JP2023042689A - Information provision system - Google Patents

Abstract

To provide an information provision system that can prevent collisions with oncoming vehicles, etc., while taking into account a case where an automatic driving vehicle veers into an oncoming lane in a range that includes blind spots of the automatic driving vehicle.SOLUTION: An information provision system 100 includes: a monitoring unit 10 that monitors a range BA including blind spots of an automatic driving vehicle VE; a communication unit 30 that receives future location information from the automatic driving vehicle VE; and a determination unit JU that determines whether or not the automatic driving vehicle VE veers into an oncoming lane OL. When determining that the automatic driving vehicle VE veers, the determination unit JU sends travel control information according to a monitoring result in the monitoring unit 10 to the automatic driving vehicle VE via the communication unit 30.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present invention relates to an information providing system that provides driving support information from the infrastructure side to an autonomous vehicle traveling in a range including blind spots.

Due to the vehicle's turning characteristics, if the vehicle has to stray into the oncoming lane when driving on a curve, there is a risk that the self-driving vehicle will collide with the oncoming vehicle. In particular, when a large vehicle such as a bus travels on a narrow road curve, or when the vehicle travels on a sharp curve, the vehicle body may protrude into the oncoming lane.

In the operation control of autonomous driving vehicles, even if there are obstacles that cannot be recognized from the vehicle at blind corners, etc., vehicle-to-vehicle communication is used to create an obstacle avoidance plan in cooperation with other autonomous driving vehicles. , which avoids obstacles that cannot be recognized by the vehicle (Patent Document 1). In Patent Literature 1, vehicle-to-vehicle communication is used to avoid obstacles that exist in blind spots, but the risk of the autonomous vehicle running off the lane is not taken into consideration.

In addition, in the driving control of other autonomous vehicles, when determining the upper limit of the turning speed of the autonomous driving vehicle, the safe stopping distance between the curve boundary in the sensing area of the autonomous driving vehicle in the driving direction and the autonomous driving vehicle , comprehensively consider the braking parameters of the autonomous vehicle and the curvature of the curve, calculate the upper limit of vehicle speed and control the vehicle speed in real time according to the driving environment on different curves, and improve the success rate of passing the curve. There is a device that allows the vehicle to be driven and ensures driving safety (Patent Document 2). In Patent Document 2, the sensing area in the current driving direction of the autonomous vehicle is determined based on the arrangement of sensors on the autonomous vehicle, and the current position of the autonomous vehicle on the curve is used to determine the position within the sensing area. However, it does not consider oncoming vehicles, etc., nor does it consider the danger of an autonomous vehicle running out of its lane.

JP 2020-190969 A Japanese Patent Application Laid-Open No. 2021-66429

The present invention has been made in view of the above background, and it is possible to prevent a collision with an oncoming vehicle or the like in a range including the blind spot of the automatically driving vehicle, while considering the case where the automatically driving vehicle protrudes into the oncoming lane. The purpose is to provide an information provision system.

In order to achieve the above object, the information providing system according to the present invention includes a monitoring unit that monitors the range including the blind spot of the autonomous vehicle, a communication unit that receives future position information from the autonomous vehicle, and a determination unit that determines whether or not the vehicle protrudes into the vehicle. When the determination unit determines that the autonomous vehicle protrudes, the determination unit provides the autonomous vehicle via the communication unit with driving control information according to the monitoring result of the monitoring unit. Send.

In the above information providing system, when it is determined that the determination unit protrudes, by transmitting driving control information according to the monitoring result of the monitoring unit to the autonomous driving vehicle, the autonomous driving vehicle is in the range including the blind spot of the autonomous driving vehicle. Collisions with oncoming vehicles can be prevented even if there is a possibility that the vehicle will run off into the oncoming lane. As a result, even when the autonomous vehicle travels in a range that includes a blind spot, it can travel safely.

According to a specific aspect of the present invention, in the information providing system, the monitoring unit transmits target object information obtained from an oncoming vehicle in a range including a blind spot as a monitoring result to the determination unit, and the determination unit automatically Driving control information according to the driving state of the oncoming vehicle based on the target object information is transmitted to the driving vehicle. In this case, the determination unit can easily set travel control information that does not collide with the oncoming vehicle based on the target object information of the oncoming vehicle even if the oncoming vehicle exists in the range including the blind spot.

According to another aspect of the present invention, the determination unit makes a first protrusion determination based on the future position information. In this case, since the future position information received from the automatic driving vehicle is used, the arithmetic processing for determination can be facilitated and the determination time can be shortened.

According to yet another aspect of the present invention, the determination unit performs the second run-out determination based on at least the specifications of the autonomous vehicle, the minimum turning radius, and the road shape. In this case, it is possible to perform a comprehensive determination taking into consideration the specifications of the automatically driven vehicle, and improve the accuracy of the protrusion determination.

According to still another aspect of the present invention, the judging unit performs the second judging of the protrusion when judging that the protrusion does not occur in the first judging of the protrusion. In this case, the protrusion determination can be performed with high accuracy by performing the protrusion determination in two stages.

According to yet another aspect of the present invention, when the judging unit judges that the protruding area is protruded, the protruding area is determined based on at least one of the future position information, the specification of the automatic driving vehicle, the minimum turning radius, and the road shape. set. For example, in the setting of the protruding area based on the future position information, the area can be set by simple arithmetic processing. In addition, it is possible to set the protruding area based on the specifications of the automatic driving vehicle, the minimum turning radius, and the road shape, and to set the area with high accuracy. In addition, by combining information such as future position information and specifications of the automatic driving vehicle, it is possible to set a more accurate area.

According to yet another aspect of the present invention, when the determination unit determines that the oncoming vehicle is present in the protruding region when the autonomous vehicle reaches the protruding region based on the target information of the oncoming vehicle, the communication Danger information that warns of the possibility of a collision with an oncoming vehicle is sent to the autonomous vehicle via the unit as driving control information. In this case, it is possible to warn the automatically driving vehicle that there is a possibility that the automatically driving vehicle will collide with an oncoming vehicle in the protruding area in the future.

According to yet another aspect of the present invention, when the determination unit determines that the oncoming vehicle is present in the protruding region when the autonomous vehicle reaches the protruding region based on the target information of the oncoming vehicle, the virtual The position of the stop line is set, and the position information of the virtual stop line is transmitted as travel control information to the autonomous vehicle via the communication unit. In this case, by stopping the automatically driven vehicle at the virtual stop line, it is possible to prevent the automatically driven vehicle from colliding with an oncoming vehicle in the protruding area in the future.

According to still another aspect of the present invention, the determination unit calculates the possible departure time at which the automatically driven vehicle stopped at the virtual stop line can start, based on the future position information and the target information of the oncoming vehicle. and transmits the possible departure time calculated by the calculation unit as travel control information to the automatically driven vehicle via the communication unit. In this case, an accurate departure timing can be indicated to the automatically driven vehicle that is stopped at the virtual stop line.

According to yet another aspect of the present invention, when the determination unit determines that the oncoming vehicle is present in the protruding area based on the target information of the oncoming vehicle when the automatically driven vehicle is stopped, the communication unit to send the start-impossible information to the autonomous vehicle as driving control information. In this case, collisions between the autonomous vehicle and oncoming vehicles can be avoided.

According to yet another aspect of the present invention, the range including the blind spot is a range including a curve of the road and beyond the curve in the driving direction of the autonomous vehicle.

FIG. 2 is a plan view conceptually showing a curve on which the information providing system according to the first embodiment is provided and the surroundings thereof; 1 is a block diagram showing a configuration example of an information providing system; FIG. It is a block diagram for demonstrating the determination apparatus in an information provision system. FIG. 10 is a conceptual diagram illustrating interference between an automatically driven vehicle and target information of an oncoming vehicle in a protruding area; (A) and (B) are data diagrams showing an example of an overview of communication content. (A) and (B) are flowcharts for explaining a series of operations in the information providing system. (A) and (B) are flowcharts for explaining a series of operations in the information providing system. FIG. 11 is a plan view conceptually showing a curve on which an information providing system according to a second embodiment is provided and the surroundings thereof; 9A and 9B are flowcharts for explaining a series of operations in the information providing system of FIG. 8;

[First embodiment]
An example of the information providing system according to the first embodiment of the present invention will be described below with reference to FIG. 1 and the like. FIG. 1 is a conceptual diagram for explaining an overview of a curve CU of a road RA on which an information providing system 100 according to the present embodiment is introduced and the surroundings of the curve CU.

The information providing system 100 detects the existence of a potentially dangerous vehicle (specifically, around the curve CU that may collide with an automatically driven vehicle VE, such as an automatic The presence of an oncoming vehicle OC running in a range including a blind spot with respect to the driving vehicle VE) is monitored, and the driving of the automatically driving vehicle VE is supported. In this embodiment, an example will be described in which the information providing system 100 provides information for driving support from the road side to the automatically driven vehicle VE passing through the curve CU of the road RA.

FIG. 1 shows an operation example when an automatically driven vehicle VE to be assisted by the information providing system 100 passes through a curve CU ahead. In the drawing, a bus BU that runs along a predetermined route is shown as an example of an autonomous vehicle VE. Alternatively, necessary information can be provided to various autonomous driving vehicles VE with different vehicle sizes, such as trailers and towing vehicles. In one example here, as shown in the figure, the automatically driven vehicle VE, which is the target of receiving information from the information providing system 100, goes straight in the Z direction indicated by the arrow A1, turns left at the curve CU, and , and then go straight in the X direction indicated by arrow A2. In addition, it is assumed that the mobile object MB traveling in the oncoming lane OL (specifically, the oncoming vehicle OC) is not an automatically driving vehicle. In FIG. 1 and the like, X, Y, and Z are a right-handed orthogonal coordinate system, and the +Z direction indicates the traveling direction of the autonomous vehicle VE indicated by the arrow A1 as described above, and the X direction indicates the horizontal direction with respect to the traveling direction, and the Y direction indicates the vertical direction.

In the example of FIG. 1, the curve CU ahead of the driving direction of the autonomous vehicle VE and the range including the tip of the curve CU are the range BA including the blind spot, which is the detection range for driving support in the information providing system 100. becomes. As for the actual detection range, the detection range SA may be the range including the oncoming lane OL in the range BA including the blind spot. The detection range SA shown in the drawing is a range extending in the +X direction from the left end of the curve CU of the oncoming lane OL within the range BA including the blind spot. Note that the range BA including the blind spot and the detection range SA can be changed as appropriate.

The information providing system 100 monitors the traffic conditions in the range BA including blind spots and the detection range SA to acquire target information, and from the automated driving vehicle VE, the planned travel route when passing through the curve CU and its vicinity. Acquire information indicating TR (future position information to be described later), and based on this, avoid collision with mobile object MB (oncoming vehicle OC) in detection range SA beyond curve CU for automated driving vehicle VE. Therefore, it is determined whether or not the automatically driven vehicle VE runs off into the oncoming lane OL, and information about the determination result is transmitted to the automatically driven vehicle VE. As a result, even if the automatically driven vehicle VE protrudes from the curve CU, it is possible to avoid colliding with the mobile object MB.

Here, the autonomous driving vehicle VE is capable of autonomous driving, and is equipped with various sensors and the like for driving (see, for example, FIG. 2), and is capable of various detections of the surrounding environment by itself. , there is a limit to sensing in such an autonomous vehicle VE itself. For example, it is impossible to detect an area ahead of the sensing range of the sensor mounted on the autonomous vehicle VE. The same applies to the case where the road on which the autonomous vehicle VE is traveling is curved and cannot be seen. As described above, the range exceeding the detectable range of the autonomous driving vehicle VE, such as the range outside the sensor capacity of the autonomous driving vehicle VE, and the range where the road visibility is poor and the sensors mounted on the autonomous driving vehicle VE cannot detect. , is included as a detection range SA, and this range is monitored from the infrastructure side, i.e., the side fixed on the spot, so that information that cannot be detected by the self-driving vehicle VE side alone can be provided. As a result, more appropriate judgments can be made in automatic driving by the automatic driving vehicle VE.

In order to achieve the above purpose, the information providing system 100 is mainly composed of the information providing device PV. More specifically, the information providing device PV is a roadside device installed in the vicinity of the curve CU. Then, information (future position information, specifications of the vehicle VE, etc.) on the automatically driven vehicle VE is acquired from the automatically driven vehicle VE itself. Further, the information providing device PV functions as a determination device JD that makes various determinations such as whether or not the vehicle can proceed based on the information regarding the automatically driven vehicle VE. As described above, the function of the information providing system 100 is established by the cooperation of each part centering on the information providing apparatus PV. In addition, in the illustrated example, the information providing device PV is provided on the curved mirror CM. The information providing device PV may be installed on a utility pole, an electric light, or the like, and may be installed as an independent device without being limited to being installed on an existing object. In the configuration as described above, the information providing system 100 can be regarded as having only the information providing apparatus PV.

In the present embodiment, the information providing system 100, based on the various information acquired as described above, in the detection range SA, as shown in FIG. It is determined whether or not the automatically driven vehicle VE runs off into the oncoming lane OL. Then, when the information providing system 100 determines that the automatically driven vehicle VE protrudes, the information providing system 100 transmits traveling control information according to the monitoring result in the detection range SA to the automatically driven vehicle VE. That is, in the detection range SA, when the information providing system 100 determines that the automatically driven vehicle VE protrudes into the oncoming lane OL, the information providing system 100 sets the virtual stop line so as to stop the automatically driven vehicle VE before the curve CU. VL information is transmitted to the autonomous vehicle VE. On the other hand, when the information providing system 100 determines that the automatically driven vehicle VE does not protrude into the oncoming lane OL, the information providing system 100 outputs information to the effect that the automatically driven vehicle VE can pass through the curve CU.

The virtual stop line VL indicates a predetermined position by an area or a line segment. In the drawing, the virtual stop line VL is indicated by a broken line. and is stored in the information providing device PV. The position data (position information) of the virtual stop line VL is provided from the roadside to the automatically driven vehicle VE as needed. As described above, in the information providing system 100, the virtual stop line VL as a unified reference for safely stopping when a stop (temporary stop) is required during the progress (running) of the autonomous vehicle VE. are provided.

Here, various modes can be adopted for the method of determining whether or not the information providing system 100 runs out of the virtual stop line VL. A method (first determination) based on is conceivable. More specifically, the information providing device PV determines whether or not the planned travel route TR of the automatically driven vehicle VE based on the future position information of the automatically driven vehicle VE runs off into the oncoming lane OL. In the first protrusion determination, since the future position information of the automatically driven vehicle VE is used, the arithmetic processing for the determination can be facilitated and the determination time can be shortened. The future position information (scheduled travel route TR) created by the automatically driven vehicle VE is created based on the route information of the automatically driven vehicle VE, the current speed of the automatically driven vehicle, and the time. When it is determined that the automatically driven vehicle VE will stray into the oncoming lane OL, a stray area PA is created based on the future position information, and when the automatically driven vehicle VE passes the stray area PA, it is detected in the detection range SA. It is determined whether or not there is a possibility of colliding with the moving body MB or an obstacle. If it is determined that there is a possibility of collision, information on the virtual stop line VL is transmitted from the information providing system 100, and if it is determined that there is no possibility of collision, the virtual stop line VL is displayed from the information providing system 100 do not send information about Here, the protruding area PA created based on the future position information is an area surrounded by the center line CL of the road RA indicating the boundary between the traveling direction and the oncoming lane OL and the portion where the planned travel route TR protrudes into the oncoming lane OL. PAm. In setting the protruding area PA based on the future position information, the area PAm can be set by simple arithmetic processing. Note that the protruding area PA may be the area PAm plus a margin.

As another method for determining the presence or absence of protrusion, for example, a method (second determination) based on vehicle body information of the automatically driven vehicle VE, road shape, and the like is conceivable. More specifically, the information providing device PV determines whether or not the automatically driven vehicle VE strays into the oncoming lane OL on the curve CU of interest based on the specifications of the automatically driven vehicle VE, the minimum turning radius, and the road shape. do. In the second determination of protrusion, it is possible to perform a comprehensive determination in consideration of the specifications of the automatically driven vehicle VE, etc., and improve the accuracy of determination of protrusion. Although illustration is omitted, the trajectory based on the specifications of the automatically driven vehicle VE actually has a predetermined width. In the second determination, similarly to the first determination, a protruding area PA is created, the possibility of collision in the protruding area PA is determined, and it is determined whether or not to draw the virtual stop line VL. In addition, in the second determination, the planned travel route TR based on the future position information may be taken into account. The protrusion area PA created after the second determination is based on the specifications of the autonomous vehicle VE, the minimum turning radius, and the shape of the road. The protruding area PA created based on the specifications of the vehicle VE is an area PAo surrounded by the center line CL and the portion where the trajectory based on the specifications of the vehicle VE protrudes into the oncoming lane OL. By setting the protruding area PA based on the specifications of the automatically driven vehicle VE, it is possible to set the area PAo with high accuracy.

Note that the second determination may be performed after it is determined that the first determination does not protrude. By performing the protrusion determination in two stages, the protrusion determination can be performed with high accuracy. Further, in setting the protruding area PA, it is possible to set a more accurate area by combining information such as future position information and specifications of the automatically driven vehicle VE.

Further, when the automatically driven vehicle VE is stopped at the virtual stop line VL, the information providing system 100 monitors whether or not the possibility of collision with the moving object MB or the like is eliminated in the protruding area PA after that. By making determinations, etc., from the information that follows the above, information on the time to be resolved (departure possible time) is generated, and the generated information is provided to the automated driving vehicle VE. Regarding the possible departure time, for example, it is indicated by a fixed time (from what hour, minute, and second to what hour, minute, and second), or the length of time It is assumed that it will be indicated by "Can depart until later".

On the other hand, when the information on the virtual stop line VL is transmitted from the information providing system 100, the automatically driven vehicle VE should not enter the curve CU because there is a possibility of colliding with the mobile object MB or the like in the protruding area PA. Then, autonomous travel is performed so as to stop at the virtual stop line VL. Further, when the vehicle VE stops at the virtual stop line VL, the autonomous vehicle VE waits for the information on the possible departure time from the information providing system 100 and resumes driving.

A configuration example for performing the above operations in the information providing system 100 will be described below with reference to the block diagrams shown in FIGS. 2 and 3. FIG. First, with reference to FIG. 2, the outline of the overall configuration will be described not only on the road side but also on the vehicle side (vehicle side). After that, with reference to FIG. 3, an example of details such as the operation of the information providing device PV in particular will be described.

As shown in FIG. 2, the automated driving vehicle VE includes a driving operation unit DO composed of various units necessary for normal driving such as steering, accelerator, and brake, and an engine corresponding to these operations. Autonomous driving program AO that controls actions, surveillance sensor SE that consists of an imaging unit (camera) that detects the surrounding situation and a distance measuring unit such as LiDAR, GNSS acquisition that consists of a GPS receiver, etc. A communication unit TT for communicating with external devices such as the medium RE and the information providing device PV; A map data unit MPv and the like are provided for grasping the indicated position.

Note that the map data section MPv stores map data for at least the range that can be included as the planned travel route TR, and is assumed to incorporate, for example, national road map data. The self-driving vehicle VE travels along the map data accumulated in the map data section MPv for one planned travel route TR set from the route data section RO.

In the case of the automatic driving vehicle VE configured as described above, for example, the automatic driving program AO controls the operation of each part that constitutes the monitoring sensor SE in addition to various programs necessary for automatic driving, so that the vehicle Acquire information about the situation around the VE (for example, information about the position of the white line that determines the lane on the road and the position of the stop line), or GNSS (GPS, etc.) via the GNSS acquisition medium (GPS receiver, etc.) RE ) to obtain self-location information. As a result, it is possible to perform automatic driving based on the estimation result while accurately estimating the self-position.

In particular, as described above, the automatic driving program AO uses the GNSS acquisition medium RE, etc., to provide information about the autonomous driving vehicle VE itself on one planned travel route TR set from the route data part RO. It includes a future position information generation unit FG for generating future position information composed of information such as the current position and future route schedule information based on the current position.

Further, in one example here, in the automatic driving vehicle VE, as the one scheduled travel route TR, a route that travels through a predetermined location, such as a tour bus, is predetermined. Description will be made assuming that the vehicle passes through a curve CU that exists in the middle of the planned route TR while turning to the left (+X direction shown in FIG. 1) of the traveling direction. In other words, the autonomous vehicle VE automatically drives along the map data section MPv for one planned traveling route TR in the route data section RO. The future position information is transmitted in advance via the communication unit TT to the information providing device PV (determining device JD) installed near the curve CU at the time before reaching the curve CU. As a result, the automatically driven vehicle VE also acquires information on travel control such as the virtual stop line VL and possible departure time from the information providing device PV.

On the other hand, in the information providing system 100, the information providing apparatus PV includes a main control section 50, a communication section 30, and a map data section MPj in order to perform various operations for realizing the above mode. Further, the main control unit 50 includes a determination unit JU composed of various circuit boards, a CPU, a storage device, etc., and a sensor interface ( Information Acquisition Unit) SEi. In addition, in the above description, the monitoring unit 10 can also be considered as the information providing apparatus PV.

Among the above, the map data section MPj stores data (topography information) regarding detailed shapes and the like of the location where the information providing device PV is installed and its surroundings. That is, in one example here, topographical information about the curve CU and its surroundings, the shape of the road leading to the curve CU, and the like is included. Specifically, the terrain information includes the curvature of the curve CU, the width of the road, the number of lanes, incidental facilities (guardrails, etc.), and the like.

As described above, in the above aspect, the automated driving vehicle VE and the information providing device PV communicate with each other when entering and passing a curve CU to obtain future position information, a virtual stop line, a possible departure time, etc. Send and receive information about

Hereinafter, one configuration example and one operation example of the information providing device PV including the monitoring unit 10 will be described in more detail with reference to the block diagram shown as FIG.

First, a monitoring unit (roadside sensor) 10 is a sensor unit composed of a camera unit 11 and a distance measuring unit 12, and detects moving objects MBs and obstacles existing within a detection range SA as a predetermined range to be monitored. Detect objects. It should be noted that the moving body MB may be a vehicle, a bicycle, a pedestrian, an obstacle, or the like. The camera section (infrastructure camera) 11 performs imaging and generates image data in order to monitor the detection range SA, which is the range ahead of the curve CU. In addition, for the ranging unit 12, for example, in addition to LiDAR, a millimeter wave sensor or radar can be used. enable. Note that the monitoring unit 10 may be provided with either one of the camera unit 11 and the distance measuring unit 12 as long as it can acquire target object information such as the mobile object MB. Although only one monitoring unit 10 is shown in the drawing, a plurality of cameras or the like can be installed in the venue in order to thoroughly monitor the curve CU and its surroundings. Also, here, the detection range SA is shown as an example, but if the detection range SA is changed depending on the traveling direction of the automatic driving vehicle VE to which information is provided, the camera to be used can be changed accordingly. etc. can be selected as appropriate. Here, the detection result obtained by the monitoring unit 10, and various information such as image data and distance measurement data related to the moving object MB existing in the detection range SA are used as target object information. In other words, the target object information includes information about the presence of obstacles, etc., in addition to the operating conditions of various vehicles, pedestrians, etc. existing in the detection range SA.

Of the main control unit 50, the sensor interface (information acquisition unit) SEi takes in the information acquired by the monitoring unit 10, that is, target information, and outputs it to the determination unit JU. That is, the information acquisition unit SEi is for acquiring target object information about the detection range SA as a predetermined range.

The communication unit 30 is a wireless unit for performing wireless communication with the autonomous vehicle VE. The communication unit 30 uses, for example, a communication method using a mobile communication line typified by 5G and 4GLTE, a mid-range wireless communication method typified by wireless LAN, a short-range wireless communication method such as DSRC, and a spot such as a beacon. A communication system is used, and digital data communication is performed while identifying the other device with an automatically driving vehicle VE existing in a predetermined communication zone. Here, as described above, the autonomous driving vehicle VE, which is the communication partner, provides the information providing device PV, which is the determination device JD, with future position information indicating its own future position as data for making a determination. is to be sent. More specifically, first, in order to perform various controls for automatic driving, the automatic driving vehicle VE generates the current position of the automatic driving vehicle VE itself and Future position information including future route schedule information and the like based on the current position is generated. This future position information includes the current position of the autonomous vehicle VE (position at the current time), the future position created based on this (including predicted arrival time), as well as the speed at each of these times (scheduled time). and azimuth (azimuth angle). Therefore, the determination device JD or the information providing device PV receives the future position information from the automatically driven vehicle VE, so that it can grasp, for example, the predicted arrival time of the automatically driven vehicle VE at the curve CU, the time required to pass the curve CU, and the like. .

1, the position where the automatically driven vehicle VE is drawn is assumed to be the current position FP1, and points FP2, FP3, . It shows the future position of the driving vehicle VE. More specifically, the point FP2 indicates the position of the self-driving vehicle VE after t seconds (T=t) from the current position (at the current time), with the time T being 0 (T=0). Similarly, the point FP3 indicates the position of the automatically driven vehicle VE 2t seconds after the current time (T=2t), and the point FPn indicates the position of the automatically driven vehicle VE nt seconds later (T=nt) from the current time. . A solid line connecting the points FP1 to FPn in FIG. 1 is the planned travel route TR based on the future position information. The future position information of the automatically driven vehicle VE changes as appropriate according to the running state, and the information updated as appropriate is transmitted to the information providing device PV.

Returning to FIG. 3, the judging unit JU in the main control section 50 has a protrusion judging section 52a and a calculating section 52b.

The protrusion determination unit 52a receives the estimated arrival time of the automatically driven vehicle VE at the curve CU received by the communication unit 30, the specifications of the vehicle VE (information related to the vehicle size such as vehicle length and vehicle width), the minimum turning radius, the road Shape information and target object information as detection results by the monitoring unit 10 are collected, and protrusion determination is performed based on these. Typically, as shown in FIG. 1, acquisition of a planned travel route TR based on future position information, extraction of the travel situation of an oncoming vehicle OC, which is a mobile object MB, as target object information by image analysis processing, etc., and extraction of a map Acquisition of data relating to the road shape and the like in the detection range SA stored in the data section MPj makes it possible to determine whether or not the automatically driven vehicle VE in the detection range SA strays into the oncoming lane OL. As a result of the determination, when it is determined that there is a possibility that the vehicle may protrude, and it is determined that there is a possibility of colliding with the oncoming vehicle OC in the protruding area PA, it is recommended or instructed to stop (pause) at the virtual stop line VL. A signal is transmitted from the information providing device PV to the self-driving vehicle VE. Specifically, when the protrusion determination unit 52a determines that there is a possibility of collision with the oncoming vehicle OC in the protrusion area PA, the position before the curve CU is set to the position of the virtual stop line VL. Information (stop signal) indicating that the vehicle should stop at the position is transmitted to the automatically driven vehicle VE. The above is the same even if the protrusion determination is based on the specifications of the vehicle VE.

In the above description, the image analysis processing and the like for grasping the traffic situation in the detection range SA is, for example, a mode in which the processing is started when receiving notification of various information such as the first future position information from the autonomous vehicle VE. can be considered. Further, as another aspect, these processes are performed in advance, and the notification from the automatically driven vehicle VE is referred to, and the determination result as to whether or not there is a possibility of collision is output as the final result. good too.

Hereinafter, the temporal interference between the future position information of the automatically driven vehicle VE and the target information of the mobile object MB on the oncoming lane OL will be described. FIG. 4 is a diagram showing, in chronological order, the timing at which the self-driving vehicle VE and the mobile object MB pass through the protruding area PA. As shown in FIG. 4, in the protrusion determination unit 52a, when the future position information and the target object information temporally interfere with each other when passing through the protrusion area PA, in the future, the self-driving vehicle VE and the vehicle VE move in the protrusion area PA. It is determined that there is a possibility of collision with the body MB.

Returning to FIG. 3, the calculation unit 52b calculates a possible departure time (a possible departure time) at which the automatically driven vehicle VE stopped at the virtual stop line VL can start from the virtual stop line VL. Regarding the calculation of the possible departure time, typically, the time when the automatically driven vehicle VE can safely resume traveling from the virtual stop line VL is calculated based on the future position information of the vehicle VE and the target information of the mobile object MB. It is conceivable that Regarding the future position information of the automatically driven vehicle VE, the vehicle passing time on the curve CU is taken into consideration.

The communication unit 30 transmits the information on the possible departure time calculated by the calculation unit 52b as described above to the automatically driven vehicle VE.

Although the details will be described later, as a result of the protrusion determination, the judging unit JU uses the position information of the virtual stop line VL and the possible departure time as described above, as well as the target object information acquired by the monitoring unit 10. It is possible to provide the self-driving vehicle VE with travel control information (for example, passage permission information, danger information, start impossibility information, etc.) according to the travel state of the vehicle OC. Here, the passage permission information is control information for maintaining the state in which the automatically driven vehicle VE is running. The danger information is control information that warns the automatically driven vehicle VE that there is a possibility that the automatically driven vehicle VE will collide with the oncoming vehicle OC in the protruding area PA in the future. The start-impossible information is control information for maintaining the state in which the automatically driven vehicle VE is stopped.

FIGS. 5(A) and 5(B) are data diagrams showing an example of an overview of communication contents between the vehicle side and the road side in the above-described mode. FIG. 5B is information transmitted from the road side to the vehicle side. In the illustrated example, the roadside is specified by the installation object ID of the installation object (specifically, the curve mirror CM) installed on the curve CU. On the vehicle side, it is assumed that a vehicle ID is used to identify the automatically driven vehicle VE.

First, as shown in FIG. 5A, in addition to various IDs and date and time of creation, the vehicle transmits position information (current position) and future position information of the autonomous vehicle VE to the roadside. That is, the information providing device PV installed on the roadside receives such information. The future position information is used for the first protrusion determination by the protrusion determination unit 52a.

In particular, in the illustrated example, the specification data of the vehicle VE is transmitted along with the vehicle ID (source ID). That is, the vehicle side transmits data for enabling the infrastructure side to grasp the numerical values such as the vehicle size of the automatically driven vehicle VE. From a different point of view, the communication unit 30 of the information providing device PV receives information such as the vehicle size from the automatically driven vehicle VE. Based on the information, the presence or absence of protrusion is determined.

In addition, regarding the position information (current position) of the autonomous vehicle VE, in addition to the latitude and longitude indicating the point where the autonomous vehicle VE is present at the present time (at the time of transmission), the speed (travel speed) of the autonomous vehicle VE, Azimuth (azimuth) information is included. On the other hand, the future position information includes the same information as the position information (current position), and further information about the offset (distance) from the position information (current position). The future position information includes a plurality of (n) predicted values for each lapse of a certain period of time (for example, every t seconds; t=1) from the current time. In other words, the roadside equipment can grasp the planned travel route TR of the automatically driven vehicle VE up to n seconds later, for example.

On the other hand, as shown in FIG. 5(B), from the road side, that is, the information providing device PV side, in addition to various IDs and creation date and time, information on the virtual stop line VL and whether or not the virtual stop line VL has been transmitted ( (that is, whether or not it is determined that there is a possibility of a collision), information on possible departure time, and other travel control information are transmitted to the vehicle VE side. In the illustrated example, information on the coordinates (latitude, longitude) of the start point and the end point indicating the positions of both ends of the virtual stop line VL is provided so as to indicate the position of the virtual stop line VL as a line (line segment). . Regarding the possible departure time, it is conceivable to provide the information of the time literally, but for example, when it becomes possible to start departure, it is possible to communicate that fact, that is, to send a departure possible signal to the autonomous vehicle VE. The aspect of doing so can also be regarded as provision of information corresponding to possible departure times. Here, information such as whether or not the possible departure time can be calculated, that is, whether or not the possibility of collision has been resolved may be displayed.

It should be noted that the provision of information to the automatically driven vehicle VE by the information providing device PV as described above can be understood to be strictly for driving support of the automatically driven vehicle VE. In other words, the information provided by the roadside is not necessarily mandatory for the automated driving vehicle VE, and the final decision on how to drive is left to the automated driving vehicle VE itself. may be

An example of a series of operations in the information providing system 100 will be described below with reference to flowcharts shown in FIGS. 6(A), 6(B), 7(A), and 7(B). 6(A) and 7(A) are flowcharts showing a series of operations on the road side, that is, the information providing device PV, and FIGS. 4 is a flowchart showing a series of operations in vehicle VE;

First, a series of operations in the information providing device PV, which is a roadside device, will be described with reference to FIGS. 6A and 7A.

The information providing device PV confirms the presence of a vehicle for which information is to be provided, that is, performs vehicle detection (step S101). More specifically, in step S101, the main control unit 50 of the information providing device PV receives various information such as initial future location information that serves as a trigger for starting communication from the automatically driving vehicle VE to be the target of information provision. The operation of confirming whether information has been received (acquired) is continued until confirmation is made (step S101: Yes). In step S101, the main control unit 50 of the information providing device PV may also acquire the specification data of the automatically driven vehicle VE.

Next, the main control unit 50, as the judging unit JU (running-out judging unit 52a), determines whether or not the automatically driven vehicle VE has run into the oncoming lane OL based on the future position information acquired as described above. is determined (step S102). Specifically, it is determined whether or not the planned travel route TR based on the future position information of the automatically driven vehicle VE is on the oncoming lane OL.

If it is determined in step S102 that there is a protrusion (step S102: Yes), the main control section 50, as the protrusion determination section 52a, creates a protrusion area PA (step S103). In this case, the protrusion determination unit 52a creates the protrusion area PA based on the future position information.

On the other hand, when it is determined that there is no protrusion in step S102 (step S102: No), the main control unit 50 acts as the protrusion determination unit 52a based on the specifications of the automatically driven vehicle VE obtained as described above. , a second run-off determination is performed as to whether or not the automatically driven vehicle VE runs into the oncoming lane OL (step S104). Specifically, the protrusion determination unit 52a determines whether the trajectory or planned travel route obtained based on the specifications of the automatically driven vehicle VE, the minimum turning radius calculated from the specifications of the vehicle VE, and the road shape is on the oncoming lane OL. It is determined whether or not there is The road shape is acquired from the terrain information corresponding to the periphery of the curve CU acquired from the map data section MPj.

If it is determined in step S104 that there is a protrusion (step S104: Yes), the main control section 50, as the protrusion determination section 52a, creates a protrusion area PA (step S103). In this case, the protrusion determination unit 52a creates the protrusion area PA based on the specifications of the automatically driven vehicle VE, the minimum turning radius, and the road shape.

On the other hand, when it is determined that there is no protrusion in step S104 (step S104: No), the main control unit 50, as the protrusion determination unit 52a, provides information regarding passage permission (travel control information) is provided to the automatically driven vehicle VE (step S105), and the series of processes ends.

After creating the protrusion area PA in step S103, the main control unit 50, as the protrusion determination unit 52a, determines whether or not the target information of the automatically driven vehicle VE and the oncoming vehicle OC in the protrusion area PA will interfere with each other in the future. is determined (step S106). Note that the main control unit 50, as the information acquisition unit SEi, acquires target information about a detection area (for example, detection area SA) corresponding to the destination included in the future position information from the monitoring unit 10. FIG.

In step S106, when it is determined that there is interference (step S106: Yes), the main control unit 50, as the protrusion determination unit 52a, outputs danger information and the virtual stop line VL as travel control information to the automatically driven vehicle VE. location information is provided (step S107). It should be noted that provision of danger information may be omitted in step S107.

On the other hand, when it is determined that there is no interference in step S106 (step S104: No), the main control unit 50 serves as the protrusion determination unit 52a without providing the position information of the virtual stop line VL. As travel control information, information on passage permission is provided to the automatically driven vehicle VE (step S105), and a series of processing ends.

After step S107, the main control unit 50, as the protrusion determination unit 52a, determines whether or not the interference between the automatically driven vehicle VE and the target information ends or can be predicted to end (step S108).

In step S108, if it is determined that the end or the end can be predicted (step S108: Yes), the main control unit 50, as the protrusion determination unit 52a, determines the calculation result of the possible departure time in the calculation unit 52b or the possible departure time corresponding thereto. A signal is transmitted to the automatic driving vehicle VE (step S109). That is, the main control unit 50 provides the autonomously driven vehicle VE with the possible departure time as travel control information.

If it is determined in step S108 that the end or end prediction is not possible (step S108: No), the process proceeds to step S110, which will be described later.

After step S108 or step S109, the main control unit 50, as the protrusion determination unit 52a, determines whether or not the automatically driven vehicle VE in the protrusion area PA currently interferes with the target information of the oncoming vehicle OC ( step S110).

In step S110, if it is determined that there is interference (step S110: Yes), departure impossibility information is transmitted as travel control information (step S111), the process returns to step S108, and determination is again made as to whether or not it is possible to predict the end of interference. .

On the other hand, when it is determined that there is no interference in step S110 (step S110: No), the main control unit 50, as the protrusion determination unit 52a, determines whether or not the autonomous vehicle VE has been notified of the possible departure time. (Step S112).

In step S112, when the possible departure time has been notified (step S112: Yes), the main control unit 50 serves as the protrusion determination unit 52a to determine whether the automatically driven vehicle VE is passing through the virtual stop line VL. (step S113).

On the other hand, in step S112, if the possible departure time has not been notified (step S112: No), the main control unit 50 serves as the protrusion determination unit 52a to provide information (driving control information) regarding permission to pass to the autonomous vehicle VE. (step S114), and then it is determined whether or not the automatically driven vehicle VE is passing through the virtual stop line VL (step S115).

In step S115, when it is determined that the automatically driven vehicle VE has passed the position of the virtual stop line VL (step S115: Yes), it is assumed that there is no more information that can be provided from the information providing device PV, and the process ends. On the other hand, when it is determined in step S115 that the automatically driven vehicle VE has not passed the virtual stop line VL (step S115: No), the operation of step S115 is repeated until it passes the virtual stop line VL.

If it is determined in step S113 that the automatically driven vehicle VE has passed the position of the virtual stop line VL (step S113: Yes), the processing is terminated assuming that there is no more information that can be provided from the information providing device PV. At this time, the automatically driven vehicle VE continues to run without changing its running mode.

On the other hand, when it is determined in step S113 that the automatically driven vehicle VE has not passed the virtual stop line VL (step S113: No), the operations from step S108 are repeated.

In the above, when new future position information is transmitted from the self-driving vehicle VE, the main control unit 50 updates the future position information and performs various processes based on the updated future position information.

Next, with reference to FIGS. 6B and 7B, a series of operations in the automatically driven vehicle VE when receiving information from the information providing device PV will be described. Note that the automatically driven vehicle VE continuously transmits its own future position information to the information providing device PV while receiving information from the information providing device PV.

First, the automatically driven vehicle VE transmits the first future position information to the information providing device PV (step S201). At this time, the specification data of the vehicle VE is transmitted together with the ID identifying itself.

Next, the automatically driven vehicle VE checks whether information on the virtual stop line VL has been acquired (step S202). That is, with the transmission in step S201 as a trigger, the information providing apparatus PV determines whether or not there is a protrusion, and determines the possibility of collision based on this (steps S102 to S110 in FIGS. 6A and 7A). is performed, and information on the virtual stop line or information to the effect that it is possible to proceed is transmitted.

In step S202, when the information of the virtual stop line VL is acquired (step S202: Yes), the automatically driven vehicle VE changes the traveling details accordingly. The automatically driven vehicle VE stops at the position of the virtual stop line VL as a result of running with the changed contents (step S203). By changing the driving mode to stop at the virtual stop line VL, the future position information is changed as a result. In this case, the changed future position information is transmitted to the information providing device PV.

After stopping at the position of the virtual stop line VL in step S203, the automatically driven vehicle VE waits for provision of a possible departure time from the information providing device PV (step S204), and continues this. In other words, it stops at the position of the virtual stop line VL and waits until the departure possible time elapses or the results of various processes in the information providing device PV are obtained.

In step S204, when the possible departure time is received from the information providing device PV (step S204: Yes), the vehicle resumes driving from the position of the virtual stop line VL (step S205), passes the curve CU, and provides information. The operation process for receiving information provided from the device PV ends.

On the other hand, when the information of the virtual stop line VL is not acquired in step S202 (step S202: No), the automatically driven vehicle VE ends the operation process for receiving information provided by the information providing device PV. In this case, the autonomous vehicle VE acquires information (passing permission information) to the effect that it is possible to proceed as travel control information from the information providing device PV, and the autonomous vehicle VE does not change its travel mode. , continue running. Note that the automatically driven vehicle VE may confirm whether or not it has passed the curve CU as a result of continuing traveling, for example, based on detecting its own position.

It should be noted that the mode of operation described above is merely an example, and various modifications are possible. For example, in the above aspect, the transmission of the future position information from the automatic driving vehicle VE is used as a trigger to perform various determination processes regarding the presence or absence of a collision on the planned travel route TR in the information providing device PV. As described above, for example, the analysis of traffic conditions in the detection range SA is always performed. For example, the route based on the target object information is always calculated, and various data can be obtained, and a determination result can be obtained quickly.

Further, in the above description, when the virtual stop line information is not transmitted, the information indicating that the vehicle can proceed is transmitted. Nothing in particular is transmitted to , and it may be determined that the vehicle can continue running by not transmitting anything. It should be noted that, at this time, by performing confirmation processing regarding delivery of the future position information transmitted at predetermined intervals, it may be handled as an alternative to the signal indicating that it is possible to proceed.

In the information providing system 100 of the embodiment described above, when the judgment unit JU judges that the automatically driven vehicle VE is going off into the oncoming lane OL, the automatically driven vehicle VE is provided with travel control information according to the monitoring result of the monitoring unit 10. By transmitting, in the range BA including the blind spot of the automatically driven vehicle VE, even if the automatically driven vehicle VE may stray into the oncoming lane OL, collision with the oncoming vehicle OC or the like can be prevented. As a result, even when the automatically driven vehicle VE travels in the range BA including the blind spot, it can travel safely.

[Second embodiment]
An example of the information providing system according to the second embodiment will be described below with reference to FIGS. 8 and 9. FIG. FIG. 8 is a diagram conceptually showing a curve CU provided with the information providing system 100 according to the present embodiment and its surroundings. In the information providing system 100 according to the present embodiment, the mobile object MB traveling in the oncoming lane OL is the automatically driven vehicle VEx, and the automatically driven vehicles VEz and VEx travel along the curve CU. is different from In FIG. 8 , symbols TRz, PAz, and Lz denote the planned travel route, deviated area, and virtual stop line of the autonomous vehicle VEz, respectively. , respectively denoting virtual stop lines.

As shown in FIG. 8, in the second embodiment, the automatically driven vehicle VEz, which is the first support target of the information providing system 100, starts in the +Z direction and turns left along a curve CU with respect to the direction of travel. You are traveling on lane C1. In addition, the automated driving vehicle VEx, which is the second support target of the information providing system 100, is on the opposite lane OL of the lane C1, that is, the lane where the traveling direction starts from the -X direction and turns to the right with respect to the traveling direction on the curve CU. Running on C2. An example in which the planned travel route TRx of the automatically driven vehicle VEx extends into the lane C1, which is the oncoming lane OL of the vehicle VEx, is omitted from the illustration.

When autonomous vehicles VEz and VEx run in both lane C1 and the opposing lane C2, and there is a possibility of passing each other and colliding near the curve CU, the information providing device PV Priority is given to one of the automatically driven vehicles, the one of the prioritized automatically driven vehicles is notified of passage permission, and the virtual stop line VL is provided to the other automatically driven vehicle.

In this embodiment, one information providing device PV can process two lanes C1 and C2. The monitoring unit 10 also includes a first monitoring unit 10a that monitors a detection range SA1 including a range BAz including the blind spot on the lane C1 side, and a second monitoring unit 10a that monitors a detection range SA2 including a range BAx including the blind spot on the lane C2 side. It is composed of a monitoring unit 10b. Note that one monitoring unit 10 may monitor both detection ranges SA1 and SA2.

FIGS. 9A and 9B illustrate an example of a series of operations in the information providing system 100 of the second embodiment. The preceding stages of the flowchart are the same as those in FIGS. 6A and 6B, and therefore are omitted. FIG. 9A is a flowchart showing a series of operations on the road side, that is, the information providing device PV, and FIG. 9B is a flowchart showing a series of operations on the vehicle side (vehicle side), that is, the automatically driven vehicles VEz and VEx. is. Note that FIG. 9B is the same as that of the first embodiment, so description thereof will be omitted.

As shown in FIG. 9A, in the second embodiment, in the operation of the information providing device PV, the main control unit 50 serves as the protrusion determination unit 52a before providing the virtual stop line VL. , VEx is determined (step S301).

In step S301, if priority is given to driving of the automatically driven vehicle VEz that travels from the +Z direction and turns the curve CU to the left with respect to the traveling direction (step S301: Yes), the main control unit 50, as the protrusion determination unit 52a, Information regarding departure permission is provided to the automatically driven vehicle VEx (step S105), and the series of processing ends.

On the other hand, in step S301, if priority is not given to the traveling of the automatically driven vehicle VEx that travels from the -X direction and turns the curve CU to the right with respect to the direction of travel (step S301: No), the main control unit 50 determines the protrusion determination unit. As 52a, the position information of the virtual stop line VL is provided to the automatically driven vehicle VEx (step S107).

In the above, in the mode between the automatically driven vehicles VEz and VEx, the presence or absence of interference in the protruding areas PAz and PAx may be determined based on the future position information instead of the vehicle target information.

In the above-described embodiment, when autonomous vehicles VEz and VEx run in both lane C1 and the opposing lane C2, by giving priority to the autonomous vehicles, near the curve CU and in the detection range SA, Collision with each other can be avoided. In this case, since the oncoming vehicle OC is also an automatically driving vehicle, the future position information can be used instead of the target object information of the oncoming vehicle OC.

〔others〕
The present invention is not limited to the above embodiments, and can be implemented in various forms without departing from the scope of the invention.

First, in the above-described embodiment, the location where the information providing system 100 is introduced is a curve CU on a road with two lanes (one lane on one side), but the information providing system 100 can be introduced at various locations. is possible. For example, it is possible to apply the present invention to a detection range SA in which a range including a blind spot for the automatically driven vehicle VE occurs. In addition, although the road RA has one lane on each side, the same process can be performed even if the road RA has two lanes on each side.

In the above embodiment, the shape of the curve CU of the road is an example, and the present invention is not limited to this, and can be applied to various shapes and structures.

In the above embodiment, the second determination is performed after the first determination, but either the first determination or the second determination may be performed independently.

In the above embodiment, the reference point of the planned travel route TR is set to the center of the leading edge of the automatically driven vehicle VE. can.

In the above embodiment, the monitoring range of the monitoring unit 10 is the detection range SA. ) may also be monitored. In this case, the number of monitoring units 10 can be appropriately increased or decreased according to the monitoring range.

In the above-described embodiment, the automatically driven vehicle VE can respond appropriately according to the actual traffic conditions even if the travel control information is transmitted from the information providing device PV. For example, if another vehicle is jammed in the traveling direction of the automatically driven vehicle VE, the vehicle may be stopped so as not to protrude into the oncoming lane OL. In addition, even if there is a possibility of collision with the oncoming vehicle OC, if the oncoming vehicle OC is actually stopped in front of the curve CU outside the protruding area PA and is in a standby state, the automatic driving vehicle VE is appropriately departed and may pass through.

In the above description, the information providing device PV and the like that constitute the information providing system 100 are installed near the site, that is, near the curve CU. may be set up as a management center (management server) or the like in a remote location, or various processing and data storage may be performed on the cloud. For example, the position data (position information) of the virtual stop line VL to be stored in the information providing device PV can be stored in a management center (management server) in a remote location or on the cloud.

Reference Signs List 10, 10a, 10b Monitoring unit 11 Camera unit 12 Ranging unit 30 Communication unit 50 Main control unit 52a Judgment unit 52b Calculation unit 100 Information providing system AO Automatic Driving program BA, BAz, BAx... Range including blind spot BU... Bus C1, C2... Lane CM... Curved mirror CU... Curve DO... Operation part FG... Future position information generation part JD... Judgment Apparatus JU... Determination unit MB... Moving object MPj... Map data part MPv... Map data part OC... Oncoming vehicle OL... Oncoming lane PA, PAz, PAx... Protruding area PV... Information providing device RA Road RE... Acquisition medium RO... Route data part SA, SA1, SA2... Detection range SE... Monitoring sensor SEi... Information acquisition part TR, TRz, TRx... Planned travel route TT... Communication part , VE, VEz, VEx... Autonomous vehicle, VL, VLz, VLx... Virtual stop line

Claims (11)

a monitoring unit that monitors the range including the blind spots of the automated driving vehicle;
a communication unit that receives future location information from the automated driving vehicle;
A determination unit that determines whether the automatically driven vehicle runs off into the oncoming lane;
with
The information providing system, wherein the determination unit transmits travel control information according to the monitoring result of the monitoring unit to the automatically driving vehicle via the communication unit when it is determined that the automatically driving vehicle protrudes. The monitoring unit transmits target object information obtained from an oncoming vehicle in a range including the blind spot as the monitoring result to the determination unit,
2. The information providing system according to claim 1, wherein said determination unit transmits said driving control information according to a driving state of said oncoming vehicle based on said target information to said automatic driving vehicle. 3. The information providing system according to claim 1, wherein said determination unit performs a first protrusion determination based on said future position information. 4. The information providing system according to any one of claims 1 to 3, wherein the determination unit performs a second protrusion determination based on at least the specifications of the automatic driving vehicle, the minimum turning radius, and the shape of the road. 5. The information providing system according to claim 4, wherein said determination unit performs said second protrusion determination when it is determined in said first protrusion determination that there is no protrusion. Claims 1 to 3, wherein, when determining that the determination unit protrudes, the protruding area is set based on at least one of the future position information, the specifications of the automated driving vehicle, the minimum turning radius, and the shape of the road. 6. The information providing system according to any one of 5. When the determination unit determines that the oncoming vehicle is present in the protruding region when the autonomous vehicle reaches the protruding region based on the target information of the oncoming vehicle, the determination unit via the communication unit 7. The information providing system according to claim 6, wherein the automatic driving vehicle transmits danger information warning a possibility of collision with the oncoming vehicle as the travel control information. When the determination unit determines that the oncoming vehicle is present in the protruding region when the autonomous vehicle reaches the protruding region based on the target information of the oncoming vehicle, the determination unit determines the position of the virtual stop line. 8. The information providing system according to any one of claims 6 and 7, wherein the position information of the virtual stop line is set as the travel control information to the automatic driving vehicle via the communication unit. The determination unit has a calculation unit that calculates a possible departure time at which the autonomous vehicle stopped at the virtual stop line can start, based on the future position information and the target information of the oncoming vehicle. 9 . The information providing system according to claim 8 , wherein the possible departure time calculated by the calculation unit is transmitted to the automatic driving vehicle via the communication unit as the travel control information. When the determination unit determines that the oncoming vehicle exists in the protruding region based on the target information of the oncoming vehicle when the automatically driven vehicle is stopped, the determination unit determines that the oncoming vehicle 9. The information providing system according to any one of claims 6 to 8, which transmits start-impossible information as the travel control information to the automatically driven vehicle. The information providing system according to any one of claims 1 to 10, wherein the range including the blind spot is a range including a curve of the road and beyond the curve in the traveling direction of the automatic driving vehicle.

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