travel state at each point based on the distance from each point to the stop point and the road gradient (vertical gradient with the adjacent points) at each point. Further, from the viewpoint of considering the actual driving state, the ideal driving mode estimating means 20 determines the vehicle speed passing through each point and the distance from each point to the stopping point when obtaining the ideal driving state at each point. The ideal traveling state at each point may be obtained based on the road gradient at each point (longitudinal gradient with adjacent points). Furthermore, from the viewpoint of considering the actual driving environment, the ideal driving mode estimation means 20 is used for vehicle performance information such as vehicle weight, vehicle acceleration performance, vehicle brake performance, vehicle aerodynamic resistance, rainy weather, freezing, etc. The ideal driving state of each point may be obtained in consideration of the road surface environment.

  The ideal travel mode estimation means 20 of the present embodiment estimates the ideal travel mode based on the vehicle speed, acceleration / deceleration, and other vehicle state quantities at each point, or the accelerator opening, brake depression amount, and other vehicle operation amounts at each point.

  Specifically, the ideal vehicle state quantity estimation unit 22 of the ideal travel mode estimation unit 20 determines the vehicle speed at each point when the vehicle stops at the stop point through an ideal deceleration process based on the road gradient at each point. Estimate acceleration / deceleration and other ideal vehicle state quantities.

  FIG. 5 is a diagram for explaining an example of an ideal vehicle state quantity estimation method. As shown in FIG. 5, the ideal vehicle state quantity estimation unit 22 obtains a running resistance R from the relationship between the road gradient θ calculated by the gradient calculation unit 21 and the vehicle weight (R = W · sin θ). Also, the ideal vehicle state quantity estimation unit 22 refers to the correspondence relationship between the travel resistance R associated in advance and the vehicle speed as the ideal vehicle state quantity, and the ideal vehicle speed (ideal vehicle according to the travel resistance R at each point) State quantity) is calculated. Based on the ideal vehicle speed at each point, an ideal acceleration / deceleration (ideal vehicle state quantity) at each point is calculated. The estimated ideal vehicle state quantity 221 is stored in association with the identifier of each point from the starting point (for example, the installation point of the roadside device 400) to the stop point.

  Further, the ideal operation amount estimation unit 23 of the ideal travel mode estimation means 20 is based on the road gradient at each point, and the accelerator opening at each point when the vehicle stops through an ideal deceleration process at the stop point, Estimate the brake depression amount and other ideal operation amounts. As shown in FIG. 5, the ideal vehicle state quantity estimation unit 22 obtains a running resistance R from the relationship between the road gradient θ calculated by the gradient calculation unit 21 and the vehicle weight (R = W · sin θ). The ideal operation amount estimation unit 23 refers to the correspondence relationship between the travel resistance R associated in advance and the operation amount (driving force) of the vehicle as the ideal vehicle state quantity, and the ideal operation amount estimation unit 23 corresponds to the travel resistance R at each point. A typical accelerator opening or brake depression amount (ideal vehicle state amount) is calculated. When associating the running resistance R with the ideal accelerator opening or brake depression amount (ideal vehicle state quantity), consider vehicle performance information such as vehicle acceleration performance, vehicle brake performance, and vehicle aerodynamic resistance. Thus, for each vehicle, correspondence information between the running resistance R and the virtual vehicle state quantity may be provided. The estimated ideal operation amount 231 is stored in association with the identifier of each point from the starting point (for example, the installation point of the roadside device 400) to the stop point.

  FIG. 6 is a diagram illustrating an example of the ideal vehicle state quantity at each point and the ideal operation amount at each point. As shown in FIG. 6, the ideal vehicle state amount at each point and / or the ideal operation amount at each point is stored in association with each point. In addition, the ideal vehicle state quantity at a certain point and / or the ideal operation amount at each point can be regarded as the ideal vehicle state quantity at each point and / or the ideal operation amount at each point existing between the adjacent points. it can. For example, the ideal vehicle state quantity at point B and / or the ideal manipulated variable at each point is the ideal vehicle state quantity at all points (indicated by arrows in FIG. 6) existing between point B and point D and / or It can be set as an ideal operation amount at each point. In FIG. 6, the speed, acceleration / deceleration, accelerator opening, and brake depression amount are all associated with each point, but the ideal travel mode estimation unit 20 of the present embodiment includes one or two of them. Guess by combining the above.

  Further, the ideal travel mode estimation unit 20 of the present embodiment performs an ideal travel mode estimation process when the road gradient at each point is equal to or greater than a predetermined value, and when the road gradient at each point is less than the predetermined value. The estimation process of the ideal travel mode is not executed. Here, the road gradient is the magnitude (absolute value) of the gradient. If the road slope is greater than or equal to the predetermined value and there is an up or down slope before the stop point, the behavior of the vehicle is different from the flat road. The timing of output and the timing at which the vehicle actually passes the stop point do not match. For this reason, as in this embodiment, it is effective to control the output of information related to the stop point based on the ideal travel mode and vehicle information. On the other hand, when the road gradient at each point is less than a predetermined value, the point before the stop point is flat, and there is no problem even if the information regarding the stop point is output at the same timing as the flat road. For this reason, in this embodiment, when the road gradient at each point is equal to or greater than a predetermined value, the ideal travel mode estimation process is executed. Thereby, only when it is necessary to consider a road gradient, the output of the information regarding a stop point can be controlled based on an ideal travel mode and vehicle information.

  Next, the vehicle information acquisition unit 30 will be described. The vehicle information acquisition unit 30 acquires vehicle information detected by the in-vehicle sensor 300 via the vehicle controller 200. This vehicle information is information indicating the driving state at an arbitrary point of the vehicle. The vehicle speed, acceleration / deceleration and other vehicle state quantities at the arbitrary point, the accelerator opening of the vehicle at the arbitrary point, the brake depression amount, and other operations. Including quantity. Incidentally, the vehicle speed is detected by the vehicle speed sensor 301, the acceleration / deceleration is detected by the acceleration / deceleration sensor 302, the accelerator opening is detected by the accelerator sensor 303, and the brake depression amount is detected by the brake sensor 304.

  FIG. 7 is a diagram illustrating an example of vehicle information acquired at each point. As shown in FIG. 7, the vehicle information acquisition unit 30 acquires the vehicle state quantity and / or the operation quantity at each point at an arbitrary point, and stores this. The point where the vehicle state quantity and / or the operation amount at each point is acquired is preferably the same as the point where the driving state according to the ideal driving mode is estimated, but it is not required to be the exact same point.

  Next, the output control unit 40 will be described. The output control unit 40 controls the output of information regarding the stop point based on the vehicle information of the vehicle at the acquired arbitrary point and the driving state of the arbitrary point included in the estimated ideal driving mode. The output control unit 40 of the present embodiment includes a traveling state comparison unit 41, vehicle information (vehicle state amount, vehicle operation amount) reflecting the traveling state of the actually traveling vehicle, and an estimated ideal traveling mode. The travel state (ideal vehicle state and ideal manipulated variable) is compared, and the output timing and output timing of the information regarding the stop point are controlled according to the result of the comparison. Specifically, the output control unit 40 has a predetermined relationship between the vehicle information (vehicle state amount, vehicle operation amount) and the estimated travel state (ideal vehicle state and ideal operation amount) of the ideal travel mode. Output information about the stop point. The “predetermined relationship” in the present embodiment is based on the acquired vehicle information (vehicle state amount, vehicle operation amount) when compared with the travel state (ideal vehicle state and ideal operation amount) of the ideal travel mode. This relationship can be evaluated as “the vehicle is braking to stop at the stop point”. For example, if the difference between the vehicle information (vehicle state amount, vehicle operation amount) and the travel state of the ideal travel mode (ideal vehicle state and ideal operation amount) is within a predetermined value, the vehicle is generally traveled in the ideal travel mode. According to (ideal vehicle state and ideal operation amount), it can be evaluated that “the vehicle is braking to stop at the stop point”. Further, even if the difference between the vehicle information (vehicle state amount, vehicle operation amount) and the travel state of the ideal travel mode (ideal vehicle state and ideal operation amount) is a predetermined value or more, vehicle information (vehicle state amount, vehicle operation amount) Of the vehicle information is more likely to be decelerating than the travel state (ideal vehicle state and ideal operation amount) of the ideal travel mode (for example, the vehicle information is lower in speed than the travel state of the ideal travel mode, (Low acceleration, high deceleration, small accelerator opening, large brake depression, or accelerator-off vehicle information or brake-on vehicle information) It is a relationship that can be recognized and evaluated as “the vehicle is braking to stop at the stop point”.

In addition, when comparing vehicle information (vehicle state amount, vehicle operation amount) and ideal travel mode (ideal vehicle state and ideal operation amount), vehicle information (vehicle state amount, vehicle operation amount) and ideal The magnitude of the value of the driving state (ideal vehicle state and ideal operation amount) is defined in advance, vehicle information (vehicle state amount, operation amount of the vehicle) in a state where the vehicle stops, and driving state (ideal driving state) The vehicle state and ideal operation amount) are set to the smallest value. For example, when the vehicle state quantity and the ideal vehicle state quantity are vehicle speeds, it is evaluated that the value is larger when the speed is faster, and the value is smaller when the speed is slower. In addition, when the vehicle state quantity and the ideal vehicle state quantity are acceleration, it is evaluated that the acceleration is larger, and the value is larger. When the vehicle state quantity and the ideal vehicle state quantity are deceleration, the deceleration is larger. The value is evaluated as small. Further, when the vehicle operation amount and the ideal operation amount are the accelerator opening, it is evaluated that the value is large when the accelerator opening is large, and the value is small when the accelerator opening is small. Further, when the operation amount and the ideal operation amount are the brake depression amount, the larger the brake depression amount, the smaller the value is evaluated, and the smaller the brake depression amount, the larger the value is evaluated. Of course, the magnitude direction in the value evaluation may be reversed.

The traveling state comparison unit 41 of this embodiment includes a vehicle state comparison unit 411 and an operation amount comparison unit 412.

  First, the vehicle state comparison unit 411 will be described. The vehicle state comparison unit 411 functions when the ideal travel mode is expressed by the ideal vehicle state amount. The vehicle state comparison unit 411 compares the vehicle state quantity acquired by the vehicle information acquisition unit 30 with the ideal vehicle state quantity estimated by the ideal vehicle state estimation unit 22, and the vehicle state quantity of the vehicle information and the ideal vehicle state quantity And have a predetermined relationship defined in advance.

  Next, the operation amount comparison unit 412 will be described. The operation amount comparison unit 412 functions when the ideal travel mode is expressed by the ideal operation amount. The operation amount comparison unit 412 compares the operation amount acquired by the vehicle information acquisition unit 30 with the ideal operation amount estimated by the ideal operation amount estimation unit 23, and the vehicle operation amount and the ideal operation amount have a predetermined relationship. It is determined whether or not it has.

Incidentally, the vehicle state comparison unit 411 and the operation amount comparison unit 412 compare the traveling state of each point estimated by the ideal traveling mode estimation unit 20 with the vehicle information of each point acquired by the vehicle information acquisition unit 30. In this case, it is preferable that the point in the ideal running state as a comparative reference and the point in the vehicle information are the same point. In the present embodiment, a point where the actual vehicle state amount and / or the operation amount at each point is acquired is associated with a point where the traveling state according to the ideal traveling mode is estimated based on the positional relationship. In the present embodiment, both points that are closest to each other are associated as comparison targets. Or, as shown in FIG. 6, in the case where the ideal travel mode applicable to all points between the points is estimated, the traveling state comparison unit 41 includes all the points between the points related to the ideal travel mode, Positions between the points, and the points related to the actual vehicle state amount and / or the operation amount are associated as comparison targets.

And as a result of the comparison, when the vehicle state quantity of the vehicle information and the ideal vehicle state quantity have a predetermined relationship, the output control unit 40 outputs information on the stop point. Moreover, the output control part 40 outputs the information regarding a stop point, when the operation amount of a vehicle and an ideal operation amount have a predetermined relationship as a result of the comparison.

Although not particularly limited, the output control unit 40 outputs information on the stop point when the vehicle state amount (speed, acceleration) of the vehicle information is larger than the ideal vehicle state amount (ideal speed, ideal acceleration) by a predetermined amount or more. . A predetermined amount serving as a reference amount for comparing the vehicle state amounts is defined in advance. The method for defining the predetermined amount is not particularly limited, but is set according to the distance to the stop point and the magnitude of the ideal vehicle state amount (speed, acceleration). By doing so, information can be output when the vehicle state quantity of the vehicle that actually travels exceeds the ideal vehicle state quantity by a predetermined amount, that is, at a timing when alerting the stop point is required. .

Similarly, when the operation amount (accelerator opening degree, brake depression amount) of the vehicle information is larger than the ideal vehicle state quantity (accelerator opening degree, brake depression amount) by a predetermined amount or more, the output control unit 40 is information on the stop point. Is output. The predetermined amount serving as a reference for comparing the operation amounts is defined in advance. The method for defining the predetermined amount is not particularly limited, but is set according to the distance to the stop point and the magnitude of the ideal vehicle state amount (speed, acceleration). In this way, information can be output when the amount of operation of the vehicle that actually travels exceeds the ideal amount of operation by a predetermined amount, that is, at a timing that requires attention to the stop point.

For example, if the accelerator is depressed more than necessary at a steep uphill point and the speed at that point is high, it is determined that there is a need to call attention to the stop point, and information on the stop point is provide. Also, if the brake is not being depressed and the speed at that point is increasing at a point with a steep downward slope, it is determined that there is a need to call attention to the stop point, and information on the stop point is displayed. provide.

As described above, the ideal travel mode estimation unit 20 of the present embodiment does not execute the ideal travel mode estimation process when the road gradient at each point is less than a predetermined value. Hereinafter, an information output control method in this case will be described.

The output control unit 40 controls the output of information based on the vehicle information acquired by the vehicle information acquisition unit 30 when the ideal driving mode estimation unit 20 does not execute the ideal driving mode estimation process.

The output control unit 40 travels from the installation point of the roadside device 400 included in the map information 431 to the stop point, and the required stop distance Ln required until the host vehicle stops at the stop point determined based on the vehicle information. The control distance L is compared, and if the required stop distance is equal to or greater than the travel control distance, information on the stop point is output in order to call attention to the stop point.

FIG. 8 is a diagram showing the relationship between the beacon installation position P of the roadside device 400, the own vehicle passing through the communication area of the roadside device 400, and the stop point S. As shown in FIG. 8, the distance from the position of the driver of the host vehicle passing through the roadside device 400 to the stop point that the driver should be careful of is expressed as a travel control distance L from the roadside device 400 to the stop point. it can. This road control distance L is stored in advance by the roadside device 400 and can be sent to the in-vehicle device 1000.

Moreover, the output control part 40 calculates | requires the required stop distance Ln required until the own vehicle stops at a stop point based on vehicle information. Specifically, the output control unit 40 calculates the required stop distance Ln by the following equation (1).

Ln = Vnow × (Tp + Td) + (Vnow) ² / 2D (1)
However, “Vnow” is the current vehicle speed, “Tp” is a predefined vehicle-mounted device processing time, “Td” is a predefined driver reaction time, and “D” is a preset deceleration.

In the output control unit 40, the required stop distance Ln calculated by the expression (1) is equal to or greater than the travel control distance L (the travel control distance from the position of the installation point of the roadside device 400 included in the road information to the stop point S). If there is, information on the stop point is output.

Further, in this process, the output control unit 40 may consider the distance that the host vehicle has already moved. FIG. 9 is a diagram illustrating a relationship between the beacon installation position P of the roadside device 400, the own vehicle that has moved after passing through the communication area of the roadside device 400, and the stop point S. As shown in FIG. 9, the output control unit 40 determines “the installation position of the optical beacon 411 of the roadside device 400 from the“ distance L from the installation position P of the optical beacon 411 of the roadside device 400 to the stop position S on the temporary stop line ””. A distance obtained by subtracting “distance Lp traveled for a predetermined time from P” is calculated as “travel control distance Lr from the current position of the vehicle (after movement) to the stop point”. The deceleration region extraction unit 41 then determines that the required stop distance Ln required for the vehicle to stop safely is equal to or greater than “the travel control distance Lr from the current position of the vehicle (after movement) to the stop point”. Output information about stop points.

Although the output mode of information is not particularly limited, the output control unit 40 utters and outputs information related to the stop point, for example, “It is a stop point. Please decelerate” by voice information via the speaker 601 mounted on the vehicle. . Further, the output control unit 40 can display information about the stop point by image information such as an icon or text information such as a character via a display 602 mounted on the vehicle, for example, a graphic icon imitating a stop sign or “stop” The text “It is a point” is displayed on the display 602.

  Subsequently, a control procedure of the information processing system 100 according to the present embodiment will be described with reference to FIG. FIG. 10 is a flowchart for explaining a control procedure related to provision of information related to a stop point.

The on-vehicle information providing system 100 starts exchanging various information with the roadside device 400 within the communication area with the roadside device 400. By sending and receiving this information, the in-vehicle information providing system 100 functions as a terminal of an ITS (Intelligent Transport Systems) including the roadside device 400 and can receive information managed by the ITS.

When communication between the information providing system 100 mounted on the host vehicle and the roadside device 400 is started, this processing is started. In addition, this arithmetic processing is performed in a short cycle of about several hundred milliseconds within the in-vehicle device.

  As shown in FIG. 10, in step S <b> 1, the information acquisition unit 10 receives, from the roadside device 400, point information 4311 related to a point including a stop point on the road, point information 4311 related to the installation point of the roadside device 400, and the roadside device 400. Map information 431 including point information 4311 of each point existing from the installation point to the stop point is acquired (Step 1). The point information 4311 of the map information 431 includes information on the attributes of each point, latitude / longitude / altitude.

  Subsequently, in step S2, the gradient calculation unit 21 of the ideal travel mode estimation unit 20 calculates a vertical gradient from the starting point (the current position of the host vehicle, the installation point of the traveling roadside device 400) to the stop line including the stop point. (Step 2). The gradient calculation unit 21 may calculate the vertical gradient from the starting point to the stop point using the vertical gradient information 4312 created in advance. In the present embodiment, the roadside apparatus 400 on the road acquires the latitude, longitude, and altitude information of each point as shown in FIG. 3, and prepares the longitudinal gradient information as shown in FIG. 4 based on this information.

  Moreover, in step S3, the vehicle information acquisition part 30 acquires the vehicle information detected by the vehicle-mounted sensor 300 via the vehicle-mounted vehicle controller 200 (Step 3). The vehicle information acquisition unit 30 acquires, as vehicle information, vehicle state amount information such as the vehicle speed and acceleration / deceleration, and operation information such as the accelerator opening and the brake depression amount.

  Next, in step S4, the ideal travel mode estimation unit 20 determines whether or not the road longitudinal gradient is equal to or greater than a predetermined value (Step 4). This threshold is set according to whether or not the road gradient affects the information output timing and whether or not the road gradient affects the running state of the vehicle. If the road vertical gradient is greater than or equal to a predetermined value, the process proceeds to step S5. If the road vertical gradient is less than the predetermined value, the process proceeds to step S9. In this process, it is determined whether or not the ideal travel mode estimation process is to be executed based on the longitudinal gradient. When the longitudinal gradient is equal to or greater than a predetermined value, the information output control of the present embodiment is performed.

For example, in step S4, based on the longitudinal gradient grasped in step S2, it is compared with a preset threshold value (for example, ascending: 3%, descending: -2%). If there is at least one section), the process proceeds to step S5. Similarly, if there is at least one section (section between points) that is lower than the threshold value in the case of down-comparison with a preset threshold value (for example, up: 3%, down: -2%), step S5 Proceed to If this is not the case, that is, if the gradient need not be considered, the process proceeds to step S9.

  In step S5 following the case where the longitudinal gradient is equal to or greater than the predetermined value, the ideal travel mode estimation unit 20 performs the following when the vehicle stops at the stop point through an ideal deceleration process based on the road gradient at each point. The ideal travel mode including the travel state at each point is estimated (Step 5). In other words, the ideal travel mode estimation unit 20 estimates an ideal operation amount (accelerator opening degree or brake depression amount) commensurate with the vertical gradient based on the vertical gradient determined in step S2 and is ideal. The vehicle state (speed and acceleration / deceleration) is estimated.

  In order to define the ideal running state by the vehicle state quantity, the ideal vehicle state estimation unit 22 determines the vehicle speed at each point when the vehicle stops through an ideal deceleration process at the stop point based on the road gradient at the point. Estimate acceleration / deceleration and other ideal vehicle state quantities. Further, in order to define the ideal driving state by the amount of operation of the vehicle, the ideal operation amount estimation unit 23 is based on the road gradient at each point, and when the vehicle stops through an ideal deceleration process at the stop point, Estimate the accelerator opening, brake depression amount and other ideal operation amounts at each point.

Specifically, as described with reference to FIG. 5, the ideal vehicle state estimation unit 22 calculates the travel resistance from the relationship between the road gradient θ and the vehicle weight, and refers to the relationship between the travel resistance and the speed prepared in advance. And calculate the ideal speed. Based on this speed, an ideal acceleration / deceleration is calculated. Further, the driving force corresponding to the running resistance is obtained, and the required accelerator opening or brake depression amount is calculated according to the driving force.

  Subsequently, the process proceeds to step S6, where the output control unit 40 compares the acquired vehicle state quantity with the ideal vehicle state quantity, and determines whether or not the vehicle state quantity and the ideal vehicle state quantity in the vehicle information have a predetermined relationship. to decide.

Specifically, the output control unit 40 determines whether or not the vehicle state quantity of the vehicle information is larger than the ideal vehicle state quantity by a predetermined amount or more (whether the speed is larger than the predetermined amount or the acceleration is larger than the predetermined amount). . By this determination, when the vehicle state quantity of the actual vehicle information departs from the predetermined range of the ideal vehicle state quantity, it is possible to determine the possibility that it is necessary to pay attention at the stop point.

If the vehicle state quantity in the vehicle information is larger than the ideal vehicle state quantity by a predetermined amount or more (speed is high, acceleration is high), the process proceeds to step S7, and if not, this process is repeated. This process is terminated when the vehicle passes the stop point (when the vehicle travels a predetermined distance or more from the roadside device 400).

  In subsequent step S7, the output control unit 40 compares the acquired vehicle operation amount with the ideal operation amount, and determines whether or not the operation amount of the vehicle information and the ideal operation amount have a predetermined relationship.

Specifically, the output control unit 40 determines that the operation amount of the vehicle information is larger than the ideal operation amount by a predetermined amount or more (whether the accelerator opening is larger than the predetermined amount, the accelerator is on, or the brake depression amount is smaller than the predetermined amount, Whether the brake is off) or not. With this determination, it is possible to determine the possibility that it is necessary to pay attention at the stop point when the actual operation amount of the vehicle information departs from the predetermined range of the ideal operation amount.

And when the operation amount of vehicle information is larger than the ideal operation amount, it progresses to step S8, and when that is not right, the process of step 6 is repeated. This process is also terminated when the vehicle passes the stop point (when the vehicle travels a predetermined distance or more from the roadside device 400).

  By steps S6 and S7, it is monitored whether or not the vehicle is decelerating close to the ideal travel mode in consideration of the stop point. By this monitoring, it is possible to detect the timing at which the vehicle enters a traveling state that is far from the ideal traveling mode. In other words, when a vehicle state that differs from the ideal vehicle state by a predetermined value or more, or an operation amount that differs from the ideal operation amount by a predetermined value or more, is actually detected, the vehicle driver has overlooked the stop point or decelerated operation Is not appropriate.

  In subsequent step S8, the output control unit 40 outputs information about the stop point at a timing when the driver of the vehicle overlooks the stop point or determines that the deceleration operation is not appropriate.

  Returning to step S4, a process when the longitudinal gradient of the road is less than a predetermined value will be described. In step S <b> 9, the output control unit 40 stops from the stop required distance Ln required until the host vehicle stops at the stop point obtained based on the vehicle information, and the position of the installation point of the roadside device 400 included in the map information 431. The travel control distance L to the point is compared. If the required stop distance Ln is greater than or equal to the travel control distance L, the process proceeds to step S10. If not, the process returns to step S9. This process is terminated when the vehicle passes the stop point (when the vehicle travels a predetermined distance or more from the roadside device 400).

When the required stop distance Ln required for the host vehicle to stop at the stop point exceeds the travel control distance L from the position of the installation point of the roadside device 400 to the stop point, the vehicle speed is relatively high. This means a case where the “necessary stop distance Ln” is required more than the “travel control distance L”. When the required stop distance Ln required for the host vehicle to stop at the stop point is less than the travel control distance L from the position of the installation point of the roadside device 400 to the stop point, the speed of the vehicle is low, and “the required stop distance Ln "Is sufficiently within the" required stop distance Ln ".

  In step S10, the output control unit 40 determines whether or not the vehicle information acquisition unit 30 has acquired vehicle information (speed reduction, deceleration, accelerator opening decrease, brake depression amount increase) indicating vehicle deceleration. . The output control part 40 returns to step S9, without outputting the information regarding a stop point, when the vehicle information which shows deceleration is acquired. This is because, when the vehicle decelerates, it can be determined that the occupant has already recognized the stop point, so there is no need to call attention to the already recognized occupant. This process is terminated when the vehicle passes the stop point (when the vehicle travels a predetermined distance or more from the roadside device 400).

  On the other hand, the output control unit 40 determines whether vehicle information indicating deceleration has been acquired. For example, the output control unit 40 detects an accelerator opening greater than a certain threshold (20%), detects an accelerator ON state for a certain period of time (3 seconds) or more, or is in an accelerator OFF state. If the brake ON state cannot be detected for a predetermined time (3 seconds) or longer, it is determined that vehicle information indicating deceleration has not been acquired for a predetermined time. If vehicle information indicating deceleration is acquired, the process proceeds to step S11.

  In step S11, when the required stop distance Ln is equal to or greater than the travel control distance L and no deceleration operation is detected, the output control unit 40 outputs information regarding the stop point. Moreover, the output control part 40 may output the information regarding a stop point at the timing when the vehicle approached the stop point within a predetermined distance. In this case, the output control unit 40 outputs information after traveling a predetermined distance after passing through the roadside device 400, and after elapse of a predetermined time (which can be determined according to the vehicle speed) from the timing of passing through the roadside device 400.

  Since this embodiment is configured and operates as described above, the following effects can be obtained.

  Since the information providing system 100 according to the present embodiment evaluates the traveling state of the vehicle in consideration of the road gradient from the starting point to the stopping point, it is a case where there is an upward or downward gradient upstream (before) the temporary stop line. However, as compared with the case where the upstream (front side) of the temporary stop line is flat, the output timing is not advanced or delayed, and the accuracy of information to be provided can be improved.

  Specifically, the information providing system 100 according to the present embodiment considers the road gradient at each point from the start point to the stop point, and the traveling state at each point when the vehicle stops at the stop point through an ideal deceleration process. And the output of the information regarding a stop point is controlled based on the vehicle information in each point of the vehicle which actually travels. For this reason, it is possible to output information on the stop point according to the actual driving state of the vehicle at each point where the road gradient is different (deceleration braking corresponding to the vehicle information). It is possible to output information about the stop point at a proper timing.

  In addition, the information providing system 100 according to the present embodiment estimates the vehicle speed, acceleration / deceleration, and other ideals when the vehicle stops through an ideal deceleration process at the stop point, which is estimated based on the road gradient at each point. When the vehicle state quantity and the vehicle speed, acceleration / deceleration, and other vehicle state quantities of the vehicle at an arbitrary point acquired from the actually traveling vehicle have a predetermined relationship, information on the stop point is output. For this reason, it is possible to output information related to stopping points according to the actual vehicle state quantities (speed, acceleration / deceleration) of the vehicle at each point where the road gradient is different. Can output information about stop points.

  In addition, the information providing system 100 according to this embodiment is configured so that the accelerator opening degree and the brake depression amount at each point when the vehicle stops through an ideal deceleration process at the stop point estimated based on the road gradient at each point. Outputs information about the stop point when other ideal operation amounts have a predetermined relationship with the accelerator opening, brake depression amount, and other vehicle operation amounts at any point obtained from the vehicle that actually travels Let For this reason, since the information about the stop point can be output according to the actual vehicle operation amount (accelerator opening degree, brake depression amount) of the vehicle at each point where the road gradient is different, the influence of the road gradient is considered. The information regarding the stop point can be output at an appropriate timing.

  Furthermore, since the information providing system 100 according to the present embodiment performs the estimation process of the ideal travel mode when the road gradient at each point is equal to or greater than a predetermined value, it is limited to the case where it is necessary to consider the influence of the road gradient. The ideal running mode is estimated. That is, the output of information relating to the stop point can be controlled only when the road gradient affects the travel position of the vehicle and the output timing of the information varies. Thereby, the process of this embodiment can be executed only when necessary.

Moreover, since the information providing system 100 of the present embodiment acquires the altitude and other point information 4311 of each point including the stop point on the road and the installation point of the roadside device from the roadside device 400 that stores the map information 431. In a communication area with the roadside device 400, stop points and other point information 4311 existing in the vicinity of the roadside device 400 can be acquired. Thereby, the starting point can be set as the installation point of the roadside device 400, and the accurate distance to the stop point and the highly accurate point information to the stop point can be acquired. As a result, it is possible to output information on the stop point at an appropriate timing according to the road gradient.

Further, when the road gradient at each point is less than a predetermined value, the information providing system 100 according to the present embodiment does not execute the ideal travel mode estimation process, and the required stop distance Ln required until the host vehicle stops is calculated. If the travel control distance L from the position of the installation point of the roadside device 400 to the stop point is equal to or longer than, information on the stop point is output. For this reason, when it is not influenced by the road gradient, the information regarding the stop point can be output at an appropriate timing based on the required stop distance of the vehicle without considering the road gradient.

Furthermore, the information providing system 100 according to the present embodiment sets the required stop distance to Ln = Vnow × (Tp + Td) + (Vnow) ² / 2D (where “Vnow” is the current vehicle speed, and “Tp” is a predefined vehicle-mounted value. Need to call attention from the state of the traveling vehicle by calculating the machine processing time, “Td” is a predefined driver reaction time, and “D” is a preset deceleration.) Information about stop points can be output in the scene.

  As described above, according to the present embodiment, since the information regarding the stop point is output at the timing determined based on the actual vehicle information in consideration of the road inclination, the slope of ascending or descending before the stopping point Even if the running state of the vehicle is affected by the gradient, the stop point can be output at an appropriate timing.

The embodiment described above is described for facilitating the understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

  That is, in this specification, as an aspect of the information providing apparatus according to the present invention, the information providing system 100 that configures the in-vehicle apparatus 1000 together with the vehicle controller 200, the in-vehicle sensor 300, and the output apparatus 600 will be described as an example. However, the present invention is not limited to this.

In the present specification, as an aspect of the information providing device, as an example of an information acquisition unit 10 as an example of an information acquisition unit, an ideal travel mode estimation unit 20 as an example of an ideal travel mode estimation unit, and an example of a vehicle information acquisition unit Although the information provision system 100 provided with the vehicle information acquisition part 30 of this and the output control part 40 as an example of an output control means is demonstrated, it is not limited to this.

In this specification, an ideal travel mode estimation unit 20 having a gradient calculation unit 21, an ideal vehicle state quantity estimation unit 22, and an ideal operation amount estimation unit 23 will be described as one mode of the ideal travel mode estimation unit. However, the present invention is not limited to this.

In this specification, the output control unit 40 having the traveling state comparison unit 41 including the vehicle state comparison unit 411 and the operation amount comparison unit 412 will be described as an aspect of the output control unit, but the present invention is not limited thereto. It is not a thing.

Moreover, although this specification demonstrates the roadside apparatus 400 provided with the communication apparatus 410, the determination unit 420, and the database 430 as one aspect | mode of a roadside apparatus, it is not limited to this.

It is a figure which shows the general outline | summary of the vehicle-mounted apparatus 1000 containing the information provision system 100, and the roadside apparatus 400 installed in the predetermined position on a road. 1 is a block configuration diagram of an in-vehicle device 1000 including a roadside device 400 and an information providing system 100. FIG. It is a figure for demonstrating an example of the point information 4311 regarding the latitude / longitude / altitude of a point. It is a figure for demonstrating an example of the longitudinal gradient information 4312 between two points based on the latitude, longitude, and altitude of each point. It is a figure for demonstrating an example of the estimation method of an ideal vehicle state quantity. It is a figure which shows an example of the ideal vehicle state quantity of each point, and the ideal operation amount of each point. It is a figure which shows an example of the vehicle information acquired in each point. It is a figure which shows the relationship between the beacon installation position P of the roadside apparatus 400, the own vehicle which passes the communication area of this roadside apparatus 400, and the stop point S. FIG. It is a figure which shows the relationship between the beacon installation position P of the roadside apparatus 400, the own vehicle which moved after passing through the communication area of this roadside apparatus 400, and the stop point S. It is a flowchart figure for demonstrating the control procedure which concerns on provision of the information regarding a stop point.

Explanation of symbols

1000 ... In-vehicle device
DESCRIPTION OF SYMBOLS 100 ... Information provision system 10 ... Information acquisition part 20 ... Ideal driving | running mode estimation part 21 ... Gradient calculation part 211 ... Longitudinal gradient information 22 ... Ideal vehicle state estimation part 221 ... Ideal vehicle state quantity 23 ... Ideal operation amount estimation part 231 ... Ideal Manipulation amount
DESCRIPTION OF SYMBOLS 30 ... Vehicle group judgment part 40 ... Output control part 41 ... Traveling condition comparison part 411 ... Vehicle state comparison part 412 ... Operation amount comparison part 42 ... Approaching object extraction part 200 ... Vehicle controller 201 ... Timer 300 ... In-vehicle sensor 301 ... Vehicle speed sensor 302 ... Acceleration / deceleration sensor 303 ... Accelerator sensor 304 ... Brake sensor 400 ... Roadside device 410 ... Communication device 411 ... Optical beacon 412 ... Wireless communication function 420 ... Determination unit 430 ... Database 431 ... Map information 4311 ... Point information 4312 ... Longitudinal gradient information 600 ... Output device 601 ... Speaker 602 ... Display

Claims (8)

Information acquisition means for acquiring map information mounted on a vehicle and including altitude and other point information of each point including a stop point on the road;
With reference to the acquired map information, a road gradient at each point existing from a predetermined starting point to a stop point is obtained, and the vehicle is subjected to an ideal deceleration process based on the road gradient at each point, and the stop point Ideal travel mode estimation means for estimating an ideal travel mode including the travel state at each point when stopping at
Vehicle information acquisition means for acquiring vehicle information indicating a traveling state at an arbitrary point of the vehicle;
Output control means for controlling the output of information relating to the stop point based on the vehicle information of the vehicle at the acquired arbitrary point and the driving state of the arbitrary point included in the estimated ideal driving mode; An information providing device for a vehicle comprising: The information providing apparatus according to claim 1,
The ideal travel mode estimation means is configured to determine the vehicle speed, acceleration / deceleration and other ideal vehicle state quantities at each point when the vehicle stops through an ideal deceleration process at the stop point based on the road gradient at each point. Guess
The vehicle information acquisition means acquires vehicle speed, acceleration / deceleration and other vehicle state quantities of the vehicle at the arbitrary point,
The output control means compares the acquired vehicle state quantity and the ideal vehicle state quantity, and when the vehicle state quantity of the vehicle information and the ideal vehicle state quantity have a predetermined relationship, the stop point Providing device that outputs information about In the information provision apparatus of Claim 1 or 2,
The ideal travel mode estimation means is based on the road gradient at each point, and when the vehicle stops through an ideal deceleration process at the stop point, the accelerator opening at each point, the brake depression amount, and other ideals Guess the amount of operation,
The vehicle information acquisition means acquires an accelerator opening, a brake depression amount, and other vehicle operation amounts of the vehicle at the arbitrary point,
The output control unit compares the acquired vehicle operation amount with the ideal operation amount, and if the operation amount of the vehicle information and the ideal operation amount have a predetermined relationship, information on the stop point is obtained. Information providing device to output. In the information provision apparatus as described in any one of Claims 1-3,
The ideal travel mode estimation unit is an information providing device that executes the ideal travel mode estimation process when a road gradient at each point is equal to or greater than a predetermined value. In the information provision apparatus as described in any one of Claims 1-4,
The information acquisition unit is installed at a predetermined position on the road, and stores roadside devices that store map information including altitude and other point information of each point including a stop point on the road and an installation point of the roadside device, An information providing apparatus having a function of transmitting and receiving information including map information. In the information provision apparatus of Claim 5,
The ideal travel mode estimation means does not execute the ideal travel mode estimation process when the road gradient at each point is less than a predetermined value.
The output control unit includes a required stop distance required for the host vehicle to stop at the stop point determined based on vehicle information, and a position from the installation point of the roadside device included in the map information to the stop point. An information providing apparatus that compares a travel control distance and outputs information about the stop point when the required stop distance is equal to or greater than the travel control distance. In the information provision apparatus of Claim 6,
The output control means is an information providing device that calculates the required stop distance Ln by the following equation (1).
Ln = Vnow × (Tp + Td) + (Vnow) ² / 2D (1)
However, “Vnow” is the current vehicle speed, “Tp” is a predefined vehicle-mounted device processing time, “Td” is a predefined driver reaction time, and “D” is a preset deceleration. Get map information including altitude and other point information of each point including stop points on the road,
Each point when the vehicle stops at the stop point through an ideal deceleration process based on the road gradient at each point existing from a predetermined starting point to the stop point with reference to the acquired map information Guess the ideal driving mode including the driving state in
Obtaining vehicle information indicating a running state at an arbitrary point of the vehicle;
Information for a vehicle that controls output of information regarding the stop point based on the vehicle information of the vehicle at the acquired arbitrary point and the driving state of the arbitrary point included in the estimated ideal driving mode. How to provide.

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