JP2020077058A - Information processor and method for processing information - Google Patents

Abstract

To provide an information processor and a method for processing information which can determine safe operation for a waiting vehicle before the vehicle arrives a destination.SOLUTION: An information processor according to one embodiment includes a generation unit and a determination unit. The generation unit generates waiting information including at least one of information on a degree of danger when a vehicle is waiting before the vehicle arrives a destination and information on a degree of congestion caused by waiting of the vehicle. The determination unit determines operation of the vehicle on the basis of the waiting information generated by the generation unit. The generation unit generates waiting information for a case where the vehicle is stopping while waiting and for a case where the vehicle is travelling while waiting.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an information processing device and an information processing method.

  BACKGROUND ART Conventionally, for example, an apparatus has been proposed that creates a delivery route to a destination for a vehicle that can carry cargo and the like and determines the operation of the vehicle according to the delivery route (see, for example, Patent Document 1). ..

JP, 2012-083882, A

  By the way, the above-mentioned vehicle may carry in / out cargo at a destination at a designated time. In such a case, the vehicle may arrive near the destination and wait before the designated time in order to keep the designated time. At this time, it has been difficult for the driver of the vehicle to determine which of the two can safely wait, either when the vehicle is stopped near the destination and stands by, or when the vehicle runs near the destination and stands by.

  The present invention has been made in view of the above, and an object of the present invention is to provide an information processing device and an information processing method capable of determining a safe operation for a vehicle waiting before arriving at a destination. And

  In order to solve the above-mentioned subject and to achieve an object, the present invention is provided with a generating part and a deciding part in an information processor. The generation unit generates standby information including at least one of information on the degree of danger at the time of standby of a vehicle waiting before arriving at a destination and information on the degree of congestion due to the standby of the vehicle. The determining unit determines the operation of the vehicle based on the standby information generated by the generating unit. Moreover, the said production | generation part produces | generates the said standby | waiting information, respectively when the said vehicle stops and stands by, and when the said vehicle runs and stands by.

  According to the present invention, it is possible to determine a safe operation for a vehicle that waits before arriving at a destination.

FIG. 1 is a diagram showing an outline of an information processing method according to the first embodiment. FIG. 2 is a block diagram showing a configuration example of an information processing system including an information processing device. FIG. 3 is a block diagram showing a configuration example of an in-vehicle device. FIG. 4 is a block diagram illustrating a configuration example of the information processing device. FIG. 5: is a figure which shows an example of the other vehicle driving information. FIG. 6 is a diagram showing an example of weather information. FIG. 7 is a diagram illustrating an example of the vehicle stop standby table information. FIG. 8 is a diagram showing an example of the travel standby table information. FIG. 9 is a flowchart showing a processing procedure executed by the information processing apparatus according to the first embodiment. FIG. 10 is a block diagram illustrating a configuration example of the information processing device according to the second embodiment. FIG. 11 is a diagram showing an example of the traveling environment information. FIG. 12 is a diagram showing an example of the first vehicle travel information. FIG. 13 is a diagram showing an example of the second vehicle travel information. FIG. 14 is a diagram showing an example of traveling risk degree table information. FIG. 15 is a flowchart showing a processing procedure executed by the information processing apparatus according to the second embodiment. FIG. 16 is a block diagram illustrating a configuration example of the information processing device according to the third embodiment. FIG. 17 is a diagram illustrating an example of traveling information during traffic jam. FIG. 18 is a diagram illustrating an example of traveling information during non-congestion. FIG. 19 is a diagram illustrating an example of traffic jam prediction table information. FIG. 20 is a flowchart showing a processing procedure executed by the information processing apparatus according to the third embodiment.

  Hereinafter, embodiments of an information processing apparatus and an information processing method disclosed in the present application will be described in detail with reference to the accompanying drawings. The present invention is not limited to the embodiments described below.

(First embodiment)
<1. Overview of information processing method by information processing device>
Hereinafter, first, an outline of an information processing method by the information processing apparatus according to the first embodiment will be described with reference to FIG. FIG. 1 is a diagram showing an outline of an information processing method according to the first embodiment.

  The information processing method according to the present embodiment is executed by the information processing device 50. That is, in the example of FIG. 1, the information processing device 50 is, for example, a device (for example, a server or the like) that can perform a process of determining the operation of the vehicle 1.

  Specifically, as shown in FIG. 1, the information processing system 100 includes the above-described information processing device 50 and the vehicle-mounted device 10. The vehicle-mounted device 10 is mounted on the vehicle 1. The vehicle 1 is a vehicle heading for the destination A, and is, for example, a lorry (truck) that is planned to carry in and out cargo at the destination A.

  The destination A is a work site where cargo is carried in and out by a lorry including the above-described vehicle 1 and other work, for example, a construction site or a factory, but is not limited thereto. .. It is assumed that there is a waiting place B near the destination A where the vehicle 1 can stand by. In other words, the vehicle 1 is a vehicle that can wait at the waiting place B before reaching the destination A.

  The vehicle-mounted device 10 of the vehicle 1 includes various sensors described below, and can detect the vehicle speed of the vehicle 1, for example. The in-vehicle device 10 can also detect the position information of the own vehicle based on the GPS (Global Positioning System) information. Further, the in-vehicle device 10 may store information indicating the content of work performed at the destination A, the type of cargo, and the like.

  Then, the information processing device 50 first generates standby information indicating various information when the vehicle 1 is on standby (step S1). For example, the information processing device 50 generates standby information including information on the degree of danger of the vehicle 1 waiting on standby before arriving at the destination A and information on the degree of congestion due to the standby of the vehicle 1. In the above description, the standby information includes both the information on the degree of danger and the information on the degree of traffic jam, but the present invention is not limited to this, and either one may be included.

  Here, the information processing device 50 generates standby information for each of the case where the vehicle 1 stops at the standby place B and stands by and the case where the vehicle 1 travels along the traveling route C and stands by. In addition, when the vehicle 1 travels along the travel route C and stands by, for example, before the vehicle 1 carries out the loading / unloading work at the destination A, the vehicle 1 does not stop at the waiting place B and waits, but the destination. It means a case of waiting while traveling around A. Details of the standby information described above will be described later with reference to FIGS. 7 and 8.

  Next, the information processing device 50 acquires vehicle information indicating the status of the vehicle 1 (step S2). For example, the information processing device 50 acquires, from the vehicle-mounted device 10, position information of the vehicle 1, details of work performed by the vehicle 1 at the destination A (loading / unloading work here), information indicating the type of cargo, and the like as vehicle information. ..

  Next, the information processing device 50 acquires destination information indicating the situation of the destination A of the vehicle 1 (step S3). For example, the information processing device 50 acquires the progress status of the work at the destination A as the destination information. The progress status of such work includes, for example, the time until the work of loading / unloading the cargo of the vehicle 1 and the order thereof, but is not limited thereto. The information processing device 50 may obtain the destination information from a terminal device (not shown) or the like at the destination A, or may obtain it from an external server (not shown).

  Then, the information processing device 50 determines the operation of the vehicle 1 based on, for example, vehicle information, destination information, standby information, and the like (step S4).

  For example, the information processing device 50 takes a short time to start the work of loading and unloading the cargo of the vehicle 1, and when the vehicle 1 is placed in the waiting place B, the influence on the surrounding traffic is relatively high ( That is, when it is determined that the degree of danger and the degree of traffic congestion are relatively high), the operation of the vehicle 1 toward the destination A is determined and notified to the vehicle 1 in order to advance the work of loading and unloading the cargo of the vehicle 1. At this time, at the work site which is the destination A, the preparatory work is carried out by moving the cargo in and out of the vehicle 1 forward. After that, the vehicle 1 arrives at the destination A and the carrying-in / out work is performed.

  As described above, in the present embodiment, by using the vehicle information and the destination information, in cooperation with the work site that is the destination A, the influence on the surrounding traffic is reduced, and the destination A is reached. The behavior of the vehicle 1 heading towards can be determined.

  In addition, for example, when there is still time before the work of loading and unloading the cargo of the vehicle 1 is started, or when the work of loading and unloading at the work site which is the destination A cannot be advanced, the vehicle 1 is in the vicinity of the destination A. Sometimes I have to wait in. In such a case, the information processing device 50 determines, based on the standby information, whether the vehicle 1 is stopped and is on standby, or is traveling and is on standby.

  For example, in the information processing device 50, when the vehicle 1 waits at the waiting place B based on the waiting information, the influence on the surrounding traffic is relatively lower than when the vehicle 1 travels on the travel route C (that is, the danger). If it is determined that the vehicle 1 or the traffic congestion is relatively low), the operation of stopping the vehicle 1 at the standby place B and making it stand by is determined, and the vehicle 1 is notified.

  On the other hand, for example, in the information processing device 50, when the vehicle 1 travels on the traveling route C based on the standby information, the influence on the surrounding traffic is relatively lower than that in which the vehicle 1 waits at the standby location B (that is, When it is determined that the degree of danger and the degree of traffic congestion are relatively low), the operation of causing the vehicle 1 to travel on the travel route C and waiting is determined, and the vehicle 1 is notified.

  As described above, in the present embodiment, the standby information generated when the vehicle 1 stops at the standby location B and stands by and when the vehicle 1 travels along the traveling route C and stands by are used. As a result, a safe operation can be determined for the vehicle 1 waiting before reaching the destination A.

  Then, when the information processing apparatus 50 acquires the destination information indicating that it is time to start the work of loading and unloading the cargo of the vehicle 1 at the destination A or that the time is approaching, for example, The operation of the vehicle 1 toward the destination A is determined and the vehicle 1 is notified. As a result, the vehicle 1 arrives at the destination A and the carrying-in / out work is performed.

<2. Configuration of Information Processing System Including Information Processing Device>
Next, the configuration of the information processing system 100 including the information processing device 50 according to the first embodiment will be described with reference to FIG. FIG. 2 is a block diagram showing a configuration example of the information processing system 100 including the information processing device 50. Note that in the block diagrams such as FIG. 2, only the components necessary for explaining the features of the present embodiment are represented by functional blocks, and the description of general components is omitted.

  In other words, each component illustrated in the block diagram of FIG. 2 and the like is functionally conceptual and does not necessarily have to be physically configured as illustrated. For example, the specific form of distribution / integration of each functional block is not limited to that shown in the figure, and all or part of the functional block may be functionally or physically distributed in arbitrary units according to various loads and usage conditions. -It is possible to integrate and configure.

  As shown in FIG. 2, the information processing system 100 includes the above-described vehicle-mounted device 10 and the information processing device 50, which are communicably connected via a communication network N such as the Internet network.

  Next, the configurations of the in-vehicle device 10 and the information processing device 50 described above will be specifically described. The vehicle-mounted device 10 is mounted on the vehicle 1 described above, but is not limited to the vehicle 1 and may be mounted on another vehicle different from the vehicle 1 or another vehicle (described later), for example. Further, hereinafter, for convenience of understanding, the in-vehicle device 10 mounted in the vehicle 1 will be described, but the following description is generally applicable to the in-vehicle device 10 mounted in another vehicle or another vehicle.

<3. In-vehicle device configuration>
FIG. 3 is a block diagram showing a configuration example of the vehicle-mounted device 10. As shown in FIG. 3, the in-vehicle device 10 includes a communication unit 11, an in-vehicle sensor group 12, an output unit 13, a vehicle control device 20, a drive source control device 14, a brake control device 15, and a steering mechanism control. And a device 16.

  The communication unit 11 is a communication interface that connects to the network N so as to be capable of bidirectional communication, and transmits and receives information to and from the information processing device 50 and the like.

  The vehicle-mounted sensor group 12 includes, for example, various sensors that detect information necessary for traveling control of the vehicle 1 (see FIG. 1). For example, the vehicle-mounted sensor group 12 includes a vehicle speed sensor that detects a vehicle speed, an accelerator sensor that detects an accelerator operation amount, a brake sensor that detects a brake operation amount, a steering angle sensor that detects a steering angle of a steering wheel, and the like. Further, the vehicle-mounted sensor group 12 includes a GPS receiver that detects the current position of the vehicle based on a signal from a GPS satellite, and a distance from a reflected wave obtained by radiating an electromagnetic wave to the surroundings to other vehicles existing in the surroundings. A radar for measuring (for example, an inter-vehicle distance) or a direction, a load sensor for measuring the weight (load amount) of the cargo loaded on the vehicle 1, and the like may be included.

  The on-vehicle sensor group 12 described above outputs information indicating the obtained vehicle speed, the vehicle position, and the like to the vehicle control device 20.

  The output unit 13 includes, for example, a display device such as a liquid crystal display and a voice output device such as a speaker, and can output notification information and the like from the information processing device 50, which will be described later, on a screen or voice.

  The drive source controller 14 controls a drive source such as an engine or an electric motor of the vehicle 1, the brake controller 15 controls a brake of the vehicle 1, and the steering mechanism controller 16 controls a steering mechanism for steering the vehicle 1. It is a device that controls.

  The vehicle control device 20 includes a control unit 30 and a storage unit 40. The control unit 30 is a microcomputer including an information acquisition unit 31, a vehicle control unit 32, an output control unit 33, and a transmission unit 34, and having a CPU (Central Processing Unit) and the like.

  The storage unit 40 is a storage unit configured by a storage device such as a non-volatile memory or a hard disk drive. The storage unit 40 stores various programs and setting data. Further, the storage unit 40 may store, for example, the content of work performed at the destination A, information indicating the type of cargo, the vehicle type of the vehicle 1, and the like.

  The information acquisition unit 31 acquires each sensor signal output from the vehicle-mounted sensor group 12 and outputs the sensor signal to the vehicle control unit 32 and the transmission unit 34. For example, the information acquisition unit 31 outputs the vehicle speed, the accelerator operation amount, the brake operation amount, the steering angle of the steering wheel, and the like detected by the in-vehicle sensor group 12 to the vehicle control unit 32 and the transmission unit 34. Further, for example, the information acquisition unit 31 outputs the current position information of the own vehicle detected by the vehicle-mounted sensor group 12, the inter-vehicle distance to another vehicle, the load amount, etc. to the transmission unit 34.

  In addition, the information acquisition unit 31 acquires the notification information output from the information processing device 50 via the communication unit 11, and outputs the acquired notification information to the output control unit 33. The notification information includes information indicating the determined operation of the vehicle 1 and the like, which will be described later.

  The vehicle control unit 32 controls the driving of the vehicle 1. More specifically, the vehicle controller 32 outputs from the accelerator sensor, the brake sensor, and the steering angle sensor of the vehicle-mounted sensor group 12 when the driver operates the accelerator, the brake, or the steering wheel (all not shown), for example. Various types of information are input via the information acquisition unit 31. The vehicle control unit 32 controls the drive source control device 14, the brake control device 15, and the steering mechanism control device 16 on the basis of such information to control the operation of the vehicle 1.

  The output control unit 33 can control the output unit 13. For example, when the notification information is input from the information processing device 50, the output control unit 33 operates the output unit 13 to display the notification information or output it by voice.

  The transmission unit 34 can transmit various types of information regarding the vehicle 1 to the information processing device 50. For example, the transmission unit 34 transmits each sensor signal input from the information acquisition unit 31 to the information processing device 50 via the communication unit 11. Further, the transmission unit 34 transmits, for example, the content of the work performed at the destination A, the type of cargo, the information indicating the vehicle type, and the like, which are stored in the storage unit 40, to the information processing device 50 via the communication unit 11. Good.

<4. Configuration of information processing device>
Next, the information processing device 50 will be described with reference to FIG. FIG. 4 is a block diagram showing a configuration example of the information processing device 50. As shown in FIG. 4, the information processing device 50 includes a communication unit 51 and a control device 60.

  The communication unit 51 is a communication interface that connects to the network N so as to enable bidirectional communication, and transmits and receives information to and from the vehicle-mounted device 10 and the like.

  The control device 60 includes a control unit 70 and a storage unit 80. The control unit 70 is a microcomputer including an acquisition unit 71, a generation unit 72, a determination unit 73, and a notification unit 74, and having a CPU and the like.

  The storage unit 80 is a storage unit configured by a storage device such as a non-volatile memory or a hard disk drive, and has other vehicle travel information 81, weather information 82, vehicle stop standby table information 83, and travel standby table information 84. Memorize

  The other vehicle traveling information 81 is, for example, traveling information indicating a traveling state of another vehicle (not shown) different from the vehicle 1, and is used for generating a vehicle stop standby table information 83 and a traveling standby table information 84 described later. Is. For example, the other vehicle traveling information 81 is information indicating the traveling state of the other vehicle when the vehicle 1 is stopped at the standby location B and is in the standby state, or the vehicle 1 is traveling along the traveling route C and is in the standby state. Information including the running state of another vehicle at the time is included. That is, the other vehicle traveling information 81 indicates the state of the surrounding traffic when the vehicle 1 is stopped at the standby place B and is on standby, or when the vehicle 1 is traveling on the traveling route C and is on standby. Can be said to be included.

  The other vehicle traveling information 81 includes information indicating the traveling state of the other vehicle when the vehicle 1 is not on standby, that is, when the vehicle 1 is not on standby in either the standby location B or the traveling route C. May be. Further, here, the other vehicle traveling information 81 includes information indicating the traveling states of a plurality of other vehicles, but is not limited to this.

  FIG. 5 is a diagram showing an example of the other vehicle traveling information 81. As shown in FIG. 5, the other vehicle traveling information 81 includes “driving information ID”, “vehicle type”, “standby state”, “time”, “speed information”, “steering information”, and “brake information”. Information, etc., and these pieces of information are associated with each other.

  The “running information ID” is identification information assigned to each running information of another vehicle. “Vehicle type” is information indicating the type of another vehicle. The “standby state” is information indicating the standby state of the vehicle 1. For example, the “standby state” includes information indicating that the vehicle 1 is parked at the standby location B and is on standby, information that the vehicle 1 is traveling on the travel route C and is on standby, and the like. Be done. Note that, here, for convenience of understanding, the number of the waiting place B and the number of the traveling routes C are each one, but the number is not limited to this, and a plurality may be provided.

  “Time” is information indicating the time when another vehicle is traveling. The “time” may be, for example, the time when the travel information was acquired. The "speed information" is information indicating the speed of another vehicle. The "steering information" is information regarding steering of another vehicle. The "brake information" is information regarding a brake operation of another vehicle. It should be noted that the above-described "speed information", "steering information", "brake information", and the like can calculate the degree of danger of the vehicle 1 on standby, the degree of traffic congestion due to standby, and the like, which will be described later.

  In the example of FIG. 5, the traveling information ID “D01” of the other vehicle traveling information 81 is “vehicle type E1” for vehicle type, “standby place B” for standby state, “time G1” for time, and “speed H1” for speed information. , The steering information is “steering J2”, and the braking information is “brake K1”. Further, the traveling information ID “D02” has a vehicle type of “vehicle type E2”, a standby state of “traveling route C”, a time of “time G2”, speed information of “speed H2”, steering information of “steering J2”, and a brake. It indicates that the information is “brake K2”. In other words, the traveling information ID “D01” of the other vehicle traveling information 81 indicates that when the vehicle 1 is stopped at the standby location B and is on standby, the other vehicle of the vehicle type E1 has a speed H1, a steering J2, and a steering wheel J2 at time G1. It indicates that the vehicle was traveling with the brake K1. Note that, in FIG. 5 and the like, various kinds of information are shown by abstract characters such as “vehicle type E1”, but it is assumed that the “vehicle type E1” includes specific information.

  Returning to the description of FIG. 4, the weather information 82 is information regarding the weather when another vehicle travels. FIG. 6 is a diagram showing an example of the weather information 82. As shown in FIG. 6, the weather information 82 includes information such as “weather information ID” and “weather information”, and these information are associated with each other.

  The “weather information ID” is identification information assigned to each piece of weather information. The “weather information” is information indicating the weather when another vehicle travels. In the example of FIG. 6, the weather information ID “L01” of the weather information 82 indicates that the weather information is “weather information M1”. Note that the weather information 82 described above may be acquired from an external server (not shown) or may be acquired from the vehicle-mounted device 10 of another vehicle.

  Returning to the explanation of FIG. Here, the vehicle stop standby table information 83 and the traveling standby table information 84 described above will be described later.

  The acquisition unit 71 of the control unit 70 acquires vehicle information indicating the condition of the vehicle 1 including the traveling state of the vehicle 1 from the vehicle-mounted device 10 of the vehicle 1. The vehicle information includes the position information of the vehicle 1 described above, the content of the work performed by the vehicle 1 at the destination A, the information indicating the type of cargo, and the vehicle type information (probe data). It should be noted that the vehicle information may include information indicating the speed of the vehicle 1, information regarding steering, information regarding brake operation, information regarding the loading amount, and the like. Then, the acquisition unit 71 outputs the acquired vehicle information to the determination unit 73.

  Further, the acquisition unit 71 acquires information (probe data) indicating the traveling state of the other vehicle, which is transmitted from the in-vehicle device 10 of the other vehicle, and stores the information in the storage unit 80 as the other vehicle traveling information 81 (see FIG. 5). ). At this time, the acquisition unit 71 uses, for example, information indicating the standby state of the vehicle 1 such as the position information of the vehicle 1 (information indicating that the vehicle 1 is stopped at the standby location B and waiting, or the vehicle 1 travels). If the information indicating that the vehicle is traveling along the route C and waiting is included, the information indicating the traveling state of the other vehicle can be stored in the other vehicle traveling information 81 in association with the information indicating the standby state. it can.

  The acquisition unit 71 also acquires destination information indicating the status of the destination A (for example, the progress status of work at the destination A), and outputs the acquired information to the determination unit 73.

  Further, the acquisition unit 71 can acquire information indicating whether or not there is another vehicle (not shown) different from the vehicle 1 in the standby place B from the in-vehicle device 10 of the other vehicle. That is, the acquisition unit 71 can acquire information indicating whether or not another vehicle has already stopped and waited for the waiting place B where the vehicle 1 may stop and wait.

  For example, the acquisition unit 71 acquires position information of another vehicle from the on-vehicle device 10 of another vehicle, and when the acquired position information matches or substantially matches the standby location B, it is estimated that the other vehicle exists at the standby location B. be able to. On the other hand, when the position information of the different vehicle does not match the standby location B, the acquisition unit 71 can estimate that the different vehicle does not exist at the standby location B.

  Then, the acquisition unit 71 outputs information indicating the presence / absence of another vehicle at the standby place B to the determination unit 73.

  The generation unit 72 generates standby information including information on the degree of danger when the vehicle 1 is on standby before arriving at the destination A and information on the degree of congestion due to the standby of the vehicle 1.

  At this time, the production | generation part 72 produces | generates each standby information about the case where the vehicle 1 stops at the waiting place B and waits, and the case where the vehicle 1 travels the traveling route C and waits. Here, the stand-by information when the vehicle 1 stops at the stand-by place B and stands by is the stop stand-by table information 83 described above, and the stand-by information when the vehicle 1 travels on the traveling route C and stands by is the travel state. This is the standby table information 84. That is, the vehicle stop standby table information 83 and the traveling standby table information 84 are examples of standby information. The vehicle stop standby table information 83 and the travel standby table information 84 can also be applied as standby information for another vehicle.

  Specifically, the generation unit 72 uses the other vehicle traveling information 81 acquired when the vehicle 1 stops and stands by and the other vehicle traveling information 81 acquired when the vehicle 1 travels and stands by. Based on this, wait information is generated. More specifically, the generation unit 72 generates the vehicle stop standby table information 83 based on the other vehicle traveling information 81 acquired when the vehicle 1 stops and stands by, and when the vehicle 1 travels and stands by. The travel standby table information 84 is generated on the basis of the other vehicle travel information 81 acquired in the above. As a result, the vehicle stop waiting table information 83 and the traveling waiting table information 84 can be accurately generated.

  FIG. 7 is a diagram showing an example of the vehicle stop standby table information 83. As shown in FIG. 7, the stop waiting table information 83 includes information such as “stop waiting information ID”, “vehicle type”, “time”, “weather information”, “danger” and “congestion degree”. Included and these pieces of information are associated with each other.

  The “stop waiting information ID” is identification information assigned to each piece of stop waiting information. “Vehicle type” is information indicating the type of another vehicle or vehicle 1. “Time” is information indicating the time when another vehicle or the vehicle 1 travels.

  The “weather information” is information indicating the weather when another vehicle or the vehicle 1 is traveling. The “risk level” is information indicating the risk level when the vehicle is stopped and waiting. Regarding the “risk level”, for example, when another vehicle is suddenly braked or steered or suddenly accelerated near the vehicle 1 that is stopped and waiting, the generation unit 72 causes the generation unit 72 to be near the vehicle 1. Can be estimated to be dangerous, so the risk can be set to a large value.

  The "congestion degree" is information indicating the degree of congestion caused by the waiting when the vehicle stops and stands by. Regarding the “congestion degree”, for example, when another vehicle decelerates or stops near the vehicle 1 that is stopped and waiting, the generation unit 72 can estimate that congestion is likely to occur near the vehicle 1. The congestion level can be set to a large value.

  In this way, the generation unit 72 calculates the degree of danger, the degree of traffic congestion, etc. of the vehicle 1 on standby by using, for example, the “speed information”, the “steering information”, the “brake information” of the other vehicle traveling information 81. Can be set.

  In the example of FIG. 7, the vehicle stop standby information ID “P01” in the vehicle stop standby table information 83 is “E1” for the vehicle type, “time G1” for the time, “weather information M1” for the weather information, and “risk level” for the risk level. 1 ”and the congestion level is“ congestion level 2 ”.

  FIG. 8 is a diagram showing an example of the travel standby table information 84. As shown in FIG. 8, the travel standby table information 84 includes information such as “travel standby information ID”, “vehicle type”, “time”, “weather information”, “danger degree”, and “congestion degree”. Included and these pieces of information are associated with each other.

  The “running standby information ID” is identification information assigned to each piece of running standby information. The “vehicle type”, the “time”, and the “weather information” are the same information as the vehicle stop standby table information 83, and thus the description thereof will be omitted.

  The “risk level” is information indicating the risk level when traveling and waiting. The “risk level” is, for example, when the other vehicle is suddenly braked or steered, or suddenly accelerated on the traveling route C which is traveling and waiting, or near the vehicle 1, the generating unit 72. Can estimate that the traveling route C and the vicinity of the vehicle 1 are dangerous, and can set the risk to a large value.

  The “congestion level” is, for example, when the other vehicle decelerates or stops on the traveling route C which is running and is on standby or near the vehicle 1, the generating unit 72 causes the congestion around the traveling route C or the vehicle 1. It can be estimated that it is likely to occur and the congestion degree can be set to a large value.

  In the example of FIG. 8, the travel standby information ID “Q01” in the travel standby table information 84 is “E1” for the vehicle type, “time G1” for the time, “weather information M1” for the weather information, and “risk level” for the risk. 3 ”, and the congestion level is“ congestion level 3 ”. In addition, here, the degree of danger and the degree of traffic congestion are shown in five stages, and as the numerical value increases, it indicates that the situation is dangerous or that congestion is likely to occur, but this is merely an example and is not a limitation. It is not something that will be done.

  In this way, the generation unit 72 generates standby information in advance before the operation of the vehicle 1 is determined by the determination unit 73 described below. Then, the determining unit 73 determines the operation of the vehicle 1 based on the vehicle information, the destination information, and the standby information generated by the generating unit 72 (that is, the vehicle stop standby table information 83 and the traveling standby table information 84). Determines the operation of the vehicle 1 for which new vehicle information and the like have been obtained.

  For example, the determination unit 73 detects that the vehicle 1 is approaching or has arrived at the destination A from the position information of the vehicle 1 included in the vehicle information, and the destination information indicates that the carrying-in / out operation is ahead of schedule. When the possible information is included, it is determined whether or not the vehicle 1 is to be put on standby at the standby location B. More specifically, the vehicle 1 is placed on standby at the standby location B, or the loading / unloading operation is advanced and the vehicle 1 is set forward. The operation of the vehicle 1 such as whether or not the vehicle 1 is headed for the destination A is determined.

  Specifically, as shown in FIG. 7, for example, when the vehicle 1 corresponds to the stop standby information ID “P02”, specifically, the vehicle type is “E1”, the time is “G2”, and the weather information is “weather information”. In the case of "M2", the degree of danger of stopping and waiting is "risk level 5", and the degree of congestion is "congestion level 5", which has a relatively high impact on the surrounding traffic (that is, the degree of danger or It can be determined that the congestion level is relatively high). Therefore, the determining unit 73 advances the work of loading and unloading the cargo of the vehicle 1, so that the operation of the vehicle 1 toward the destination A can be determined.

  As described above, the determining unit 73 uses the vehicle information, the destination information, and the standby information to cooperate with the work site that is the destination A, reduce the influence on the surrounding traffic, and reach the destination A. The behavior of the vehicle 1 heading towards can be determined.

  Further, the determination unit 73 detects from the position information of the vehicle 1 included in the vehicle information that the vehicle 1 is approaching or has arrived at the destination A, and the destination information indicates that the loading / unloading operation is ahead of schedule. When the information indicating that the vehicle 1 cannot be executed is included, the operation of the vehicle 1 such as whether the vehicle 1 is stopped and made to stand by, or is made to run and made to stand by is determined.

  Specifically, as shown in FIGS. 7 and 8, for vehicle 1, for example, the vehicle type is “E1”, the time is “G1”, the weather information is “weather information M1”, and the stop waiting information ID “P01” and In the case of corresponding to the travel standby information ID "Q01", the risk of stopping and waiting is "risk level 1" and the degree of congestion is "congestion level 2", while the risk of traveling and waiting is The "risk level 3" and the congestion level are "congestion level 3". Therefore, the determining unit 73 determines that the vehicle 1 waiting in the waiting place B has less influence on the surrounding traffic (that is, the degree of danger and the degree of traffic congestion are lower), and the vehicle 1 stops and stands by. The action can be determined.

  Note that the determining unit 73 determines that the vehicle 1 traveling on the traveling route C has less influence on the surrounding traffic (that is, the degree of danger and the degree of traffic congestion are lower) than the case where the vehicle 1 is on standby at the standby location B. In this case, the operation of the vehicle 1 traveling and waiting can be determined.

  As described above, in the present embodiment, by using the waiting information, it is possible to determine a safe operation for the vehicle 1 that waits before reaching the destination A.

  In addition, with respect to the waiting place B where the vehicle 1 may stop and wait, when the another vehicle has already stopped and is waiting, the determination unit 73 causes the waiting place B to wait the another vehicle as it is, or It is possible to determine whether the vehicle 1 is moved and the vehicle 1 is stopped at the waiting place B to be on standby.

  That is, when the information indicating that another vehicle is present at the waiting place B is acquired, the determining unit 73 determines the degree of danger / congestion when the vehicle 1 waits at the waiting place B, and the degree of congestion of the different vehicle at the waiting place B. Compare the degree of danger and the degree of congestion when waiting for. Then, the determining unit 73 can determine whether or not to make the vehicle 1 stand by at the waiting place B based on the comparison result.

  For example, as shown in FIG. 7, in the case of another vehicle, the vehicle type is “E2”, the time is “G1”, the weather information is “weather information M1”, and it corresponds to the stop waiting information ID “P03” The danger level of another vehicle waiting at the waiting place B is "risk level 4", and the congestion degree is "congestion level 4". On the other hand, when the vehicle type of the vehicle 1 is “E1” and the other conditions are the same and the vehicle 1 corresponds to the stop standby information ID “P01”, the risk of the vehicle 1 waiting at the standby place B is “risk level”. The level is "1" and the congestion level is "the congestion level 2". Therefore, the determination unit 73 determines that the vehicle 1 waiting in the waiting place B has less influence on the surrounding traffic (that is, the degree of danger and the degree of traffic congestion are low), and the vehicle 1 is moved to another vehicle. Can determine the operation of stopping the vehicle at the waiting place B and making it stand by.

  Note that the determining unit 73 determines that waiting another vehicle at the waiting place B has less influence on the surrounding traffic than waiting the vehicle 1 at the waiting place B (that is, the degree of danger and the degree of traffic congestion are low). When the determination is made, it is possible to determine the operation of the vehicle 1 traveling and waiting, or the operation of stopping and waiting at another waiting place.

  As a result, in the present embodiment, it is possible to determine the operation of the vehicle 1 or another vehicle heading for the destination A while further reducing the influence on the surrounding traffic.

  Returning to the description of FIG. 4, the determination unit 73 outputs information indicating the determined operation of the vehicle 1 to the notification unit 74. The notification unit 74 notifies the vehicle-mounted device 10 of the vehicle 1 via the communication unit 51 using the information indicating the operation of the vehicle 1 as notification information. Thereby, in the vehicle 1, for example, notification information or the like is output from the display device such as a liquid crystal display or the output unit 13 such as a speaker, and the driver can be notified of the determined operation content of the vehicle 1.

<5. Control processing of information processing apparatus according to first embodiment>
Next, a specific processing procedure in the information processing device 50 will be described with reference to FIG. FIG. 9 is a flowchart showing a processing procedure executed by the information processing device 50.

  As shown in FIG. 9, the control unit 70 of the information processing device 50 generates standby information such as the vehicle stop standby table information 83 and the traveling standby table information 84 (step S10). Next, the control unit 70 acquires vehicle information indicating the situation of the vehicle 1 such as the position information of the vehicle 1 (step S11).

  Next, the control unit 70 acquires destination information indicating the status of the destination A, such as the progress status of the work at the destination A (step S12). Next, the control unit 70 determines the operation of the vehicle 1 based on the vehicle information, the destination information, the standby information, etc. (step S13). Next, the control unit 70 notifies the vehicle 1 of the determined operation of the vehicle 1 (step S14).

  As described above, the information processing device 50 according to the first embodiment includes the acquisition unit 71 and the determination unit 73. The acquisition unit 71 acquires vehicle information indicating the status of the vehicle 1 and destination information indicating the status of the destination A of the vehicle 1. The determination unit 73 determines the operation of the vehicle 1 based on the vehicle information and the destination information acquired by the acquisition unit 71. This makes it possible to determine the operation of the vehicle traveling to the destination while reducing the influence on the surrounding traffic.

  Further, the information processing device 50 according to the first embodiment includes a generation unit 72 and a determination unit 73. The generation unit 72 generates standby information including at least one of information on the degree of danger when the vehicle 1 is on standby before arriving at the destination A and information on the degree of congestion due to the standby of the vehicle 1. The determining unit 73 determines the operation of the vehicle 1 based on the standby information generated by the generating unit 72. In addition, the generation unit 72 generates standby information when the vehicle 1 stops and stands by, and when the vehicle 1 travels and stands by. As a result, a safe operation can be determined for the vehicle waiting before reaching the destination A.

(Second embodiment)
<6. Configuration of Information Processing Device According to Second Embodiment>
Next, the configuration of the information processing device 50 according to the second embodiment will be described. In the second embodiment, the information about the traveling in the standby state (hereinafter, referred to as “travel-related information”) is set for the vehicle 1 that is determined by the determination unit 73 to be driven and made to stand by as the operation of the vehicle 1. There is)).

  FIG. 10 is a block diagram illustrating a configuration example of the information processing device 50 according to the second embodiment. Note that, in the following, the same components as those of the previous embodiment will be denoted by the same reference numerals and description thereof will be omitted.

  As shown in FIG. 10, the storage unit 80 further stores traveling environment information 85, first vehicle traveling information 86, second vehicle traveling information 87, and traveling risk table information 88.

  For example, the acquisition unit 71 acquires information (probe data) indicating the traveling environment of the traveling vehicle, which is transmitted from the vehicle-mounted device 10 of the traveling vehicle traveling on the traveling route C, and stores the information as the traveling environment information 85 in the storage unit 80. Let The acquisition unit 71 may acquire information indicating the traveling environment of the traveling vehicle from an external server (not shown).

  FIG. 11 is a diagram showing an example of the traveling environment information 85. As shown in FIG. 11, the traveling environment information 85 includes information on the traveling environment such as “environment information ID”, “traveling route information”, “time”, “weather information”, and “inter-vehicle distance”. Information is associated with each other.

  The “environmental information ID” is identification information assigned to each piece of information related to the traveling environment. The “travel route information” is information indicating a route along which the traveling vehicle travels. "Time" is information indicating the time that the traveling vehicle is traveling. The “time” may be, for example, the time when the information about the traveling environment was acquired.

  The “weather information” is information about the weather when the traveling vehicle travels. The “weather information” may be obtained by reading from the weather information 82 stored in the storage unit 80, or may be obtained from the vehicle-mounted device 10 of the traveling vehicle or an external server (not shown). ..

  “Vehicle distance” is information indicating the distance between the traveling vehicles. Specifically, the “vehicle distance” is information indicating the distance between the first vehicle and the second vehicle when the preceding vehicle is the first vehicle and the succeeding vehicle following the first vehicle is the second vehicle, for example.

  In the example of FIG. 11, the environment information ID “R01” of the traveling environment information 85 has the time “time G1”, the weather information “weather information M1”, and the distance between the first vehicle and the second vehicle, which is the inter-vehicle distance. It is shown that it is the inter-vehicle distance S1 ".

  Then, the acquisition unit 71 acquires information indicating the traveling state of each of the first vehicle (preceding vehicle) and the second vehicle (subsequent vehicle) whose inter-vehicle distance is the inter-vehicle distance S1 in the traveling environment information 85 described above.

  Specifically, the acquisition unit 71 acquires information indicating the traveling state of the first vehicle traveling on the road on which the vehicle 1 travels (the traveling route C in this case) during standby, and the storage unit 80 stores the first vehicle traveling information 86. Memorize as. Similarly, the acquisition unit 71 acquires the information indicating the traveling state of the second vehicle traveling on the road (the traveling route C in this case) on which the vehicle 1 travels during standby, and stores the second vehicle traveling information 87 in the storage unit 80. Memorize as. The acquisition unit 71 may read and acquire the information indicating the traveling state from the vehicle type, speed information, steering information, brake information, and the like included in the other vehicle traveling information 81 of the storage unit 80, or the traveling vehicle. (Here, first and second vehicles) may be acquired from the vehicle-mounted device 10 or the like. The first vehicle traveling information 86 and the second vehicle traveling information 87 are information used to generate traveling risk table information 88 described later.

  FIG. 12 is a diagram showing an example of the first vehicle travel information 86. As shown in FIG. 12, the first vehicle traveling information 86 includes information indicating the traveling state of the first vehicle, such as “first vehicle ID”, “vehicle type”, “driving characteristics”, and “load capacity”. And these pieces of information are associated with each other.

  The “first vehicle ID” is identification information for identifying the first vehicle that is a traveling vehicle. "Vehicle type" is information indicating the type of the first vehicle.

  The "driving characteristic" is information indicating the driving characteristic of the driver of the first vehicle. For example, when the acquired brake information, speed information, and the like of the first vehicle includes a large amount of information on sudden braking, the acquisition unit 71 indicates that the driving characteristics of the driver of the first vehicle are characteristics that facilitate rapid braking. Information can be included. It should be noted that the driving characteristics are not limited to the above-mentioned characteristics relating to the brakes, and may be characteristics relating to steering wheel operation or vehicle speed (for example, characteristics such as easy steering and sudden acceleration) based on steering information and speed information. Good.

  “Load capacity” is information indicating the load capacity of the first vehicle. The "loading amount" may be obtained from the loading amount sensor or the like included in the vehicle-mounted device 10 of the traveling vehicle, or may be obtained from an external server (not shown) or the like.

  In the example of FIG. 12, the first vehicle ID “T01” of the first vehicle traveling information 86 indicates that the vehicle type is “vehicle type E1”, the driving characteristic is “driving characteristic U01”, and the loading amount is “loading amount V01”. Shows.

  FIG. 13 is a diagram showing an example of the second vehicle travel information 87. As shown in FIG. 13, the second vehicle traveling information 87 includes information indicating the traveling state of the second vehicle, such as “second vehicle ID”, “vehicle type”, “driving characteristic”, and “load capacity”. And these pieces of information are associated with each other.

  The “second vehicle ID” is identification information for identifying the second vehicle that is a traveling vehicle. The "vehicle type" is information indicating the type of the second vehicle, and the "driving characteristic" is information indicating the driving characteristic of the driver of the second vehicle. The "loading amount" is information indicating the loading amount of the second vehicle. In the example of FIG. 13, the second vehicle ID “T11” of the second vehicle traveling information 87 indicates that the vehicle type is “vehicle type E1”, the driving characteristic is “driving characteristic U11”, and the loading amount is “loading amount V11”. Shows.

  In the above description, the acquisition unit 71 is configured to acquire the vehicle type, the driver's operating characteristics, and the loading amount (loading weight), but it is not necessary to acquire all of them, and the vehicle type, the driver's operating characteristics, and the loading amount are not necessarily acquired. The configuration may be such that at least one of the information is acquired. That is, the acquisition unit 71 acquires, as the first vehicle travel information 86, at least one of the vehicle type of the first vehicle, the driving characteristics of the driver, and the loaded weight, and acquires the vehicle type of the second vehicle, the driving characteristics of the driver, and the loaded weight. At least one of the weight information is acquired as the second vehicle travel information 87.

  Returning to the description of FIG. 10, the generating unit 72 generates the traveling risk table information 88 based on the traveling environment information 85, the first vehicle traveling information 86, and the second vehicle traveling information 87. The traveling danger degree table information 88 includes, for example, information indicating the degree of danger when the vehicle 1 travels on the road (the traveling route C in this case) while waiting. The running risk table information 88 is an example of running risk information.

  FIG. 14 is a diagram showing an example of the traveling risk degree table information 88. As shown in FIG. 14, the driving risk table information 88 includes “danger degree information ID”, “first vehicle ID”, “second vehicle ID”, “travel route information”, “inter-vehicle distance”, “time”. , “Weather information”, and “degree of danger” are included, and these pieces of information are associated with each other.

  The “risk degree information ID” is identification information assigned to each piece of risk degree information. The “first vehicle ID” is identification information for identifying the first vehicle. It is assumed that the first vehicle ID is associated with the vehicle type, the driving characteristic, and the load capacity information of the first vehicle included in the first vehicle travel information 86.

  The “second vehicle ID” is identification information for identifying the second vehicle. It is assumed that the second vehicle ID is associated with the vehicle type, the driving characteristic, and the load capacity information of the second vehicle included in the second vehicle travel information 87. The "traveling route information", "inter-vehicle distance", "time" and "weather information" are the same as the above-mentioned traveling environment information 85, and therefore description thereof is omitted.

  The “risk level” is information indicating the risk level when the first vehicle and the second vehicle are combined in the front and rear on the road (here, the traveling route C). For example, in the case where the inter-vehicle distance is relatively short and the driving characteristics of the driver of the first vehicle include information indicating that it is a characteristic that facilitates sudden braking, the “risk level” is, for example, first. When the vehicle suddenly brakes, the second vehicle rapidly approaches the first vehicle and can be estimated to be dangerous, so that the risk can be set to a large value. Further, for example, when the second vehicle has a relatively large load capacity or when the weather is such that the road surface is slippery due to rain, it is assumed that the second vehicle brakes after the first vehicle brakes. Since it is not possible to decelerate immediately even if the vehicle is applied, it can be estimated that the second vehicle rapidly approaches the first vehicle and is dangerous, so that the risk can be set to a large value.

  The above-described setting of the degree of danger is merely an example and is not limited to this, and may be appropriately set based on the traveling environment information 85, the first vehicle traveling information 86, and the second vehicle traveling information 87. You can

  In the example of FIG. 14, the risk degree information ID “W01” of the traveling danger degree table information 88 is “T01” for the first vehicle ID, “T02” for the second vehicle ID, and “travel route C” for the traveling route information. , The inter-vehicle distance is “inter-vehicle distance S1”, the time is “time G1”, the weather information is “weather information M1”, and the risk level is “danger level 5”.

  Returning to the description of FIG. 10, when the determination unit 73 determines that the vehicle 1 should be allowed to travel and be on standby as the operation of the vehicle 1, the notification unit 74 performs travel related information (in other words, based on the travel risk table information 88). The vehicle 1 is notified of information about traveling in standby).

  For example, the notification unit 74 identifies the vehicle type of the vehicle 1 and the driving characteristics of the driver based on the vehicle type information, the speed, steering, and brake operation information included in the vehicle information of the vehicle 1. Further, the notification unit 74 detects the loading amount of the vehicle 1 from the information indicating the loading amount included in the vehicle information of the vehicle 1. Then, the notification unit 74 notifies the vehicle 1 of the travel-related information based on the identified information such as the driving characteristics and the load capacity of the driver of the vehicle 1 and the travel-time risk table information 88.

  Specifically, as shown in FIG. 14, it is assumed that, for example, the vehicle 1 corresponds to the second vehicle ID “T11”. Specifically, the vehicle type is “vehicle type E1”, the driving characteristic is “driving characteristic U11”, It is assumed that the loaded amount is "loaded amount V11" (see FIG. 13). Further, regarding a traveling vehicle traveling in front of the vehicle 1, it is assumed that it corresponds to the first vehicle ID "T01". Specifically, the vehicle type is "vehicle type E1", the driving characteristic is "driving characteristic U01", and the loading amount is " It is assumed that the loaded amount is V01 ”(see FIG. 12). In such a case, since the risk level is “risk level 5”, the notification unit 74 indicates that the vehicle 1 traveling on the road (the traveling route C in this case) while on standby has a high risk level regarding the current traveling. Is notified as travel-related information.

  For example, when the driver's driving characteristic of the first vehicle includes the information indicating that the driver easily brakes suddenly and thus the danger level is high, the notification unit 74 is the first vehicle. It is possible to notify, as the travel-related information, information that the vehicle is to be carefully driven and that the vehicle is to be driven with a vehicle distance from the preceding vehicle.

  As described above, the notification unit 74 according to the second embodiment provides the information about the traveling in the standby state (travel-related information, to the vehicle 1 that has been determined by the determination unit 73 to travel and be in the standby state as the operation of the vehicle 1). Here, information regarding the degree of risk) is notified. As a result, for example, it becomes possible to notify the vehicle 1 of information that supports driving, such as how to drive the vehicle 1 that is traveling in the standby state and information on the distance between the vehicles, and thus the risk of the vehicle 1 that is traveling and standing by is determined. Can be lowered.

<7. Control processing of information processing apparatus according to second embodiment>
Next, a specific processing procedure in the information processing device 50 according to the second embodiment will be described with reference to FIG. FIG. 15 is a flowchart showing a processing procedure executed by the information processing device 50 according to the second embodiment. Note that FIG. 15 is a flowchart regarding the notification processing of the travel-related information, which is executed separately from the processing shown in FIG. 9, but is not limited to this.

  As illustrated in FIG. 15, the control unit 70 of the information processing device 50 acquires the traveling environment information 85, the first vehicle traveling information 86, and the second vehicle traveling information 87 (step S100). Next, the control unit 70 generates traveling risk table information 88 based on the traveling environment information 85 and the first and second vehicle traveling information 86, 87 (step S101).

  Subsequently, the control unit 70 determines whether or not it has been decided to drive the vehicle 1 and make it stand by (step S102). When it is determined that it has not been decided to drive the vehicle 1 to be on standby (step S102, No), that is, the control unit 70 stops the vehicle 1 at the standby place B to make it stand by, and carries in / out work. When the vehicle 1 is moved forward to the destination A by moving forward, the following processing is skipped.

  On the other hand, when it is determined that the vehicle 1 is allowed to travel and wait (step S102, Yes), the control unit 70 acquires the vehicle information of the vehicle 1 (step S103). Then, the control unit 70 identifies the vehicle type of the vehicle 1 and the driving characteristics of the driver based on various information included in the vehicle information of the vehicle 1, and the information such as the driving characteristics of the identified driver of the vehicle 1 and the driving danger. Based on the degree table information 88, the vehicle 1 is notified of information (running related information) about running while waiting (step S104).

  In the second embodiment, as described above, the first vehicle traveling information 86 indicating the traveling state of the first vehicle traveling on the road (for example, the traveling route C), and the second vehicle following the first vehicle. The second vehicle traveling information 87 indicating the traveling state of the vehicle is acquired, and based on the acquired first vehicle traveling information 86 and the second vehicle traveling information 87, the vehicle 1 is on the road (for example, traveling route C) while waiting. The running risk table information 88 indicating the running risk is generated. As described above, by using the information indicating the traveling states of the first and second vehicles actually traveling on the road (for example, the traveling route C), the traveling risk table information 88 including the degree of danger is accurately generated. As a result, it becomes possible to notify the vehicle 1 of accurate traveling-related information.

  Further, in the second embodiment, the first vehicle travel information 86 includes at least one of the vehicle type of the first vehicle, the driving characteristics of the driver, and the loaded weight, and the second vehicle travel information 87 is Information on at least one of the vehicle type of the second vehicle, the driving characteristics of the driver, and the loaded weight is included, and the traveling danger degree table information 88 is generated based on such first and second vehicle traveling information 86, 87. I decided to do it. As a result, it is possible to more accurately generate the traveling risk table information 88, and as a result, it is possible to notify the vehicle 1 of more accurate traveling-related information.

  Further, the above-described first and second vehicle traveling information 86 and 87 are accumulated as time passes. Therefore, for example, the generation unit 72 can generate the running risk table information 88 while updating it based on the accumulated first and second vehicle running information 86 and 87, and thus includes the risk and the like. It is possible to improve the accuracy of the traveling risk table information 88.

  In addition, in the above-described second embodiment, the traveling-related information is notified to the vehicle 1 that has been determined to be driven and made to stand by, but the present invention is not limited to this, and is related to, for example, standby and the like. Instead, the travel-related information may be notified to a general vehicle traveling on the travel route C.

(Third Embodiment)
<8. Configuration of Information Processing Device According to Third Embodiment>
Next, the configuration of the information processing device 50 according to the third embodiment will be described. In the third embodiment, with respect to the vehicle 1 that has been determined by the determination unit 73 to travel and wait as the operation of the vehicle 1, the traffic congestion prediction information, the information regarding the traveling in the standby state (travel related information). I was notified as.

  FIG. 16 is a block diagram showing a configuration example of the information processing device 50 according to the third embodiment. As shown in FIG. 16, the storage unit 80 includes the traveling environment information 85, the first and second vehicle traveling information 86 and 87, the traveling information 90 during congestion, the traveling information 91 during non-congestion, and the congestion prediction. The table information 92 is further stored.

  The above-described traffic information 90 during congestion is information indicating the traveling states of the first and second vehicles when the road (for example, traveling route C) is congested. The non-congestion traveling information 91 is information indicating the traveling states of the first and second vehicles when the road (for example, the traveling route C) is not congested, that is, when the vehicle is not congested. The traffic congestion time traveling information 90 and the non-congestion traffic traveling information 91 are information used for generating the traffic congestion prediction table information 92 described later.

  For example, the acquisition unit 71 acquires the traveling environment information 85, the first vehicle traveling information 86 and the second vehicle traveling information 87 from the storage unit 80, and acquires the traveling environment information 85, the first and second vehicle traveling information 86, From 87, traveling information 90 during congestion and traveling information 91 during non-congestion are extracted.

  Specifically, when the inter-vehicle distance between the first vehicle, which is the preceding vehicle, and the second vehicle, which is the following vehicle, is less than the predetermined value and the road is estimated to be congested, The first vehicle traveling information 86 of the first vehicle and the second vehicle traveling information 87 of the second vehicle are extracted as the traveling information 90 during traffic jam.

  FIG. 17 is a diagram illustrating an example of the traveling information 90 during traffic jam. As shown in FIG. 17, in the traffic information 90 during traffic jam, “information ID during traffic jam”, “vehicle type of first vehicle”, “driving characteristics of first vehicle”, “load capacity of first vehicle”, “first vehicle” 2 vehicle types "," driving characteristics of the second vehicle ", and" load capacity of the second vehicle ", and other information indicating the traveling states of the first and second vehicles during a traffic jam, and the like, and these information are mutually Associated.

  The “congestion information ID” is identification information assigned to each piece of travel information during congestion. The “vehicle type of the first vehicle” is information indicating the type of the first vehicle. The "driving characteristic of the first vehicle" is information indicating the driving characteristic of the driver of the first vehicle. Note that the driving characteristics of the first vehicle may include information indicating that the vehicle is running at a relatively low speed and the like, in addition to the above-described information indicating that the vehicle is easily braked suddenly. The “loading capacity of the first vehicle” is information indicating the loading capacity of the first vehicle.

  Further, the "vehicle type of the second vehicle" is information indicating the type of the second vehicle, and the "driving characteristic of the second vehicle" is information indicating the driving characteristic of the driver of the second vehicle, "second vehicle". “Load capacity” is information indicating the load capacity of the second vehicle.

  In the example of FIG. 17, the congestion information ID “X01” of the traveling information 90 during congestion is “vehicle type E1” for the vehicle type of the first vehicle, “driving characteristic U01” for the driving characteristic of the first vehicle, and loading of the first vehicle. It indicates that the amount is "load amount V01", the vehicle type of the second vehicle is "vehicle type E1", the driving characteristic of the second vehicle is "driving characteristic U11", and the loading amount of the second vehicle is "loading amount V11". There is.

  Returning to the description of FIG. 16, for example, the acquisition unit 71 determines that the inter-vehicle distance between the first vehicle that is the preceding vehicle and the second vehicle that is the following vehicle is equal to or greater than a predetermined value, and the road is not congested (non-congestion). ), The first vehicle travel information 86 of the first vehicle and the second vehicle travel information 87 of the second vehicle are extracted as the non-congestion travel information 91.

  FIG. 18 is a diagram showing an example of the non-congestion travel information 91. As shown in FIG. 18, the non-congestion travel information 91 includes "congestion information ID", "vehicle type of first vehicle", "driving characteristics of first vehicle", "load capacity of first vehicle", " The second vehicle type ", the" second vehicle driving characteristic ", the" second vehicle load capacity ", and other information indicating the traveling states of the first and second vehicles during a traffic jam are included. Are associated with each other.

  The “non-traffic congestion information ID” is identification information assigned to each piece of traveling information during non-congestion. Further, the “vehicle type of the first vehicle” and the like are the same as the “vehicle type of the first vehicle” and the like of the traveling information 90 during traffic jam, and therefore the description thereof will be omitted.

  In the example of FIG. 18, the congestion information ID “Y01” of the non-congestion traveling information 91 is “vehicle type E2” for the first vehicle, “driving characteristic U02” for the driving characteristic of the first vehicle, and It shows that the loading amount is "loading amount V02", the vehicle type of the second vehicle is "vehicle type E2", the driving characteristic of the second vehicle is "driving characteristic U12", and the loading amount of the second vehicle is "loading amount V12". ing.

  Returning to the explanation of FIG. 16, the generation unit 72 generates the traffic jam prediction table information 92 based on the traveling environment information 85, the traffic jam travel information 90, the non-traffic traffic travel information 91, and the like. The traffic congestion prediction table information 92 includes, for example, information indicating prediction of traffic congestion that will occur in the future when the vehicle 1 travels on a road (the traveling route C in this case) while waiting. The traffic jam prediction table information 92 is an example of traffic jam prediction information.

  For example, the generation unit 72 compares the traveling information 90 during congestion with the traveling information 91 during non-congestion under the condition that the traveling environment information 85 is the same or substantially the same, and generates the congestion prediction table information 92 based on the comparison result. .. The above-mentioned conditions include, for example, a place where the first and second vehicles travel (for example, traveling route C), time, weather, etc., but are not limited to these.

  FIG. 19 is a diagram showing an example of the traffic jam prediction table information 92. As shown in FIG. 19, the traffic congestion prediction table information 92 includes “congestion prediction information ID”, “vehicle type of first vehicle”, “driving characteristics of first vehicle”, “load capacity of first vehicle”, “first vehicle”. 2 vehicle types "," second vehicle driving characteristics "," second vehicle loading capacity "," travel route information "," time "," weather information "," inter-vehicle distance "and" predicted congestion degree " Information, etc., and these pieces of information are associated with each other.

  The “congestion prediction information ID” is identification information assigned to each piece of traffic congestion prediction information. Since the "vehicle type of the first vehicle" to the "loading capacity of the second vehicle" are the same as the "vehicle type of the first vehicle" to the "loading capacity of the second vehicle" of the traveling information 90 during congestion described above, The description is omitted. In addition, the description from the "driving route information" to the "vehicle distance" is omitted because it is the same as the "driving route information" to the "vehicle distance" of the driving environment information 85 described above.

  The “predicted congestion degree” is, for example, information indicating the degree of congestion when the first vehicle and the second vehicle are traveling in a combination of front and rear on a road (here, the traveling route C). In addition, the “predicted traffic congestion degree” is information used for traffic congestion prediction when the vehicle 1 travels on a road (travel route C in this case), as will be described later. Therefore, the vehicle 1 travels on the road while waiting. It can be said that it is information indicating prediction of traffic congestion that will occur in the future.

  As for the “predicted congestion degree”, for example, when the first vehicle and the second vehicle are traveling with a relatively short inter-vehicle distance, the generation unit 72 can estimate that congestion has occurred. The predicted congestion level can be set to a large value.

  In the example of FIG. 19, the traffic jam prediction information ID “Z01” has a vehicle type “E1” of the first vehicle, a driving characteristic “U01” of the driving characteristic of the first vehicle, and a loading amount V01 of the first vehicle. ], The vehicle type of the second vehicle is “vehicle type E1”, the driving characteristic of the second vehicle is “driving characteristic U11”, the loading capacity of the second vehicle is “loading capacity V11”, the traveling route information is “traveling route C”, the time Indicates “time G1”, weather information is “weather information M1”, inter-vehicle distance is “inter-vehicle distance S1”, and predicted congestion degree is “predicted congestion level 5”.

  In other words, the traffic congestion prediction information ID “Z01” indicates that the first vehicle traveling on the traveling route C under the conditions of the time G1 and the weather information M1 is the vehicle type E1, the driving characteristic U01, and the load capacity V01, and the second vehicle. The vehicle has a vehicle type E1, a driving characteristic U11, and a load capacity V11. Then, at this time, the inter-vehicle distance is the relatively short inter-vehicle distance S1, so that the predicted congestion degree is set to the predicted congestion degree level 5.

  In the above description, the traffic congestion prediction table information 92 includes the vehicle type, the driving characteristic, and the load amount. However, the present invention is not limited to this. For example, the traffic congestion prediction table for each vehicle type, each driving characteristic, or each load amount. Information may be generated.

  Returning to the description of FIG. 16, when the determination unit 73 determines that the vehicle 1 should be allowed to run and be on standby as the operation of the vehicle 1, the notification unit 74 uses the travel-related information (in other words, waiting state) based on the traffic congestion prediction table information 92. (Information regarding travel of the vehicle) is notified to the vehicle 1.

  For example, the notification unit 74 identifies the vehicle type of the vehicle 1 and the driving characteristics of the driver based on the vehicle type information, the speed, steering, and brake operation information included in the vehicle information of the vehicle 1. Further, the notification unit 74 detects the loading amount of the vehicle 1 from the information indicating the loading amount included in the vehicle information of the vehicle 1. Then, the notification unit 74 notifies the vehicle 1 of the travel-related information based on the identified information such as the driving characteristics and the load capacity of the driver of the vehicle 1 and the traffic congestion prediction table information 92.

  Specifically, as shown in FIG. 19, for example, regarding the vehicle 1, the vehicle type is “vehicle type E1”, the driving characteristic is “driving characteristic U01”, and the loading amount is “loading amount V01”. Further, regarding the traveling vehicle following the vehicle 1, the vehicle type is “vehicle type E1”, the driving characteristic is “driving characteristic U11”, and the loading amount is “loading amount V11”. In this case, since the predicted congestion level is “predicted congestion level 5”, the notification unit 74 continues the current traveling state with respect to the vehicle 1 traveling on the road (the traveling route C in this case) while waiting. , Information indicating that there is a high possibility that a traffic jam will occur in the future is notified as traveling-related information.

  For example, when the driver's driving characteristic of the vehicle 1 includes information indicating that the driving characteristic of the vehicle 1 is traveling at a relatively low speed and the like, and thus the predicted congestion level is high, the notifying unit 74 notifies the vehicle 1 of Information about driving at a higher speed can be notified as traveling-related information. In addition, for example, when the predicted congestion degree is high due to the fact that the driver's driving characteristics of the vehicle 1 include information indicating that the characteristics are such that sudden braking is likely to occur, the notification unit 74 may notify the vehicle 1 suddenly. Information about driving without braking can be notified as the travel-related information. In addition, for example, when the predicted congestion degree is high because the vehicle information of the vehicle 1 includes information indicating a relatively heavy load amount, the notification unit 74 does not decrease the speed because the load amount is heavy. As described above, it is possible to notify the information that the driver is driving with caution as the traveling-related information.

  As described above, the notification unit 74 according to the third embodiment provides the information about the traveling in the standby state (the traveling-related information, to the vehicle 1 that is determined by the determination unit 73 to travel and wait in the operation of the vehicle 1). Here, information regarding traffic congestion) is notified. Thereby, for example, it becomes possible to notify the vehicle 1 of information that supports driving, such as information on a driving method that is less likely to cause congestion in the vehicle 1 that is running during standby, and thus, the road on which the vehicle 1 travels (for example, traveling It is possible to suppress the occurrence of traffic congestion on the route C).

  In addition, in the third embodiment, by configuring as described above, for example, a vehicle 1 traveling in a place where congestion is likely to occur, such as a sag section of a highway or an entrance / exit section of a tunnel, becomes congested. It is possible to notify the driver of information such as a driving method that is unlikely to occur, so that the occurrence of traffic congestion can be effectively suppressed.

<9. Control processing of information processing apparatus according to third embodiment>
Next, a specific processing procedure in the information processing device 50 according to the third embodiment will be described with reference to FIG. FIG. 20 is a flowchart showing a processing procedure executed by the information processing device 50 according to the third embodiment. Note that FIG. 20 is a flowchart regarding the notification processing of the travel-related information, which is executed separately from the processing shown in FIG. 9, but is not limited to this.

  As shown in FIG. 20, the control unit 70 of the information processing device 50 acquires the traveling environment information 85, the first vehicle traveling information 86, and the second vehicle traveling information 87 (step S200). Then, the control unit 70 extracts the traveling information 90 during congestion and the traveling information 91 during non-congestion from the traveling environment information 85 and the traveling information 86 and 87 for the first and second vehicles (step S201).

  Next, the control unit 70 generates traffic jam prediction table information 92 based on the extracted traffic jam time traveling information 90 and non-congestion traffic information 91 (step S202).

  Subsequently, the control unit 70 determines whether or not it has been decided to drive the vehicle 1 and make it stand by (step S203). When it is determined that it has not been decided to drive the vehicle 1 to be on standby (step S203, No), that is, the control unit 70 stops the vehicle 1 at the standby place B and makes it stand by, and carries in / out work. When the vehicle 1 is moved forward to the destination A by moving forward, the following processing is skipped.

  On the other hand, when it is determined that the vehicle 1 is allowed to travel and wait (step S203, Yes), the control unit 70 acquires the vehicle information of the vehicle 1 (step S204). Then, the control unit 70 identifies the vehicle type of the vehicle 1 and the driving characteristics of the driver based on various information included in the vehicle information of the vehicle 1, and the information such as the driving characteristics of the identified driver of the vehicle 1 and the traffic congestion prediction table. Based on the information 92, the vehicle 1 is notified of information on traveling while on standby (travel-related information, for example, information on traffic jam) (step S205).

  In the third embodiment, as described above, the first vehicle traveling information 86 indicating the traveling state of the first vehicle traveling on the road (for example, the traveling route C), and the second vehicle following the first vehicle. The second vehicle traveling information 87 indicating the traveling state of the vehicle is acquired, and the traveling information 90 during congestion and the traveling information 91 during non-congestion are extracted from the acquired first vehicle traveling information 86 and second vehicle traveling information 87, Based on the traveling information 90 during congestion and the traveling information 91 during non-congestion, the congestion prediction table information 92 indicating the prediction of the congestion that will occur in the future when the vehicle 1 travels on the road (for example, the traveling route C) while waiting is generated. I did it. In this way, by extracting and using the traffic jam information and the non-traffic traffic information from the information indicating the traveling states of the first and second vehicles actually traveling on the road (for example, the traveling route C), the prediction is performed. The traffic congestion prediction table information 92 including the traffic congestion degree and the like can be accurately generated, and as a result, it is possible to notify the vehicle 1 of accurate traveling-related information.

  Further, in the third embodiment, the first vehicle travel information 86 includes at least one of the vehicle type of the first vehicle, the driving characteristics of the driver, and the loaded weight, and the second vehicle travel information 87 is Congestion travel information 90 and non-congestion information that includes at least one of the vehicle type of the second vehicle, the driving characteristics of the driver, and the loaded weight and is extracted from the first and second vehicle traveling information 86 and 87. The traffic congestion prediction table information 92 is generated based on the traveling information 91. As a result, the traffic jam prediction table information 92 can be generated with higher accuracy, and as a result, more accurate traveling-related information can be notified to the vehicle 1.

  Further, the above-described first and second vehicle traveling information 86, 87, traffic jam traveling information 90, and non-traffic congestion traveling information 91 are accumulated as time passes. Therefore, for example, the generating unit 72 generates the traffic congestion prediction table information 92 while updating the traffic congestion prediction table information 92 based on the accumulated first and second vehicle traveling information 86, 87, traffic congestion traveling information 90, and non-congestion traveling information 91. Therefore, the accuracy of the traffic congestion prediction table information 92 including the predicted traffic congestion degree can be improved.

  In addition, in the above-described third embodiment, the traveling-related information is notified to the vehicle 1 that has been determined to be driven and made to stand by, but the present invention is not limited to this, and is related to, for example, standby and the like. Instead, the travel-related information may be notified to a general vehicle traveling on the travel route C.

  In each of the above-described embodiments, the vehicle 1 that carries in and out the cargo at the destination A has been described as an example, but the present invention is not limited to this. That is, for example, a so-called demand bus, which is operated by appropriately changing the route so as to pass through a place desired by the user, a bus for business use such as a route bus, a chartered bus, and a taxi for a vehicle that welcomes passengers at a destination A. The present invention can be applied to any vehicle that has a possibility of waiting, such as a car or a shuttle car.

  Further, the above-described second embodiment and third embodiment can be appropriately combined. That is, the vehicle 1 may be configured to be notified of the information regarding the degree of danger and the information regarding the traffic congestion as the traveling-related information.

  Further effects and modifications can be easily derived by those skilled in the art. Therefore, the broader aspects of the present invention are not limited to the particular details and representative embodiments shown and described above. Accordingly, various modifications may be made without departing from the spirit or scope of the general inventive concept defined by the appended claims and their equivalents.

1 vehicle 50 information processing device 71 acquisition unit 72 generation unit 73 determination unit 74 notification unit

Claims (10)

A generation unit that generates standby information including at least one of information on the degree of danger at the time of standby of the vehicle waiting before reaching the destination and information on the degree of congestion due to the standby of the vehicle,
A determination unit that determines the operation of the vehicle based on the standby information generated by the generation unit,
The generator is
An information processing apparatus, wherein the standby information is generated when the vehicle stops and stands by, and when the vehicle runs and stands by. An acquisition unit for acquiring other vehicle traveling information indicating a traveling state of another vehicle different from the vehicle,
The generator is
Generating the standby information based on the other-vehicle traveling information acquired when the vehicle is stopped and on standby and the other-vehicle traveling information acquired when the vehicle is traveling and waiting. The information processing apparatus according to claim 1, wherein: The determination unit is
The information processing apparatus according to claim 1, wherein it is determined whether the vehicle is stopped and made to stand by or run and made to stand by based on the waiting information generated by the generation unit. The information processing apparatus according to claim 1, further comprising: a notification unit that notifies the vehicle of the operation of the vehicle determined by the determination unit. The notification unit,
The information processing apparatus according to claim 4, wherein the vehicle, which has been determined by the determination unit to be driven and made to stand by as the operation of the vehicle, is notified of information regarding traveling in standby. Acquiring first vehicle traveling information indicating a traveling state of a first vehicle traveling on a road on which the vehicle travels during standby, and second vehicle traveling information indicating a traveling state of a second vehicle following the first vehicle. Is equipped with an acquisition unit that
The generator is
Based on the first vehicle travel information and the second vehicle travel information acquired by the acquisition unit, to generate travel risk information indicating a risk when the vehicle travels on the road while waiting,
The notification unit,
The information processing apparatus according to claim 5, wherein the information about the traveling in the standby state is notified based on the traveling risk information generated by the generating unit. The acquisition unit is
Information of at least one of the vehicle type of the first vehicle, the driving characteristics of the driver, and the loaded weight is acquired as the first vehicle travel information, and at least one of the vehicle type of the second vehicle, the driving characteristics of the driver, and the loaded weight is acquired. Information is acquired as the second vehicle travel information,
The generator is
The information processing apparatus according to claim 6, wherein the running risk information is generated based on the first vehicle travel information and the second vehicle travel information acquired by the acquisition unit. Acquiring first vehicle traveling information indicating a traveling state of a first vehicle traveling on a road on which the vehicle travels during standby, and second vehicle traveling information indicating a traveling state of a second vehicle following the first vehicle. Then, based on the acquired first vehicle travel information and second vehicle travel information, the traffic jam travel information indicating the travel states of the first and second vehicles during traffic jam and the first and second vehicles during non-traffic jam And an acquisition unit that extracts driving information during non-congestion that indicates the driving state of
The generator is
Generates traffic congestion prediction information indicating prediction of traffic congestion that will occur in the future when the vehicle travels on the road while waiting based on the traffic information during traffic congestion and the travel information during non-traffic time extracted by the acquisition unit. Then
The notification unit,
The information processing apparatus according to any one of claims 5 to 7, wherein information regarding the traveling in standby is notified based on the traffic congestion prediction information generated by the generation unit. The acquisition unit is
Information of at least one of the vehicle type of the first vehicle, the driving characteristics of the driver, and the loaded weight is acquired as the first vehicle travel information, and at least one of the vehicle type of the second vehicle, the driving characteristics of the driver, and the loaded weight is acquired. Information is acquired as the second vehicle travel information, and the congestion-time travel information and the non-congestion-time travel information are extracted from the acquired first vehicle travel information and the acquired second vehicle travel information,
The generator is
The information processing apparatus according to claim 8, wherein the traffic congestion prediction information is generated based on the traffic congestion driving information and the non-traffic traffic driving information extracted by the acquisition unit. A generation step of generating standby information including at least one of information on the degree of danger at the time of standby of the vehicle waiting before reaching the destination and information on the degree of congestion due to the standby of the vehicle,
A determining step of determining an operation of the vehicle based on the standby information generated by the generating step,
The generation step is
An information processing method, wherein: the standby information is generated for a case where the vehicle stops and stands by and a case where the vehicle runs and stands by.

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