JP2022098348A - Roadside machine - Google Patents

Abstract

To provide a roadside machine capable of identifying an on-vehicle device loading vehicle from among vehicles proceeding to a traffic intersection and providing particular driving support information to the on-vehicle device loading vehicle proceeding to the traffic intersection.SOLUTION: A roadside machine 2 is installed at a traffic intersection and has a roadside machine communication unit 21, a roadside machine memory 22, and a roadside machine control unit 23. The roadside machine 2 comprises: acquiring information of an on-vehicle device loading vehicle, proceeding to a traffic intersection, from an on-vehicle device 3 by radio communication; detecting information of individual vehicles proceeding to the traffic intersection on the basis of output of first to fourth sensor modules 5A to 5D; determining that any one of the individual vehicles is the same vehicle as the on-vehicle device loading vehicle on the basis of the information of the on-vehicle device loading vehicle and the information of the individual vehicles; and transmitting to the on-vehicle device loading vehicle driving support information acquired based on the information of the on-vehicle device loading vehicle and the information of the individual vehicles.SELECTED DRAWING: Figure 1

Description

The present invention relates to a roadside machine that is installed at an intersection and can form an intersection driving support system in cooperation with an on-board unit mounted on a vehicle (particularly an autonomous driving vehicle).

In Patent Document 1, the direction in which the own vehicle travels across the oncoming lane at the intersection based on the detection information acquired by the object detection sensor transmitted from the roadside unit installed at the intersection. Describes an in-vehicle device that outputs an alarm when it is determined that an object exists or an object moves.

Japanese Unexamined Patent Publication No. 2017-58868

In the technique described in Patent Document 1, the on-board unit needs to extract and process information according to the own vehicle from the detection information transmitted from the roadside unit, which has a large processing load. Therefore, the applicant is considering providing driving support for a vehicle equipped with the on-board unit (that is, a vehicle equipped with the on-board unit) by providing individual information from the roadside unit to the on-board unit. In this case, the roadside unit needs to specify the vehicle equipped with the on-board unit, but the vehicle equipped with the on-board unit cannot be specified only by the detection information by the object detection sensor.

The present invention has been made in view of such circumstances, and identifies a vehicle equipped with an on-board unit from among vehicles heading for an intersection and provides individual driving support information to the vehicle equipped with an on-board unit heading to the intersection. The purpose is to provide a roadside unit that can be used.

According to one aspect of the invention, a roadside machine is provided. This roadside unit acquires the information of the vehicle equipped with the on-board unit heading to the intersection by wireless communication and detects the information of each vehicle heading to the intersection based on the output of the sensor module, and the information of the vehicle equipped with the on-board unit and each vehicle. Based on the information in the above, any one of the vehicles is determined to be the same vehicle as the vehicle equipped with the on-board unit, and the information on the vehicle equipped with the on-board unit and the driving support information obtained based on the information on the vehicle are used as the on-board unit. It is configured to send to the on-board vehicle.

According to the present invention, it is possible to specify a vehicle equipped with an on-board unit from among vehicles heading for an intersection and provide a roadside unit capable of providing individual driving support information to the vehicle equipped with an on-board unit heading to the intersection. Can be done.

It is a block diagram of the intersection driving support system which concerns on one Embodiment of this invention. It is a figure which shows an example of the intersection to which the intersection driving support system is applied. It is a flowchart which shows an example of the intersection situation grasping process. It is a flowchart which shows an example of the vehicle-mounted vehicle grasping process. It is a figure for demonstrating the 1st contact determination process about the vehicle with the vehicle-mounted device heading toward the intersection. It is a flowchart which shows an example of the said 1st contact determination processing (including driving support information creation / transmission processing). It is a figure for demonstrating the 2nd contact determination process about the vehicle with the on-board unit which is waiting for a right turn in the intersection. It is a flowchart which shows an example of the said 2nd contact determination processing (including driving support information creation / transmission processing).

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a block diagram showing a configuration of an intersection driving support system according to an embodiment of the present invention. As shown in FIG. 1, the intersection driving support system 1 according to the embodiment is mainly composed of a roadside machine 2 installed at an intersection and an on-board unit 3 mounted on a vehicle. Then, the intersection driving support system 1 transmits the driving support information about the intersection from the roadside unit 2 to the vehicle-mounted device 3 (in other words, a vehicle equipped with the vehicle-mounted device 3 which is a vehicle equipped with the vehicle-mounted device 3) by road-to-vehicle communication. It is configured to do.

In the following, a case where the vehicle equipped with the on-board unit is an autonomous driving vehicle equipped with an automatic driving device will be described. However, the present invention is not limited to this, and the vehicle equipped with the on-board unit may be a driving support vehicle provided with a driving support device that assists the driver in driving. In this case, the automatic driving device in the following description is read as a driving support device.

Referring to FIG. 1, in the present embodiment, the roadside machine 2 is a roadside machine communication unit 21 that performs wireless communication with the outside, a roadside machine memory 22 that stores various information, and a roadside machine control unit 23 that executes various processes. And have.

Further, the roadside unit 2 has means for acquiring time information such as a GNSS (Global Navigation Satellite System) receiver (not shown), and also has a signal controller 4 and a plurality of signals that control a plurality of traffic lights installed at the intersection X. (Here, the first to fourth sensor modules 5A to 5D) are electrically connected by wire or wirelessly. Therefore, the roadside machine 2 can acquire the time information, the signal control information from the signal controller 4, and the outputs (detection results) of the first to fourth sensor modules 5A to 5D. Is.

FIG. 2 is a diagram showing an example of an intersection to which the intersection driving support system 1 is applied. As shown in FIG. 2, in the present embodiment, the intersection X is a crossroad (cross) intersection, and the intersection X includes the first to fourth vehicle traffic lights 41A to 41D and the first to fourth vehicles. Pedestrian traffic lights 61A to 61D are installed. Then, these traffic lights 41A to 41D and 61A to 61D are controlled by the signal controller 4.

The first to fourth vehicle traffic lights 41A to 41D are so-called double-sided traffic lights, and have signal lights on both the front side and the back side. The first to fourth vehicle traffic lights 41A to 41D are attached to the first to fourth signal columns 43A to 43D via the support arms 42A to 42D, respectively. Further, the first to fourth pedestrian traffic lights 61A to 61D are attached to the first to fourth signal columns 43A to 43D via the support arms 62A to 62D, respectively.

The roadside machine 2 and the signal controller 4 are attached to, for example, any of the first to fourth signal columns 43A to 43D (here, the second signal column 43B). However, the present invention is not limited to this, and the roadside machine 2 and the signal controller 4 may be attached to separate signal columns, or the roadside machine 2 and the signal controller 4 may be integrated (the roadside machine 2 and the signal controller 4 may be integrated). It may be housed in one housing). Alternatively, the roadside unit 2 and / or the signal controller 4 may be installed in a place other than the first to fourth signal columns 43A to 43D.

The first to fourth sensor modules 5A to 5D monitor the intersection X and the predetermined range of the road leading to the intersection X from an obliquely upper view. The road leading to the intersection X is a road on which a vehicle heading for the intersection X travels. Further, the predetermined range is not particularly limited, but may be, for example, a range of approximately 150 to 200 m upstream from the intersection X.

In the present embodiment, each of the first to fourth sensor modules 5A to 5D has a GNSS receiver 51, a road surface detection unit 52, and an object detection unit 53 (see FIG. 1). The GNSS receiver 51 is mainly used for acquiring position information and time information. The road surface detection unit 52 includes, for example, a road surface condition sensor, and detects the road surface condition (deformation such as unevenness, dryness, wetness, snow cover, freezing, etc.) of the road in the monitoring range. The object detection unit 53 includes, for example, an image sensor (camera), a LiDAR sensor, and an image processing unit, and detects the presence and position of an object (particularly a vehicle) in the monitoring range based on a feature amount or the like. That is, each of the first to fourth sensor modules 5A to 5D can continuously detect the road surface condition of the road within its own monitoring range and the position of each vehicle existing within its own monitoring range. be.

Further, each of the first to fourth sensor modules 5A to 5D is configured to periodically output the detection result together with the time information, that is, to the roadside machine 2 at predetermined time intervals. In other words, the roadside machine 2 inputs the outputs (detection results) of the first to fourth sensor modules 5A to 5D at the predetermined time intervals. The predetermined time is not particularly limited, but is 200 ms in the present embodiment.

Referring to FIG. 2, in the present embodiment, the first sensor module 5A is attached to a support arm 42A that supports the first vehicle traffic light 41A. The first sensor module 5A is installed so as to overlook the first road 40A from diagonally above, and has the predetermined range of the first road 40A and a part of the intersection X (mainly the first road 40A in the intersection X). Monitor the extended part). The first road 40A is a road whose traffic volume and the like are controlled by the first vehicle traffic light 41A among the roads leading to the intersection X, and is located on the opposite side of the intersection X from the first sensor module 5A. Here, it has two vehicle traffic zones 40A-1 and 40A-2. The first sensor module 5A detects the presence and position of each vehicle traveling on the first road 40A toward the intersection X, the vehicle stopped in the intersection X after traveling on the first road 40A, and the vehicle thereof. It is possible to detect the position and the road surface condition of the intersection X and the first road 40A. The detection result of the first sensor module 5A is output to the roadside machine 2 at the predetermined time intervals.

The second sensor module 5B is attached to a support arm 42B that supports the second vehicle traffic light 41B. The second sensor module 5B is installed so as to overlook the second road 40B from diagonally above, and has the predetermined range of the second road 40B and a part of the intersection X (mainly the second road 40B in the intersection X). Monitor the extended part). The second road 40B is a road whose traffic volume and the like are controlled by the second vehicle traffic light 41B among the roads leading to the intersection X, and is located on the opposite side of the intersection X from the second sensor module 5B. .. The second sensor module 5B detects the existence and position of a vehicle traveling on the second road 40B toward the intersection X, and the vehicle stopped in the intersection X after traveling on the second road 40B and its position. It is possible to detect the road surface condition of the intersection X and the second road 40B. The detection result of the second sensor module 5B is output to the roadside machine 2 at the predetermined time intervals.

The third sensor module 5C is attached to a support arm 42C that supports the third vehicle traffic light 41C. The third sensor module 5C is installed so as to overlook the third road 40C from diagonally above, and has the predetermined range of the third road 40C and a part of the intersection X (mainly the third road 40C in the intersection X). Monitor the extended part). The third road 40C is a road whose traffic volume and the like are controlled by the third vehicle traffic light 41C among the roads leading to the intersection X, and is located on the opposite side of the intersection X from the third sensor module 5C. Here, it has two vehicle traffic zones 40C-1 and 40C-2. The third sensor module 5C detects the existence and position of a vehicle traveling on the third road 40C toward the intersection X, and the vehicle stopped in the intersection X after traveling on the third road 40C and its position. It is possible to detect the road surface condition of the intersection X and the third road 40C. The detection result of the third sensor module 5C is output to the roadside machine 2 at the predetermined time intervals.

The fourth sensor module 5D is attached to a support arm 42D that supports the fourth vehicle traffic light 41D. The fourth sensor module 5D is installed so as to overlook the fourth road 40D from diagonally above, and has the predetermined range of the fourth road 40D and a part of the intersection X (mainly the fourth road 40D in the intersection X). Monitor the extended part). The fourth road 40D is a road whose traffic volume and the like are controlled by the fourth vehicle traffic light 41D among the roads leading to the intersection X, and is located on the opposite side of the fourth sensor module 5D across the intersection X. .. The fourth sensor module 5D detects the existence and position of a vehicle traveling on the fourth road 40D toward the intersection X, and the vehicle stopped in the intersection X after traveling on the fourth road 40D and its position. It is possible to detect the road surface condition of the intersection X and the fourth road 40D. The detection result of the fourth sensor module 5D is output to the roadside machine 2 at the predetermined time intervals.

Returning to FIG. 1, the roadside unit communication unit 21 of the roadside unit 2 has a communication area centered on the intersection X and including at least the monitoring range of the first to fourth sensor modules 5A to 5D. Further, in the present embodiment, the roadside unit communication unit 21 is configured to periodically broadcast a response request and receive the response of the vehicle-mounted device 3 to the response request.

The roadside machine memory 22 stores at least information (map data, etc.) regarding the intersection X and the first to fourth roads 40A to 40D. Further, the roadside machine memory 22 secures an area for storing various information and the like acquired by the roadside machine 2.

When the roadside unit communication unit 21 receives the response from the vehicle-mounted device 3 to the response request, the roadside unit control unit 23 wirelessly communicates with the vehicle-mounted unit 3 that is the source of the response via the roadside unit communication unit 21. Establish a (session). Here, the on-board unit 3 for transmitting the response to the response request is usually the on-board unit 3 of the on-board unit-mounted vehicle that has entered the communication area from the outside of the communication area, that is, the on-board unit-mounted vehicle heading for the intersection X. It is an on-board unit 3 mounted on the vehicle. Therefore, the roadside unit control unit 23 establishes the wireless communication (session) with the vehicle-mounted vehicle (vehicle-mounted device 3) heading for the intersection X, and the intersection X via the established wireless communication (session). It is possible to acquire information on the vehicle equipped with the on-board unit heading toward. The information on the on-board unit-equipped vehicle acquired by the roadside unit control unit 23 includes the vehicle ID of the on-board unit-equipped vehicle, the state information (speed, acceleration and position) of the on-board unit-equipped vehicle, and the on-board unit-equipped vehicle. Includes route information (moving route and driving lane).

Further, the roadside machine control unit 23 inputs (acquires) the outputs (detection results) of the first to fourth sensor modules 5A to 5D every predetermined time (200 ms) and signals from the signal controller 4 at a predetermined timing. Get control information. The signal control information includes the light color switching timing (switching time) and the duration of each light color in each of the first to fourth vehicle traffic lights 41A to 41D and the first to fourth pedestrian traffic lights 61A to 61D. including.

Then, the roadside machine control unit 23 appropriately stores the acquired information in the roadside machine memory 22, and various processes as described later based on the acquired information (including the information stored in the roadside machine memory 22). Is configured to run.

Referring to FIG. 1, in the present embodiment, the on-board unit 3 performs various processes such as the on-board unit communication unit 31 that performs wireless communication with the outside, the on-board unit memory 32 that stores various information, and the on-board unit memory 32 that stores various information, similarly to the roadside unit 2. It has an on-board unit control unit 33 to execute. Further, the vehicle-mounted device 3 is electrically connected to the automatic driving device 6 mounted on the vehicle mounted on the vehicle-mounted device together with itself (that is, the vehicle-mounted device 3). The automatic driving device 6 is a device that appropriately acquires information necessary for automatic driving and automatically drives the vehicle equipped with the on-board unit. The information necessary for the automatic driving includes information acquired from various sensors, information provided from the vehicle-mounted device 3 (acquired via the vehicle-mounted device 3), and the like.

In the present embodiment, the automatic driving device 6 uses the speed sensor, the acceleration sensor, the GNSS receiver, and the like (not shown) mounted on the vehicle-mounted device to determine the speed of the vehicle-mounted vehicle and the acceleration of the vehicle-mounted vehicle. , The position and time information of the vehicle equipped with the on-board unit are acquired. Therefore, the on-board unit 3 can acquire the speed, acceleration, position, and the like of the on-board unit-equipped vehicle as state information of the on-board unit-equipped vehicle together with the time information from the automatic driving device 6. However, the present invention is not limited to this, and the on-board unit 3 may directly acquire the state information of the vehicle equipped with the on-board unit from the speed sensor, the acceleration sensor, the GNSS receiver, and the like.

Further, in the present embodiment, the automatic driving device 6 is configured to drive the vehicle mounted on the vehicle-mounted device at a set speed along a preset movement route (including a traveling lane; the same shall apply hereinafter). Therefore, the vehicle-mounted device 3 can acquire the movement route and the set speed of the vehicle-mounted device-equipped vehicle from the automatic driving device 6 as the route information of the vehicle-mounted device-mounted vehicle.

When the on-board unit 3 (on-board unit control unit 33) receives the response request broadcasted from the roadside unit 2 (roadside unit communication unit 21), the on-board unit communication unit 31 receives the response request via the on-board unit communication unit 31. The response to the response request is configured to be transmitted to the roadside unit 2 (roadside unit communication unit 21). Further, in the present embodiment, when the vehicle-mounted device 3 (vehicle-mounted device control unit 33) receives the information transmission request transmitted from the roadside unit 2 (roadside unit communication unit 21), the vehicle-mounted device 3 includes the time information. Is configured to be transmitted to the roadside unit 2 (roadside unit communication unit 21). The transmitted information on the on-board unit-equipped vehicle includes the vehicle ID of the on-board unit-equipped vehicle, the state information (speed, acceleration, position, etc.) of the on-board unit-equipped vehicle, and the route information (movement route and movement route) of the on-board unit-equipped vehicle. Includes set speed, etc.).

Next, the process executed by the roadside machine control unit 23 (that is, the roadside machine 2) will be described. In the present embodiment, the roadside machine control unit 23 mainly executes the intersection situation grasping process, the on-board unit mounted vehicle grasping process, the same vehicle determination process, and the driving support information creation / transmission process.

[Intersection situation grasp processing]
The roadside machine control unit 23 grasps the situation of the intersection X based on the outputs of the first to fourth sensor modules 5A to 5D. Specifically, in the present embodiment, the roadside machine control unit 23 detects the road surface condition of the intersection X and the road leading to the intersection X (detection of the road surface condition), and detects information of each vehicle heading to the intersection X. By predicting the future position of each vehicle heading toward the intersection X (detection of vehicle information) and predicting the future position of each vehicle (prediction of the future position), the situation of the intersection X is grasped.

(Detection of road surface condition)
The roadside machine control unit 23 deforms, dries, and wets the unevenness of the roads (first to fourth roads 40A to 40D) leading to the intersection X and the intersection X based on the outputs of the first to fourth sensor modules 5A to 5D. Detects road surface conditions such as snow cover and freezing.

(Detection of vehicle information)
The roadside machine control unit 23 detects information on each vehicle heading for the intersection X based on the outputs of the first to fourth sensor modules 5A to 5D. Specifically, the roadside machine control unit 23 detects the current position of each vehicle heading for the intersection X based on the outputs of the first to fourth sensor modules 5A to 5D, and detects the current position of each detected vehicle. It is stored in the roadside machine memory 22. Further, the roadside machine control unit 23 heads for each vehicle heading for the intersection X based on the (latest) current position of each vehicle heading for the intersection X and the (past) current position of each vehicle heading for the previously detected intersection X. Calculate (detect) the movement vector (movement speed, movement direction) of. However, the present invention is not limited to this, and the roadside machine control unit 23 heads for the intersection X including the (latest) current position of each vehicle heading for the intersection X and the current position of each vehicle heading for the previously detected intersection. The movement vector of each vehicle toward the intersection X may be detected (calculated) based on the current positions of each vehicle for a plurality of times in the past. That is, in the present embodiment, the roadside machine control unit 23 detects the current position and the movement vector of each vehicle heading for the intersection X as information of each vehicle heading for the intersection X.

(Prediction of future position)
The roadside unit control unit 23 is a signal from the signal controller 4 based on the (latest) current position of each vehicle heading for the detected intersection X and the movement vector of each vehicle heading for the detected (calculated) intersection X. The future position of each vehicle heading for the intersection X is predicted by adding the control information. In the present embodiment, the roadside machine control unit 23 starts from the (latest) current position of each vehicle heading for the intersection X, and sets the future position of each vehicle heading for the intersection X n seconds ahead (for example, 15 to 20 seconds ahead). ) Is predicted (calculated) in units of the predetermined time (200 ms). Specifically, the roadside machine control unit 23 assumes that each vehicle heading for the intersection X goes straight toward the intersection X from the current position, and adds the signal control information from the signal controller 4 to the intersection. The moving speed of each vehicle heading for X is appropriately adjusted, and then the future position of each vehicle heading for the intersection X up to the n seconds ahead is predicted (calculated) in the predetermined time (200 ms) unit. However, it is not limited to this. The roadside machine control unit 23 may predict (calculate) the future position of each vehicle heading for the intersection X in consideration of the road surface condition of the intersection X and the road leading to the intersection X.

FIG. 3 is a flowchart showing an example of the intersection situation grasping process executed by the roadside machine control unit 23 (that is, the roadside machine 2). In FIG. 13, in step S1, it is determined whether or not the outputs (detection results) of the first to fourth sensor modules 5A to 5D are input. Then, when the outputs of the first to fourth sensor modules 5A to 5D are input, the process proceeds to step S2.

In step S2, the road surface condition (unevenness, etc.) of the roads (first to fourth roads 40A to 40D) leading to the intersection X and the intersection X based on the outputs of the first to fourth sensor modules 5A to 5D input in step S1. Deformation, dryness, wetness, snow and freezing, etc.) are detected.

In step S3, the current position of each vehicle heading for the intersection X is detected based on the outputs of the first to fourth sensor modules 5A to 5D.

In step S4, the movement vector (movement speed and movement direction) of each vehicle toward the intersection X is detected (calculated). Specifically, the intersection X is determined based on the current position of each vehicle heading for the intersection X detected in step S3 and the (past) current position of each vehicle heading for the intersection X detected in the previous step S3. Detects (calculates) the movement vector of each vehicle heading.

In step S5, the current position of each vehicle heading for the intersection X detected in step S3, the movement vector (moving speed, moving direction) of each vehicle heading for the intersection X detected (calculated) in step S4, and the signal controller 4 The future position of each vehicle heading for the intersection X is predicted (calculated) based on the signal control information from. Specifically, starting from the current position detected in step S3, the future position up to the n seconds ahead is predicted (calculated) in predetermined time (200 ms) units while adjusting the moving speed based on the signal control information. do. The future position of each vehicle heading toward the intersection X may be predicted (calculated) in consideration of the road surface condition of the intersection X detected in step S2 and the road leading to the intersection X. The future position of each vehicle heading for the predicted (calculated) intersection X is stored in the roadside machine memory 22. Then, when the process of step S5 is completed, the process returns to step S1.

Although detailed description here is omitted, the information (including the future position) of each vehicle stored in the roadside machine memory 22 is, for example, the corresponding vehicle is the first to fourth sensor modules 5A to 5D. It is cleared by moving out of the monitoring range of.

[Vehicle-equipped vehicle grasping process]
In the present embodiment, the roadside unit control unit 23 grasps the vehicle-mounted device mounted vehicle heading for the intersection X by acquiring the information of the vehicle-mounted device mounted vehicle heading for the intersection X via the wireless communication (session). Specifically, the roadside unit control unit 23 periodically (for example, every 200 ms) transmits the information transmission request to the vehicle-mounted device-mounted vehicle (vehicle-mounted device 3) heading for the intersection X via the roadside unit communication unit 21. Then, the information of the vehicle-mounted device mounted vehicle transmitted from the vehicle-mounted device 3 of the vehicle-mounted device-mounted vehicle that has received the information transmission request is received. As a result, the roadside unit control unit 23 has information on the vehicle-mounted vehicle heading toward the intersection X, that is, the vehicle ID of the vehicle-mounted vehicle, state information (speed, acceleration, position, etc.) of the vehicle-mounted vehicle, and the above-mentioned. The route information (movement route, set speed, etc.) of the vehicle equipped with the on-board unit is acquired periodically (for example, every 200 ms).

Further, the roadside unit control unit 23 determines the future position of the vehicle-mounted vehicle heading toward the intersection X based on the acquired information on the vehicle-mounted vehicle heading toward the intersection X, taking into account the signal control information from the signal controller 4. Predict. Specifically, in the present embodiment, the roadside machine control unit 23 starts from the current position of the vehicle-mounted vehicle heading toward the intersection X as in the case of each vehicle heading to the intersection X, and the speed is based on the signal control information. The future position of the vehicle-mounted vehicle heading toward the intersection X is predicted (calculated) in the predetermined time unit up to the n seconds ahead. However, it is not limited to this. The roadside machine control unit 23 may predict (calculate) the future position of the vehicle-mounted vehicle heading toward the intersection X by further considering the road surface condition of the intersection X and the road leading to the intersection X.

FIG. 4 is a flowchart showing an example of the on-board unit mounted vehicle grasping process executed by the roadside machine control unit 23 (that is, the roadside machine 2). This process is executed for each vehicle equipped with the on-board unit. In FIG. 4, in FIG. 4, in step S11, it is determined whether or not wireless communication (session) is established with the vehicle-mounted vehicle (vehicle-mounted device 3) heading for the intersection X. Then, if the wireless communication (session) is established, the process proceeds to step S12.

In step S12, information on the vehicle-mounted vehicle heading toward the intersection X by the wireless communication (session), that is, vehicle ID, state information (speed, acceleration, position, etc.) and route information (speed, acceleration, position, etc.) of the vehicle-mounted vehicle heading toward the intersection X (speed, acceleration, position, etc.) (Movement route, set speed, etc.) is acquired. Specifically, as described above, by transmitting the information transmission request to the vehicle-mounted device-mounted vehicle (vehicle-mounted device 3) heading for the intersection X, information on the vehicle-mounted device-mounted vehicle heading for the intersection X is acquired. The acquired information on the vehicle equipped with the on-board unit heading for the intersection X is stored (updated) in the roadside machine memory 22.

In step S13, the future position of the vehicle-mounted vehicle heading toward the intersection X is predicted (calculated) based on the information of the vehicle-mounted vehicle mounted vehicle acquired in step S12 and the signal control information from the signal controller 4. Specifically, the future position of the vehicle equipped with the on-board unit toward the intersection X is predicted (calculated) in predetermined time (200 ms) units up to the n seconds ahead. The future position of the vehicle-mounted vehicle toward the predicted (calculated) intersection X is stored in the roadside machine memory 22. Then, when the process of step S13 is completed, the process returns to step S11.

Although detailed description here is omitted, the information (including the future position) of both the on-board unit mounted on the roadside machine memory 22 is, for example, that the vehicle equipped with the on-board unit is the roadside machine 2 (roadside). It is cleared by moving out of the communication area of the machine communication unit 21).

[Same vehicle judgment process]
As described above, in the present embodiment, the roadside machine control unit 23 detects (calculates) information on each vehicle heading for the intersection X based on the outputs of the first to fourth sensor modules 5A to 5D (intersection). Situation grasping process). Further, the roadside unit control unit 23 acquires information on the vehicle-mounted vehicle heading toward the intersection X by the wireless communication (session) (vehicle-mounted vehicle grasping process). Here, the vehicle equipped with the on-board unit heading for the intersection X is nothing but a vehicle heading for the intersection X. Therefore, the roadside unit control unit 23 has double (duplicate) acquired information about one vehicle equipped with the on-board unit, and as a result, erroneously grasps the situation at the intersection X (). (One vehicle equipped with an on-board unit may be mistaken for two vehicles). Further, as will be described later, in the present embodiment, the roadside unit control unit 23 determines whether or not there is a possibility of a contact accident between the vehicle equipped with the on-board unit and another vehicle. If the above is mistaken for two vehicles (a vehicle equipped with an on-board unit and another vehicle), it may be determined (that is, an erroneous determination) that the two vehicles come into contact with each other.

In order to eliminate such a risk, in the present embodiment, the roadside machine control unit 23 executes the same vehicle determination process for determining that any of the vehicles heading for the intersection X is the same vehicle as the vehicle equipped with the on-board unit. This prevents one vehicle equipped with an on-board unit from being mistaken for two vehicles. Specifically, the roadside machine control unit 23 determines that any of the vehicles heading for the intersection X is the same vehicle as the vehicle equipped with the on-board unit as follows.

The roadside unit control unit 23 includes information on the vehicle equipped with the on-board unit heading for the intersection X acquired via the wireless communication (session) (see step S12 in FIG. 14), and the first to fourth sensor modules 5A to 5D. Compare with the information of each vehicle heading for the intersection X detected based on the output (see steps S3 and S4 in FIG. 13). This comparison is made for each vehicle equipped with an on-board unit. Then, the roadside unit control unit 23 selects a vehicle from among the vehicles whose current position is closest to (substantially coincides with) the position of the vehicle-mounted device-equipped vehicle and whose movement direction is along the movement path of the vehicle-mounted device-equipped vehicle. It is extracted, and it is determined that the extracted vehicle is the same vehicle as the vehicle equipped with the on-board unit. As a result, the roadside unit control unit 23 recognizes (handles) the extracted vehicle and the vehicle equipped with the on-board unit as the same vehicle (vehicle equipped with the on-board unit), and the above-mentioned fear is eliminated. To.

[Driving support information creation / transmission processing]
In the present embodiment, the roadside unit control unit 23 creates corresponding signal information as driving support information and transmits it by wireless communication to the vehicle on-board unit mounted vehicle heading for the intersection X. The corresponding signal information is the signal control information regarding the traffic light to be followed by the vehicle-mounted vehicle heading for the intersection X. For example, when the vehicle equipped with the in-vehicle device is traveling on the first road 40A (vehicle lane 40A-1 or 40A-2), the signal control information regarding the first vehicle traffic light 41A is the corresponding signal information. When the vehicle equipped with the in-vehicle device is traveling on the fourth road 40D, the signal control information regarding the fourth vehicle traffic light 41D is the corresponding signal information.

Further, in the present embodiment, the roadside unit control unit 23 executes a contact determination process for determining whether or not there is a possibility of a contact accident (including a collision accident; the same shall apply hereinafter) between the vehicle equipped with the on-board unit and another vehicle. If it is determined that there is a possibility of the contact accident, the vehicle equipped with the on-board unit is provided with information for avoiding the contact accident or information for reducing the damage caused by the contact accident. Created as information and transmitted by wireless communication.

The roadside machine control unit 23 basically compares the predicted future position of the on-board unit-equipped vehicle heading for the intersection X with the predicted future position of each vehicle heading for the intersection X, and the roadside machine control unit 23 basically compares the predicted future position of each vehicle heading for the intersection X with each vehicle heading for the intersection X. If there is a vehicle that is predicted to be located at almost the same position as the vehicle equipped with the on-board unit at the same time (in other words, the same position range set as a range that can be regarded as the same position), the vehicle equipped with the on-board unit. It is determined that there is a possibility of a contact accident with another vehicle.

Here, the contact accident between the vehicle-mounted vehicle and another vehicle is when the vehicle-mounted vehicle travels across the oncoming road portion in the intersection X, that is, when the vehicle-mounted vehicle turns right at the intersection X. Especially easy to occur. Therefore, in the following, the contact determination process when the vehicle V1 equipped with the on-board unit travels across the oncoming road portion XC in the intersection X (turns right at the intersection X) will be specifically described. Here, the case where the vehicle-mounted vehicle is traveling or has been traveling on the first road 40A will be described, but the second road 40B, the third road 40C, or the fourth road 40D will be described. The same applies to a vehicle equipped with an on-board unit that is running or has been running.

FIG. 5 is a diagram for explaining a contact determination process (hereinafter referred to as “first contact determination process”) for a vehicle equipped with an on-board unit heading for an intersection X. In FIG. 5, the vehicle-mounted vehicle V1 traveling on the first road 40A (vehicle lane 40A-2) toward the intersection X is about to turn right at the intersection X. That is, the vehicle-mounted device V1 is about to travel across the oncoming road portion XC in the intersection X. In this case, the future position of the vehicle equipped with the on-board unit will be predicted on the arrow shown by the broken line in the figure. The oncoming road portion XC in the intersection X is a road portion in the intersection X in which the vehicle travels in the direction opposite to the vehicle-mounted vehicle V1 and the vehicle-mounted vehicle V1 enters when turning right. Here, the intersection X is on the third road 40C (vehicle lane 40C-1) corresponding to the oncoming road of the first road 40A (vehicle lane 40A-2) on which the vehicle-mounted vehicle V1 is traveling. The extended part is applicable.

In this case, the roadside unit control unit 23 determines whether or not the vehicle V1 equipped with the on-board unit may come into contact with another vehicle (including a collision; the same shall apply hereinafter) when turning right at the intersection X. The vehicle-mounted vehicle V1 traveling on the first road 40A (vehicle lane 40A-2) and the third road 40C (of the third road 40C) corresponding to the oncoming road of the first road 40A (vehicle lane 40A-2). The possibility of a contact accident with the vehicle VO traveling in the vehicle lane 40C-1) is determined.

In the present embodiment, the roadside unit control unit 23 is based on the information of the vehicle-mounted vehicle V1 and the signal control information from the signal controller 4, and the vehicle-mounted vehicle V1 turns right at the intersection X at the right turn start position Xs (vehicle-mounted vehicle). The time to reach the future position of V1) and the vehicle-mounted vehicle V1 pass the right turn end position Xe (corresponding to the future position of the vehicle-mounted vehicle V1) at the intersection X (advance from the intersection X). Predict the time. That is, the roadside unit control unit 23 determines the time when the vehicle-mounted vehicle V1 starts turning right at the intersection X (hereinafter referred to as “intersection right turn start time”) and the time when the vehicle-mounted vehicle V1 finishes turning right at the intersection X (hereinafter referred to as “intersection right turn start time”). Hereinafter referred to as "intersection right turn end time"). This prediction is performed every time the roadside unit control unit 23 acquires the information of the vehicle-mounted vehicle V1, and the intersection right turn start time and the intersection right turn end time are updated.

Further, the roadside unit control unit 23 is the oncoming road of the first road 40A (vehicle lane 40A-2) on which the vehicle-mounted vehicle V1 is traveling, in particular, the predicted future position of each vehicle toward the intersection X. Confirm the predicted future position of the vehicle VO traveling toward the intersection X on the third road 40C (vehicle lane 40C-1) corresponding to the above.

Then, when there is a vehicle VO that is predicted to be located in the oncoming road portion XC between the intersection right turn start time and the intersection right turn end time, the roadside unit control unit 23 is the vehicle-mounted vehicle V1 and others. It is determined that there is a possibility of a contact accident with the vehicle (here, the vehicle VO).

Here, the roadside machine control unit 23 takes into consideration that the speed of the vehicle, the braking distance of the vehicle, and the like fluctuate depending on the road surface condition, and takes into consideration the road surface condition of the target road according to the vehicle-mounted vehicle V1 to the intersection. The right turn start time and / or the intersection right turn end time may be adjusted. The target roads corresponding to the vehicle-mounted vehicle V1 are the first road 40A (particularly the vehicle lane 40A-2) on which the vehicle-mounted vehicle V1 travels, the road in the intersection X, and the oncoming road of the first road 40A. It means at least one of the third roads 40C corresponding to (the vehicle travels in the direction opposite to that of the vehicle V1 equipped with the on-board unit). For example, the roadside machine control unit 23 may adjust so that when the road surface condition of the target road is wet, the end time of the right turn at the intersection is delayed as compared with the case where the road surface condition of the target road is dry. If the road surface condition of the target road is snow or freezing, the right turn end time of the intersection can be adjusted to be further delayed.

When the roadside unit control unit 23 determines that there is a possibility of a contact accident between the vehicle V1 equipped with the on-board unit and another vehicle, information for avoiding the contact accident or information according to the risk of the contact accident or Information for reducing the damage caused by the contact accident is created as driving support information, and the created driving support information is transmitted to the vehicle V1 (vehicle-mounted device 3) equipped with the vehicle-mounted device.

For example, if the on-board unit-equipped vehicle V1 moves at the current speed, there is a high possibility that it will come into contact with another vehicle (here, the vehicle VO). When the contact accident with the vehicle (vehicle VO) can be avoided (in other words, when the vehicle equipped with the on-board unit V1 can stop by the right turn start position Xs), the roadside unit control unit 23 instructs to perform normal deceleration. The content of the driving support information (hereinafter referred to as "first driving support information") is created and transmitted to the vehicle V1 equipped with the on-board unit.

Further, if the on-board unit-equipped vehicle V1 moves at the current speed, there is a high possibility that it will come into contact with another vehicle (vehicle VO). When the contact accident with the vehicle VO) can be avoided, the roadside unit control unit 23 creates the driving support information (hereinafter referred to as "second driving support information") instructing the strong deceleration and the on-board unit. It is transmitted to the on-board vehicle V1.

Furthermore, if the on-board unit-equipped vehicle V1 moves at the current speed, there is a high possibility that it will come into contact with another vehicle (vehicle VO). If it is possible to avoid a contact accident with the VO), the roadside unit control unit 23 creates driving support information (hereinafter referred to as "third driving support information") that instructs the vehicle to perform sudden deceleration, and the vehicle is equipped with an on-board unit. Send to V1.

Furthermore, if there is a high possibility that a contact accident with another vehicle (vehicle VO) cannot be avoided even if the vehicle V1 equipped with the on-board unit decelerates at 0.5 G, the roadside unit control unit 23 uses the other vehicle (vehicle VO). ) Is created and transmitted to the on-board unit-equipped vehicle V1 by creating driving support information (hereinafter referred to as "fourth driving support information") that instructs the maximum deceleration to be performed in order to reduce the damage caused by the contact accident. ..

FIG. 6 is a flowchart showing an example of a first contact determination process (including driving support information creation / transmission process) for a vehicle equipped with an on-board unit heading for an intersection X. This flowchart is started, for example, when wireless communication (session) is established between the roadside unit 2 and the vehicle-mounted vehicle V1 (vehicle-mounted device 3).

In FIG. 6, in step S21, information on the vehicle-mounted vehicle V1 is acquired, that is, state information (speed, acceleration, position, etc.) and route information (moving route, set speed, etc.) of the vehicle-mounted vehicle V1.

In step S22, it is determined whether or not the vehicle-mounted vehicle V1 is about to turn right at the intersection X based on the information (particularly the movement route) of the vehicle-mounted vehicle V1 acquired in step S21. If the vehicle V1 equipped with the on-board unit is about to turn right at the intersection X, the process proceeds to step S23. On the other hand, when the vehicle-mounted device V1 is not trying to turn right at the intersection X or when the vehicle-mounted vehicle V1 has finished turning right at the intersection X, this flowchart ends.

In step S23, whether or not there is a possibility that the on-board unit-equipped vehicle V1 and another vehicle may come into contact with each other when the on-board unit-equipped vehicle V1 turns right, that is, the possibility of a contact accident between the on-board unit-equipped vehicle V1 and another vehicle. Determine if there is. Specifically, the roadside unit control unit 23 starts turning right at the intersection of the vehicle-mounted vehicle V1 based on the information of the vehicle-mounted vehicle V1 acquired in step S21 and the signal control information from the signal controller 4. And predict the end time of the right turn at the intersection. Further, the roadside machine control unit 23 confirms the predicted future position of each vehicle heading for the intersection X (particularly, the vehicle VO traveling on the third road 40C toward the intersection X). Then, when there is a vehicle VO that is predicted to be located in the oncoming road portion XC between the intersection right turn start time and the intersection right turn end time, the roadside unit control unit 23 and the vehicle-mounted vehicle V1 Judge that there is a possibility of a contact accident with another vehicle. If it is determined that there is a possibility of a contact accident between the vehicle-mounted vehicle V1 and another vehicle, the process proceeds to step S24, and it is determined that there is no possibility of a contact accident between the vehicle-mounted vehicle V1 and another vehicle. In that case, the process returns to step S21.

In step S24, driving support information is created for avoiding a contact accident between the vehicle-mounted vehicle V1 and another vehicle or for reducing damage caused by a contact accident between the vehicle-mounted vehicle V1 and another vehicle. The created driving support information is one of the first to fourth driving support information.

In step S25, the driving support information created in step S24 is transmitted to the vehicle-mounted vehicle V1. Then, when the process of step S25 is completed, the process returns to step S21.

FIG. 7 is a diagram for explaining a contact determination process (hereinafter referred to as “second contact determination process”) for a vehicle equipped with an on-board unit that is waiting for a right turn at an intersection X. In FIG. 7, the vehicle-mounted vehicle V1 traveling on the first road 40A (vehicle lane 40A-2) is waiting in the intersection X to turn right at the intersection X. In other words, the vehicle-mounted vehicle V1 is stopped at the right turn start position Xs at the intersection X. In this case, the future position of the vehicle equipped with the on-board unit will be predicted on the arrow shown by the broken line in the figure.

In this case, the roadside unit control unit 23 takes time (hereinafter, to advance from the intersection X) when the vehicle V1 equipped with the on-board unit starts from the right turn start position Xs at a standard acceleration and passes through the right turn end position Xe. "Time required to pass the intersection") is calculated. The calculated intersection passage time varies depending on the size of the intersection X and the like, but is approximately 6 to 10 seconds. The roadside machine control unit 23 may use the preset required time for passing through the intersection instead of calculating the required time for passing through the intersection.

Further, the roadside unit control unit 23 is the oncoming road of the first road 40A (vehicle lane 40A-2) on which the vehicle-mounted vehicle V1 is traveling, in particular, the predicted future position of each vehicle toward the intersection X. Confirm the predicted future position of the vehicle VO traveling toward the intersection X on the third road 40C (vehicle lane 40C-1) corresponding to the above.

Then, the roadside machine control unit 23 is predicted to be located in the oncoming road portion XC between the current time and the time when the time required for passing the intersection is added to the current time until the time when the vehicle V1 equipped with the on-board unit enters the intersection. When there is a vehicle VO to be used, it is determined that there is a possibility of a contact accident between the vehicle V1 equipped with the on-board unit and another vehicle.

Here, the roadside unit control unit 23 considers that the acceleration of the vehicle-mounted vehicle V1 varies depending on the road surface condition, and the road surface state of the target road corresponding to the vehicle-mounted vehicle V1, particularly the road in the intersection X. May be taken into consideration to adjust the time required for passing through the intersection and, by extension, the time for passing through the intersection. For example, when the road surface condition of the target road is wet, the roadside machine control unit 23 lengthens the time required to pass the intersection (delays the intersection passage time) as compared with the case where the road surface condition of the target road is dry. ) Can be adjusted.

When the roadside unit control unit 23 determines that there is a possibility of a contact accident between the vehicle V1 equipped with the on-board unit and another vehicle, it instructs to continue waiting for a right turn in order to avoid the contact accident (instructing to prohibit starting). ) Create driving support information of the contents and send it to the vehicle V1 (on-board unit 3) equipped with the on-board unit. On the other hand, when the roadside unit control unit 23 determines that there is no possibility of a contact accident between the vehicle V1 equipped with the on-board unit and another vehicle, the roadside unit control unit 23 creates driving support information for permitting a right turn (start) and the on-board unit. It is transmitted to the on-board vehicle V1 (on-board unit 3).

FIG. 8 is a flowchart showing an example of a second contact determination process (including driving support information creation / transmission process) for a vehicle equipped with an on-board unit waiting for a right turn at an intersection X. This process is started, for example, when it is confirmed that the vehicle V1 equipped with the on-board unit has started the right turn standby in the intersection X (when it is confirmed that the vehicle has stopped at the right turn start position Xs).

In FIG. 8, in step S31, the time required for the vehicle-mounted vehicle V1 to pass through the intersection, that is, the vehicle-mounted vehicle V1 starts from the right turn start position Xs and then passes through the right turn end position Xe (advances from the intersection X). Calculate the time required to complete.

In step 32, the intersection entry time of the vehicle-mounted vehicle V1 is calculated by adding the intersection passage time calculated in step S31 to the current time.

In step S33, whether or not there is a possibility that the on-board unit-equipped vehicle V1 and another vehicle come into contact with each other when the on-board unit-equipped vehicle V1 starts, that is, the contact accident between the on-board unit-equipped vehicle V1 and the other vehicle. Determine if there is a possibility. Specifically, the roadside machine control unit 23 confirms the predicted future position of each vehicle heading for the intersection X (particularly, the vehicle VO traveling on the third road 40C toward the intersection X). Then, the roadside unit control unit 23 is a vehicle equipped with an on-board unit when there is a vehicle VO that is predicted to be located in the oncoming road portion XC between the current time and the intersection advance time calculated in step S32. It is determined that there is a possibility of a contact accident between V1 and another vehicle. If it is determined that there is a possibility of a contact accident between the vehicle-mounted vehicle V1 and another vehicle, the process proceeds to step S34, and it is determined that there is no possibility of a contact accident between the vehicle-mounted vehicle V1 and another vehicle. In that case, the process proceeds to step S36.

In step S34, the driving support information instructing the continuation of the right turn standby is created, and in step S35, the driving support information created in step S34 is transmitted to the vehicle-mounted vehicle V1 (vehicle-mounted device 3). Then, when the process of step S35 is completed, the process returns to step S32.

In step S36, driving support information is created to allow a right turn (start), and in step S37, the driving support information created in step S36 is transmitted to the vehicle-mounted vehicle V1 (vehicle-mounted device 3). Then, when the process of step S37 is completed, this flowchart is terminated.

In the intersection driving support system 1 according to the embodiment, the roadside unit 2 acquires the information of the vehicle equipped with the on-board unit heading to the intersection X by wireless communication and outputs (detection result) the first to fourth sensor modules 5A to 5D. Based on the information of each vehicle heading for the intersection X, one of the above vehicles is the same as the vehicle equipped with the on-board unit based on the acquired information of the vehicle equipped with the on-board unit and the detected information of each vehicle. And, the acquired information on the vehicle-mounted device and the detected driving support information based on the information of each vehicle are transmitted to the vehicle-mounted vehicle. Therefore, according to the roadside machine 2 in the present embodiment, it is possible to identify the vehicle equipped with the on-board unit from the vehicles heading for the intersection X and to provide individual driving support information to the vehicle equipped with the on-board unit. be.

Here, the information on the vehicle-mounted vehicle includes the state information (speed, acceleration, position, etc.) of the vehicle-mounted vehicle and the route information (moving route, set speed, etc.) of the vehicle-mounted vehicle, and each of the above. The vehicle information includes the movement vector (movement speed and movement direction) of each vehicle and the position (current position) of each vehicle. Therefore, the roadside machine 2 can easily and accurately determine which of the vehicles heading for the intersection X is the same as the vehicle equipped with the on-board unit. For example, the roadside machine 2 extracts from each vehicle a vehicle whose position (current position) substantially matches the position of the vehicle-mounted vehicle and whose movement direction is along the movement path of the vehicle-mounted vehicle. , It can be determined that the extracted vehicle is the same vehicle as the vehicle equipped with the on-board unit.

Further, the roadside machine 2 determines whether or not there is a possibility of a contact accident between the vehicle-mounted vehicle and another vehicle in the future based on the information of the vehicle-mounted vehicle and the information of each vehicle, and determines whether or not there is a possibility of a contact accident between the vehicle-mounted vehicle and another vehicle. When it is determined that there is a possibility, the information for avoiding the contact accident or the information for reducing the damage caused by the contact accident is transmitted to the on-board unit mounted vehicle as the driving support information. Therefore, it is possible to significantly reduce the occurrence of a contact accident between the on-board unit-equipped vehicle and another vehicle at the intersection X, and when a contact accident between the on-board unit-equipped vehicle and another vehicle occurs. Even so, the damage can be greatly reduced.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and it is needless to say that the present invention can be modified and modified based on the technical idea of the present invention.

1 ... Intersection driving support system, 2 ... Roadside machine, 3 ... Vehicle-mounted device, 4 ... Signal controller, 5A-5D ... 1st to 4th sensor modules, 6 ... Automatic driving device, 21 ... Roadside machine communication unit, 22 ... Roadside machine memory, 23 ... Roadside machine control unit, 31 ... Vehicle-mounted device communication unit, 32 ... Vehicle-mounted device memory, 33 ... Vehicle-mounted device control unit, 40A to 40D ... 1st to 4th roads, 41A to 41D ... 1st to 1st 4 Traffic lights for vehicles, V1 ... Vehicles equipped with in-vehicle devices, VO ... Vehicles, X ... Intersections, XC ... Oncoming roads, Xe ... Right turn end position, Xs ... Right turn start position

Claims (7)

The information of the vehicle equipped with the on-board unit heading to the intersection is acquired by wireless communication, the information of each vehicle heading to the intersection is detected based on the output of the sensor module, and the information of the vehicle equipped with the on-board unit and the information of each vehicle are used. It is determined that any of the vehicles is the same vehicle as the vehicle equipped with the on-board unit, and the information on the vehicle equipped with the on-board unit and the driving support information obtained based on the information on each vehicle are transmitted to the vehicle equipped with the on-board unit. Roadside machine to send. The information on the vehicle-mounted vehicle includes the position, speed, and movement route of the vehicle-mounted vehicle.
The information of each vehicle includes the current position and movement vector of each vehicle.
The roadside machine according to claim 1. Among the above-mentioned vehicles, it is determined that the vehicle whose current position is closest to the position of the on-board unit-equipped vehicle and whose movement direction is along the movement path of the on-board unit-equipped vehicle is the same as the on-board unit-equipped vehicle. The roadside unit according to claim 2. When it is determined whether or not there is a possibility of a contact accident between the vehicle equipped with the on-board unit and another vehicle based on the information of the vehicle equipped with the on-board unit and the information of each vehicle, and when it is determined that there is a possibility of the contact accident. The roadside machine according to claim 3, wherein the information for avoiding the contact accident or the information for reducing the damage caused by the contact accident is transmitted to the vehicle equipped with the on-board unit as the driving support information. The roadside according to claim 4, wherein it is determined that there is a possibility of the contact accident when each of the vehicles is predicted to be located at substantially the same position as the vehicle equipped with the on-board unit at the same time. Machine. The roadside machine according to claim 4 or 5, wherein the road surface condition of the road from the sensor module to the intersection is detected, and the possibility of the contact accident is determined in consideration of the detected road surface condition. The roadside device according to any one of claims 1 to 6, wherein the vehicle equipped with an on-board unit is an autonomous driving vehicle.

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