JP2013191157A - Mobile object control apparatus and mobile object loading device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To mutually coordinate safe drive support functions among a plurality of mobile objects.SOLUTION: When collision or contact between a first vehicle C and a second vehicle C is predicted, and first and second drive support information are generated, respectively, by control parts 101 of on-vehicle devices 100 loaded on the respective vehicles C, at least one of the first drive support information and the second drive support information is received by a radio transmitting/receiving part 202 of a control server 200. Then, the first drive support information and first position information on the first vehicle C, and the second drive support information and second position information on the second vehicle C are acquired by an acquisition part 211, and whether the first drive support information and the second drive support information are right or wrong is determined based on the first and second position information by a first determination part 214. This determination result is transmitted to the first vehicle C and the second vehicle C, respectively, by the radio transmitting/receiving part 202.

Description

  The present invention relates to a mobile body control device connected to a plurality of mobile bodies having a safe driving support function via wireless communication, and a mobile body mounting apparatus mounted on the mobile body.

  A technique for providing safe driving support to a driver of a moving body is known. For example, in Patent Document 1, a relative positional relationship between the two vehicles is calculated based on the current position of the other vehicle and the current position of the host vehicle received using inter-vehicle communication. A technique for performing collision determination based on information such as driving skill of a driver is described.

JP 2004-164315 A

  Even if the collision determination is made after acquiring the surrounding situation as in the above prior art, the determination is only a single determination by the safe driving support function of the own mobile body, and the driving provided as a result of the determination Support information or control of the moving body is also the result of a single decision. Similarly, when other surrounding mobile units have a safe driving support function, the other mobile units also perform collision determination and provide driving support information, etc. It is the result of independent judgment by the support function. That is, the determination by the safe driving support function performed by each mobile body, provision of driving support information, and the like are not linked to other mobile bodies.

  Therefore, for example, even if each moving body avoids according to the safe driving support function, it collides with each other so that humans and bicycles approaching each other may collide with each other so that they do not collide with each other. If it is avoided in the direction, it may lead to an accident. In addition, even if the safe driving support function of each mobile unit makes a judgment that it is correct within the range of information that can be acquired, the information (position information, etc.) that each acquired contains an error. As a result, it is possible that the driving support information and the control of the moving body provided as a result of the above do not mesh with other moving bodies. In this way, even if it is determined that the safe driving support function of each mobile unit is correct, the driving support information provided as a result of the determination and the control of the mobile unit do not mesh with other mobile units May not be sufficiently safe. For this reason, there has been a demand for a technology capable of mutually linking the safe driving support function between a plurality of moving bodies.

  The problem to be solved by the present invention includes the above-described problem as an example.

  In order to solve the above-mentioned problem, the invention described in claim 1 is a mobile body control system that is connected via wireless communication to a plurality of mobile bodies each equipped with safe driving support means for generating driving support information related to safe driving support. A receiving unit that receives the driving support information transmitted from the mobile unit; and the one or more when the driving support information of the one or more mobile units is received by the receiving unit. The first driving support information and the first position information of the first moving body included in the moving body, and the second driving support information of one or a plurality of second moving bodies different from the first moving body. Acquisition means for acquiring the second position information, and a first determination unit for determining whether the first and second driving support information are correct based on the first and second position information acquired by the acquisition means. Judgment means and previous The determination result by the first determination unit and a transmission means for transmitting to at least one of the first moving body and the second mobile.

  In order to solve the above-mentioned problem, an invention according to claim 8 is a mobile body mounting device mounted on a mobile body provided with a safe driving support means for generating driving support information related to safe driving support, wherein A transmitting unit that transmits the driving support information generated by the driving support unit; a receiving unit that receives a determination result regarding the correctness of the driving support information transmitted by the transmitting unit; and the driving support information and the receiving unit. Execution means for executing the safe driving support based on the received determination result.

It is a figure which shows notionally the example of whole structure of the safe driving assistance control system of this embodiment. It is a functional block diagram which shows the function structural example of the vehicle-mounted apparatus mounted in each vehicle. It is a figure which shows an example of the information transmitted to a control server from a vehicle, when danger, such as a contact with another vehicle and a collision, is estimated. It is a functional block diagram which shows the function structural example of a control server. It is a functional block diagram which shows the function structural example of the control part of a control server. It is a flowchart which shows the example of a procedure of the process performed by the control part of a control server. It is a flowchart which shows the example of a procedure of the process performed by the control part of a vehicle-mounted apparatus. It is a functional block diagram which shows the function structural example of the control part of the control server in the modification which determines the reliability of a positional information. It is a flowchart which shows the example of the procedure of the process performed by the control part of a control server in the modification which determines the reliability of a positional information.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a diagram conceptually illustrating an example of the overall configuration of the control system CS of the present embodiment.

  The control system CS of the present embodiment controls the safe driving support function for a plurality of vehicles C and performs traffic control as necessary. As shown in FIG. 1, the control system CS includes a control server 200 that controls a safe driving support function for a plurality of vehicles C (corresponding to moving bodies) each equipped with an in-vehicle device 100.

  Each vehicle C is equipped with an in-vehicle device 100 having a safe driving support function and a wireless communication function. These in-vehicle devices 100 are connected to the control server 200 via wireless communication, and can transmit / receive information to / from the control server 200. The in-vehicle device 100 and the control server 200 may be directly connected, or communicate with a beacon installed at an appropriate place (an intersection, a place with a lot of accidents, a place where vehicles are relatively close, etc.). It may be connected indirectly via.

  In the example shown in FIG. 1, a plurality of vehicle position sensors 300 (corresponding to position detection means) are connected to the control server 200 via a network NW. The vehicle position sensor 300 is, for example, an infrared sensor or a camera installed near the roadside or near the beacon installation position, and transmits the detection result to the control server 200. The control server 200 can independently acquire the position information of each vehicle C through a route different from the wireless communication with each vehicle C by the vehicle position sensor 300. The vehicle position sensor 300 may not be installed.

  FIG. 2 is a functional block diagram showing a functional configuration example of the in-vehicle device 100 mounted on each vehicle C.

  The in-vehicle device 100 (corresponding to a mobile unit mounting device) includes a control unit 101 including a CPU (not shown), an antenna 102, and a wireless transmission / reception unit 103. Information transmitted from the control server 200 is received by the antenna 102, processed by the wireless transmission / reception unit 103, and supplied to the control unit 101. On the other hand, information transmitted from the in-vehicle device 100 is supplied from the control unit 101 to the wireless transmission / reception unit 103, processed, and transmitted from the antenna 102 to the control server 200. The wireless transmission / reception unit 103 corresponds to a transmission unit and a reception unit included in the mobile unit mounting apparatus.

  The in-vehicle device 100 includes a GPS antenna 104 and a GPS receiving unit 105. The GPS antenna 104 receives radio waves from a plurality of GPS satellites and supplies received signals to the GPS receiving unit 105. The GPS receiving unit 105 obtains the current position of the in-vehicle device 100 using the plurality of supplied reception signals and supplies the current position to the control unit 101 as position information.

  The in-vehicle device 100 further includes a memory 106, an operation unit 107, a camera 108, a display unit 109, and an operation control unit 110. The memory 106 is used for temporarily storing data in various processes. The operation unit 107 includes buttons and a touch panel, and is used by the user to perform various operations.

  The camera 108 detects the road condition, the distance and positional relationship with the surrounding vehicle C, the behavior of the surrounding vehicle C, and the like, and supplies the detection result to the control unit 101. The camera 108 may be an infrared sensor or a radar. When it is determined that a contact or collision with another vehicle C occurs based on the detection result of the camera 108, the control unit 101 notifies or avoids the driver by the display unit 109. To instruct. Alternatively, the vehicle C is controlled so as to be automatically avoided by operating a steering wheel, an accelerator, a brake, or the like via the operation control unit 110. The notification information (information for notifying the driver of the dangerous situation), instruction information (information for instructing the behavior to be taken by the driver) and control information (information for controlling the vehicle C) generated at this time are safe driving. It corresponds to driving support information related to support, and the control unit 101 that generates this corresponds to safe driving support means. Hereinafter, the notification information, the instruction information, and the control information generated by the control unit 101 when determining a collision or the like are collectively referred to as driving support information.

  Information such as road conditions may be acquired not by using the camera 106 but by communication with a roadside machine such as a beacon, or may be acquired by inter-vehicle communication with another vehicle C.

  When the control unit 101 generates driving support information when determining a collision or the like, the control unit 101 transmits the driving support information, vehicle identification information, and position information to the control server 200. FIG. 3 shows an example of information transmitted from the vehicle C to the control server 200 at this time. The vehicle identification information is information such as a registration number of the own vehicle, for example, and is stored in advance in an appropriate storage unit such as the memory 106. This vehicle identification information is used in the control server 200 to specify a communication destination and a reply destination.

  The position information is the position information of the host vehicle based on the latitude, longitude, etc. generated by the GPS receiving unit 105. This position information is used in the control server 200 to specify a vehicle group (two cars or three cars or more including the own vehicle) that is likely to be involved in the accident, and is specified at the time of correctness determination of driving support information described later. This is used to grasp the positional relationship of the vehicle group. Note that the position information may be only current information (for example, at the time of information transmission) or may include previous travel history information.

  In addition to the above information, the following information may be transmitted to the control server 200 together. For example, a part or all of information that is a basis for determining a collision or the like in each vehicle C, such as position information or vehicle identification information of one or a plurality of opponent vehicles different from the own vehicle, may be transmitted. This information is used as information for identifying a vehicle group (one vehicle or two or more vehicles other than the own vehicle) that is likely to be involved in the accident in the control server 200 or for confirming the identification (improving the certainty). In addition, the control server 200 can also be used when determining reliability of driving support information described later. In addition, behavior information based on the traveling direction and speed of the own vehicle at the present time (for example, when judging collision, or information transmission), operation of winkers, brakes, etc., and the current time (for example, when judging collision, when position information is generated or transmitted) Time) time information may be transmitted. Specifically, the behavior information is information such as turning left or right, decelerating or accelerating, or moving to the left lane or the right lane. These pieces of information can be used as reference information for correct / incorrect determination of driving support information, which will be described later, performed in the control server 200.

  FIG. 4 is a functional block diagram illustrating a functional configuration example of the control server 200.

  The control server 200 (corresponding to a mobile body control device) operates under the control of each control element 210 including a CPU (not shown). Information transmitted from the in-vehicle device 100 mounted on each vehicle C is received by the antenna 201, processed by the wireless transmission / reception unit 202, and supplied to the control unit 210. On the other hand, information transmitted from the control server 200 is supplied from the control unit 210 to the wireless transmission / reception unit 202, processed, and transmitted from the antenna 201 to the in-vehicle device 100. The wireless transmission / reception unit 202 corresponds to a transmission unit and a reception unit included in the mobile body control device.

  The control unit 210 is connected to a memory 203 and a large-capacity storage unit 204, and the vehicle position sensor 300 described above is connected via a network NW. The memory 203 is used for temporarily storing data in various processes. The large-capacity storage unit 204 includes, for example, a hard disk or a large-capacity memory, and stores programs and various data for executing various functions of the control server 200 in advance.

  FIG. 5 is a functional block diagram illustrating a functional configuration example of the control unit 210 of the control server 200.

  The control unit 210 includes an acquisition unit 211, a specification unit 212, an estimation unit 213, a first determination unit 214, and a correction unit 215. When the driving support information, the vehicle identification information, and the position information of one or more vehicles C are received by the wireless transmission / reception unit 202, the acquisition unit 211 receives one vehicle C (the first vehicle C included in the one or more vehicles C). The driving support information of the first vehicle C (corresponding to the first driving support information, hereinafter referred to as “first driving support information” as appropriate). Vehicle identification information (hereinafter referred to as “first vehicle identification information” as appropriate) and position information (corresponding to first position information; hereinafter referred to as “first position information” as appropriate). Acquired from the received information and identifies one vehicle C. The acquisition unit 211 may acquire the first position information from the vehicle position sensor 300, or the acquired position information from the vehicle position sensor 300 is used to confirm the first position information or perform position information correction. May be. As a method of acquiring the first position information from the vehicle position sensor 300, for example, the vehicle position sensor 300 acquires information for collating with the driving support information of the first vehicle C such as vehicle identification information (simultaneously with the position acquisition by the sensor). It can be considered possible.

  The specifying unit 212 is based on the first position information acquired by the acquiring unit 211, and is one or a plurality of vehicles C (corresponding to a second moving body) in the vicinity of the first vehicle C. Hereinafter, “second vehicle C” is appropriately used. Specified).

  As a method of specifying the second vehicle C by the specifying unit 212, for example, the following method can be considered. That is, two or more vehicles C that are located very close to each other are compared among the plurality of vehicles C that happened to transmit the driving support information at the same timing by comparing the position information included in each driving support information. Three or more may be picked up, and one of them (for example, the one received first) may be the first vehicle C and the other may be the second vehicle C. In this case, the first vehicle C and the second vehicle C can be specified only after the vehicles C located very close to each other are found in the transmitted information. In addition, any one of the driving assistance information transmitted for the time being may be targeted, and the presence or absence of a nearby vehicle C may be determined by comparing it with other information.

  Also, for example, a vehicle that has transmitted certain driving support information is the first vehicle C, and the position information of the partner vehicle C included in the driving support information is included in the driving support information from other vehicles C received at the same timing. It is good also as the 2nd vehicle C by finding what includes the position information corresponding to the position information.

  Further, for example, a vehicle that has transmitted certain driving support information is defined as a first vehicle C, and driving support information from other vehicles C received at the same timing is determined from information specifying the partner vehicle C included in the driving support information. It is good also as the 2nd vehicle C by finding the thing from which the information is contained.

  Further, for example, a vehicle that has transmitted certain driving support information is a first vehicle C, a counterpart vehicle C included in the driving support information is a second vehicle C, and a counterpart included in the driving support information from the first vehicle C. Requesting transmission of driving support information including position information to the counterpart vehicle C from information specifying the vehicle C (that is, the second vehicle C), and if driving support information is returned, that is used as driving support for the second vehicle C. It may be information.

  Also, for example, a vehicle that has transmitted certain driving support information is the first vehicle C, and driving support information including position information is transmitted to the partner vehicle C from information that identifies the partner vehicle C included in the driving support information. The vehicle may be designated as the second vehicle C when requested and the driving support information is returned.

  Further, for example, a vehicle that has transmitted certain driving support information is defined as a first vehicle C, and the vehicle position sensor 300 searches for a vehicle C close to the position of the first vehicle C included in the driving support information. The driving support information including the own vehicle position information similar to the position information acquired by the vehicle position sensor 300 is picked up from the driving support information received at the same timing to identify the vehicle C that has transmitted it, and the second The vehicle C may be used.

  Further, for example, a vehicle that has transmitted certain driving support information is defined as a first vehicle C, and the vehicle position sensor 300 searches for a vehicle C that is close to the position of the first vehicle C included in the driving support information. Information for identifying the vehicle other than the position (ID, license plate information, appearance features, etc.) is also acquired together with the position of the surrounding vehicle C, and if there is a vehicle C that is close in position to the first vehicle C, at the same timing. The information for identifying the vehicle of the own vehicle included in the driving support information from the received driving support information is collated with the information for identifying the vehicle of the near vehicle C acquired by the vehicle position sensor 300, and The driving support information and the vehicle C that has transmitted the driving support information may be specified as the second vehicle C.

  In addition, for example, the first vehicle C and the second vehicle C are specified by the above method, but the position information of one or a plurality of opponent vehicles different from the own vehicle included in the driving support information of the first vehicle C The second vehicle C is confirmed by collating part or all of the information that is the basis for determining the collision and the like in each vehicle C with the information included in the driving support information of the second vehicle C. May be specified.

  In addition, when specifying the second vehicle C, when the time information described above is included in the transmission information from the first vehicle C, for example, position information that is separated from the time is not specified even if the positions are close to each other. For example, identification may be performed in consideration of time information in addition to the first position information. Note that the time information used at this time may be not the time information transmitted from the vehicle C but the time information uniquely acquired by the control server 200.

  The acquisition unit 211 (corresponding to the acquisition unit) is the driving support information of the second vehicle C specified by the specifying unit 212 (corresponding to the second driving support information. Hereinafter, referred to as “second driving support information” as appropriate). Vehicle identification information (hereinafter referred to as “second vehicle identification information” as appropriate) and position information (corresponding to second position information; hereinafter referred to as “second position information” as appropriate) are acquired. The acquisition unit 211 acquires all the information from the received information when the information is transmitted from the second vehicle C and received by the control server 200, but the information is not transmitted from the second vehicle C. In this case, for example, information can be acquired by the following method. That is, when the transmission information from the first vehicle C includes the second vehicle identification information of the second vehicle C as information that is the basis of the above-described determination of collision or the like, the second information is based on the second vehicle identification information. A request signal is transmitted to the vehicle C, a response signal from the second vehicle C is received, and second driving support information and second position information are acquired. The second position information may be used when included in the transmission information from the first vehicle C, or may be acquired from the vehicle position sensor 300.

  The estimation unit 213 relates to the scheduled behavior information related to the behavior planned by the first vehicle C (corresponding to the first scheduled behavior information. Hereinafter, referred to as “first scheduled behavior information” as appropriate) and the behavior planned by the second vehicle C. When scheduled behavior information (corresponding to second scheduled behavior information; hereinafter referred to as “second scheduled behavior information” as appropriate) is included in the transmission information from the first vehicle C and the second vehicle C as described above. Is acquired from the transmission information. For example, this corresponds to the case where the driving support information includes instruction information “Decelerate” or the control information “Decelerate”. On the other hand, when the behavior information is not included in the transmission information, the estimation unit 213 estimates a possible planned behavior from the contents of the first and second driving support information. For example, when the notification information “approaching the vehicle on the right side” is included in the driving support information, the content “move to the left” is estimated as the scheduled behavior. If the scheduled behavior cannot be estimated from the content of the driving support information, as in the case where the notification information is a content that simply notifies “dangerous”, for example, the transmission information from the first vehicle C includes the second vehicle. When the information about the positional relationship with C is included, the scheduled behavior of the first vehicle C may be estimated by assuming that the first vehicle C takes a common sense action from the positional relationship with the second vehicle C. , It may be estimated that “does not behave” (that is, the same running state as that before the determination of the collision or the like is continued).

  The first determination unit 214 (corresponding to the first determination unit) includes the first position information and the second position information acquired by the acquisition unit 211, the first scheduled behavior information acquired or estimated by the estimation unit 213, and the first position information. (2) The correctness of the first driving support information and the second driving support information is determined based on the scheduled behavior information. That is, when the first vehicle C and the second vehicle C perform the behavior based on the first planned behavior information and the second planned behavior information from the positions based on the first position information and the second position information, respectively, the first vehicle C When the contact between the first vehicle C and the second vehicle C can be avoided, it is determined that the first driving assistance information and the second driving assistance information are correct, and the contact between the first vehicle C and the second vehicle C cannot be avoided. Then, it is determined that at least one of the first driving support information and the second driving support information is incorrect.

  Whether or not to avoid the contact can be determined, for example, based on whether or not a predetermined distance can be secured between the first vehicle C and the second vehicle C. This predetermined amount is set to be the minimum inter-vehicle distance within a range where the vehicles do not contact or collide, and a plurality of values are stored in advance in the large-capacity storage unit 204 according to the vehicle type. The first determination unit 214 may identify each vehicle type based on the vehicle identification information of the first vehicle C and the second vehicle C, read a corresponding value from the large-capacity storage unit 204, and determine a predetermined amount.

  Specifically, for example, if the contents of the first scheduled behavior information and the second scheduled behavior information indicate that the left first vehicle C moves to the left and the right second vehicle C moves to the right, When the first vehicle C does not behave and the second vehicle C on the right side moves in the right direction, when the first vehicle C on the front side accelerates and the second vehicle C on the rear side decelerates, the first vehicle C on the front side If it corresponds to the case where the second vehicle C on the rear side does not behave and decelerates, the distance between the first vehicle C and the second vehicle C (the first vehicle C and the second vehicle C travel opposite each other). In this case, since the inter-vehicle distance in the direction substantially perpendicular to each other's traveling direction (the same applies hereinafter) increases, it is considered that the contact between the first vehicle C and the second vehicle C can be avoided, and the first and second driving support information Is determined to be correct. On the other hand, when the left first vehicle C moves in the right direction and the right second vehicle C moves in the left direction, the left first vehicle C does not move and the right second vehicle C moves in the left direction. If the front side first vehicle C decelerates and the rear side second vehicle C accelerates, the front side first vehicle C does not move and the rear side second vehicle C accelerates, etc. Since the inter-vehicle distance between the first vehicle C and the second vehicle C becomes small, it is considered that contact between the first vehicle C and the second vehicle C cannot be avoided, and at least one of the first and second driving support information is incorrect. Is determined.

  In addition, when the 1st vehicle C and the 2nd vehicle C performed the behavior based on 1st and 2nd schedule behavior information from the position based on 1st and 2nd position information, respectively, the 1st vehicle C and the 2nd vehicle C The first and second driving support information may be determined to be correct or incorrect as the inter-vehicle distance is maintained substantially constant. Specifically, this is the case when both the first vehicle C and the second vehicle C move in the right direction or the left direction, or when both the first vehicle C and the second vehicle C positioned in the front-rear direction accelerate or decelerate. Applicable. In this case, it may be determined which of the determinations is made according to the inter-vehicle distance or the traveling speed.

  In the above description, the determination is performed based on the position based on the first position information and the second position information. However, the position at the determination time is estimated in consideration of behavior information and time information acquired from each vehicle C. The determination may be made based on the position information. Thereby, the accuracy of the position information of each vehicle C can be improved, and the reliability of determination can be increased. Further, when it is estimated that “no behavior”, the behavior of the inter-vehicle distance between the first vehicle C and the second vehicle C is determined in consideration of the travel history information included in the position information acquired from each vehicle C. Also good.

  The determination result by the first determination unit 214 performed as described above is transmitted to the corresponding vehicle C when it is determined that it is correct. On the other hand, if the determination is an error, the driving support information corrected by the correcting unit 215 as described later is transmitted together with the determination result or instead of the determination result.

  When the first determination unit 214 determines that at least one of the first and second driving support information is incorrect, the correcting unit 215 determines the driving support information determined to be erroneous as the first vehicle C and the first 2. Correct so that contact with vehicle C can be avoided.

  Specifically, for example, the contents of the first scheduled behavior information and the second scheduled behavior information are contents in which the left first vehicle C does not behave and the right second vehicle C moves “to the left”. In this case, the first determination unit 214 determines that the first driving support information is correct and the second driving support information is incorrect, for example. Therefore, the correction unit 215 corrects the second scheduled behavior information so that the second vehicle C moves “rightward” so that the inter-vehicle distance can be increased and the contact between the vehicles can be avoided. The second driving support information is corrected so that the corrected behavior is obtained. In the above example, the second scheduled behavior information of the second vehicle C is corrected from “move left” to “move right”. The instruction information “move” or the control information “turn left” is corrected to the instruction information “move right” or control information “turn right”.

  The second driving support information corrected by the correcting unit 215 in this way is transmitted to the second vehicle C. On the other hand, in this example, since it is determined that the first driving support information is correct, only the determination result is transmitted to the first vehicle C.

  Further, for example, the contents of the first scheduled behavior information and the second scheduled behavior information are contents in which the first vehicle C described above moves in the “right direction” and the second vehicle C on the right side moves in the “left direction”. In this case, the first determination unit 214 determines that both the first driving support information and the second driving support information are incorrect. Accordingly, the correction unit 215 increases the inter-vehicle distance so as to avoid contact between vehicles, for example, so that the left first vehicle C moves “leftward” and the right second vehicle C After correcting the first scheduled behavior information and the second scheduled behavior information so as to move in the “right direction”, the first driving support information and the second driving support information are set so that the corrected scheduled behavior is obtained. Correct it. That is, in this example, the instruction information “move to the right” or the control information “move to the right” included in the original first driving support information, the instruction information “move to the left”, or “turn to the left”. The control information is corrected. The same applies to the second driving support information of the second vehicle C.

  The first driving support information and the second driving support information corrected by the correcting unit 215 in this way are transmitted to the first vehicle C and the second vehicle C, respectively.

  As in the example described above, when driving support information for only one vehicle C is to be corrected, the vehicle to be corrected is selected depending on which vehicle determination result is a more specific determination result. Also good. Further, in that case, the level may be corrected by raising the level to a determination result with less specificity. Specifically, for example, the driving support information of the first vehicle C includes specific instruction information “turn right”, and the driving support information of the second vehicle C merely includes notification information “danger”. If it is included, the driving assistance information is corrected by raising the level of the notification information of the second vehicle C to more specific instruction information “turn left”.

  In addition, the correction of the driving support information by the correcting unit 215 described above may be performed by correcting the corrected driving support information in a format in which the corresponding safe driving support function of the vehicle C can be used as it is. It is also possible to leave the comment to the content and leave the correction of the driving support information itself to the safe driving support function of the corresponding vehicle C. Alternatively, when the driving support information of only one vehicle C is corrected, the driving support information on the vehicle side that is not corrected may be transmitted to the vehicle side that is corrected.

  In the above description, the driving support information determined to be erroneous is corrected by the correcting unit 215. However, only the determination result indicating that the driving support information is erroneous may be transmitted to the vehicle C without correction.

  FIG. 6 is a flowchart illustrating a procedure example of processing executed by the control unit 210 of the control server 200. Here, a typical processing procedure will be described as an example, but the control content of the control unit 210 is not limited to this.

  First, in step S110, the control unit 210 has received driving support information or the like (including driving support information, vehicle identification information, and position information) from one or more vehicles C via the antenna 201 and the wireless transmission / reception unit 202. Determine whether. This determination is repeated until driving support information or the like is received. If received, the determination is satisfied, and the routine goes to the next Step S120.

  In step S120, the control unit 210 specifies the vehicle C to be determined. That is, with respect to one vehicle C included in one or a plurality of vehicles C that has received the driving support information or the like in step S110 by the acquisition unit 211, the first driving support information or the like (first driving support information, 1st vehicle identification information and 1st position information are acquired from the said received information, and the 1st vehicle C is specified. Then, the specifying unit 212 specifies the second vehicle C by the specifying method described above based on the acquired first position information and the like.

  In the next step S130, the control unit 210 uses the acquisition unit 211 to obtain the second driving support information and the like of the second vehicle C specified in step S120 (second driving support information, second vehicle identification information, and second position information). Including).

  In the next step S140, the control unit 210 causes the estimation unit 213 to obtain the first scheduled behavior information related to the behavior planned by the first vehicle C and the second scheduled behavior information related to the behavior planned by the second vehicle C. Obtained or estimated based on transmission information from C and the second vehicle C, respectively.

  In the next step S150, the control unit 210 acquires the first position information and the second position information acquired by the acquisition unit 211 in step S130 by the first determination unit 214 and the estimation unit 213 in step S140. Whether the first driving support information and the second driving support information are correct is determined based on the estimated first planned behavior information and second planned behavior information. A specific determination method is as described above.

  In next step S160, control unit 210 determines whether or not both of the first and second driving support information are determined to be correct in step S150. If it is determined that both the first and second driving support information are correct, the determination is satisfied, and the routine goes to Step S180 described later. On the other hand, if it is determined that at least one of the first and second driving support information is incorrect, the determination is not satisfied, and the routine goes to the next step S170.

  In step S170, the control unit 210 corrects the driving support information determined to be an error in step S160 by the correcting unit 215 so that the contact between the first vehicle C and the second vehicle C can be avoided. The specific correction method is as described above.

  In the next step S180, the control unit 210 transmits the determination result or the corrected first and second driving support information to the first vehicle C and the second vehicle C via the wireless transmission / reception unit 202 and the antenna 201, respectively. That is, when it is determined in step S160 that both the first and second driving support information are correct, only the determination result is transmitted to the first vehicle C and the second vehicle C, respectively. On the other hand, if it is determined in step S160 that both the first and second driving support information are incorrect, the first and second driving support information corrected in step S170 is used as the first vehicle C and the second vehicle. C respectively. In addition, when one of the first and second driving support information is determined to be incorrect in step S160, only the determination result is corrected for the vehicle C determined to be correct, and the vehicle C determined to be error is corrected. Transmitted driving assistance information. Thus, the control unit 210 ends this flow.

  FIG. 7 is a flowchart illustrating a procedure example of processing executed by the control unit 101 of the in-vehicle device 100. Here, a typical processing procedure will be described as an example, but the control content of the control unit 101 is not limited to this.

  First, in step S210, the control unit 101 determines that contact or collision with another vehicle C occurs based on the detection result of the camera 108 or the like, and determines whether or not driving support information has been generated. This determination is repeated until driving support information is generated. If generated, the determination is satisfied, and the routine goes to the next Step S220.

  In step S <b> 220, the control unit 101 transmits the driving support information generated in step S <b> 210 to the control server 200 via the wireless transmission / reception unit 103 and the antenna 102.

  In the next step S230, the control unit 101 determines whether or not the determination result regarding the correctness of the driving support information transmitted in step S220 or the corrected driving support information is received from the control server 200. This determination is repeated until a determination result or the like is received. If it is received, the determination is satisfied, and the routine goes to the next Step S240.

  In step S240, the control unit 101 determines whether or not the determination result received in step S230 is positive. If the determination result indicating correctness is received, the determination is satisfied, and the routine goes to the next Step S250.

  In step S250, the control unit 101 notifies or instructs the driver by the display unit 109 based on the driving support information generated in step S210, or operates the steering wheel, accelerator, brake, and the like by the driving control unit 110. Thus, safe driving assistance is executed by controlling the vehicle C so as to automatically avoid a collision or the like.

  On the other hand, when the received determination result is not positive in step S240 (that is, when the corrected driving support information is received), the determination is not satisfied, and the routine goes to the next step S260.

  In step S260, the control unit 101 gives a notification or instruction to the driver through the display unit 109 based on the corrected driving support information received from the control server 200, or the driving control unit 110 automatically performs a collision or the like. By controlling the vehicle C so as to avoid this, safe driving support is executed. In this case, the driving support information before correction is discarded, and safe driving support based on the information is not executed. As described above, the control unit 101 ends this flow.

  In addition, the control part 101 which performs safe driving assistance in the said step S250 and step S260 corresponds to an execution means.

  In the above, when driving support information is generated in each vehicle C, it is transmitted to the control server 200 before the driver provides safe driving support, and the safe driving support is executed after receiving the correct / incorrect determination result from the control server 200. However, it is not limited to this. For example, after driving support information is generated, safe driving support based on the generated driving support information may be executed in parallel with transmission to the control server 200. In this case, when the corrected driving support information is received, the driver is notified that the details of the support are withdrawn or changed, and the safe driving support that is being executed is interrupted or corrected, and the safe driving support is executed again. do it. Further, when a positive determination result is received, it may be continued without interrupting or correcting the safe driving support being executed. Furthermore, you may provide the time limit until receiving the determination result after transmission to the control server 200, etc. In this case, if there is no response such as a determination result from the control server 200 even after the time limit has passed, safe driving support may be executed based on the generated original driving support information.

  In the above description, when it is determined that the driving support information is incorrect, the driving support information is corrected. However, as described above, only the determination result that the driving support information is incorrect without correcting the driving support information is transmitted to the vehicle C. May be. In this case, the control unit 101 that has received the determination result may notify that there is a possibility of a collision or the like but the situation is unknown (for example, in the above step S260), and may prompt the driver to avoid it by himself / herself. . Alternatively, the generated driving support information may be discarded, and new driving support information may be generated and transmitted to the control server 200 again for determination.

  As described above, the control server 200 wirelessly communicates with a plurality of vehicles C (corresponding to mobile objects) each equipped with a control unit 101 (corresponding to safe driving support means) that generates driving support information related to safe driving support. A wireless transmission / reception unit 202 (corresponding to receiving means) that receives driving support information transmitted from the vehicle C, and a wireless transmission / reception unit 202. When driving support information of one or more vehicles C is received, first driving support information (first driving information) of a first vehicle C (corresponding to a first moving body) included in one or more vehicles C Support information) and first position information (corresponding to first position information) and second driving support information of one or a plurality of second vehicles C (corresponding to second moving bodies) different from the first vehicle C (In the second driving support information And the second position information (corresponding to the second position information), the acquisition unit 211 (corresponding to the acquisition means), the first and second position information acquired by the acquisition unit 211, A first determination unit 214 (corresponding to a first determination unit) that determines whether the second driving support information is correct or not, and a determination result by the first determination unit 214 are transmitted to at least one of the first vehicle C and the second vehicle C. A wireless transmission / reception unit 202 (corresponding to transmission means).

  The on-vehicle device 100 is mounted on a vehicle C (corresponding to a mobile body) equipped with a control unit 101 (corresponding to safe driving support means) that generates driving support information related to safe driving support. A wireless transmission / reception unit 103 (corresponding to a transmission means) that transmits the driving assistance information generated by the control unit 101, and a determination result regarding the correctness of the driving assistance information transmitted by the wireless transmission / reception unit 103. A wireless transmission / reception unit 103 (corresponding to reception means) for receiving, and a control unit 101 (corresponding to execution means) for executing safe driving support based on the driving support information and the determination result received by the wireless transmission / reception unit 103 are provided.

  If it carries out like these, the 1st driving assistance information generated with the 1st vehicle C and the 2nd driving assistance information generated with the 2nd vehicle C will drive the 1st vehicle C and the 2nd vehicle C according to these, respectively. If the contents collide with each other, the first determination unit 214 can determine that at least one of the first driving support information and the second driving support information is incorrect. Then, by transmitting the determination result to at least one of the first vehicle C and the second vehicle C, it is possible to prevent the vehicle C that has received the determination result of an error from following the wrong driving support information. . As a result, contact and collision between the first vehicle C and the second vehicle C can be avoided. In this way, by controlling the safe driving support function of each vehicle C by the control server 200, the safe driving support function performed in each vehicle C can be linked with other vehicles C. Therefore, the danger of the accident of the vehicle C can be reduced and safety can be improved.

  Further, in the control server 200, an estimation unit 213 (corresponding to estimation means) that acquires or estimates scheduled behavior information relating to behaviors planned by the first vehicle C and the second vehicle C from the first and second driving support information, respectively. The first determination unit 214 includes the first and second scheduled behavior information based on the first and second position information acquired by the acquisition unit 211 and the first and second scheduled behavior information acquired or estimated by the estimation unit 213. 2 Determine whether the driving support information is correct or incorrect.

  The determination of the correctness of the driving support information using both the position information and the scheduled behavior information means that the first driving support information generated by the first vehicle C and the second driving support information generated by the second vehicle C are According to these, since it is specifically determined whether or not the contents of the first vehicle C and the second vehicle C collide with each other when driven, it is possible to improve the reliability of correctness determination. In addition, by making it possible to use the estimated scheduled behavior information for the determination, even if the function for generating the driving support information on the vehicle side is simple or insufficient, the reliability of the correctness determination is improved. can do.

  In the control server 200, the first determination unit 214 performs the behavior based on the first and second scheduled behavior information from the position where the first vehicle C and the second vehicle C are based on the first and second position information, respectively. In the case where the contact between the first vehicle C and the second vehicle C can be avoided, it is determined that the first and second driving support information are correct, and the contact between the first vehicle C and the second vehicle C is determined. If it cannot be avoided, it is determined that at least one of the first and second driving support information is incorrect.

  If it does in this way, since the right / wrong of driving assistance information is determined based on the determination whether the contact with the 1st vehicle C and the 2nd vehicle C can be avoided, the reliability of a right / wrong determination can further be improved. .

  Further, in the control server 200, when the first determination unit 214 determines that at least one of the first and second driving support information is incorrect, the driving support information determined to be incorrect is the first driving support information. A correction unit 215 (corresponding to correction means) is further provided to correct the vehicle C and the second vehicle C so as to avoid contact.

  In this case, even if the first and second driving support information generated in each vehicle C is a content that collides with each other when the first vehicle C and the second vehicle C are driven in accordance with them, respectively. By correcting the driving support information of one of the vehicles C by the correcting unit 215, it is possible to avoid the one vehicle C in a direction opposite to the direction in which the vehicle C collides. Therefore, the collision between the first vehicle C and the second vehicle C can be avoided more safely, and the safety of the vehicle C can be further improved.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit and technical idea of the present invention.

(1) When determining reliability of position information In the above-described embodiment, whether the first and second position information transmitted from the first vehicle C and the second vehicle C is correct is determined as to whether the driving support information is correct or incorrect Although it went, the positional information acquired with each vehicle C may contain an error and an error. In this case, if correct / incorrect determination is made based on the position information acquired by each vehicle C, the determination may be erroneous. Therefore, in this modification, the reliability of the position information acquired by the vehicle C is determined before correctness determination of the driving support information is performed, and the correctness determination of the driving support information is performed only when the reliability is high. It is.

  FIG. 8 is a functional block diagram illustrating a functional configuration example of the control unit 210 of the control server 200 in the present modification, and corresponds to FIG. 5 described above. Portions equivalent to those in FIG.

  The control unit 210 according to this modification includes a second determination unit 216 (corresponding to a second determination unit) that determines the reliability of the first and second position information acquired by the acquisition unit 211. The first determination unit 214 determines the correctness of the first and second driving support information only when the second determination unit 216 determines that the reliability of both the first and second position information is high.

  The determination method by the second determination unit 216 is as follows. For example, the second position information of the second vehicle C, which is the opponent vehicle, is information that is the basis for collision determination in the transmission information from the first vehicle C, and the information that is the basis for collision determination in the transmission information from the second vehicle C. When the first position information of the first vehicle C that is the opponent vehicle is included, the acquisition unit 211 acquires the first driving support information and the first and second position information transmitted from the first vehicle C. At the same time, the second driving support information and the first and second position information transmitted from the second vehicle C are acquired. And the 2nd determination part 216 compares the 1st position information acquired from the 1st vehicle C and the 2nd vehicle C, respectively, and the said 2nd position information, respectively, and when both correspond substantially, it is 1st. It is determined that the reliability of the second position information is high. On the other hand, when both are different, it is determined that the reliability of the first and second position information is low.

  When the second determination unit 216 determines that the reliability of the first and second position information is low, the determination result of the reliability of the position information is low without determining whether the driving support information is correct by the first determination unit 214. Are transmitted to the first vehicle C and the second vehicle C, respectively. If the driving support information acquired from each vehicle C is generated based on the position information acquired in the vehicle C, it can be said that the reliability of the driving support information itself is low. The determination result that the property is low may be transmitted to each vehicle C.

  When the transmission information from each vehicle C does not include the position information of the opponent vehicle C, the position information of each vehicle C that is independently acquired by the control server 200 by the vehicle position sensor 300 may be used. In this case, the acquisition unit 211 acquires the first driving support information and the first position information transmitted from the first vehicle C, the second driving support information and the second position information transmitted from the second vehicle C, and First and second position information detected by the vehicle position sensor 300 is acquired. And the 2nd determination part 216 compares the 1st position information acquired from the 1st vehicle C and the 2nd vehicle C, and the vehicle position sensor 300, respectively, or 2nd position information, and when both correspond substantially Determines that the reliability of the first and second position information is high, and determines that the reliability of the first and second position information is low when they are different.

  In this case, it may be premised that the position information obtained by the vehicle position sensor 300 is accurate, or may be premised on including errors and errors. The first determination unit 214 may determine whether the driving support information is correct using the position information from the vehicle position sensor 300 instead of the position information from the vehicle C.

  In the above description, the case where the second determination unit 216 compares position information with each other has been described as an example. However, the position determination information is not limited to position information. When all items are acquired and compared, if all items are different, it is determined that the reliability of the driving support information is high, and if there is a difference in one item (or there is a difference in important items), the driving support information May be determined to be low in reliability. Further, when there is information that can be acquired on the control server 200 side using the vehicle position sensor 300 or other sensors for the different items, the driving support information may be generated by replacing the information acquired on the server side. Then, correctness / incorrectness determination of the driving support information generated by the replacement may be performed.

  When the control unit 101 of the in-vehicle device 100 receives the determination result of low reliability by the second determination unit 216, the control unit 101 stops the safe driving support based on the generated driving support information. In this case, you may be notified that there is a possibility of a collision, but the situation is unknown, and you can encourage the driver to avoid it, or the original driving assistance information is discarded and new driving assistance information is generated. Then, it may be transmitted again to the control server 200 to determine the determination. Alternatively, the driver may be notified that the safe driving assistance based on the generated driving assistance information is executed but the reliability is low, and it is left to the driver's judgment as to whether or not to follow it.

  FIG. 9 is a flowchart showing a procedure example of processing executed by the control unit 210 of the control server 200 according to the present modification, and corresponds to FIG. 6 described above. Parts equivalent to those in FIG. 6 are denoted by the same reference numerals and description thereof is omitted.

  Steps S110 to S130 are the same as those in FIG.

  In the next step S <b> 135, the control unit 210 determines the reliability of the first and second position information acquired by the acquisition unit 211 by the second determination unit 216. The specific determination method is as described above. If it is determined that the reliability of both the first and second position information is high, the determination is satisfied and the routine goes to Step S140. On the other hand, when it is determined that the reliability of one or both of the first and second position information is low, the determination is not satisfied and the process proceeds to the next step S137.

  In step S137, the control unit 210 transmits a determination result that the reliability of the position information (or driving support information) is low to the corresponding vehicle C via the wireless transmission / reception unit 202 and the antenna 201. That is, when it is determined in step S135 that both the first and second position information are not reliable, the determination result is transmitted to the first vehicle C and the second vehicle C, respectively. On the other hand, when it is determined that one of the first and second position information is low in reliability, the vehicle C determined as low in reliability is determined as having high reliability as a result of that determination. The determination result to that effect is transmitted to each vehicle C. In this case, the control unit 101 of the in-vehicle device 100 that has received the determination result with high reliability does not know whether the driving support information is correct or incorrect, but at least knows that the reliability of the position information is high, and then generates the driving support information. Safe driving assistance can be executed based on the information.

  Steps S140 to S180 are the same as those in FIG.

  As described above, the control server 200 further includes the second determination unit 216 (corresponding to the second determination unit) that determines the reliability of the first and second position information acquired by the acquisition unit 211. When the second determination unit 216 determines that the reliability is high, the first determination unit 214 determines whether the first and second driving assistance information is correct or incorrect.

  In this way, when the position information acquired by the vehicle C includes an error or an error, it is possible to prevent the correctness determination of the driving support information from being performed based on the position information. Can be improved. Further, if the determination result shows that the reliability of at least one of the first and second position information is low, the determination result is transmitted to the vehicle C, so that the vehicle side follows the driving support information with low reliability. It is possible to take measures such as no, and the safety of the vehicle C can be ensured.

  In the control server 200, the acquisition unit 211 is transmitted from the first driving support information, the first and second position information, and the second vehicle C transmitted from the first vehicle C and received by the wireless transmission / reception unit 202. The second driving support information and the first and second position information received by the wireless transmission / reception unit 202 are acquired, and the second determination unit 216 acquires the first position information acquired from the first vehicle C and the second vehicle C, respectively. If the two or the second position information is compared, the first and second position information are determined to be highly reliable, and if the two are different, the first and second position information It is determined that the reliability is low.

  In this way, since the reliability of the position information can be determined only by comparing the position information acquired from the first vehicle C and the second vehicle C with each other, a position detecting means for detecting the position of each vehicle C is separately provided. There is no need, and the system configuration can be simplified and the cost can be reduced.

  In the control server 200, the acquisition unit 211 transmits the first driving support information and the first position information transmitted from the first vehicle C and received by the wireless transmission / reception unit 202, and the wireless transmission / reception unit transmitted from the second vehicle C. The second driving support information and the second position information received at 202 are acquired, and the first and second position information detected by the vehicle position sensor 300 (corresponding to the position detecting means) is acquired, and the second determination unit 216 compares the first position information or the second position information acquired from the first vehicle C, the second vehicle C, and the vehicle position sensor 300, respectively. It is determined that the reliability of the position information is high, and when the two are different, it is determined that the reliability of the first and second position information is low.

  In general, the position information of the vehicle C detected by the vehicle position sensor 300 installed on the roadside or the like is less reliable and more reliable than the position information acquired by each vehicle C. Therefore, by comparing the position information acquired from the first vehicle C, the second vehicle C, and the vehicle position sensor 300 to determine the reliability of the position information, the reliability determination accuracy can be improved.

(2) Others In order to assist information acquisition by the control server 200, a vehicle C that periodically transmits position information and vehicle identification information to the control server 200 without generating driving support information may be provided.

  In the above description, the determination result is transmitted even when the correct / incorrect determination result of the driving support information is correct. In this case, the determination result is not transmitted, and only the determination is made for the vehicle C in which the determination result is incorrect. The result or the corrected driving support information may be transmitted.

  Further, in the above, the driving support information generated by each vehicle C is transmitted from each vehicle C to the control server 200, but once a specific vehicle C has collected driving support information of surrounding vehicles C, Information from the specific vehicle C may be collectively transmitted to the control server 200.

  Moreover, although the case where it applied to the traffic control between vehicles C was demonstrated as an example above, it is not limited to this, Bicycle and a pedestrian (terminal which it has), or between vehicle C and a bicycle and a pedestrian It may be applied to traffic control, or may be applied to avoiding a collision between the vehicle C and these by providing a terminal on an obstacle or building.

  In addition to those already described above, the methods according to the above-described embodiments and modifications may be used in appropriate combination.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

100 On-vehicle device (equivalent to a mobile unit mounting device)
101 Control unit (equivalent to safe driving support means and execution means)
103 wireless transmission / reception unit (equivalent to transmission means, reception means)
200 control server (equivalent to mobile control device)
202 wireless transmission / reception unit (equivalent to reception means, transmission means)
211 Acquisition unit (equivalent to acquisition means)
213 Estimator (equivalent to estimation means)
214 1st determination part (equivalent to 1st determination means)
215 Correction part (equivalent to correction means)
216 2nd determination part (equivalent to 2nd determination means)
300 Vehicle position sensor (equivalent to position detecting means)
C vehicle (equivalent to a moving body, a first moving body, and a second moving body)

Claims (8)

A mobile body control device connected via wireless communication with a plurality of mobile bodies each equipped with safe driving support means for generating driving support information related to safe driving support,
Receiving means for receiving the driving support information transmitted from the mobile body;
The first driving support information and the first position of the first moving body included in the one or more moving bodies when the driving support information of the one or more moving bodies is received by the receiving means. Acquisition means for acquiring information and second driving support information and second position information of one or a plurality of second moving bodies different from the first moving body;
First determination means for determining correctness of the first and second driving support information based on the first and second position information acquired by the acquisition means;
Transmitting means for transmitting a determination result by the first determining means to at least one of the first moving body and the second moving body;
A moving body control apparatus comprising: The apparatus further comprises estimation means for acquiring or estimating scheduled behavior information related to behaviors planned by the first moving body and the second moving body from the first and second driving support information,
The first determination means includes
Based on the first and second position information acquired by the acquisition means and the first and second scheduled behavior information acquired or estimated by the estimation means, the first and second driving support information The mobile body control device according to claim 1, wherein correctness is determined. The first determination means includes
When the first and second moving bodies perform behaviors based on the first and second scheduled behavior information from positions based on the first and second position information, respectively, the first moving body and When contact with the second moving body can be avoided, it is determined that the first and second driving support information are correct, and contact between the first moving body and the second moving body cannot be avoided. In this case, it is determined that at least one of the first and second driving support information is incorrect. When it is determined by the first determination means that at least one of the first and second driving support information is incorrect, the driving support information determined to be erroneous is the first moving body. The mobile body control device according to claim 3, further comprising correction means for correcting the second mobile body so as to avoid contact with the second mobile body. A second determination unit that determines the reliability of the first and second position information acquired by the acquisition unit;
The first determination means includes
5. The correctness of the first and second driving assistance information is determined when the second determination unit determines that the reliability is high. 5. Mobile control device. The acquisition means includes
The first driving assistance information and the first and second position information transmitted from the first moving body and received by the receiving means, and the first driving support information transmitted from the second moving body and received by the receiving means. Obtaining the second driving support information and the first and second position information;
The second determination means includes
The first position information acquired from the first moving body and the second moving body are compared with each other or the second position information is compared. 6. The mobile body according to claim 5, wherein it is determined that the reliability of the position information of 2 is high, and if both are different, the reliability of the first and second position information is determined to be low. Control device. The acquisition means includes
The first driving support information and the first position information transmitted from the first moving body and received by the receiving means, and the second driving information transmitted from the second moving body and received by the receiving means. And obtaining the first and second position information detected by the position detecting means,
The second determination means includes
The first and second moving bodies and the first position information acquired from the position detection means or the second position information are compared with each other. 6. The movement according to claim 5, wherein it is determined that the reliability of the second position information is high, and if both are different, it is determined that the reliability of the first and second position information is low. Body control device. A mobile body mounting device mounted on a mobile body provided with a safe driving support means for generating driving support information related to safe driving support,
Transmitting means for transmitting the driving support information generated by the safe driving support means;
Receiving means for receiving a determination result regarding the correctness of the driving support information transmitted by the transmitting means;
Execution means for executing the safe driving support based on the driving support information and the determination result received by the receiving means;
A moving body mounting apparatus comprising:

Images