JP2021111344A - Movement information providing system, server device, and vehicle - Google Patents

Abstract

To enable a vehicle such as an automobile to move while obtaining safety even in a moving environment in which a pedestrian or the like is present.SOLUTION: A movement information providing system 1 capable of receiving information on the movement of a plurality of first kind moving bodies 100, using a plurality of communication devices 4 provided for a predetermined area or a predetermined section, collects field information on the plurality of first kind moving bodies 100. When there is a possibility that a second kind moving body that is not the first kind moving body 100 included in the collected information crosses a road on which the first kind moving body 100 moves, the movement information providing system 1 maps a position of the second kind moving body and generates information on movable route or movable range without interfering with not only the second kind moving body but also the other first kind moving bodies 100 as the route or movable range of the first kind moving body 100.SELECTED DRAWING: Figure 1

Description

The present invention relates to a mobile information providing system, a server device, and a vehicle.

For vehicles such as automobiles, the development of automatic driving technology for traveling to a destination is in progress (Patent Document 1).
The vehicle travels, for example, along the route to the destination. At this time, the vehicle is required to take an image of the surroundings of the vehicle by a sensor such as a camera provided in the own vehicle and to travel safely while avoiding moving objects such as other vehicles.

Japanese Unexamined Patent Publication No. 2019-21209

By realizing automatic driving of moving objects such as vehicles in this way, the moving objects can move to the destination without the intention of the user, or support the user's driving operation to improve the safety of movement. , Is expected to be possible.
However, in a situation where a moving body such as a vehicle executes detection and control independently, it is not always possible to accurately grasp the movement of other moving bodies.
For example, due to the unexpected movement of another move, another move that remains in the blind spot, or another move that emerges from the blind spot, the move, such as a vehicle, suddenly avoids these other moves. It may be necessary to perform various driving controls.

Further, in order to determine or control the running of a vehicle such as an automobile, it is conceivable to realize a movement information providing system that provides information on other moving objects to the vehicle, for example. For example, it is conceivable that the server device of the mobile information providing system collects the movement information of a plurality of mobile bodies, and based on the collected information, instructes each mobile body to move safely without colliding with other mobile bodies. ..
However, even if each moving body is individually instructed to move so as to obtain safety for each moving body, it cannot be said that the safety of each moving body is perfect.
For example, the road on which a vehicle such as an automobile actually moves uses something other than a vehicle, such as a pedestrian, a wheelchair, or a bicycle. It is unlikely that pedestrians, wheelchairs, bicycles, etc. will be able to control their movements in a unified manner like vehicles such as automobiles. Pedestrians and the like may suddenly change their destination or direction due to their thoughts while moving. When crossing the road is restricted by traffic lights, it is possible to indirectly control these pedestrians, but such indirect control is possible in all road conditions. It is unlikely that it will become.

It is desired that vehicles such as automobiles can move while obtaining safety even in a moving environment with pedestrians and the like.

The mobile information providing system according to one embodiment of the present invention can receive information related to the movement of a plurality of first-class mobiles by using a plurality of communication devices provided for a predetermined area or a predetermined section, and the plurality of first-class mobiles can be received. A movement information providing system capable of transmitting information that can be used for movement determination or movement control in each of the seed mobiles, and is field information or field information including information on the movement of a plurality of the first-class mobiles. A collection unit that collects pre-processed information processed from the above, a mapping unit that maps the positions of a plurality of the first-class mobile bodies based on the information collected by the collection unit, and a plurality of the first ones by the mapping unit. A generator that generates information on a movable course or a movable range of a plurality of the first-class mobiles by using information to which the positions of the seed-moving bodies are mapped, and each of the plurality of first-class mobiles. In, using the information of the generated course or movable range or the information that can be used for the movement determination or movement control of each first-class mobile body obtained based on the information of the course or movable range. The control unit that controls the movement of each of the first-class mobiles and the second-class mobile that is not the first-class mobile included in the information collected by the collection unit are the first-class mobiles. It has a crossing determination unit that determines the possibility of crossing a moving road, and the mapping unit maps the position of the type 2 mobile body that is determined by the crossing determination unit to be crossed. Then, the generation unit can move the path or movement of the first-class mobile body by using the information that the mapping unit maps the positions of the second-class mobile body with the positions of the plurality of first-class mobile bodies. As the range, information on a movable path or a movable range without interfering with not only the other first-class mobile body but also the second-class mobile body is generated.

Preferably, the mobile information providing system has a plurality of terminal devices that can be used by each of the plurality of the first-class mobile bodies, and the predetermined area or the predetermined predetermined area to which the plurality of first-class mobile bodies move. It is preferable that the plurality of communication devices provided for the section communicate with the terminal device used in the predetermined area in charge or the first-class mobile body moving in the predetermined section.

Preferably, the control unit is provided on the vehicle as the first-class mobile body.

Preferably, the mapping unit maps the course of the second-class mobile body according to the crossing time of the road on which the first-class mobile body can move, and the generation unit maps the course according to the crossing time of the road on which the first-class mobile body can move. If there is a possibility of interfering with the course of the second-class mobile on a road or lane where the body may travel, the second-class mobile may interfere with the first-class mobile. Warn of the possibility and generate a course or range of movement for the first-class mobile to change to another lane on the road, or for the first-class mobile, the second-class movement. It is advisable to generate a course or range of movement that slows or stops before the course of the body.

Preferably, the generation unit warns the second-class mobile body of the possibility of interference with the first-class mobile body, so that the first-class mobile body is not the same as the road. A course that generates a course or a movable range to be changed to the lane of Alternatively, it is preferable to give priority to generating a movable range.

Preferably, when the first-class mobile body changes to another lane on the road, the generator preferably interferes with the course of the second-class mobile body, the first-class mobile body. By generating a path or a movable range for the moving body to change to another lane of the road, the moving body is decelerated or stopped before the course of the second-class moving body with respect to the first-class moving body. Priority should be given to creating a course or range of movement.

Preferably, when the first-class mobile body changes to another lane on the road, the generator preferably does not interfere with the course of the second-class mobile body, the first-class mobile body. For a moving body, it is preferable to generate a course or a movable range that changes to another lane of the road and does not decelerate near the second-class moving body.

Preferably, the collecting unit acquires the position information, the route information, or the schedule information about the crossing of the type 2 mobile from the terminal for the type 2 mobile, and the generating unit obtains the schedule information about the crossing. It is advisable to warn the terminal of the second-class mobile body of the possibility of interference with the first-class mobile body.

The server device according to one embodiment of the present invention can receive information related to the movement of a plurality of first-class mobiles by using a plurality of communication devices provided for a predetermined area or a predetermined section, and the plurality of first-class mobiles can be received. A server device of a mobile information providing system capable of transmitting information that can be used for movement determination or movement control in each of the bodies, and a plurality of communication devices provided for a predetermined area or a predetermined section in the mobile information providing system. In a movement information providing system that can receive information related to the movement of a plurality of first-class mobile bodies and can transmit information that can be used for movement determination or movement control in each of the plurality of first-class mobile bodies. There is a collection unit that collects field information including information about the movement of a plurality of the first-class mobile bodies or pre-processed information obtained by processing the field information, and a plurality of collection units based on the information collected by the collection unit. A plurality of the first-class mobile bodies can be moved by using the mapping unit that maps the position of the first-class mobile body and the information that the mapping unit maps the positions of the plurality of first-class mobile bodies. Obtained based on the information on the course or movable range generated or the information on the course or movable range in each of the generation unit that generates the information on the course or the movable range and the plurality of the first-class mobile bodies. Included in the control unit that controls the movement of each type 1 mobile body using information that can be used for movement determination or movement control of each type 1 mobile body, and the information collected by the collection unit. It has at least the acquisition unit in a crossing determination unit that determines the possibility that a second-class mobile body that is not the first-class mobile body crosses the road on which the first-class mobile body moves. , The mapping unit maps the position of the type 2 mobile body determined to be crossed by the crossing determination unit, and the generation unit uses the mapping unit to map a plurality of the type 1 mobile bodies. Using the information that the position of the type 2 mobile body is mapped together with the position of Generates information on the path or range of movement without interfering with the body.

The vehicle according to one embodiment of the present invention can receive information related to the movement of a plurality of first-class mobile bodies by using a plurality of communication devices provided for a predetermined area or a predetermined section, and the plurality of first-class mobile bodies can be received. A vehicle of a mobile information providing system capable of transmitting information that can be used for movement determination or movement control in each of the above, using a plurality of communication devices provided for a predetermined area or a predetermined section in the mobile information providing system. , A movement information providing system capable of receiving information related to the movement of a plurality of first-class mobile bodies and transmitting information that can be used for movement determination or movement control in each of the plurality of first-class mobile bodies. A collection unit that collects field information including information about the movement of the plurality of first-class mobile bodies or pre-processed information obtained by processing the field information, and a plurality of the first units based on the information collected by the collection unit. Using the mapping unit that maps the position of the first-class mobile body and the information that the mapping unit maps the positions of the plurality of first-class mobile bodies, a path or a path in which the plurality of first-class mobile bodies can move. A generation unit that generates information on the movable range, and each of the plurality of first-class mobile bodies, each of which is obtained based on the generated course or movable range information or the course or movable range information. It is included in the control unit that controls the movement of each type 1 mobile body by using the information that can be used for the movement determination or movement control of the type 1 mobile body, and the information collected by the collecting unit. It has at least the control unit in a crossing determination unit that determines the possibility that a second-class mobile body that is not the first-class mobile body crosses the road on which the first-class mobile body moves. The mapping unit maps the positions of the second-class mobile bodies determined to be crossed by the cross-section determination unit, and the generation unit maps the positions of a plurality of the first-class mobile bodies by the mapping unit. With the information that the position of the second-class mobile body is mapped, the path or movable range of the first-class mobile body is not only the other first-class mobile body but also the second-class mobile body. Generates information on the path or range of movement that can be moved without interference.

In the present invention, the movement information providing system determines the possibility that the second-class mobile body, which is not the first-class mobile body, included in the collected information crosses the road on which the first-class mobile body moves, and crosses the road. Using the information that maps the positions of the second-class mobiles that are judged to be likely to cross by the judgment unit, and maps the positions of the second-class mobiles along with the positions of multiple first-class mobiles, As the course or movable range of the first-class mobile body, information on the movable course or movable range without interfering with not only other first-class mobile bodies but also the second-class mobile body is generated. As a result, the first-class moving body can move without interfering with the second-class moving body in a moving environment in which a pedestrian or the like as the second-class moving body exists.

FIG. 1 is a configuration diagram of a movement information providing system to a moving body according to the first embodiment of the present invention. FIG. 2 is a hardware configuration diagram of the server device of FIG. FIG. 3 is a configuration diagram of a control system for controlling automatic driving of the automobile of FIG. FIG. 4 is a flowchart of the transmission process of the own vehicle information by the external communication ECU of FIG. FIG. 5 is a flowchart of a field information collection process related to the movement of a plurality of automobiles by the server CPU of FIG. FIG. 6 is a flowchart of a process for generating information on a course or a travelable range of a minute section in which each automobile can travel, as primary processing information by the server CPU of FIG. FIG. 7 is a flowchart of a process in which the server CPU of FIG. 2 transmits information that can be used for movement determination or movement control of the automobile generated in the generation process of FIG. FIG. 8 is a flowchart of a process of receiving information that can be used for the movement determination or movement control of the automobile by the terminal device of the automobile control system of FIG. FIG. 9 is a flowchart of a process for controlling automatic driving or driving support of an automobile by the traveling control ECU of the automobile control system of FIG. FIG. 10 shows, in the movement information providing system of the first embodiment, from field information related to the running of a plurality of automobiles in the first specific example to obtaining a course related to the running of a plurality of automobiles and controlling the movement of the plurality of automobiles. It is explanatory drawing of a series of processing of. FIG. 11 is an explanatory diagram for explaining a process of generating information on the course or travelable range of a plurality of automobiles for each lane by the automobile movement information providing system. FIG. 12 is a diagram showing a region algorithm at the time of merging in the second specific example. FIG. 13 is a timing chart for explaining the functions realized in the server device of the third specific example. FIG. 14 is a flowchart of the crossing process of FIG. 13 by the server CPU of the server device. FIG. 15 is a flowchart of a course generation process by the server CPU of the server device. FIG. 16 is an explanatory diagram of an example in which a pedestrian crosses a road. FIG. 17 is an explanatory diagram of an example in which a pedestrian crosses a road at an intersection. FIG. 18 is a flowchart of detailed processing for step ST67 of FIG. 9 in the second embodiment. FIG. 19 is a flowchart of a field information collection process related to the movement of a plurality of automobiles by the server device of the sixth embodiment. FIG. 20 is a flowchart of a process of transmitting the collected field information by the server device of the sixth embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
FIG. 1 is a configuration diagram of a movement information providing system 1 to a moving body according to the first embodiment of the present invention.
The movement information providing system 1 of FIG. 1 includes a plurality of terminal devices 2 that can be used by a plurality of automobiles 100 as a plurality of moving bodies traveling on a road, and a plurality of terminal devices 2 provided along the road on which the plurality of automobiles 100 travel. The radio base station 4 and the like.

Further, FIG. 1 shows a GNSS (Global Navigation Satellite System) satellite 110. The GNSS satellite 110 emits radio waves toward the surface of the earth in which latitude and longitude information indicating the position of each satellite and absolute time information for synchronization between a plurality of satellites are superimposed. By receiving the radio waves of a plurality of GNSS satellites 110, it is possible to generate latitude / longitude information indicating the position of the received point. In addition, the time required for the radio wave to reach the receiving point can be calculated from the distance that can be determined from the generated latitude / longitude and the latitude / longitude of the satellite. As a result, it is possible to obtain an accurate time based on the time of the GNSS satellite 110 for the received point.

In addition to the automobile 100, the moving body includes, for example, a pedestrian, a bicycle, a motorcycle, and a cart. The terminal device 2 may be provided for these mobile bodies. The terminal device 2 may be provided fixedly to the automobile 100 or the like, or may be provided detachably.

On the road where the plurality of radio base stations 4 are provided, another automobile 100 whose information is not provided by the mobile information providing system 1 of FIG. 1 and another automobile 100 whose information is provided separately by another mobile information providing system are located on the road. You may run. The automobile 100 and other moving bodies do not travel on a fixed track such as a train. The automobile 100 and other moving bodies can move freely by changing the traveling direction and traveling speed independently. The movement information providing system 1 does not provide movement information to all of these moving bodies, but may provide movement information to a plurality of a limited number of some of these moving bodies.

The plurality of radio base stations 4 are connected to a dedicated network 5 provided for the mobile information providing system 1. A server device 6 is further connected to the dedicated network 5.

The server device 6 is connected to a plurality of terminal devices 2 through the dedicated network 5. A system 3 on the base station side that provides movement information to a mobile body is configured by a plurality of radio base stations 4, a dedicated network 5, and a server device 6. The plurality of radio base stations 4 are provided side by side for each section along a single road, and provide information to the terminal device 2 used by the mobile body moving in the section in charge of each. good. Further, the plurality of radio base stations 4 are provided for each area wider than a single road, and provide information to the terminal device 2 used by the mobile body moving in the area in charge of each. good.
In addition, the "area" in this specification means a place divided as a flat area, and is an area.
In addition, "interval" means from one point to the next, and includes the concept of time.

The dedicated network 5 is provided for the mobile information providing system 1, and the dedicated network 5 may be a private closed network. Further, it may be provided exclusively for a section of a certain road or an area of a certain area, but it may be limited to use by giving a specific condition such as a specific system or section. The Internet, on the other hand, is a public and open wide area communication network. In addition to this, the wide area communication network includes a dedicated communication network used in an advanced transportation system such as ADAS (Advanced driver-assistance systems) and an ATM switching network dedicated to telephone exchange. The mobile information providing system 1 may use these wide area communication networks in place of the dedicated network 5 or together with the dedicated network 5. In an open network, the transmission delay tends to be larger than that in a closed network, but a certain degree of confidentiality can be maintained by encoding the data such as encryption. However, by using the dedicated network 5, the data communication between the plurality of wireless base stations 4 and the server device 6 is mutually stable with low delay and large capacity high-speed communication as compared with the case of using the Internet or the like. It becomes feasible. Even if the dedicated network 5 sends and receives information by asynchronous frames such as TCP / IP protocol and retransmits the frames by collision detection or the like, the transmission delay caused by them is unlikely to be excessive. In the dedicated network 5, the transmission delay can be kept small as compared with the Internet in which a large amount of data may be transmitted and received asynchronously.

A plurality of server devices 6 may be provided for a communication network composed of a dedicated network 5 or the Internet. The plurality of server devices 6 may be distributed in each assigned area such as a road or an area, or may be distributed in a lower level and a higher level that directly communicate with the plurality of radio base stations 4. .. The plurality of server devices 6 may be provided in a distributed manner for each group that divides the plurality of terminal devices 2 into a plurality of groups. In any case, the processing load of each server device 6 can be reduced by the cooperation of the plurality of server devices 6. Further, by appropriately distributing and arranging a plurality of server devices 6 with respect to the transmission network, it is possible to suppress the amount of transmission information in each part and the entire transmission network.

Then, in such a mobile information providing system 1, the terminal devices 2 and the server devices 6 of the plurality of automobiles 100 are mutually controlled by the routing control of data packets on the communication network by the dedicated network 5 and the plurality of radio base stations 4. Send and receive data to. When the terminal device 2 moves together with the automobile 100 and the radio base station 4 accommodating the terminal device 2 changes, the plurality of wireless base stations 4 and the server device 6 switch the routing to newly move the moving automobile 100. The radio base station 4 to be accommodated communicates with the terminal device 2. The plurality of radio base stations 4 before and after the switching may send and receive information about the moving automobile 100 and the terminal device 2 between them.
The server device 6 collects field information related to the running of the plurality of automobiles 100 by such communication. The field information may include information collected about a moving body other than the automobile 100. Based on the collected field information, the server device 6 generates information on the course or movable range of a minute section for each of the automobiles 100, for example, in which a plurality of automobiles 100 can safely travel without colliding with each other. .. The server device 6 repeatedly transmits the generated information as primary processing information to the terminal devices 2 of the plurality of automobiles 100 at predetermined intervals. The server device 6 may organize the collected field information itself for each automobile 100, for example, and repeatedly transmit the collected field information to the terminal devices 2 of the plurality of automobiles 100 at predetermined periods.
If there is only one car 100 that corresponds to the predetermined area and / or the predetermined section in charge, it is sufficient to take charge of only one car. In that case, the map collected in advance and the field information of the one car are used. The primary processing information may be generated. In addition, communication may be performed only once during the time when the vehicle 100 passes through the predetermined area and / or the predetermined section in charge. The minute section referred to here is the traveling direction (front-back, left-right) of the vehicle 100 to be controlled or supported. It is a section, and may be defined as, for example, a distance traveling to 200 milliseconds at a speed of 60 km / h.
Further, being in charge means that the radio base station 4 can communicate.
Through such communication, the terminal device 2 provided in the automobile 100 repeatedly receives the primary processing information and the field information transmitted by the server device 6 from the radio base station 4 accommodating the terminal device 2 at predetermined intervals. The automobile 100 executes control regarding the movement of the automobile 100 based on the information received by the terminal device 2. In the case of automatic driving, the automobile 100 determines a course for automatic driving and drives the own vehicle according to the course. In the case of manual driving support, the automobile 100 adjusts the driving operation of the user on board so as not to deviate significantly from the determined course, and drives the own vehicle. The automobile 100 can travel along the determined course. The automobile 100 may notify the passengers of the information received by the terminal device 2 and the information based on the information by display, voice, or the like.

Here, the field information collected by the base station side such as the server device 6 may be any information related to the movement of a moving body such as a plurality of automobiles 100, for example, information collected from each automobile 100, road monitoring information, and the like. There is local traffic information based on it. The information collected from each automobile 100 includes, for example, driving information of each automobile 100, occupant information about a user, peripheral information of each automobile 100, and local traffic information. The traveling information of the automobile 100 includes, for example, not only the traveling direction and the traveling speed, but also the current location, the destination, and the posture and movement of the vehicle body. The posture of the vehicle body includes, for example, yaw rate.

Further, the primary processing information transmitted by the base station side of the server device 6 or the like to the terminal device 2 of each automobile 100 may be information that each automobile 100 can use for traveling control or traveling determination of each automobile 100, for example. , The traveling direction and the traveling speed of a minute section of the automobile 100. The information transmitted by the server device 6 to the terminal device 2 of each automobile 100 includes, for example, the estimated current location information of the automobile 100, the estimated maximum travel distance or the maximum travelable range from the current location of the automobile 100, and the estimated present. Time information, may be included. The automobile 100 can continue to travel in a state in which the safety based on the information is ensured by the terminal device 2 repeatedly receiving such information at short predetermined periods. The automobile 100 can safely travel to a desired destination, for example, by repeatedly acquiring information for each minute section at predetermined periods and traveling according to the information.

By the way, in the conventional automobile 100, for example, a route to a destination is set in a navigation device, and the user himself / herself operates while ensuring safety according to the guidance of the route, thereby safely moving to the destination. can do. At this time, in the automobile 100 having a driving support function, the inside and outside of the vehicle are imaged by a sensor such as a camera provided in the automobile 100, and the course is adjusted so as to avoid moving objects such as other automobiles 100 to support driving. can do.
However, with such autonomous autonomous driving and driving support, it is not always possible to accurately predict and grasp the movement of another automobile 100 or the like.
For example, another automobile 100 operated by a user may suddenly change course or move unexpectedly. In addition, another moving object may pop out on the path, or another automobile 100 may be parked at a corner that cannot be seen. For example, the weather may deteriorate due to a snowstorm and the visibility may decrease. It may be difficult to see oncoming vehicles in weather such as snowstorms. At intersections and interchanges, other automobiles 100 may approach from the lateral or diagonally rearward directions. In these cases, the own vehicle during automatic driving performs abrupt driving control so as to avoid the other vehicle 100 so as not to hit another vehicle 100 whose traveling changes suddenly or obstruct the course thereof, for example. You will have to do it. It is desirable to avoid such a situation in order to prevent accidents. When controlling the movement of a moving body such as the automobile 100, it is desirable that the influence of the unexpected movement of the other moving body is less likely to occur as much as possible.

FIG. 2 is a hardware configuration diagram of the server device 6 of FIG.
The server device 6 of FIG. 2 has a server communication device 11, a server GNSS receiver 12, a server memory 13, a server CPU 14, and a server bus 15 to which these are connected.

The server communication device 11 is connected to a communication network by the dedicated network 5. The server communication device 11 transmits / receives data to / from another device connected to the communication network, for example, a plurality of radio base stations 4 or a terminal device 2 of an automobile 100.
The server GNSS receiver 12 receives the radio wave of the GNSS satellite 110 and obtains the current time. The server device 6 may include a server timer (not shown) that is calibrated by the current time of the server GNSS receiver 12.
The server memory 13 records programs and data executed by the server CPU 14.
The server CPU 14 reads a program from the server memory 13 and executes it. As a result, a server control unit is realized in the server device 6.
The server CPU 14 as a server control unit manages the overall operation of the server device 6. The server CPU 14 acquires the information collected by the mobile information providing system 1, generates the information to be provided to the plurality of communication devices, and transmits the information.

FIG. 3 is a configuration diagram of a control system 20 that controls automatic driving of the automobile 100 of FIG.
In the control system 20 of the automobile 100 of FIG. 3, a plurality of control devices are represented by a control ECU (Electronic Control Unit) incorporated therein. Similar to the server device 6 of FIG. 2, the control device has, for example, a memory for recording a control program and data, an input / output port connected to a controlled object or its state detection device, and a time and time, in addition to the control ECU. It may have a timer to measure and an internal bus to which they are connected.
Specifically, the control ECU shown in FIG. 3 is, for example, a drive ECU 21, a steering ECU 22, a braking ECU 23, a traveling control ECU 24, a driving operation ECU 25, a detection ECU 26, an external communication ECU 27, and a UI operation ECU 28. The control system 20 of the automobile 100 may include other control ECUs (not shown).
These control ECUs constitute a control unit of the control system 20 of the automobile 100.

The plurality of control ECUs are connected to a vehicle network 30 such as CAN (Control Area Network) or LIN (Local Area Network) adopted in the automobile 100. The car network 30 may be composed of a plurality of bus cables 31 to which a plurality of control ECUs can be connected, and a central gateway (CGW) 32 as a relay device to which the plurality of bus cables 31 are connected. IDs as identification information different from each other are assigned to the plurality of control ECUs. The control ECU basically periodically outputs data to other control ECUs. The ID of the control ECU of the output source and the ID of the control ECU of the output destination are added to the data. The other control ECU monitors the bus cable 31, and when the output destination ID is, for example, its own, acquires data and executes processing based on the data. The central gateway 32 monitors each of the plurality of connected bus cables 31, and when it detects a control ECU connected to a bus cable 31 different from the output source control ECU, it outputs data to the bus cable 31. .. By such relay processing of the central gateway 32, the plurality of control ECUs can input / output data to / from the bus cable 31 to which each of the control ECUs is connected and to other control ECUs connected to the bus cable 31 different from the bus cable 31 to which the control ECUs are connected. ..

A display device 41 and an operation device 42 are connected to the UI operation ECU 28, for example, as user interface devices with a passenger on board. The display device 41 may be, for example, a liquid crystal device or a video projection device. The operation device 42 may be, for example, a touch panel, a keyboard, or a non-contact operation detection device. The display device 41 and the operation device 42 may be installed, for example, on the inner surface of the passenger compartment in which the user rides. The UI operation ECU 28 acquires data from the vehicle network 30 and displays it on the display device 41. The UI operation ECU 28 outputs the operation input to the operation device 42 to the vehicle network 30. Further, the UI operation ECU 28 may execute a process based on the operation input and include the process result in the data. For example, the UI operation ECU 28 may display a navigation screen for setting a destination or the like on the display device 41, search for a route to the destination selected by operation input, and include the route data in the data. The route data may include attribute information such as lanes of roads used to move from the current location to the destination.

For example, a steering wheel 51, a brake pedal 52, an accelerator pedal 53, a shift lever 54, and the like are connected to the driving operation ECU 25 as operating members for the user to control the running of the automobile 100. When the operation member is operated, the operation operation ECU 25 outputs data including the presence / absence of operation, the operation amount, and the like to the vehicle network 30. Further, the operation operation ECU 25 may execute a process for operating the operation member and include the process result in the data. When the accelerator pedal 53 is operated, for example, in a situation where there is another moving body or fixed object in the traveling direction of the automobile 100, the driving operation ECU 25 may determine the abnormal operation and include the determination result in the data.

The detection ECU 26 captures, for example, a speed sensor 61 that detects the speed of the automobile 100, an acceleration sensor 62 that detects the acceleration of the automobile 100, and the outer periphery of the automobile 100 as detection members for detecting the running state of the automobile 100. For example, a stereo camera 63, an in-vehicle camera 64 that captures a user in the vehicle interior, a microphone 65 that converts sounds inside and outside the company into data, a GNSS receiver 66 that detects the position of the vehicle 100, and the like are connected. The GNSS receiver 66 receives radio waves from a plurality of GNSS satellites 110 similar to the server GNSS receiver 12, and obtains the latitude, longitude, and current time of the current position of the own vehicle. As a result, it can be expected that the current time of the automobile 100 matches the current time of the server GNSS receiver 12 of the server device 6 with high accuracy. The detection ECU 26 acquires the detection information from the detection member and outputs the data including the detection information to the vehicle network 30. Further, the detection ECU 26 may execute a process based on the detection information and include the process result in the data. For example, when the acceleration sensor 62 detects an acceleration exceeding the collision detection threshold value, the detection ECU 26 may determine the collision detection and include the collision detection result in the data. The detection ECU 26 extracts moving objects such as pedestrians and other automobiles 100 existing around the own vehicle based on the image of the stereo camera 63, determines the type and attributes of the moving object, and positions the moving object in the image. The relative direction, relative distance, and moving direction of the moving body may be estimated according to the size and change, and the information of the moving body including these estimation results may be included in the data and output to the vehicle network 30.

A communication device 71 and a communication memory 72 are connected to the external communication ECU 27. The terminal device 2 has an external communication ECU 27, a communication device 71, and a communication memory 72. The communication device 71 transmits / receives data transmitted / received by the external communication ECU 27 to / from a communication device 71 outside the vehicle, for example, a wireless base station 4 or another vehicle 100. The communication device 71 communicates with a plurality of communication devices provided separately for each area or section. The communication memory 72 is a computer-readable recording medium that records programs executed by the external communication ECU 27, set values, and data transmitted / received by the external communication ECU 27. The external communication ECU 27 uses the communication device 71 to send and receive data to and from, for example, the server device 6. The external communication ECU 27 collects own vehicle information through, for example, the vehicle network 30, and transmits it to the server device 6. For example, the external communication ECU 27 acquires the primary processing information transmitted by the server device 6 for the own vehicle from the communication device 71 and records it in the communication memory 72.

The own vehicle information collected by the external communication ECU 27 includes, for example, in-vehicle information such as the state of the user on board, information on the running state of the own vehicle, peripheral information such as the running environment of the own vehicle, and information on the area where the vehicle is traveling. , There is. Peripheral information may include information about other moving objects in the vicinity. The information on the running state of the own vehicle includes, for example, the above-mentioned autonomous sensors (vehicle-mounted sensors: acceleration, GPS, gyro, electronic compass, atmospheric pressure, camera, radar, ultrasonic waves, infrared rays, etc.) provided in the own vehicle. There is. The autonomous sensor may detect information on the movement of the own vehicle, vehicle information such as user information of the own vehicle and vehicle number, peripheral information of the own vehicle, or regional information. In addition, the traveling state information of the own vehicle may include information on the traveling state that can be calculated based on the detection of these sensors, for example, information such as yaw rate. The own vehicle information transmitted by the external communication ECU 27 may be the own vehicle information collected by the external communication ECU 27 as it is, or may be information obtained by processing, filtering, coding, or quantizing the collected information. The external communication ECU 27 repeatedly transmits the own vehicle information to the communication device as the terminal device 2.
The information acquired from the server device 6 by the external communication ECU 27 may include not only the primary processing information for the own vehicle but also the primary processing information for other moving objects in the vicinity. In addition, interpolation information that cannot be acquired by the autonomous sensor may be included. As the terminal device 2, the external communication ECU 27 repeatedly receives information that can be used for at least movement determination or movement control in the own vehicle from the communication device.

A control memory 81 is connected to the travel control ECU 24. The control memory 81 is a computer-readable recording medium, and records programs, set values, and the like executed by the travel control ECU 24. Information on the content of control by the travel control ECU 24 may be recorded in the control memory 81. The travel control ECU 24 reads a program from the control memory 81 and executes it. As a result, the travel control ECU 24 can function as a control unit for controlling the travel of the automobile 100.
For example, the travel control ECU 24 acquires data from the external communication ECU 27, the detection ECU 26, the driving operation ECU 25, etc. through the vehicle network 30, and automatically drives the vehicle 100 or controls manual driving support. The travel control ECU 24 generates travel control data for controlling the travel of the automobile 100 based on the acquired data, and outputs the travel control data to the drive ECU 21, the steering ECU 22, and the braking ECU 23. The drive ECU 21, the steering ECU 22, and the braking ECU 23 control the travel of the automobile 100 based on the input travel control data. As a movement control device, the travel control ECU 24 controls the movement of the vehicle by using the information received by the terminal device 2.

Next, the control of the paths of the plurality of automobiles 100 by the movement information providing system 1 having the above-described configuration will be described.

FIG. 4 is a flowchart of the transmission process of the own vehicle information by the external communication ECU 27 of FIG.
When the external communication ECU 27 of the communication device provided in the automobile 100 is in a state of being able to communicate with, for example, the wireless base station 4, the transmission process of the own vehicle information of FIG. 4 is repeatedly executed. The cycle in which the external communication ECU 27 transmits the own vehicle information may be in the range of, for example, several tens of milliseconds to several seconds.

In step ST1, the external communication ECU 27 collects and acquires the own vehicle information from the inside of the vehicle. The external communication ECU 27 acquires data from the travel control ECU 24, the detection ECU 26, the driving operation ECU 25, and the like, for example, through the vehicle network 30. As a result, the external communication ECU 27 collects, for example, the traveling state of the own vehicle such as the current position, the traveling direction, and the traveling speed of the own vehicle, the state of the user on board, the peripheral information of the own vehicle, and the traveling area information. do. Further, the external communication ECU 27 may calculate information such as the yaw rate and information that cannot be obtained as a detection value of the autonomous sensor based on the acquired information. The external communication ECU 27 may record these collected data in the communication memory 72. The data collected by the external communication ECU 27 may include each detection time.

In step ST2, the external communication ECU 27 determines whether or not it is the transmission timing of the own vehicle information. The external communication ECU 27 may determine whether or not the elapsed time from the previous transmission timing has elapsed a predetermined transmission cycle, for example, based on the current time of the GNSS receiver 66. Further, the control system 20 of the automobile 100 has a vehicle timer that is connected to, for example, a vehicle network 30, a central gateway 32, an external communication ECU 27, or a travel control ECU 24 and is calibrated based on the current time of the GNSS receiver 66. , The time of this vehicle timer may be used. Then, if the transmission cycle has not elapsed, the external communication ECU 27 returns the process to step ST1. When it is determined that the transmission timing has passed the transmission cycle, the external communication ECU 27 advances the process to step ST3.

In step ST3, the external communication ECU 27 transmits the information collected in step ST2 from the communication device 71 to the server device 6. The communication device 71 transmits the information collected in step ST2 to the radio base station 4 that the communication device 71 can communicate with in the communication environment at that time. The radio base station 4 transmits the information received from the communication device 71 of the automobile 100 to the server device 6 through the dedicated network 5. Here, the information transmitted from the communication device 71 of the automobile 100 to the wireless base station 4 includes, for example, the own vehicle information such as the value detected in the automobile 100 and the detection time, the latest current location of the automobile 100, and the latest of the automobile 100. Time etc. are included.

In this way, the terminal devices 2 of the plurality of automobiles 100 repeatedly transmit the current or past detection information by the autonomous sensors of each vehicle to the communication device in charge of the area or section in which each vehicle is accommodated. The plurality of communication devices repeatedly receive current or past information of each automobile 100 from the terminal device 2 of the automobile 100 moving in the area or section in charge of each. The plurality of communication devices transmit the information received from the terminal device 2 of the automobile 100 to the server device 6.

FIG. 5 is a flowchart of a field information collection process related to the movement of a plurality of automobiles 100 by the server CPU 14 of FIG.
The server CPU 14 of the server device 6 repeatedly executes the collection process of FIG. 5 every time the server communication device 11 of the server device 6 receives new field information.

In step ST11, the server CPU 14 determines whether or not the field information is received. The field information includes, for example, own vehicle information transmitted by each terminal device 2 of a plurality of automobiles 100, and detection information of a detection device such as a camera installed on a road. The server device 6 (not shown) of the intelligent transportation system may transmit traffic information of the area to be managed to the server device 6. The server communication device 11 receives this information. If the server communication device 11 has not received the field information, the server CPU 14 repeats the process of step ST11. When the server communication device 11 receives the field information, the server CPU 14 advances the process to step ST12.

In step ST12, the server CPU 14 determines whether or not the received field information needs to be corrected with respect to the time and the like. Since the time of the automobile 100 and the time of the server device 6 are basically the times based on the radio waves of the GNSS satellite 110 of the common group, it is considered that they are essentially the same. However, the automobile 100 may be traveling in a situation where the radio waves of the GNSS satellite 110 cannot be received, for example, in a tunnel or the like. In this case, the time of the automobile 100 is updated by the timer, and there is a possibility that an error may be included with respect to the common time. For example, the time of the field information transmitted by the automobile 100 may be different from the time of the server device 6.
The server CPU 14 determines whether or not there is such an error, for example, by comparing the received field information with the information of the server device 6, or by comparing the position of the received field information with the map data. Then, when it is determined that there is an error equal to or greater than the set threshold value, the server CPU 14 determines that the correction is necessary, and proceeds to the process in step ST13. If the error is less than the threshold value, the server CPU 14 determines that the correction is unnecessary, and proceeds to the process in step ST14.

In step ST13, the server CPU 14 corrects the received field information. Various methods can be considered for correcting the field information. For example, even if the value such as the time included in the field information itself is corrected, the error range information is added to the time. May be good. For example, the server CPU 14 adds information on the time error range of the time according to the elapsed time since entering the tunnel with respect to the time of the automobile 100 traveling in the tunnel.
In addition, the CPU 14 may also correct other information that needs to be corrected in conjunction with the time correction, such as the position and speed of the automobile 100.
The information for correcting such field information may be included in the transmission of the field information by the automobile 100, or may be added by the base station 4 that relays the field information. Further, the field information correction process may be performed on the information collected by the automobile 100 or the field information relayed by the base station 4.

In step ST14, the server CPU 14 classifies the received or modified field information according to the information source and stores it in the server memory 13. As a result, the server memory 13 of the server device 6 moves the information or peripheral information about the automobile 100 and the user received from each of the plurality of automobiles 100 as the field information related to the movement of the plurality of automobiles 100, or each automobile 100 moves. Accumulate and record traffic information in the area where you are working. The server CPU 14 may record the time when each field information is received in association with the received field information.

In FIG. 5, the server CPU 14 directly corrects the time of the received field information and the like when necessary for the time of the received field information and the like.
In addition to this, for example, the server CPU 14 may execute the process of FIG. 5 without modifying the time of the received field information.
In this case, the server CPU 14 may further generate additional field information for expanding the error range regarding the time of the received field information and the like. With such additional information about the error range, the server CPU 14 can obtain information about a possible range about the position, speed, etc. of the vehicle 100 in the subsequent processing. As a result, for example, it is possible to increase the possibility that the automobile 100 actually exists in the range of the position of the automobile 100 processed by the server CPU 14.

FIG. 6 is a flowchart of a process for generating information on a course or a travelable range of a minute section in which each automobile 100 can travel, as primary processing information by the server CPU 14 in FIG.
The server CPU 14 of the server device 6 repeatedly executes the course generation process of FIG. The cycle in which the server CPU 14 executes the course generation process may be shorter than, for example, the time until the automobile 100 finishes traveling in the course of the primary processing information, and may be, for example, about several tens of milliseconds to several hundreds of milliseconds.

In step ST21, the server CPU 14 determines whether or not it is time to generate a new course for the plurality of automobiles 100. The server CPU 14 may determine whether or not the elapsed time from the previous generation timing has elapsed a predetermined generation cycle based on the current time of the server GNSS receiver 12. Then, if the generation cycle has not elapsed, the server CPU 14 repeats the determination process in step ST21. When it is determined that the generation timing has passed the generation cycle, the server CPU 14 advances the process to step ST22.

In step ST22, the server CPU 14 acquires the latest field information received by the server communication device 11 from the server memory 13. The server CPU 14 acquires, for example, field information related to each movement collected from a plurality of automobiles 100. The server CPU 14 may acquire the pre-processed information obtained by processing the field information in, for example, the radio base station 4. The server CPU 14 may acquire information on each movement, information on each user, peripheral information on each, or regional information from each of the plurality of automobiles 100 as field information related to the movement of the plurality of automobiles 100.

In step ST23, the server CPU 14 maps the traveling environment to the current map and the forecast map. The driving environment may be, for example, information about a traffic jam situation or a road closure situation indicating the state of each road. By mapping the driving environment, the current map and the forecast map are assigned information indicating the driving environment for each position or range for each driving environment.
Here, the current time map and the forecast map may be road maps of the area to which the movement information providing system 1 provides information. The current map and the forecast map are world maps. The current time diagram and the forecast diagram may be recorded in the server memory 13.
The current time map may be a road map that maps the current positions of the plurality of automobiles 100 at the current time of the server GNSS receiver 12 in real time. The current time map may be a road map that maps the current position of the server GNSS receiver 12 in real time at a time after a predetermined time shorter than the current time.
The prediction map may be a road map that maps the predicted positions of a plurality of automobiles 100 estimated after a predetermined period from the time on the road map. The prediction map may be a road map at a time several seconds after the time of the road map.

In step ST24, the server CPU 14 generates a mobile list for a plurality of automobiles 100 that the server device 6 needs to notify at the present time from the latest field information. The mobile list may include other mobiles, such as another vehicle 100, that the server device 6 does not need to notify.

From step ST25, the server CPU 14 starts a process for mapping the current positions of the plurality of target automobiles 100 to the current position diagram. By mapping the automobile 100, information on the automobile 100 is assigned to the current map for each current position of the automobile 100.
The server CPU 14 acquires or estimates the current position of the unprocessed vehicle 100 included in the mobile list from the latest field information. Here, the present time does not have to be the time itself of the server GNSS receiver 12, and may be a time several hundred milliseconds later than that. When the time difference between the time corresponding to the latest current location of the automobile 100 and the current location is equal to or less than a threshold value of about several hundred milliseconds, the server CPU 14 may use the acquired current location as the current location of the automobile 100. When the time difference is larger than the threshold value, the server CPU 14 calculates the already-moved direction and the already-moved amount from the latest acquired current location by using the own vehicle information such as the moving direction, the moving speed, and the posture of the automobile 100, and the calculation result. The position of may be the current position of the automobile 100.

In step ST26, the server CPU 14 maps the current position of the mobile body estimated based on the latest field information to the current map. As a result, the current position based on the latest information about the plurality of automobiles 100 is mapped to the current map with high accuracy.

In step ST27, the server CPU 14 determines whether or not the processing of the plurality of automobiles 100 in the mobile list has been completed. If the processing for all the automobiles 100 in the mobile list has not been completed, the server CPU 14 returns the processing to step ST25. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processes from step ST25 to step ST27. When the processing for all the automobiles 100 in the mobile list is completed, the server CPU 14 ends the mapping process to the current figure and proceeds to the process in step ST28. As a result, the current positions of the plurality of target automobiles 100 are mapped in the current time diagram so as to represent their relative positional relationships.

From step ST28, the server CPU 14 starts a process for mapping the predicted positions of the plurality of target automobiles 100 after a predetermined period in the future, here, the predicted positions several seconds after the time in the current figure, to the predicted figure. do.
The server CPU 14 calculates the predicted position of the unprocessed automobile 100 included in the mobile list from the latest field information. The server CPU 14 calculates the predicted position at the predicted time after a minute period from the current time by using the information of the automobile 100 to be calculated. The predicted time may be several hundred milliseconds to several seconds after the current time. The server CPU 14 calculates the movement direction and the movement amount from the current position in consideration of the behavior of the vehicle 100 by using the own vehicle information such as the movement direction, the movement speed, and the posture of the vehicle 100, and determines the position of the calculation result. It may be the predicted position of the automobile 100.

In step ST29, the server CPU 14 maps the predicted position of the moving body estimated based on the latest field information to the prediction diagram. As a result, the predicted positions based on the latest information about the plurality of automobiles 100 are mapped to the predicted map.

In step ST30, the server CPU 14 determines whether or not the processing of the plurality of automobiles 100 in the mobile list has been completed. If the processing for all the automobiles 100 in the mobile list has not been completed, the server CPU 14 returns the processing to step ST28. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processes from step ST28 to step ST30. When the processing for all the automobiles 100 in the mobile list is completed, the server CPU 14 ends the mapping processing to the prediction diagram and proceeds to the process in step ST31. As a result, the predicted positions of the plurality of target automobiles 100 are mapped on the prediction diagram so as to represent their relative positional relationships.

In step ST31, the server CPU 14 generates a course or range in which the plurality of target vehicles 100 can safely travel. For example, the server CPU 14 generates, for each of the plurality of target automobiles 100, a safe course that does not interfere with or approach other moving objects from the current position of each current position to the predicted position of the prediction map. For example, when the vehicle 100 moves from the current position to the predicted position, the server CPU 14 predicts from the current position when the course does not intersect with the other vehicle 100 or when the vehicle 100 intersects with the other vehicle 100 at a different time. You may generate a course that travels to a position. On the other hand, when the vehicle 100 moves from the current position to the predicted position and the paths intersect with the other vehicles 100 at approximately the same time, the server CPU 14 travels from the current position to the position immediately before the intersection. It may be generated as a course. In this case, the server CPU 14 may generate a course for decelerating so as to stop at a position immediately before the intersection. By these processes, the server CPU 14 is based on the virtual course of the plurality of vehicles 100 from the position of the current diagram to the position of the predicted diagram, and the safety of each of the plurality of vehicles 100 so that the paths do not intersect with each other. It is possible to generate a course of a small section that can proceed to. Further, the server CPU 14 may generate a safe travelable range in which each of the plurality of automobiles 100 can safely travel, instead of such a specific course. The safe driving range may be generated so as not to overlap with the safe driving range of another automobile 100, for example. The server CPU 14 records the course or range generated for each automobile 100 in the server memory 13 as primary processing information obtained from the field information. Based on the acquired information, the server CPU 14 generates primary processing information that can be used for movement determination or movement control of the automobile 100 in the plurality of automobiles 100 or the plurality of terminal devices 2.

In step ST32, the server CPU 14 determines whether or not the processing of the plurality of automobiles 100 in the mobile list has been completed. If the processing for all the automobiles 100 in the mobile list has not been completed, the server CPU 14 returns the processing to step ST31. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processes from step ST31 to step ST32. When the processing for all the automobiles 100 in the mobile list is completed, the server CPU 14 ends the course generation processing of FIG.

In this way, the server CPU 14 maps the current positions of the plurality of moving objects estimated based on the collected field information to the current map. In addition, the server CPU 14 determines the future predicted position of the plurality of moving objects based on the traveling direction, traveling speed or progress state of each of the plurality of moving objects estimated based on the collected field information, and the current state diagram. Estimate and map to the forecast map. Then, the server CPU 14 assumes the movement of the plurality of moving bodies from the position of the current figure to the position of the predicted figure, and sets the course or the travelable range of the minute section in which each of the plurality of moving bodies can travel as field information. It is generated as the primary processing information obtained based on the above.

FIG. 7 is a flowchart of a process in which the server CPU 14 of FIG. 2 transmits information that can be used for movement determination or movement control of the automobile 100 generated in the generation process of FIG.
The server CPU 14 of the server device 6 repeatedly executes the information transmission process of FIG. 7. The cycle in which the server device 6 transmits information may be in the range of several tens of milliseconds to several seconds so as to be the same as the transmission cycle of the automobile 100 in FIG. 4, for example.
When the server CPU 14 of the server device 6 collects field information from a plurality of automobiles 100 by the process of FIG. 5, for example, the path or travelable range of a minute section in which each of the plurality of mobile bodies of FIG. Generate. In addition to this, the server CPU 14 may repeatedly execute the transmission process of FIG. 7 every time the course generation process of FIG. 6 is executed.

In step ST41, the server CPU 14 acquires primary processing information from the latest information on the course or movable range of the automobile 100 recorded in the server memory 13.

In step ST42, the server CPU 14 transmits the acquired primary processing information from the server communication device 11 to the communication device 71 of the automobile 100 corresponding thereto. The primary processing information is transmitted from the server device 6 to the radio base station 4 through the dedicated network 5, and then transmitted from the radio base station 4 to the terminal device 2 of the automobile 100. The plurality of communication devices transmit the generated primary processing information to a plurality of terminal devices 2 provided in the plurality of automobiles 100.

In step ST43, the server CPU 14 determines whether or not the processing of the plurality of automobiles 100 in the mobile list has been completed. If the processing for all the automobiles 100 in the mobile list has not been completed, the server CPU 14 returns the processing to step ST41. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processes from step ST41 to step ST43. When the processing for all the automobiles 100 in the mobile list is completed, the server CPU 14 ends the course generation processing of FIG. 7.

As a result, the server device 6 transmits the primary processing information used for each control or determination to the plurality of automobiles 100. The server device 6 may transmit primary processing information indicating the traveling direction and traveling speed of each of the plurality of automobiles 100, for example. The primary processing information may further include the current position, the current time, the predicted time, and the like as information for verification confirmation. Further, by repeating the process of FIG. 7, the server device 6 will continue to repeatedly transmit the primary processing information regarding the course of the minute section to each of the plurality of automobiles 100.
The server device 6 may transmit the field information collected from the plurality of automobiles 100 to the plurality of automobiles 100 together with the primary machining information or instead of the primary machining information.

FIG. 8 is a flowchart of a process of receiving information that can be used for movement determination or movement control of the automobile 100 by the terminal device 2 of the control system 20 of the automobile 100 of FIG.
The terminal device 2 of the automobile 100 receives the primary processing information from the radio base station 4. The terminal device 2 may receive field information from the radio base station 4.
The external communication ECU 27 of the terminal device 2 repeatedly executes the process of receiving the primary processing information of FIG. The external communication ECU 27 may repeatedly execute the reception process shown in FIG. 8 each time the primary processing information is received.

In step ST51, the external communication ECU 27 determines whether or not new information addressed to the own vehicle has been received. The communication device 71 receives the primary processing information addressed to the own vehicle and the field information addressed to the own vehicle from the server device 6. In this case, the external communication ECU 27 determines that the new information addressed to the own vehicle has been received, and proceeds to the process in step ST52. When the communication device 71 has not received the new information addressed to the own vehicle from the server device 6, the external communication ECU 27 repeats the process of step ST51.

In step ST52, the external communication ECU 27 acquires information addressed to the own vehicle from the communication device 71. Information addressed to the own vehicle means information that can be used to control the own vehicle. The information addressed to the own vehicle may include, for example, information on the control of the device of the own vehicle, as well as information on the surroundings of the own vehicle that can be processed by the information.

In step ST53, the external communication ECU 27 determines whether or not the acquired information addressed to the own vehicle needs to be corrected for the time and the like. Since the time of the automobile 100 and the time of the server device 6 are basically the times based on the radio waves of the GNSS satellite 110 of the common group, it is considered that they are essentially the same. However, there may be a situation in which the server device 6 cannot receive the radio waves of the GNSS satellite 110, although it may be temporary. In this case, the time of the server device 6 is updated by the timer, and there is a possibility that an error may be included with respect to the common time. For example, the time of the field information transmitted by the server device 6 may be different from the time of the automobile 100.
The external communication ECU 27 determines the presence or absence of such an error by, for example, comparing the received information with the information of the own vehicle. Then, when it is determined that there is an error equal to or greater than the set threshold value, the external communication ECU 27 determines that the correction is necessary, and proceeds to the process in step ST54. If the error is less than the threshold value, the external communication ECU 27 determines that the correction is unnecessary, and proceeds to the process in step ST55.

In step ST54, the external communication ECU 27 corrects the acquired information. Various methods can be considered for correcting the information. For example, the value such as the time included in the information itself may be corrected, or the error range information may be added to the time or the like. ..
In addition, the external communication ECU 27 may also correct other information that needs to be corrected in conjunction with the time correction, such as the position and speed of the automobile 100.
The information for correcting such information may be included in the transmission of the information by the server device 6, or may be added by the base station 4 that relays the information. Further, the information correction process may be processed by the server device 6 or may be processed by the base station 4.

In step ST55, the external communication ECU 27 stores the acquired information addressed to the own vehicle in the communication memory 72. As a result, information addressed to the own vehicle is accumulated and recorded in the communication memory 72 of the automobile 100.

As described above, the terminal device 2 of the automobile 100 receives and stores the primary processing information obtained based on the field information related to the movement of the plurality of moving bodies.
The terminal device 2 may receive and store the collected field information itself related to the movement of the plurality of moving objects.

FIG. 9 is a flowchart of a process for controlling automatic driving or driving support of the automobile 100 by the travel control ECU 24 of the control system 20 of the automobile 100 of FIG.
The travel control ECU 24 that controls the travel of the automobile 100 repeatedly executes the travel control based on the primary processing information of FIG. The travel control ECU 24 may repeat the travel control of FIG. 9 in a cycle shorter than the time until the automobile 100 finishes traveling in the course of the primary processing information, for example. The repetition period in this case may be, for example, several tens of milliseconds to several hundreds of milliseconds.

In step ST61, the travel control ECU 24 determines whether or not it is time to update the control. The travel control ECU 24 may determine whether or not the elapsed time from the previous control timing has elapsed a predetermined update cycle based on the current time of the GNSS receiver 66. Further, the travel control ECU 24 may estimate the end time of the control in the currently executed course and determine whether or not the remaining time until the estimated end time is smaller than the threshold value. Then, if the update cycle has not elapsed, the travel control ECU 24 repeats the determination process in step ST61. When it is determined that the control timing has passed the update cycle, the travel control ECU 24 advances the process to step ST62.

In step ST62, the traveling control ECU 24 acquires the latest primary processing information. The travel control ECU 24 acquires the primary processing information last received by the communication device 71 from the communication memory 72 through the external communication ECU 27. The travel control ECU 24 may acquire the latest primary machining information as well as other primary machining information received before that. It is possible to grasp the change in movement from a plurality of primary processing information.

In step ST63, the travel control ECU 24 acquires the own vehicle information from each part of the own vehicle. The travel control ECU 24 acquires information on the current location and other moving objects in the vicinity from, for example, the detection ECU 26. In the case of driving support, the traveling control ECU 24 acquires operation information by the user from the driving operation ECU 25.

In step ST64, the travel control ECU 24 determines that the information matches the actual current position. The travel control ECU 24 compares the current position detected by the own vehicle with the current position included in the latest primary processing information. Then, when these positions match with a minute error that does not interfere with the traveling control, the traveling control ECU 24 determines that the current positions match, and proceeds to the process to step ST65. If these positions are larger than a minute error, the travel control ECU 24 determines that the current positions do not match, and proceeds to step ST67.

In step ST65, the travel control ECU 24 determines whether or not the course from the current position indicated by the latest primary processing information is in a clear state in which the vehicle can travel. The travel control ECU 24 determines, for example, the presence or absence of foreign matter, abnormality, or danger in the indicated course or travelable range, and the presence or absence of other moving objects passing by, based on the acquired peripheral information of the vehicle detection. .. When there is no possibility of these obstacles, the travel control ECU 24 determines that the indicated course is clear, and proceeds to the process in step ST66. If there is an obstacle, or if there is a possibility of the obstacle, the travel control ECU 24 determines that the instructed course or the travelable range is not clear, and proceeds to the process in step ST67.
The travel control ECU 24 not only determines the clearing of the indicated course based on the peripheral information of the own vehicle detection acquired by the autonomous sensor, but also the detection value of the autonomous sensor and the information included in the latest primary processing information. May be matched and the clearing of the indicated course may be determined based on the error between them. When the type of physical quantity and the coordinate system are different between the detected value of the autonomous sensor and the information acquired from the outside, the traveling control ECU 24 uses the physical quantity and the coordinate system of the information acquired from the outside as the detected value of the autonomous sensor. It may be converted so that it can be compared, and the value of the pseudo sensor after the conversion and the detected value of the autonomous sensor may be compared. Then, when the error is equal to or greater than the threshold value, the travel control ECU 24 determines that the instructed course or travelable range is not clear, and proceeds to step ST67. If the error is smaller than the threshold value, the travel control ECU 24 determines that the indicated course is clear, and proceeds to the process in step ST66.

In step ST66, the travel control ECU 24 controls travel according to the indicated course.
The travel control ECU 24 generates the designated route or the route within the instructed travelable range as travel control data. When the travel control ECU 24 acquires a route as a vector including the direction, distance, or time from the server device 6, the travel control ECU 24 may generate travel control data along the route. When the safe travelable range that can be traveled is acquired from the server device 6, the travel control ECU 24 calculates a vector based on the direction, distance, or time that can be traveled to the maximum within the safe travelable range, and the path according to the vector. May be generated as travel control data.
The travel control ECU 24 controls the travel of the own vehicle based on the generated travel control data. In the case of driving support, the travel control ECU 24 adjusts the user's operation so as not to deviate significantly from the course based on the generated travel control data. At this time, the travel control ECU 24 may adjust the user's operation so as not to deviate from the instructed travelable range.
In this way, the travel control ECU 24 determines the course of the own vehicle and controls the travel of the vehicle based on the primary processing information obtained based on the field information related to the movement of the plurality of moving bodies received by the terminal device 2. Or support.

In step ST67, the travel control ECU 24 generates travel control data based on information independently detected by the autonomous sensor of the own vehicle, not based on the indicated course. At this time, the travel control ECU 24 uses information on the indicated course or travelable range as dependent information in order to obtain travel control data based on the autonomous sensor, and travels so as not to exceed those instructions. Control data may be generated.
The travel control ECU 24 controls the travel of the own vehicle based on the generated travel control data. In the case of driving support, the travel control ECU 24 adjusts the user's operation so as not to deviate significantly from the course based on the generated travel control data. At this time, the travel control ECU 24 may adjust the user's operation so as not to deviate from the instructed travelable range.

In this way, the travel control ECU 24 acquires the primary processing information received by the communication device 71 in the vehicle 100 as a mobile body, generates travel control data from the primary processing information, and travels the vehicle 100 based on the generated travel control data. Control or assist. The travel control ECU 24 can execute the movement determination or movement control of the vehicle according to the course indicated by the acquired primary processing information, and can control or support the travel of the automobile 100. Here, the travel control data is secondary processing information used for movement determination or movement control of the automobile 100.

Note that, unlike the present embodiment, the terminal device 2 may receive information other than the course or movable range information, for example, field information, from the radio base station 4. In this case, the travel control ECU 24 may generate a course or a movable range by the same process as the server device 6 based on the information acquired by reception, and execute the process of FIG. 9 based on the path or movable range. In this case, the travel control ECU 24 generates information on the course or travelable range of a minute section in which the vehicle can travel from the field information, and executes the process of FIG. 9 based on the generated information.

As described above, in the present embodiment, the server device 6 collects field information related to the movement of the automobile 100 as a plurality of moving bodies, and the plurality of moving bodies collide with each other, for example, based on the collected field information. A plurality of terminal devices 2 generate a path or a safe travelable range of a minute section for each moving body that can proceed safely so as not to have a problem, and use the generated path or a safe travelable range of the minute section as primary processing information. It transmits to each of the communication devices 71 of. Therefore, the communication device 71 of the terminal device 2 that receives the primary processing information about the mobile body that can be used by each of the server devices 6 has the course information regarding its own movement in consideration of the course that the other mobile body moves based on the primary processing information. Can be obtained. Each moving body obtains its own course information considering the course in which the other moving body moves accordingly, and proceeds based on the information, so that the influence of the unexpected movement of the other moving body is reduced. By moving a moving body such as a plurality of vehicles according to common information, mutual safety during traveling is enhanced.

FIG. 10 shows a series of steps from field information related to the running of a plurality of automobiles 100 in the movement information providing system 1 of the first embodiment to obtaining a course related to the running of the plurality of automobiles 100 and controlling the movement of the plurality of automobiles 100. It is explanatory drawing of the process of.

In step ST71, the movement information providing system 1 collects field information related to the running of the plurality of automobiles 100.
In step ST72, the movement information providing system 1 obtains the current positions of the plurality of automobiles 100 based on the field information regarding the traveling of the plurality of automobiles 100 and maps them to the current time map.
In step ST73, the movement information providing system 1 obtains the predicted positions of the plurality of automobiles 100 based on the field information regarding the traveling of the plurality of automobiles 100 and maps them to the prediction diagram.
In step ST74, the movement information providing system 1 obtains the travelable range or the indicated course of each of the plurality of automobiles 100 based on the current time map and the prediction map.
In step ST75, the movement information providing system 1 obtains a course used for control or determination by each of the plurality of automobiles 100 from the travelable range or the indicated course of each of the plurality of automobiles 100.
In step ST76, the movement information providing system 1 controls the traveling of the plurality of automobiles 100 along their respective paths by, for example, automatic driving.

In this way, the movement information providing system 1 generates a current diagram in step ST72, and by processing from step ST73 to step ST75, generates information such as a course and a movable range in which each vehicle 100 can safely travel without colliding. .. The plurality of automobiles 100 under control control the traveling of their own vehicles based on their respective instruction information. As a result, the plurality of automobiles 100 under control can safely travel so as not to collide with other moving objects. In this way, the processing of steps ST73 to ST75 predicts the possibility of a collision for each vehicle 100 based on the mapping such as the current diagram, and if there is a possibility of a collision, each vehicle so that the collision does not occur. It corresponds to the control process (step ST70) based on the collision prediction that controls the running of 100.

In the first embodiment, the server device 6 connected to the plurality of radio base stations 4 executes the processes from step ST71 to ST74, and the control system 20 of the automobile 100 performs the processes from steps ST75 to ST76. Running.
In addition to this, for example, the server device 6 executes the processing from step ST71 to step ST72, executes the processing from step ST71 to step ST73, executes the processing from step ST71 to step ST75, and so on. You can do it. In this case, the server device 6 transmits the primary processing information generated by each process to the terminal devices 2 of the plurality of automobiles 100. The automobile 100 may control the traveling of the own vehicle by executing the process of step ST76 in the process based on the primary processing information received by the terminal device 2.

Next, a specific example of the control process for controlling the movement of the plurality of automobiles 100 by the movement information providing system 1 of the present embodiment will be described.

[First specific example, an example using mapping data that summarizes the current map and the forecast map for each lane]
The movement information providing system 1 of the present embodiment basically generates a course or a travelable range of each automobile 100 for each road.
Some roads have multiple lanes that allow them to travel in the same direction. The traffic congestion on the road and the number of vehicles in front may differ from lane to lane. At interchanges and junctions, the car 100 slows down and tends to be congested.
Hereinafter, an example corresponding to such a situation will be described.

FIG. 11 is an explanatory diagram for explaining a process of generating information on the course or travelable range of a plurality of automobiles 100 for each lane by the movement information providing system 1 of the automobile 100.
FIG. 11A is a road having a first lane and a second lane that can pass in the same direction as the first lane.
FIG. 11B is an operation chart of the traveling conditions of the plurality of automobiles 100 in the first lane.
FIG. 11C is an operation chart of the traveling conditions of the plurality of automobiles 100 in the second lane.
In the operation charts of the traveling conditions of FIGS. 11 (B) and 11 (C), the horizontal axis is a position along the lane. The vertical axis is time. The origin is the current time. Each line shown in the operation chart shows the movement of each car 100. Each automobile 100 moves along a line with the passage of time from the current position where it intersects the horizontal axis, and the position changes. The current map may be composed of, for example, a combination of a plurality of operation charts for each lane of the road.

The server device 6 generates an operation chart of the traveling situation for each lane shown in FIGS. 11B and 18C based on the current position and the speed included in the field information of the plurality of automobiles 100. For example, the server device 6 selects the one in the traveling lane from a plurality of operation charts for each lane of the road from the position or the history of the position acquired from the automobile 100. The server device 6 draws the current position and / or the expected position of the automobile 100 with respect to the selected operation chart by using the information such as the time, position, speed or acceleration acquired from the automobile 100.
Based on the operation chart, the server device 6 generates information on the course or travelable range of each vehicle 100 so that each vehicle 100 does not come too close to the other vehicles 100 in front and behind.
For example, in the operation chart of FIG. 11B, the first to third automobiles 100 on the front side in the traveling direction are traveling from left to right in the figure with almost no speed difference. On the other hand, the fourth car 100 closest to the origin is traveling at a higher speed than the other three cars 100 traveling in front of it. If the vehicle continues to run as it is, the fourth vehicle 100 may collide with the third vehicle 100. The server device 6 estimates and determines the possibility of such a collision based on the mapping, and prevents the collision related to the determination from occurring, for example, for the first to third automobiles 100 at present. Information on the course or travelable range for maintaining the speed may be generated, and for the fourth vehicle 100, information on the course or travelable range for decelerating from the current speed to the same speed as the previous vehicle 100 may be generated. Then, based on the information acquired from the server device 6, the fourth vehicle 100 controls automatic driving so as to decelerate to a specified speed within a travelable range that does not collide with the third vehicle 100, for example. do.
Further, the server device 6 calculates, for example, the average speed of a plurality of automobiles 100 for each lane and compares them. The server device 6 may pre-read and compare the average speeds of the plurality of automobiles 100 at the timing corresponding to the prediction diagram. When there is a difference in the average speed between a plurality of lanes, the server device 6 changes the lane to the lane with the faster average speed or the movable range with respect to the vehicle 100 in the lane with the slower average speed. Generate information about. The server device 6 generates information on the course or movable range so as to change to the lane having the fastest average speed among the plurality of lanes. The server device 6 generates a lane change course or a movable range including acceleration / deceleration so as not to be too close to another vehicle 100 traveling in the changed lane.
The server device 6 transmits the generated lane change course or travelable range.
The control system 20 of the automobile 100 controls or determines the traveling of the own vehicle according to the lane change course or the travelable range received by the terminal device 2 from the radio base station 4. As a result, the automobile 100 changes lanes according to the instruction. The vehicle 100 that has changed lanes can travel while avoiding congestion and deceleration in the original lane.
For example, the speeds of the plurality of automobiles 100 traveling in the lane of FIG. 11B and their average speeds are lower than those traveling in the lane of FIG. 11C. In this case, the server device 6 instructs, for example, the fourth vehicle 100 traveling in the lane of FIG. 11 (B) to change to the lane of FIG. 11 (C). When the fourth vehicle 100 in FIG. 11B receives the instruction information from the server device 6, the fourth vehicle 100 does not collide with the third vehicle 100, for example, within a travelable range based on the acquired information. , Automatically execute the instructed lane change. After that, the fourth vehicle 100 in FIG. 11B is mapped as a new third vehicle 100 in FIG. 11C.

As described above, in the example of the main control process, information on the course or the travelable range of each vehicle 100 is generated so that a plurality of vehicles 100 traveling in each lane do not collide with each other in each lane.
Further, in the example of the main control process, information on the course or the travelable range can be generated so as to avoid traffic congestion.
In the present embodiment, in the server device 6 connected to the plurality of wireless base stations 4 by the dedicated network 5, information on the course or the travelable range for changing lanes is generated from the operation chart of the traveling situation. There is.
In this case, in a situation where a complicated flow of the automobile 100 such as an interchange or a junction occurs, the information on the course or the travelable range for changing lanes may be delayed. In such a case, a plurality of server devices 6 are provided for each of the plurality of radio base stations 4, and information on the course or travelable range for changing lanes is generated by distributed control by the plurality of server devices 6. You should try to do it. As a result, information transmission delay can be minimized.

[Second specific example, an example of considering the occupied area of each automobile 100]
FIG. 12 is a diagram showing a region algorithm of the automobile 100 at the time of merging (lane change) according to the present embodiment. The current status map generation means of the server device 130 changes the information from the information storage means to the server time, and changes the position of each vehicle due to the time change when the horizontal axis is the time coordinate and the vertical axis is the position coordinate. Generate a map as plane coordinates. At that time, the traveling area of the vehicle is set as a path (hereinafter, traveling lane) so that it can be calculated on a plane. The solid line represents the moving state of the moving body (here, the automobile 100). The more negative the direction of the vertical axis, the more the future time is shown, and specifically, the absolute time of the actual vehicle running is included. The positive direction on the horizontal axis indicates the lane, and the inclination of each line indicates the speed of the moving body. That is, when they overlap on the horizontal axis, it means that the corresponding automobiles 100 interfere with each other, and the closer the slope of the solid line is to the vertical, the slower the speed. What is displayed around the solid line with different thicknesses is the width as the occupied area, which is the vehicle body length (length, width) and margin of the automobile 100A. Further, when the automobiles 100 in one lane are arranged side by side, interference can be avoided by determining that the moving body occupying a specific place first has a higher priority at the scheduled traveling time. The direction of the arrow indicates the traveling direction of the automobile 100A.
The left side of FIG. 12 represents the first lane (merging lane), and the right side represents the second lane (main lane). As shown in the upper left figure, when the vehicle 100A traveling in the first lane tries to change lanes to the second lane, the solid line of the vehicle 100B traveling in the second lane within the estimated travel time as shown in the upper right figure. It can be seen that it interferes because it overlaps with. As shown in the lower left figure, when the traveling speed is reduced, the vehicles do not overlap within the estimated travel time as shown in the lower right figure. Therefore, the vehicle 100A is notified to reduce the speed and merge because there is no interference.

[Third specific example, example of braking in an emergency]
In the movement information providing system 1, the server device 6 collects the movement information of a plurality of automobiles 100, and based on the collected information, each automobile 100 can safely move and move without colliding with other automobiles 100. It indicates the range.
However, even if each vehicle 100 is individually instructed to move so that the safety of each vehicle 100 as a first-class mobile body can be obtained, it cannot be said that the safety of each vehicle 100 is perfect. ..
For example, the road on which a vehicle such as the automobile 100 actually moves uses something other than the vehicle, for example, a second-class mobile body such as a pedestrian, a wheelchair, or a bicycle. It is unlikely that pedestrians, wheelchairs, bicycles, etc. will be able to control their movements in a unified manner like vehicles such as automobiles. Pedestrians and the like may suddenly change their destination or direction due to their thoughts while moving. When crossing the road is regulated by traffic lights, it is possible to indirectly control these pedestrians, but such indirect control is possible in all road conditions. It is unlikely that it will become.
Even in such a moving environment, it is desired that vehicles such as automobiles can move while obtaining safety.

FIG. 13 is a timing chart for explaining the functions realized in the server device 2 of the third specific example.
The server CPU 14 of the server device 6 of FIG. 2 reads and executes the program recorded in the server memory 13. As a result, the server device 6 is realized with functions such as collection processing, mapping processing, generation processing, and cross-sectional processing.

In step ST200, the server CPU 14 of the server device 6 executes a collection process of sequentially receiving and collecting field information including information about the movement of a plurality of automobiles 100 or pre-processed information obtained by processing the field information.
Further, the server CPU 14 of the server device 6 executes mapping processing, generation processing, and crossing processing for each processing cycle measured by a server timer (not shown).

In the mapping process of step ST201, the server CPU 14 maps the positions of the plurality of automobiles 100 to mapping data such as a current time map and a forecast map based on the information collected for each processing cycle.

In the generation process of step ST202, the server CPU 14 uses the mapping data in which the positions of the plurality of automobiles 100 are mapped to the plurality of automobiles 100 in the predetermined area or the predetermined section, for example, a plurality of automobiles from the positions in the current diagram. Assuming 100 movements, information on the course or movable range of a minute section that can be moved without interfering with each other is generated. Basically, the server CPU 14 generates information on the respective paths or movable ranges for each of the plurality of automobiles 100 in the predetermined area or the predetermined section for each processing cycle. Then, the server CPU 14 transmits the generated course and the like to each automobile 100. Each automobile 100 executes control so as to move based on a course or the like generated for each based on the respective information acquired from the server device 6.

In the crossing process of step ST203, the server CPU 14 walks when the collected information includes the information of the terminal 200 of an uncontrolled pedestrian who is not the automobile 100 in the predetermined area or the predetermined section. Determine the possibility that a person will move across the moving road of the automobile 100.
Then, when there is a possibility that the pedestrian moves so as to cross the road, the server CPU 14 maps the position of the pedestrian based on the determination of the possibility of crossing the road, and sets it as the path or movable range of the automobile 100. , Generates information on a movable course or movable range without interfering with not only other automobiles 100 but also pedestrians.
The crossing process of step ST203 may be partially or wholly executed by the traveling control ECU 24 of the automobile 100. In this case, the server CPU 14 transmits the information required for the crossing process by the travel control ECU 24, for example, the field information about a plurality of pedestrians collected by the server device 6 and the information in the process of processing to the automobile 100. Just do it.

FIG. 14 is a flowchart of the crossing process of FIG. 13 by the server CPU 14 of the server device 2.
The server CPU 14 of the server device 6 of FIG. 2 repeatedly executes the process of FIG. 14 in synchronization with, for example, the processing cycle for the crossing process of step ST203 together with the path generation process of FIG.

In step ST211th, the server CPU 14 determines whether or not the server device 6 has acquired new information. The server device 6 receives information on a plurality of automobiles 100 under control, as well as pedestrian position information, route information, prior schedule information on crossing, and the like from, for example, an uncontrolled pedestrian terminal 200. You can. The server device 6 may receive information on the pedestrian terminal 200 from a server (not shown) of the carrier of the terminal. If the server device 6 has not acquired new information, the server CPU 14 repeats this process. When the server device 6 acquires new information, the server CPU 14 advances the process to step ST212.

In step ST212, the server CPU 14 determines whether or not the new information includes information such as pedestrians. If the information such as a pedestrian is not included, the server CPU 14 ends this process. When information such as a pedestrian is included, the server CPU 14 advances the process to step ST213.

In step ST213, the server CPU 14 predicts the movement of a pedestrian or the like based on the information of the pedestrian or the like included in the new information. The server CPU 14 predicts the road on which the pedestrian travels based on the route information from the final position of the pedestrian terminal 200 and the reservation information for crossing. The server CPU 14 may predict that the pedestrian will move across the road.

In step ST214, the server CPU 14 determines whether or not the movement of the pedestrian or the like predicted in step ST213 may move so as to cross the road or lane in which the controlled vehicle 100 moves. If there is no possibility of crossing, the server CPU 14 ends this process. If there is a possibility of crossing, the server CPU 14 advances the process to step ST215.

In step ST215, the server CPU 14 predicts a road or lane crossing time zone for movements such as pedestrians that may cross. The server CPU 14 determines an attribute of, for example, a pedestrian, a wheelchair, or a bicycle, assumes a speed according to the attribute, and crosses a road or a lane with reference to the time of the final position of the terminal 200 such as a pedestrian. You may predict when to start and when to end the crossing.

In step ST216, the server CPU 14 instructs the mapping for the movement of a pedestrian or the like in the predicted crossing time zone. As a result, the server CPU 14 maps the pedestrian's crossing course and the crossing time zone on the road on which the automobile 100 can move in the mapping process.

FIG. 15 is a flowchart of a course generation process by the server CPU 14 of the server device 2.
The server CPU 14 of the server device 6 of FIG. 2 repeatedly executes the process of FIG. 15 in synchronization with, for example, the processing cycle, as a part of the course generation process of FIG.

In step ST221, the server CPU 14 selects the vehicle 100 under control.

In step ST222, the server CPU 14 acquires the route information about the selected automobile 100.
The route information of the automobile 100 may be, for example, lighting information of a winker turning left or right in the automobile 100, planned route information of the automobile 100, or the like.

In step ST223, the server CPU 14 generates a path or movable range in which the lane is specified so as to go to the estimated route, and which is movable without interfering with the other automobile 100.
The server CPU 14 may generate, for example, a route in which a lane is specified so as to go to a route estimated based on the lighting information of the winker for turning left or right as the route information of the automobile 100 and the planned route information of the automobile 100. For example, when estimating a course to turn left in Japan, the server CPU 14 generates a course having a lane on the left side (shoulder side of the road) of a two-lane road. On the other hand, when estimating the course to go straight, the server CPU 14 generates a course having the right lane (center side of the road) for the two-lane road.

In step ST224, the server CPU 14 determines whether or not the course or the traveling direction interferes with the pedestrian or the like with respect to the course or the like generated in step ST223. Pedestrians and the like cross straight roads and cross roads at road intersections. Based on the mapping data for these, the server CPU 14 determines whether or not the course or the traveling direction interferes with the pedestrian or the like with respect to the course or the like generated in step ST223. When the course or the traveling direction does not interfere with a pedestrian or the like, the server CPU 14 advances the process to step ST225. When the course or the traveling direction interferes with a pedestrian or the like, the server CPU 14 advances the process to step ST226.

In step ST225, the server CPU 14 determines whether or not the generation process such as the course for all the automobiles 100 for the area or section in charge of the server device 6 is completed for the selection of the next automobile. When the generation process such as the course for all the automobiles 100 is completed, the server CPU 14 ends this process. When the generation processing such as the course for all the automobiles 100 is not completed, the server CPU 14 returns the processing to step ST221. In this case, the server CPU 14 selects the next unprocessed automobile 100 and repeats this process.

In step ST226, the server CPU 14 determines whether or not there is an adjacent lane in which the vehicle 100 can move with respect to the course or the like generated in step ST223. When the road on which the vehicle 100 is going to move is composed of a plurality of lanes on one side or is composed of two lanes, the server CPU 14 determines that the vehicle 100 has an adjacent lane in which the vehicle 100 can move. Further, even when the road on which the automobile 100 is going to move has a width capable of passing the automobile 100 or the automobile 100 has a movable shoulder, the server CPU 14 moves the automobile 100. It may be determined that there is a possible adjacent lane. When there is an adjacent lane in which the automobile 100 can move, the server CPU 14 advances the process to step ST227. If there is no adjacent lane in which the vehicle 100 can move, the server CPU 14 advances the process to step ST229.

In step ST227, the server CPU 14 determines whether or not the automobile 100 and a pedestrian or the like interfere with each other in an adjacent lane or the like. When the automobile 100 and a pedestrian or the like do not interfere with each other in an adjacent lane or the like, the server CPU 14 advances the process to step ST228. When the automobile 100 and a pedestrian or the like interfere with each other in an adjacent lane or the like, the server CPU 14 advances the process to step ST229.

In step ST228, the server CPU 14 generates a new lane or movable range for changing lanes to an adjacent lane or the like, which is another lane of the road, in order to update the course or the like generated in step ST223. The server CPU 14 may generate a new course or movable range in which the server CPU 14 changes lanes to an adjacent lane or the like to decelerate and stop.

For example, when a pedestrian is crossing from the adjacent lane of the own vehicle toward the lane of the own vehicle and the own vehicle can pass behind the pedestrian without interfering with the lane by changing the lane to the adjacent lane. Is a new lane or movable to move so that the server CPU 14 changes lanes from the current lane to an adjacent lane, which is another lane of the road, in order to update the lane or the like generated in step ST223. You may generate a range. In this case, the server CPU 14 may generate a decelerating course or movable range near the pedestrian, but may generate a non-decelerating course or movable range near the pedestrian. In the latter non-decelerating course, the vehicle can change lanes to avoid interference without decelerating.
After that, the server CPU 14 advances the process to step ST230.

In step ST229, the server CPU 14 generates a new course or movable range for decelerating and stopping in the current lane in order to update the course and the like generated in step ST223. The server CPU 14 basically generates a path or a movable range in which the pedestrian decelerates or stops before the path of the pedestrian. After that, the server CPU 14 advances the process to step ST230.

In step ST230, the server CPU 14 determines whether or not interference with a pedestrian or the like can be avoided with respect to the new course or movable range of the automobile 100 updated in step ST228 or step ST229. For example, if the updated new course or movable range stops before the position where the pedestrian crosses with an inter-vehicle distance, the server CPU 14 determines that interference with the pedestrian or the like can be avoided. Then, the process proceeds to step ST225. In other cases, the server CPU 14 advances the process to step ST231.

In step ST231, the server CPU 14 generates a warning notification to the terminal 200 such as a pedestrian who is expected to cross the road. After that, the server device 6 transmits the path or movable range generated for the automobile 100 to the automobile 100, and also transmits a warning notification to the terminal 200 such as a pedestrian. As a result, a pedestrian who is expected to cross the road can know that the terminal 200 possessed by the terminal 200 is expected to interfere with the automobile 100 by receiving a warning notification about the crossing. A pedestrian who is expected to cross the road can cross the road so as not to interfere with the vehicle 100 by adjusting the timing with the movement of the vehicle 100.

In this way, the server CPU 14 warns the pedestrian terminal 200 of the possibility of interference with the automobile 100, so that the automobile 100 is given a course or a movable range for changing to another lane of the road. Priority is given to generating, or creating a course or movable range that slows down or stops before the pedestrian's course. As a result, unnecessary deceleration and stoppage are less likely to occur in the automobile 100. Crew members are less likely to feel anxiety and stress.
Further, when the automobile 100 changes to another lane of the road and there is a possibility of interfering with the path of a pedestrian or the like, the server CPU 14 changes the path to the other lane of the road with respect to the automobile 100. Alternatively, it is prioritized to generate a path or a movable range that decelerates or stops before the path of a pedestrian or the like, rather than generating a movable range.
Further, the server CPU 14 can warn the terminal 200 such as a pedestrian of the possibility of interference with the automobile 100. Pedestrians can cross the road while ensuring safety.

FIG. 16 is an explanatory diagram of an example in which a pedestrian crosses a road.

FIG. 16A shows an automobile 100 traveling on a straight road with one lane on each side and terminals 200 for a plurality of pedestrians. Pedestrians near car 100 are moving along the road. On the other hand, a pedestrian away from the car 100 is trying to cross the road. In this case, the server CPU 14 determines that it interferes with a pedestrian who is away from the automobile 100, and executes the mapping process.

FIG. 16B is mapping data of the lane in which the automobile 100 is moving, in which the automobile 100 and a pedestrian away from the automobile 100 are mapped. The vertical axis is time, and time flows from top to bottom. The horizontal axis is the position on the lane. Pedestrians crossing the road move in the same position on the lane. On the other hand, the automobile 100 is moving so that the position on the lane approaches the position of a pedestrian.
In this case, the server CPU 14 first generates the course of the automobile 100 shown by the broken line in step ST223 without considering pedestrians. After that, the server CPU 14 determines in step ST224 that it intersects with a course crossing the road by a pedestrian, and in step ST229, generates an automobile 100 course indicated by a solid line that decelerates and stops before the position of the pedestrian. As shown in FIG. 16A, the server CPU 14 may change lanes in step ST228 to generate an automobile 100 course that decelerates and stops before the position of a pedestrian.

FIG. 16C is mapping data when the new course generated in step ST229 approaches the position of a pedestrian and stops. In this case, since the server CPU 14 cannot determine that interference can be avoided in step ST230, it generates a warning notification to the pedestrian terminal 200 in step ST231.

In FIG. 16, a pedestrian crosses the road from the lane of the own vehicle toward the adjacent lane.
On the contrary, when the pedestrian is crossing from the adjacent lane toward the lane of the own vehicle, the server CPU 14 interferes with the rear side of the pedestrian by changing the lane to the adjacent lane. It can be judged that it is possible to pass without. Then, the server CPU 14 changes lanes from the current lane to an adjacent lane, which is another lane of the road, in order to update the course or the like generated in step ST223, and can pass through a new course or move without decelerating. You may generate a range.

FIG. 17 is an explanatory diagram of an example in which a pedestrian crosses a road at an intersection.
FIG. 17 shows an intersection where two-way roads with two lanes on each side intersect. A pedestrian carrying the terminal 200 is trying to cross the road from the top to the bottom of the figure. The car 100 is about to turn left from the road going from the bottom to the top of the figure to the road going from the right to the left of the figure.

In this case, the server CPU 14 acquires the route information for turning left at the intersection for the automobile in step ST222. Even if there is no route information for the automobile 100, the server CPU 14 may determine that the automobile 100 is about to make a left turn at an intersection based on the fact that the automobile 100 is decelerating by turning on the left turn winker.
Then, the server CPU 14 first generates a left turn course indicated by a broken line in step ST223 without considering pedestrians. After that, the server CPU 14 determines that it interferes with the pedestrian's course in step ST224, and generates the automobile 100 course indicated by the solid line for changing lanes in step ST228.

As described above, in the present embodiment, when the collected information includes the information of the terminal 200 such as an uncontrolled pedestrian other than the automobile 100, the road on which the automobile 100 moves. Judge the possibility that a pedestrian will move across. Then, when crossing, the movement information providing system 1 maps the positions of pedestrians determined to have the possibility of crossing, and outputs the information to which the positions of the pedestrians are mapped together with the positions of the plurality of automobiles 100. It is used to generate information on a movable course or movable range as the course or movable range of the automobile 100 while avoiding interference with not only other automobiles 100 but also pedestrians. As a result, the automobile 100 can move without interfering with the pedestrian even in a moving environment where the pedestrian or the like exists.

[Second Embodiment]
The above-described embodiment is an example of control control of a plurality of automobiles 100 by the mobile information providing system 1. Then, each automobile 100 controls the movement of its own vehicle by using the information from the movement information providing system 1 as needed.
When the control system 20 of the automobile 100 of the movement information providing system 1 controls traveling by the own vehicle information, the information detected by the autonomous sensor is used in preference to the information received from the radio base station 4.
However, each autonomous sensor may not be able to detect with sufficient accuracy depending on the driving environment. Therefore, it is conceivable that the control system 20 of the automobile 100 increases the types of autonomous sensors and controls the traveling based on their comprehensive detection. However, it is not preferable in the manufacture of the automobile 100 to increase the number of autonomous sensors that can be detected with high accuracy indefinitely. Moreover, even if the types of autonomous sensors are increased, it is not always possible to detect with sufficient accuracy in all driving environments.
Hereinafter, an example corresponding to such a situation will be described.

FIG. 18 is a flowchart of detailed processing for step ST67 of FIG.
The operation control ECU of the automobile 100 executes the process of FIG. 18 in step ST67 of FIG.

In step ST81, the operation control ECU determines whether or not the detection accuracy of the autonomous sensor is sufficient. The autonomous sensor includes, for example, a stereo camera that captures an image of the front of an automobile 100. A stereo camera may not be able to sufficiently capture surrounding moving objects and lanes on the road surface in an environment such as backlight. If it is not such an captured image, the operation control ECU determines that the detection accuracy of the autonomous sensor is sufficient, and proceeds to the process in step ST82. In the case of such an captured image, the operation control ECU determines that the detection accuracy of the autonomous sensor is not sufficient, and proceeds to the process in step ST83.

In step ST82, the operation control ECU preferentially uses the detected value of the autonomous sensor over the information received from the radio base station 4 to determine the course for controlling the traveling of the own vehicle.

In step ST83, the operation control ECU preferentially uses the information received from the radio base station 4 over the detection value of the autonomous sensor to determine the course for controlling the traveling of the own vehicle. The operation control ECU generates information of a pseudo sensor having the same physical quantity as the detection information of the autonomous sensor from the information received from the radio base station 4, and uses this to determine the course for controlling the running of the own vehicle. May be used.

As described above, in the present embodiment, the priority of the detected value of the autonomous sensor and the information received from the radio base station 4 is switched according to the detection accuracy of the autonomous sensor. In this embodiment, for example, it is possible to deal with temporary lost visibility.
For example, when the image recognition by the stereo camera is lost or falls below the threshold value due to backlight, the control control by the world map is temporarily prioritized over the information of the stereo camera. Since the information on the world map is a bird's-eye view information in a minute time, it is possible to extract the course that the preceding vehicle has passed. In addition, the information of the autonomous sensor of another automobile 100 is also reflected.
Further, when the operation control ECU is not suitable for use so that the recognition rate of the autonomous sensor is 80% or less even in the control of automatic braking, the recognition result of the autonomous sensor is compared with the information of the world map, and these If there is a difference greater than or equal to the threshold value, the world map information may be prioritized over the recognition result of the autonomous sensor.
Further, when the detection accuracy of some autonomous sensors is low, the operation control ECU generates pseudo sensor information based on the world map information instead, and combines this with the information of other autonomous sensors to control itself. It may be used to determine the course to control the running of the vehicle.

[Third Embodiment]
When the control system 20 of the automobile 100 of the mobile information providing system 1 of the above-described embodiment controls traveling by the own vehicle information, the information detected by the autonomous sensor is prioritized over the information received from the radio base station 4. To use.
However, there may be situations where each autonomous sensor cannot detect sufficient information. For example, in a snowy field, a snowstorm, or a driving environment where visibility is lost, an autonomous sensor such as a stereo camera cannot detect sufficient information. The car 100 has no road, and it is unclear where it can run. In addition, an oncoming vehicle may suddenly appear. Autonomous sensors are not in a situation where they can be used properly, and the amount of information that can be captured is small.
Hereinafter, an example corresponding to such a situation will be described.

The control system 20 of the automobile 100 determines a traveling section in which the detection of the autonomous sensor cannot be expected based on the received world map and weather information.
When traveling in such a traveling section, the control system 20 of the automobile 100 estimates the width of the vehicle in which the vehicle can travel from, for example, a standing tree, and determines the course in the direction estimated to be travelable. The estimation of the travelable direction may be processed on the base station side by transmitting an image from the terminal device 2 of the automobile 100 to the server device 6 or the wireless base station 4.
When it can be determined that the field of view is completely lost based on the autonomous sensor, the control system 20 of the automobile 100 obtains from the received world map from the detection information of the autonomous sensor even when the driving is controlled by the own vehicle information. Priority is given to the information of the pseudo sensor. However, for information related to collision safety such as actual collision detection, priority is given to the detection information of the autonomous sensor. Driving in a snowstorm area is basically the slowest driving. The control system 20 of the automobile 100 determines the course by using the information of the pseudo sensor obtained from the world map. In such a process, the control system 20 of the automobile 100 further grasps the number of automobiles 100 traveling in the area, the current location of each automobile 100, and the timing of starting invasion into the area, and determines the traveling tracks thereof. You may simulate and decide the course based on it.

Further, when the server device 6 or the radio base station 4 detects that the oncoming vehicles are approaching each other based on the world map, the server device 6 or the radio base station 4 notifies both automobiles 100 of the warning. This makes it possible to avoid collisions.
Here, if the oncoming vehicle is out of the control of the system and is recognized outside the snowstorm section, the relevant vehicle is based on the estimated time when the vehicle will pass near it and the traveling locus of other vehicles up to now. You may simulate the passable area where the vehicle is expected to pass and notify your vehicle to avoid interference in that area. If interference is unavoidable, at least in the simulation, the calculation is performed so as not to interfere in the minute time that passes.
If an oncoming vehicle or motorcycle is not under the control of the system and is recognized for the first time within the snowstorm section, an emergency notification will be given to the vehicle running in the specific section and the vehicle will be posted on the world map. Simulate with an increase in uncertainties of moving objects that move quickly in the calculation, and raise an estimate of the need for safety (tilt in the direction of safety). If it is a person such as a child, notify the nearest vehicle and put it on the world map.

[Fourth Embodiment]
In the movement information providing system 1 of the above-described embodiment, the control system 20 of the automobile 100 basically controls the traveling of the own vehicle based on the detection information of the autonomous sensor. In this case, even if the user depresses the accelerator pedal by mistake with the brake pedal in a state where the user does not recognize the pedestrian or the like, the vehicle can be prevented from starting toward the pedestrian or the like.
However, the autonomous sensor provided in the automobile 100 does not always operate normally. Due to aging, the autonomous sensor may not be able to detect normally. Further, when the detection result of the autonomous sensor is incorrect due to the driving environment such as nighttime, backlight, and the light of an oncoming vehicle, the control system 20 of the automobile 100 appropriately travels the own vehicle based on the detection information of the autonomous sensor. May be out of control.
Hereinafter, an example corresponding to such a situation will be described.

The control system 20 of the automobile 100 determines the suitability of the detection information of the autonomous sensor. For example, when the image captured by the stereo camera is totally dark or overexposed, the control system 20 of the automobile 100 determines that the detection information of the autonomous sensor is inappropriate. In this case, the control system 20 of the automobile 100 confirms another moving object in the traveling direction based on the information on the world map. When it is confirmed that there is another moving object in the traveling direction based on the information on the world map, the control system 20 of the automobile 100 moves the other moving object in the traveling direction even if it cannot be determined by the detection information of the autonomous sensor. It determines that the body exists and executes driving control accordingly. The control system 20 of the automobile 100 uses the detection information of the pseudo sensor obtained from the world map to execute braking control that does not start.
The control system 20 of the automobile 100 determines the situation in which a pedestrian or the like is recognized on the world map and only the autonomous sensor of the own vehicle cannot recognize the other vehicle while the other vehicle is visible. The information of the pseudo sensor may be used. In this case, the control system 20 of the automobile 100 may increase the reliability of the pseudo sensor when the determination occurs over an arbitrary time or occurs more than a predetermined number of times. The control system 20 of the automobile 100 uses the detection information of the pseudo sensor with high reliability to select a pedestrian that is not recognized by the autonomous sensor, a course that does not interfere with the moving direction, and a time difference, and selects them. Based on driving control may be performed.

[Fifth Embodiment]
In the movement information providing system 1 of the above-described embodiment, the control system 20 of the automobile 100 switches the operation mode between automatic driving and driving support for manual driving by the user.
The user of the automobile 100 is basically responsible for driving in automatic driving.
For example, when the operation mode of the moving automobile 100 is switched from automatic driving to driving support, the user is responsible before and after the switching. In automatic driving, it is necessary to control driving so that the user is not liable for compensation, including the timing of switching to driving support.
In particular, when the user needs to perform a strong braking operation immediately after the operation mode of the moving automobile 100 is switched from automatic driving to driving support, the situation is severe for the user. In such a situation, it is expected that few users will be able to apply the full brake.
Hereinafter, an example corresponding to such a situation will be described.

The control system 20 of the automobile 100 repeatedly determines the reliability of the world map received by the terminal device 2 from the server device 6 while the automobile 100 is traveling. When the reliability of the received world map is low, the control system 20 of the automobile 100 prohibits switching the operation mode of the automobile 100 from the manual driving to the automatic driving.
The control system 20 of the automobile 100 repeatedly compares the detection information of the pseudo sensor obtained from the world map with the detection information of the autonomous sensor during automatic driving. Then, when these information are different by the threshold value or more, the control system 20 of the automobile 100 does not use the detection information of the pseudo sensor obtained from the world map. The control system 20 of the automobile 100 basically uses the detection information of the autonomous sensor to control the running of the automobile 100 during automatic driving.
When there is some kind of disturbance, the control system 20 of the automobile 100 terminates the automatic driving and executes a control for switching the operation mode of the automobile 100 from the automatic driving to the manual driving. In this transition control, the control system 20 of the automobile 100 first controls the traveling of the own vehicle so as to widen the distance between the vehicle and the preceding vehicle. The distance between the preceding vehicle and the own vehicle may be set according to the speed. When the autonomous sensor detects that a predetermined distance is obtained, the control system 20 of the automobile 100 notifies the user that the automatic driving is switched to the manual driving. The control system 20 of the automobile 100 does not use the information of the world map for this detection. After a few seconds, the control system 20 of the vehicle 100 switches the actual operating mode from automatic driving to manual driving.
By ensuring the distance between the vehicle and the preceding vehicle, it is less likely that the user needs to perform a strong braking operation immediately after the operation mode of the traveling vehicle 100 is switched from automatic driving to driving support. The user can understand that the automatic operation is switched to the manual operation by a judgment with a margin, and can start the operation for the manual operation. It is less likely that an urgent situation will occur in which the user needs to apply a strong brake immediately after switching to manual operation.

[Sixth Embodiment]
The server device 6 of each of the above-described embodiments collects information from a plurality of automobiles 100 moving in a predetermined area or a predetermined section in charge, maps the information, and uses the server device 6 for the movement determination or movement control of the plurality of automobiles 100. Is generated and transmitted to a plurality of automobiles 100. Each automobile 100 uses the information received from the server device 6 to execute the movement determination or movement control.
In addition to this, for example, a part or all of the processing by the server device 6 may be executed in each of the plurality of automobiles 100. For example, as shown in FIG. 7, each automobile 100 collects field information from another automobile 100, executes mapping to a current time map or a prediction map, and can be used for its movement determination or movement control in its own vehicle. Information on the possible range and course may be generated and used for movement judgment or movement control such as automatic driving of the own vehicle. In this case, the server device 6 and the plurality of wireless base stations 4 exert a function for transmitting and receiving data between the plurality of automobiles 100. The radio base station 4 is provided in a predetermined area or a predetermined section in which a plurality of automobiles 100 move, and communicates with a terminal device 2 used in the automobile 100 moving in the predetermined area or the predetermined section in charge.

In this case, the server device 6 generates and transmits the primary processing information based on the field information.
The terminal device 2 of the automobile receives the information generated by the server device 6 from the radio base station 4.
The automobile control system 20 generates travel control data as secondary processing information based on the field information received by the terminal device 2 or the primary processing information thereof.
Here, the primary processing information refers to information generated in the server device 6 based on the field information. The secondary processing information refers to information generated based on field information and primary processing information in the control system 20 of an automobile.

FIG. 19 is a flowchart of a field information collection process related to the movement of a plurality of automobiles 100 by the server device 6 of the present embodiment.
The server CPU 14 of the server device 6 repeatedly executes the collection process of FIG. 19 every time the server communication device 11 of the server device 6 receives new field information.

In step ST111, the server CPU 14 determines whether or not the field information is received. The field information includes, for example, own vehicle information transmitted by each terminal device 2 of a plurality of automobiles 100, and detection information of a detection device such as a camera installed on a road. The server device 6 (not shown) of the intelligent transportation system may transmit traffic information of the area to be managed to the server device 6. The server communication device 11 receives this information. If the server communication device 11 has not received the field information, the server CPU 14 repeats the process of step ST111. When the server communication device 11 receives the field information, the server CPU 14 advances the process to step ST112.

In step ST112, the server CPU 14 classifies the received field information according to the information source and stores it in the server memory 13. As a result, the server memory 13 of the server device 6 moves the information or peripheral information about the automobile 100 and the user received from each of the plurality of automobiles 100 as the field information related to the movement of the plurality of automobiles 100, or each automobile 100 moves. Accumulate and record traffic information in the area where you are working. The server CPU 14 may record the time when each field information is received in association with the received field information.

In step ST113, the server CPU 14 generates a mobile list for a plurality of automobiles 100 that the server device 6 needs to notify at the present time based on the received field information. The mobile list may include other mobiles, such as the other vehicle 100, which the server device 6 does not need to notify, so that it can be distinguished from the plurality of vehicles 100, which the server device 6 needs to notify.

FIG. 20 is a flowchart of a process of transmitting the collected field information by the server device of the present embodiment.
The server CPU 14 of the server device 6 repeatedly executes the transmission process of FIG. 20.

In step ST141, the server CPU 14 extracts information related to the running of each automobile 100 from the plurality of field information recorded in the server memory 13. For a certain automobile 100, the server CPU 14 may extract information related to the traveling of the preceding vehicle as well as information related to the traveling of the automobile.

In step ST142, the server CPU 14 transmits the extracted field information from the server communication device 11 to the communication device 71 of the automobile 100 corresponding thereto. The field information is transmitted from the server device 6 to the radio base station 4 through the dedicated network 5, and then transmitted from the radio base station 4 to the terminal device 2 of the automobile 100. The plurality of radio base stations 4 transmit field information to a plurality of terminal devices 2 provided in the plurality of automobiles 100.

In step ST143, the server CPU 14 determines whether or not the processing of the plurality of automobiles 100 in the mobile list has been completed. If the processing for all the automobiles 100 in the mobile list has not been completed, the server CPU 14 returns the processing to step ST141. The server CPU 14 selects the next unprocessed automobile 100 and repeats the processes from step ST141 to step ST143. When the processing for all the automobiles 100 in the mobile list is completed, the server CPU 14 ends the course generation processing of FIG.

As a result, the server device 6 transmits the field information used for each control or determination to the plurality of automobiles 100. The server device 6 may transmit the moving object list and the primary processing information indicating the traveling direction and the traveling speed of each of the plurality of automobiles 100 together with the field information. The primary processing information may further include the current position, the current time, the predicted time after a minute period from the current time, and the like as information for verification confirmation. Further, by repeating the processes of FIGS. 19 and 20, the server device 6 keeps repeatedly transmitting the field information regarding the course of the minute section to each of the plurality of automobiles 100.
The server device 6 may transmit the field information collected from the plurality of automobiles 100 to the plurality of automobiles 100 together with the field information or instead of the field information.

Then, each automobile 100 that has received the field information from the server device 6 executes the process of FIG. 6 to generate information on the course of the own vehicle. However, in this case, since each automobile 100 receives the mobile list or information based on the mobile list from the server device 6, it is not necessary to execute the process of step ST24.
Further, each automobile 100 controls the traveling of the own vehicle by executing the process of FIG. 9 using the information on the course of the own vehicle generated by the own vehicle.

As described above, in the present embodiment, the server device 6 collects field information related to the movement of the automobile 100 as a plurality of moving bodies and transmits the field information to each automobile 100. Then, each automobile 100 can determine and control each movement based on the information common to the plurality of automobiles 100. By executing the process based on the information common to the plurality of automobiles 100, the plurality of automobiles 100 can safely proceed so as not to collide with each other. It is possible to generate a course or a safe driving range of the vehicle and use the generated path or a safe driving range of a minute section. Each vehicle 100 is less susceptible to the unexpected movement of the other vehicle 100. Mutual safety during running of a plurality of automobiles 100 is enhanced.

This embodiment is an example in which the processing of the server device 6 in the first embodiment is carried out in the automobile 100. The processing of the server device 6 in the second to fifth embodiments described above can be the processing of the automobile 100 as in the present embodiment. In this case, the process of the server device 6 in each of the above-described embodiments may be read as the process of the control system 20 of the automobile 100. In this case, the processing of the server device 6 is distributed and individually processed for each of the automobiles 100 by the control systems 20 of the plurality of automobiles 100. Each automobile 100 basically executes processing for its own vehicle. It should be noted that each automobile 100 may execute the processing for the other automobile 100 on behalf of the other automobiles 100 and transmit the result, for example, according to the surplus capacity of the respective processing.
In such a case, the control system 20 of the automobile 100 may execute all the processes of the server device 6 in each embodiment, or may execute a part thereof.
For example, the server device 6 relays field information from a plurality of automobiles 100 and transmits the field information to the automobile 100. In this case, in this case, the control system 20 of each automobile 100 executes all the processes of the server device 6 in each embodiment from collecting field information from the plurality of automobiles 100.
For example, the server device 6 receives field information from a plurality of automobiles 100, collects it, and transmits it to the automobile 100. In this case, the control system 20 of each automobile 100 executes the processing of the server device 6 in each embodiment after collecting the field information from the plurality of automobiles 100.
For example, the server device 6 receives field information from a plurality of automobiles 100, collects it, and executes mapping to mapping data such as a current map or a forecast map. In this case, the control system 20 of each automobile 100 executes the processing after the processing based on the mapping data in each embodiment.
In any case, the mobile information providing system 1 of the above-described embodiment and its modification is a predetermined area in charge of the mobile information providing system 1 together with a plurality of terminal devices 2 that can be used by a plurality of moving automobiles 100. Alternatively, it has a server device 6 for collecting or relaying field information related to the movement of a plurality of automobiles 100 moving in a predetermined section. The server device 6 can communicate with a plurality of terminal devices 2 that can be used in each of the plurality of automobiles 100 as a plurality of mobile bodies through the radio base station 4 as a plurality of communication devices, and is in each of the above-described embodiments. It may be provided collectively as described above, or may be provided in a plurality of distributed manners in correspondence with a plurality of radio base stations 6 and the like. Then, the plurality of automobiles 100 and the server device 6 are divided into one or both, and the field information related to the movement of the plurality of automobiles 100 to be collected or relayed is mapped to the mapping data, and a plurality of the plurality of automobiles 100 and the server device 6 are based on the mapping data. Information may be generated for determining or controlling the movement of each of the vehicles 100 of the vehicle. Then, each of the plurality of automobiles 100 moves according to the information generated for each of the plurality of automobiles 100, so that the plurality of automobiles 100 can move safely without colliding with each other.

The above embodiments are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or modifications can be made without departing from the gist of the invention.

For example, in the above-described embodiment, the server device 6 in the mobile information providing system 1 and the control system 20 of each automobile 100 cooperate to execute a series of processes of each embodiment.
In addition to this, for example, all the various processes of the above-described embodiment may be executed by the server device 6. In this case, the control system 20 of each automobile 100 transmits the information required for processing through the terminal device 2 and the radio base station 4 to the server device 6, and the processing result by the server device 6 is transmitted through the radio base station 4. It may be received by the terminal device 2. Further, the control system 20 of the automobile 100 may determine and control the traveling of the automobile 100 based on the received information.
Further, for example, the server device 6 may execute only a part such as collection of various processes of the above-described embodiment, and the remaining processes may be executed in the control system 20 of each automobile 100. In this case, the server device 6 only collects the field information and transfers it to the terminal devices 2 of the plurality of automobiles 100. The control system 20 of each automobile 100 executes mapping based on the field information, generates information on the course or movable range of the own vehicle, and controls the movement based on the generated information.
Further, for example, instead of the server device 6, the control system 20 of each automobile 100 may execute all of the various processes of the above-described embodiment. In this case, the process of the server device 6 may be read as the process of each automobile 100. Then, the server device 6 may transmit the information collected from the plurality of automobiles 100 to each automobile 100 so as to relay the information. In this case, the server device 6 does not uniformly transmit the field information to each automobile 100, but may, for example, transmit the field information of other automobiles 100 in the peripheral range required for each automobile 100. .. For example, the server device 6 may transmit field information of other automobiles 100 in a predetermined section or a predetermined range classified according to the road on which they are traveling to each automobile 100.
Further, for example, the server device 6 may be provided so that the server device 6 is composed of a plurality of distributed server devices and is distributed among a plurality of radio base stations 4. The plurality of distributed server devices may be distributed and processed according to the stage of information processing, or may be distributed and processed for each region so as to correspond to the areas of the plurality of radio base stations 4. Then, a plurality of distributed server devices corresponding to each of the plurality of radio base stations 4 may be provided integrally with the radio base station 4. In this case, the distributed server device may manage the routing of data by the radio base station 4, for example, immediately process the data received from the automobile 100 and transmit it to the automobile 100. The radio base station 4 having the function of such a distributed server device can minimize the information transmission delay time. The radio base station 4 having the function of the distributed server device may function as a component of the control system 20 of the automobile 100 by substituting a part of the processing of the control system 20 of the automobile 100, for example. can. Then, the plurality of radio base stations 4 distribute and realize the above-mentioned processing of the server device 6 by, for example, collaborative processing in which they communicate with each other without going through the server device 6. In this case, each radio base station 4 fixedly installed on the road, for example, obtains information on a plurality of automobiles 100 accommodated in each communication area based on the position in each communication area and the like. The roads may be classified into a plurality of roads, grouped based on the classification of the roads, and the grouped information may be relayed and transferred to a plurality of other radio base stations 4. The server device 6 separate from the plurality of radio base stations 4 may be unnecessary. Further, the processing of the server device 6 described above may be distributed and realized by the collaborative processing of the plurality of radio base stations 4 and the server device 6.
Further, for example, the wireless base station 4 used together with the server device 6 is a wireless base provided exclusively for the automobile 100 or the like, even if it is a general-purpose wireless base station capable of communicating with a mobile terminal. It may be a station. A base station for ADAS communication is provided on the motorway. The base station for ADAS communication can be used as the radio base station 4 of the above-described embodiment. Further, the automobile 100 does not communicate directly with the base station or the server device 6, but may communicate with the base station or the server device 6 through another automobile 100 by, for example, V2V.

In the above-described embodiment, the mobile information providing system 1 has one server device 6. In addition to this, for example, the mobile information providing system 1 may include a plurality of server devices 6. The plurality of server devices 6 may be assigned different areas from each other, or may be assigned overlapping areas such as a wide area and a narrow area. Further, the plurality of server devices 6 may be distributed and provided in the mobile information providing system 1 by a plurality of carriers. The plurality of server devices 6 may process each area and send and receive each information to each other to operate in cooperation with each other. When another server device 6 fails, the server device 6 may also process the area of the other server device 6. In these cases, the plurality of server devices 6 can realize the processing of the server device 6 described in each of the above-described embodiments. Further, the mobile information providing system 1 may be made redundant by an alternative server device 6 or the like that is not normally used.

The first embodiment described above is an example in which the present invention is applied based on the first embodiment of Japanese Patent Application No. 2019-240029, which was previously applied for. An example of executing the processing of the server device 6 in Japanese Patent Application No. 2019-240029 in the automobile 100 is described in Japanese Patent Application No. 2019-240030. Further, the specification of Japanese Patent Application No. 2019-240031 describes another example of the mobile information providing system 1. The contents of these applications are incorporated by reference with respect to the present application.
For example, the configuration and processing of the mobile information providing system 1 of the first embodiment illustrated in the present application may be changed from FIG. 12 to FIG. 19 of Japanese Patent Application No. 2019-240029. Even in this case, the effect of the present invention can be obtained by applying the contents of each of the above-described embodiments to the configuration and processing of the modified mobile information providing system 1.

The time in the mobile information providing system 1 is the time when the automobile 100 transmits to the server device 6, the time when the server device 6 receives, the time when the server device 6 transmits the processing result to the automobile 100, and the time when the automobile 100 transmits the processing result. It is the received measurement time, the estimated time that the automobile 100 will pass, and the actual traveling time that the automobile 100 actually travels in the predicted section. In the closed system, the time difference between the automobile 100 and the server device 6 can be shortened.

1 ... Mobile information providing system, 2 ... Terminal device, 3 ... Base station side system, 4 ... Radio base station, 5 ... Dedicated network, 6 ... Server device, 11 ... Server communication device, 12 ... Server GNSS receiver, 13 ... Server memory, 14 ... Server CPU, 15 ... Server bus, 20 ... Control system, 21 ... Drive ECU, 22 ... Steering ECU, 23 ... Braking ECU, 24 ... Travel control ECU, 25 ... Driving operation ECU, 26 ... Detection ECU , 27 ... External communication ECU, 28 ... UI operation ECU, 30 ... Car network, 31 ... Bus cable, 32 ... Central gateway, 41 ... Display device, 42 ... Operation device, 51 ... Handle, 52 ... Brake pedal, 53 ... Accelerator Pedal, 54 ... shift lever, 61 ... speed sensor, 62 ... acceleration sensor, 63 ... stereo camera, 64 ... in-car camera, 65 ... microphone, 66 ... GNSS receiver, 71 ... communication device, 72 ... communication memory, 81 ... control Memory, 100 ... automobile (mobile body), 110 ... GNSS satellite

Claims (10)

Information related to the movement of a plurality of first-class mobile bodies can be received by using a plurality of communication devices provided for a predetermined area or a predetermined section, and used for movement determination or movement control in each of the plurality of first-class mobile bodies. It is a mobile information providing system that can send information that can be sent.
A collection unit that collects field information including information on the movement of a plurality of the first-class mobile bodies or pre-processed information obtained by processing the field information.
A mapping unit that maps the positions of a plurality of the first-class mobile objects based on the information collected by the collection unit, and
A generation unit that generates information on a movable course or a movable range of a plurality of the first-class mobile bodies by using information that maps the positions of a plurality of the first-class mobile bodies by the mapping unit.
For movement determination or movement control of each of the first-class mobile bodies, which is obtained based on the information on the generated course or movable range or the information on the course or movable range in each of the plurality of first-class mobile bodies. A control unit that controls the movement of each first-class mobile using information that can be used,
A crossing determination unit that determines the possibility that a second-class mobile body that is not the first-class moving body, which is included in the information collected by the collecting unit, crosses the road on which the first-class moving body moves.
Have,
The mapping unit
The position of the type 2 mobile body determined to be crossed by the crossing determination unit is mapped, and the position is mapped.
The generator
Using the information that the mapping unit maps the positions of the second-class mobile body together with the positions of the plurality of first-class mobile bodies, the other first-class mobile body can be set as the path or movable range of the first-class mobile body. Generates information on a movable course or movable range without interfering with not only a type 1 mobile body but also the type 2 mobile body.
Mobility information providing system.
The mobile information providing system has a plurality of terminal devices that can be used in each of the plurality of first-class mobile bodies.
The plurality of communication devices provided for the predetermined area or the predetermined section to which the plurality of first-class mobile bodies move are used in the first-class mobile body moving in the predetermined area or the predetermined section in charge. Communicate with the terminal device
The mobile information providing system according to claim 1.
The control unit is provided on the vehicle as the first-class mobile body.
The mobile information providing system according to claim 1 or 2.
The mapping unit
Map the course of the second-class mobile according to the crossing time of the road on which the first-class mobile can move.
The generator
If there is a possibility of interfering with the course of the Type 2 mobile on a road or lane where the Type 1 mobile may travel,
Warn the second-class mobile body of the possibility of interference with the first-class mobile body,
For the first-class mobile, generate a course or range of movement to change to another lane on the road, or
For the first-class moving body, a course or a movable range for decelerating or stopping before the course of the second-class moving body is generated.
The mobile information providing system according to any one of claims 1 to 3.
The generator
By warning the second-class mobile body of the possibility of interference with the first-class mobile body, the first-class mobile body can be changed to another lane on the road or can move. Generate a range or
Priority is given to generating a course or a movable range in which the first-class moving body decelerates or stops before interfering with the planned traveling course of the second-class moving body.
The mobile information providing system according to claim 4.
The generator
When the first-class mobile body changes to another lane on the road and there is a possibility of interfering with the course of the second-class mobile body,
By generating a course or a movable range that changes to another lane of the road for the first-class mobile body,
Priority is given to generating a course or a movable range in which the first-class moving body decelerates or stops before the course of the second-class moving body.
The mobile information providing system according to claim 4 or 5.
The generator
When the first-class mobile body changes to another lane on the road and there is a possibility that it will not interfere with the course of the second-class mobile body,
For the first-class moving body, a course or a movable range that changes to another lane of the road and does not decelerate near the second-class moving body is generated.
The mobile information providing system according to any one of claims 1 to 3.
The collecting unit acquires the position information, the route information, or the schedule information about the crossing of the second-class mobile from the terminal for the second-class mobile.
The generation unit warns the terminal of the second-class mobile body of the possibility of interference with the first-class mobile body.
The mobile information providing system according to any one of claims 1 to 7.
Information related to the movement of a plurality of first-class mobile bodies can be received by using a plurality of communication devices provided for a predetermined area or a predetermined section, and used for movement determination or movement control in each of the plurality of first-class mobile bodies. It is a server device of a mobile information providing system that can send information that can be sent.
In the movement information providing system,
Information related to the movement of a plurality of first-class mobile bodies can be received by using a plurality of communication devices provided for a predetermined area or a predetermined section, and used for movement determination or movement control in each of the plurality of first-class mobile bodies. It is a mobile information providing system that can send information that can be sent.
A collection unit that collects field information including information on the movement of a plurality of the first-class mobile bodies or pre-processed information obtained by processing the field information.
A mapping unit that maps the positions of a plurality of the first-class mobile objects based on the information collected by the collection unit, and
A generation unit that generates information on a movable course or a movable range of a plurality of the first-class mobile bodies by using information that maps the positions of a plurality of the first-class mobile bodies by the mapping unit.
For movement determination or movement control of each of the first-class mobile bodies, which is obtained based on the information on the generated course or movable range or the information on the course or movable range in each of the plurality of first-class mobile bodies. A control unit that controls the movement of each first-class mobile using information that can be used,
A crossing determination unit that determines the possibility that a second-class mobile body that is not the first-class moving body, which is included in the information collected by the collecting unit, crosses the road on which the first-class moving body moves.
Has at least the acquisition unit in
The mapping unit
The position of the type 2 mobile body determined to be crossed by the crossing determination unit is mapped, and the position is mapped.
The generator
Using the information that the mapping unit maps the positions of the second-class mobile body together with the positions of the plurality of first-class mobile bodies, the other first-class mobile body can be set as the path or movable range of the first-class mobile body. Generates information on a movable course or movable range without interfering with not only a type 1 mobile body but also the type 2 mobile body.
Server device.
Information related to the movement of a plurality of first-class mobile bodies can be received by using a plurality of communication devices provided for a predetermined area or a predetermined section, and used for movement determination or movement control in each of the plurality of first-class mobile bodies. It is a vehicle of a mobile information providing system that can send information that can be transmitted.
In the movement information providing system,
Information related to the movement of a plurality of first-class mobile bodies can be received by using a plurality of communication devices provided for a predetermined area or a predetermined section, and used for movement determination or movement control in each of the plurality of first-class mobile bodies. It is a mobile information providing system that can send information that can be sent.
A collection unit that collects field information including information on the movement of a plurality of the first-class mobile bodies or pre-processed information obtained by processing the field information.
A mapping unit that maps the positions of a plurality of the first-class mobile objects based on the information collected by the collection unit, and
A generation unit that generates information on a movable course or a movable range of a plurality of the first-class mobile bodies by using information that maps the positions of a plurality of the first-class mobile bodies by the mapping unit.
For movement determination or movement control of each of the first-class mobile bodies, which is obtained based on the information on the generated course or movable range or the information on the course or movable range in each of the plurality of first-class mobile bodies. A control unit that controls the movement of each first-class mobile using information that can be used,
A crossing determination unit that determines the possibility that a second-class mobile body that is not the first-class moving body, which is included in the information collected by the collecting unit, crosses the road on which the first-class moving body moves.
Has at least the control unit in
The mapping unit
The position of the type 2 mobile body determined to be crossed by the crossing determination unit is mapped, and the position is mapped.
The generator
Using the information that the mapping unit maps the positions of the second-class mobile body together with the positions of the plurality of first-class mobile bodies, the other first-class mobile body can be set as the path or movable range of the first-class mobile body. Generates information on a movable course or movable range without interfering with not only a type 1 mobile body but also the type 2 mobile body.
vehicle.

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