JP2023050629A - Notification system - Google Patents

Abstract

To provide a notification system that can enhance traffic safety in various traffic areas, including areas where vehicle behavior is not always clear.SOLUTION: A notification system 100 includes: an information processor IP that communicates with an automated vehicle VE scheduled to pass through a predetermined traffic area TR to grasp the behavior of the automated vehicle VE; and a notification unit 70 that notifies information corresponding to the behavior of the automated vehicle VE obtained by the information processor IP. The system enables notification to vehicles, pedestrians, etc. other than the automated vehicle VE, such as whether or not they can pass, alerting them, etc., to enhance traffic safety.SELECTED DRAWING: Figure 4

Description

TECHNICAL FIELD The present invention relates to a notification system that provides traffic information from an infrastructure side to an automatically driven vehicle and notifies the behavior of the automatically driven vehicle.

For example, there is known a technique for capturing an operator of a mobile terminal at a pedestrian crossing with a traffic light and issuing a warning according to the lighting state of the traffic light (see Patent Document 1).

However, Patent Literature 1 does not disclose how to deal with the case where the behavior of the vehicle is not necessarily clear, such as at a pedestrian crossing without a traffic light.

JP 2020-113185 A

The present invention has been made in view of the above points, and is capable of enhancing traffic safety in various traffic areas including locations where vehicle behavior is not necessarily clear, such as crosswalks without traffic lights. The purpose is to provide a notification system that can

The notification system for achieving the above purpose includes an information processing unit that communicates with an automatically driven vehicle that is scheduled to pass through a predetermined traffic area and grasps the behavior of the automatically driven vehicle, and the automatically driven vehicle acquired by the information processing unit. and a notification unit that notifies information corresponding to the behavior of the

In the above notification system, the behavior of an autonomous vehicle scheduled to pass through a predetermined traffic area is grasped on the system side, and for example, by performing notification corresponding to the behavior in the traffic area and its surroundings, the autonomous vehicle It is possible to notify other vehicles, pedestrians, etc., whether or not they can pass, alert them, etc., so that traffic safety can be improved.

In a specific aspect of the present invention, the traffic area is a no-signal area, and the information processing unit responds to the no-signal area, the surrounding situation of the no-signal area, and the behavior of the automated driving vehicle, Determine the content of notification. In this case, for example, in a non-signal area such as a non-signaled pedestrian crossing, it is possible to determine whether vehicles other than the automatically-operated vehicle, pedestrians, etc. can pass or not according to the behavior of the automatically-operated vehicle, or to alert them.

In another aspect of the present invention, the notification unit includes a vehicle-oriented notification unit that is installed facing the road on the upstream side of the traffic area and notifies the vehicle behind the automatically driving vehicle. In this case, the vehicle notification unit can accurately notify passengers in the rear vehicle of the automatically driven vehicle.

In still another aspect of the present invention, the notification unit is installed facing a pedestrian crossing as a traffic area, and informs pedestrians about whether or not to cross the pedestrian crossing corresponding to the behavior of the automated driving vehicle acquired by the information processing unit. Includes a pedestrian notification unit that provides notification. In this case, the pedestrian notification unit can accurately notify pedestrians who are about to cross the pedestrian crossing or who are about to cross the pedestrian crossing.

In still another aspect of the present invention, the notification unit includes a display unit that displays information corresponding to the behavior of the autonomous vehicle. In this case, the display of the notification content on the display section provides notification by a visual method.

In still another aspect of the present invention, the information processing unit grasps the behavior of the automatically driven vehicle from the future position information of the automatically driven vehicle received through communication with the automatically driven vehicle. In this case, the future behavior of the automated driving vehicle can be grasped in advance based on the future position information, and advance judgment for notification can be made more accurately.

According to still another aspect of the present invention, a monitoring unit that monitors traffic conditions in a traffic area is provided, and the information processing unit detects a traffic situation in front of the traffic area according to the monitoring result of the monitoring unit and the behavior of the automated driving vehicle. Provide autonomous vehicles with information about virtual stop lines set at their locations. In this case, for example, based on information that cannot be acquired only from detection by sensors mounted on the autonomous vehicle, it is possible to appropriately process whether the autonomous vehicle should be stopped in front of the traffic area.

In still another aspect of the present invention, the information processing section causes the notification section to notify that the automatically driven vehicle is scheduled to stop when the information on the virtual stop line is provided. In this case, it is possible to notify according to the stop of the automatic driving vehicle.

In still another aspect of the present invention, the information processing unit has a calculation unit that calculates the possible departure time based on the monitoring result of the monitoring unit, and calculates Send the possible departure time calculated by the department. In this case, an accurate departure timing can be indicated to the automatically driven vehicle that is stopped at the virtual stop line.

1 is a conceptual diagram showing a pedestrian crossing provided with a notification system according to an embodiment and its surroundings; FIG. It is a conceptual diagram which shows an example about the display by the alerting|reporting part for vehicles. It is a conceptual diagram which shows an example about the display by the alerting|reporting part for pedestrians. It is a block diagram showing one configuration example of an informing system. FIG. 4 is a conceptual diagram showing an example of the relationship between the notification by the notification system and the traveling motion of the vehicle; FIG. 7 is a conceptual diagram showing another example of the relationship between the notification by the notification system and the running motion of the vehicle; FIG. 5 is a conceptual diagram showing another example of the relationship between the notification by the notification system and the running motion of the vehicle; FIG. 10 is a conceptual diagram showing yet another example of the relationship between the notification by the notification system and the running motion of the vehicle; (A) and (B) are conceptual diagrams showing another example of display by the vehicle notification unit. 4 is a flowchart for explaining an example of a series of operations in the notification system; It is a conceptual diagram which shows the outline|summary of an alerting|reporting system. (A) and (B) are conceptual diagrams showing another example of the display by the notification unit for pedestrians. It is a conceptual diagram which shows another example about the alerting|reporting part for pedestrians. 1 is a conceptual diagram showing an intersection with a pedestrian crossing provided with a notification system and the surroundings thereof; FIG.

An example of the notification system according to one embodiment will be described below with reference to FIG. 1 and the like. FIG. 1 is a conceptual diagram showing a pedestrian crossing CW as a predetermined traffic area TR provided with a notification system 100 according to the present embodiment and its surroundings. FIGS. 2 and 3 conceptually show how visual information is used as one mode of notification by the notification system 100. FIG. Furthermore, FIG. 4 is a block diagram showing a configuration example of the notification system 100. As shown in FIG.

In the present embodiment, in the example shown in FIG. 1, the crosswalk CW as the predetermined traffic area TR provided with the notification system 100 and its surroundings are areas where no traffic lights are installed (no signal area). . In the example of FIG. 1, the notification system 100 communicates with an automatically driven vehicle VE that is scheduled to pass through a pedestrian crossing CW provided on a road without traffic lights, grasps the behavior of the automatically driven vehicle VE, and grasps the behavior of the automatically driven vehicle. It shows a manner in which information corresponding to the behavior of VE is notified to the pedestrian crossing CW and its surroundings. In other words, in this case, the notification system 100 notifies pedestrians and other vehicles other than the automatically driven vehicle existing in the pedestrian crossing CW and its surroundings whether or not they can pass or alerts them, thereby ensuring traffic safety. It is a product that enhances sexuality.

In order to achieve the above aspect, the notification system 100 includes the notification control device NC that is the main body, the sensor unit 10 that is the monitoring unit, and the notification unit 70. Of these, the notification control device NC is provided with a communication unit 30 and a main control unit 50 . In other words, the notification system 100 is composed of the pedestrian crossing CW and the roadside devices provided therearound. In addition, the notification system 100 having the above configuration monitors the detection area (detection range) DD including the crosswalk CW and its surroundings via the sensor unit 10 as the monitoring unit. In addition to acquiring target information as a result, communicating with the automatically driving vehicle VE scheduled to pass through the pedestrian crossing CW via the communication unit 30, the future position information of the automatically driving vehicle VE (information indicating its own future position ). In this case, the main control unit 50 of the notification control device NC grasps the state of the pedestrian crossing CW as the traffic area TR and its surroundings, and also grasps the behavior of the automatically driven vehicle VE. Furthermore, the main control unit 50, based on the above-mentioned acquired various information, that is, the pedestrian crossing CW which is a non-signal area and the situation around the pedestrian crossing CW, and the behavior of the autonomous vehicle VE (which can be grasped from the future position information). The content of notification by the notification unit 70 is determined in accordance with the travel schedule. From a different point of view, the main control unit 50 functions as an information processing unit IP that performs various types of information processing among the components of the notification system 100 .

The notification system 100 also functions as a system for assisting the driving of the automatically driven vehicle VE, so that the notification control device NC provides information to the automatically driven vehicle VE as the driving support device SS. In FIG. 1 , the hatched position indicating that the autonomous vehicle VE is scheduled to pass through the pedestrian crossing CW is the current position, and the subsequent behavior (future planned action) is indicated by the dashed line. That is, the automated driving vehicle VE transmits the first future position information indicating that its own future schedule is indicated by a dashed line at the current position indicated by hatching to the notification control device NC as the driving support device SS, Communication is started between the automatically driven vehicle VE and the driving assistance device SS. Taking this as an opportunity, the driving support device SS checks whether the pedestrian crossing CW, which is the destination of the autonomous vehicle VE, and the surroundings of the pedestrian crossing CW can continue to travel, while considering the future position information. and provides the confirmation result to the autonomous vehicle VE. As described above, the automatically driven vehicle VE is subject to support by the notification system 100 as a driving support system. The self-driving vehicle VE continuously updates and transmits its own future position information at regular intervals, for example. That is, the infrastructure side continuously receives new future position information from the autonomous vehicle VE. This communication continues until the self-driving vehicle VE has completely passed through the pedestrian crossing CW.

The notification unit 70 provides notification content determined by the main control unit 50 as the information processing unit IP. In other words, the information corresponding to the behavior of the automatically driven vehicle VE acquired by the main control unit 50 is notified to the pedestrian crossing CW and its vicinity.

Here, in the illustrated example, the notification unit 70 is composed of a first display panel DSα as a vehicle notification unit VN and a second display panel DSβ as a pedestrian notification unit PN. The first display panel DSα and the second display panel DSβ are composed of, for example, an organic EL panel, a liquid crystal panel, or an LED dot bulletin board, and are display units that display information corresponding to the behavior of the autonomous vehicle VE. That is, the notification unit 70 has the first display panel DSα and the second display panel DSβ, which are the display units, so as to perform notification by display (visual).

In particular, in the present embodiment, the first display panel DSα as the vehicle notification unit VN is installed facing the road on the upstream side of the pedestrian crossing CW, which is the traffic area, and is directed to the vehicle GM behind the autonomous vehicle VE. It is a mode in which notification (display) is performed by pressing the button. That is, as shown in FIG. 1, the passengers of the rear vehicle GM can grasp the behavior of the automatically driven vehicle VE, which is the front vehicle, from visual information by viewing the display contents of the first display panel DSα. Note that FIG. 2 conceptually shows the forward state including the state of the display contents of the first display panel DSα as seen from the passenger of the rear vehicle GM (see FIG. 1). In particular, in the present embodiment, as illustrated in FIG. 2, when the automatically driven vehicle VE is to stop (including a sudden stop), the fact is indicated on the first display panel DSα by the rear vehicle GM. Notify (notify) passengers.

Returning to FIG. 1, in the present embodiment, the second display board DSβ as the notification unit PN for pedestrians is installed facing the pedestrian crossing CW as the traffic area TR, and the information processing unit IP acquires Pedestrians PE and the like are notified of whether or not they can cross the pedestrian crossing CW corresponding to the behavior of the automatic driving vehicle VE. That is, the second display panel DSβ displays to the pedestrian PE who is about to cross the pedestrian crossing CW or the pedestrian PE who is actually starting to cross the pedestrian crossing (hereinafter also referred to as the pedestrian CR), so that the pedestrian CR The behavior of the approaching automatically driven vehicle VE is grasped from the visual information. In the example shown in FIG. 1, a pair of second display panels DSβ are provided on both sides of the road so as to sandwich the pedestrian crossing CW, and notify pedestrians PE existing on the sidewalks on both sides of the road is to be performed. Note that FIG. 3 conceptually shows the surroundings including the display contents of the second display panel DSβ viewed from the crosser CR. In particular, in the present embodiment, as illustrated in FIG. 3, the pedestrian PE (Especially, the crosser CR) is notified (notified).

In addition, the notification system 100 functions as a driving support device SS that provides information to the automatically driven vehicle VE to support driving, as described above. Specifically, when the notification system 100 receives the future position information from the autonomous vehicle VE and recognizes that it is scheduled to pass through the pedestrian crossing CW, in response to this, the notification system 100 detects the crosswalk CW in and around the pedestrian crossing CW. Driving is supported by providing information based on road monitoring results, etc., including the presence of a crosser CR, to the automated driving vehicle VE. Here, in particular, the driving support device SS takes into consideration the predicted arrival time of the autonomous vehicle VE to the crosswalk CW included in the future position information, and stops (pauses) at the virtual stop line VL in front of the crosswalk CW. ), etc. When determining to stop (pause), the driving support device SS transmits a signal recommending or instructing to stop (pause) at the virtual stop line VL. Further, when the automatically driven vehicle VE stops on the virtual stop line VL in response to the signal, the driving support device SS causes the stopped automatically driven vehicle VE to stop on the virtual stop line VL. VE provides the information of the possible departure time (the possible departure time) at which the vehicle can start from the virtual stop line VL. In this way, the notification system 100 transmits to the autonomous vehicle VE information based on roadside detection of the crosswalk CW and its surroundings, which cannot be acquired only from sensors mounted on the autonomous vehicle VE, for example. For example, there are many blind spots for the autonomous vehicle VE due to the shape of the crosswalk CW and its surrounding roads having slopes or curves, roadside trees and other installations, traffic volume, and the amount of on-street parking. can be considered. In such cases, information based on roadside detection is important. On the other hand, particularly in this embodiment, when the pedestrian CR of the pedestrian crossing CW is detected on the roadside, the notification system 100 detects the crosswalker CR on the side of the road. In addition to informing the pedestrian CR of the pedestrian crossing CW and the vehicle GM behind the autonomous vehicle VE that the autonomous vehicle VE will stop in front of the pedestrian crossing CW by giving the information in advance. Thus, even at a pedestrian crossing CW without traffic lights, the pedestrians PE (crossers CR) are prioritized, and smooth traffic is maintained with greater safety. It should be noted that, due to the influence of the crosswalk CW and the shape of the road around it, it may be difficult for the rear vehicle GM to grasp the situation of the crosswalk CW and its surroundings. When the behavior of the automatically driven vehicle VE, which is the preceding vehicle, is unknown, the risk of rear-end collision increases. In this embodiment, such a situation can be avoided or suppressed.

Hereinafter, one configuration example of the notification system 100 will be described with reference to the block diagram shown as FIG. As shown in the drawing and as described above, the notification system 100 includes the sensor unit 10, the communication unit 30 and the main control unit 50 that constitute the notification control device NC (driving support device SS), and the notification unit 70. It has Among them, for example, the main control unit 50 is composed of a determination unit JU composed of various circuit boards, a CPU, a storage device, etc., and a sensor interface (information acquisition unit) SEi for connecting with the sensor unit 10. there is

First, the sensor unit 10 is a roadside sensor composed of a camera unit 11 and a distance measuring unit 12, and detects a moving body MB, an obstacle, etc. existing in a detection area DD as a predetermined range to be monitored. It is a monitoring unit that As for the moving body MB, in addition to bicycles and pedestrians on the side of the road and sidewalks, vehicles on the road, obstacles, and the like are assumed. The camera unit (infrastructure camera) 11 sets the sidewalk extending along the side of the road as the detection area DD in addition to the front and rear road including the pedestrian crossing CW, and captures the image data to monitor the detection area DD. Generate. In addition, for the ranging unit 12, for example, in addition to LiDAR, a millimeter wave sensor or radar can be used. enable. Although only one sensor unit 10 is shown in the drawing, a plurality of cameras or the like can be installed within the site in order to thoroughly monitor the pedestrian crossing CW and its surroundings. Also, here, the detection area DD is shown as an example, but if the detection area DD is changed depending on the traveling direction of the autonomous vehicle VE to which information is to be provided, the camera to be used may be changed accordingly. etc. can be selected as appropriate. Here, the detection result obtained by the sensor unit 10, and various information such as image data and distance measurement data regarding the moving object MB existing in the detection area DD are referred to as target object information. In other words, the target object information includes information on the operation status of various vehicles and pedestrians existing in the detection area DD, as well as information on the presence of obstacles.

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 driving assistance device SS (notification control device NC) with the future position indicating its own future position as data for receiving driving assistance. It transmits location information. 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 driving support device SS or the notification control device NC receives the future position information from the automatically driven vehicle VE, for example, predicts the arrival time of the automatically driven vehicle VE at the crosswalk CW, the time required to pass the crosswalk CW, etc. can be grasped.

A sensor interface (information acquisition unit) SEi of the main control unit 50 takes in information acquired by the sensor unit 10 as a monitoring unit, that is, target object 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 area DD as a predetermined range.

Of the main control section 50, the determination unit JU has a stop display determination section 52a that determines whether or not to perform a stop display of the automatically driven vehicle VE in the notification section 70, and a calculation section 52b. Furthermore, the stop display determination section 52a is composed of a crosser determination section JDp and a display content setting section DCs.

Of the stop display determination unit 52a, the crosser determination unit JDp determines the presence or absence of a pedestrian CR on the crosswalk CW based on the target information as the detection result of the sensor unit 10, that is, the pedestrian crossing the crosswalk CW. It is determined whether or not there is a PE or a pedestrian PE that is starting to cross. For example, as a result of detection by the sensor unit 10, when a person is detected to stay within a predetermined range (for example, within 2m to 3m) from a predetermined crosswalk CW for a predetermined time (for example, several seconds) or more, This person is determined to be a crosser CR. In the case where the presence of such a pedestrian CR is recognized, if the automatically driven vehicle VE heading for the pedestrian crossing CW includes information to the effect that it plans to pass the pedestrian crossing CW as future position information. , the main control unit 50 transmits, via the communication unit 30, a signal recommending or instructing the autonomous vehicle VE to stop (temporarily stop) at a predetermined virtual stop line VL.

Of the stop display determination unit 52a, the display content setting unit DCs receives the future position information including the predicted arrival time of the automatically driven vehicle VE at the crosswalk CW received by the communication unit 30, and the detection result by the sensor unit 10. Target object information is collected, and based on this, the content of notification in the notification unit 70 is determined. Specifically, for example, in the case where the existence of a crosser CR is recognized on the pedestrian crossing CW as described above, and the virtual stop line VL is transmitted to the autonomous vehicle VE, the display content setting unit DCs or The main control unit 50 functioning as this causes the notification unit 70 to display display information corresponding to the content in order to notify the notification unit 70 that the automatically driven vehicle VE is scheduled to stop before the pedestrian crossing CW. Send to That is, the main control unit 50 instructs the first display panel DSα (vehicle notification unit VN) of the notification unit 70 to indicate that the autonomous vehicle VE, which is the preceding vehicle, crosses the road as illustrated in FIG. It is instructed to perform a display (preceding vehicle stop display) for clearly indicating that the vehicle is scheduled to stop in response to the presence of the pedestrian CR (pedestrian PE). On the other hand, the main control unit 50 instructs the second display panel DSβ (pedestrian notification unit PN) of the notification unit 70 to indicate that the autonomous vehicle VE is a crosser CR ( It is scheduled to stop in response to the presence of a pedestrian (PE), and an instruction is given to perform a display (crossing possible display, which is one of the crossing possible/impossible displays) to clearly indicate that the vehicle can cross. After confirming that the pedestrian CR has finished crossing the pedestrian crossing CW and that the automatically driven vehicle VE has passed the pedestrian crossing CW, the stop display determination unit 52a performs the crossing possible display and the forward vehicle stop display. is deleted (display deletion notification) to the notification unit 70 .

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, as a result of monitoring the detection area DD, it is confirmed that there is no moving body MB trying to cross the road at the pedestrian crossing CW or its vicinity, or there will be no moving body MB. Therefore, it becomes possible to calculate. 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".

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.

An example of the relationship between the notification by the notification system 100 and the traveling motion of the automatically driven vehicle VE will be described below with reference to the conceptual diagrams shown in FIG. 5 and the like. Of the drawings, the graph G1 shows the traveling situation of the automatically driven vehicle VE, the horizontal axis indicates the position (existence position of the automatically driven vehicle VE with respect to the crosswalk CW), and the vertical axis indicates the position of the automatically driven vehicle VE. shows the speed of That is, the curve C1 indicates changes in the position and speed of the automatically driven vehicle VE heading (approaching) the crosswalk CW. In the drawing, the state of the automatically driven vehicle VE moving from right to left is indicated by numbering.

In addition, the display content α1 in the drawing indicates the notification mode on the first display panel DSα (vehicle notification unit VN) constituting the notification unit 70, and the display content 2 shows the notification mode on the display board DSβ (notification section PN for pedestrians). Here, the manner in which the display mode changes according to the temporal displacement of the automatically driven vehicle VE is shown. Furthermore, the determination content γ1 in the drawing indicates determination of whether or not there is a pedestrian PE (crosser CR) by the crosser determination unit JDp of the notification system 100 .

In the example shown in FIG. 5, as a typical example of the notification by the notification system 100 according to the traveling motion of the automatically driven vehicle VE, there is a pedestrian PE (crosser CR) trying to cross the pedestrian crossing CW, It shows the notification operation of the notification system 100 when the notification system 100 notifies the driving vehicle VE to stop at the virtual stop line VL. As shown in the determination content γ1, here, among the transitions of the automated driving vehicle VE indicated by Nos. 1 to 4, between Nos. 2 and 3, the presence or absence of a pedestrian PE (crosser CR) This shows a case where the determination of confirmation has changed from "no" to "yes".

The behavior of the automatically driven vehicle VE will be described below. Specifically, first, as shown in No. 1 in the graph G1, the automatically driven vehicle VE that is autonomously traveling uses, for example, on-vehicle equipment, and there is a pedestrian crossing CW with no traffic lights at the destination. When it senses that it will, it starts decelerating, as shown at number 2. Further, here, at the point shown in No. 2, the automated driving vehicle VE also detects the notification system 100, transmits its own future position information to the notification system 100, and communicates with the notification system 100. Start. As a result, the automatically driven vehicle VE acquires information about the situation of the pedestrian crossing CW and its surroundings from the notification system 100 as a driving support system including the driving support device SS. That is, the automatically driven vehicle VE receives driving assistance by providing information from the driving assistance device SS. In the illustrated example, after this, information about the virtual stop line VL is transmitted from the notification system 100 according to the presence of the pedestrian PE (crosser CR). Based on the notification from the notification system 100, the automatically driven vehicle VE continues to decelerate and eventually stops at the position of the virtual stop line VL as indicated by No. 3. After that, the autonomous vehicle VE waits for the possible departure time (the possible departure time) from the notification system 100, and when receiving this, starts and passes the crosswalk CW as indicated by No. 4. Communication between the automatically driven vehicle VE and the notification system 100 ends when the pedestrian crossing CW is completed.

On the other hand, the notification system 100 starts communication with the automatically driven vehicle VE as described above, triggered by receiving the future position information transmitted from the automatically driven vehicle VE. Along with this, the notification system 100 starts a notification operation in response to the existence of the automatically driven vehicle VE. That is, the first display panel DSα (notification unit for vehicles VN) and the second display panel DSβ (notification unit for pedestrians PN), which constitute the notification unit 70, start instructing to stop the vehicle in front and display whether or not to cross the road. do.

More specifically, first, as shown in the display content α1 in the drawing, the first display panel DSα is not displayed when the automatic driving vehicle VE is at the first position. , at position 2 (when the autonomous vehicle VE starts to decelerate), the vehicle ahead stops as the infrastructure finds that the autonomous vehicle VE has started decelerating from the future position information. to start displaying. That is, when the automatically driven vehicle VE starts decelerating, the vehicle GM (see FIG. 1) behind the automatically driven vehicle VE is promptly notified that the automatically driven vehicle VE is scheduled to stop (or decelerate). be.

Furthermore, in the notification system 100, it was found from the acquired target object information and the future position information that there was a crosser CR and that it was necessary to transmit the virtual stop line VL to the automatic driving vehicle VE. 1 display panel DSα displays that the vehicle ahead is stopped and that there is a pedestrian crossing. In this display operation, after the automatically driven vehicle VE passes the second position, as a result of the determination processing in the notification system 100, the determination shown in the determination content γ1 is changed from "no" to "yes". , and is continued even when the autonomous vehicle VE reaches the third position, that is, the stop position.

After that, when the possible departure time (the possible departure time) is reached, that is, when the determination shown in the determination content γ1 is changed from "yes" to "no", the automatically driven vehicle VE starts from the position of the virtual stop line VL. Along with this, the notification system 100 issues a display deletion notification to the first display panel DSα, and the first display panel DSα returns to the non-display state.

Next, as shown in the display content β1 in the drawing, the second display panel DSβ will continue to be in a non-display state until the autonomous vehicle VE passes the first and second positions. However, when the autonomous vehicle VE reaches the third position, that is, the stop position, or decelerates sufficiently so that it can stop, it starts giving instructions that it is possible to cross. This display continues until the corresponding pedestrian PE (crosser CR) finishes crossing the crosswalk CW. , to return to the hidden state.

FIGS. 6 to 8 are conceptual diagrams corresponding to FIG. 5, and respectively show examples of aspects different from FIG. 5 regarding the relationship between the notification by the notification system 100 and the traveling motion of the automatically driven vehicle VE.

For example, FIG. 6 shows, as an example, a case where there is no pedestrian PE (crosser CR pedestrian (see FIG. 5, etc.)) trying to cross the pedestrian crossing CW. In this case, for example, the notification system 100 does not notify the autonomous vehicle VE of the virtual stop line VL (see FIG. 5, etc.). On the other hand, the automated driving vehicle VE decelerates when it is in position 2, etc., and does not receive a stop instruction from the notification system 100, so that it does not enter the pedestrian crossing. Judging that there are no crosswalkers CR, etc. on the CW and its surroundings, accelerate from just before the crosswalk CW as shown in No. 3 and pass the crosswalk CW as shown in No. 4. This will enable smoother traffic.

On the other hand, in the case of the above-described mode, regarding the operation of the notification unit 70, as shown by the display contents α1 and β1 in the figure, the non-display state continues. However, during deceleration when the automatically driven vehicle VE is at position 2, the first display panel DSα indicates that the vehicle ahead is stopped. is scheduled to stop (or slow down). After that, when the automatic driving vehicle VE accelerates, it returns to the non-display state again. Here, regarding the display of the front vehicle stop (front vehicle stop display), in addition to the case where the vehicle is actually scheduled to stop, there is a possibility that the vehicle will stop as shown in FIG. It is assumed that there is a possibility that the vehicle only decelerates and does not stop.

In this case, the second display panel DSβ remains hidden from beginning to end because there is no pedestrian PE (crosser CR) corresponding to the viewer of the second display panel DSβ.

FIG. 7 shows, as an example, a case in which a crosser CR jumps out. In other words, as is clear from a comparison of FIGS. 6 and 7, in the case of FIG. 7, as in the case of FIG. , the autonomous vehicle VE reaches the position corresponding to No. 3 in FIG. 6, and an unexpected pedestrian CR suddenly appears in a state in which the autonomous vehicle VE has begun to accelerate from just before the pedestrian crossing CW. are doing. In this case, an emergency stop signal is transmitted from the notification system 100 to the automatically driven vehicle VE, and the automatically driven vehicle VE is positioned beyond the virtual stop line VL by sudden braking, as indicated by number 4. emergency stop. After that, the autonomous vehicle VE waits for the possible departure time (the possible departure time) from the notification system 100, and when it receives this, it starts and passes the crosswalk CW as indicated by No. 5.

On the other hand, in the case of the above-described mode, regarding the operation of the notification unit 70, first, as shown in the display content α1 in the figure, for the first display panel DSα, the automatic driving vehicle VE is at the second position and the deceleration After displaying the stop of the vehicle in front at the time, it becomes a non-display state when the automatic driving vehicle VE starts accelerating shown in No. 3, but if there is an emergency stop of the automatic driving vehicle VE shown in No. 4, it responds to this. display. That is, on the first display panel DSα, an indication that a vehicle ahead is urgently stopped and a indication that there is a pedestrian crossing are displayed. The display of aspects continues. In addition, when the automatically driven vehicle VE reaches the possible departure time (the possible departure time) and starts from the position of the virtual stop line VL, along with this, the notification system 100 notifies the first display panel DSα to delete the display, The first display panel DSα returns to the non-display state.

Next, as shown in display content β1, the second display panel DSβ is maintained in a non-display state until the automatic driving vehicle VE starts to accelerate as shown in No. 3, and furthermore, the automatic driving vehicle VE suddenly accelerates. The display remains hidden even when the vehicle VE starts to stop, but when the automatically driven vehicle VE stops at position 4, the display changes to indicate that it is possible to cross the road. This display is continued until the corresponding pedestrian PE (crosser CR) has finished crossing the crosswalk CW, and when the determination shown in determination content γ1 is changed from "yes" to "no". , along with this, returns to the non-display state.

FIG. 8 shows an example in which there are a plurality of crossers CR. In particular, FIG. 8 shows an example of handling when an unexpected crosser CR2 (running out) occurs as the second crosser CR after handling the first crosser CR1. More specifically, as shown in the determination content γ1, the first crosser CR1 is checked after the automatically driven vehicle VE shown in No. 2 decelerates, and accordingly, as shown in No. 3 At the same time, the automatic driving vehicle VE stops in front of the pedestrian crossing CW. After that, it is confirmed that the pedestrian CR1 has finished crossing the pedestrian crossing CW, and when the possible departure time (the possible departure time) is reached, the automatically driven vehicle VE starts. Immediately after, an unexpected second crosser CR2 is detected, and an emergency stop signal is transmitted from the notification system 100 to the automatically driven vehicle VE. , emergency stop at a position beyond the virtual stop line VL. After that, the autonomous vehicle VE waits again for the possible departure time (the possible departure time) from the notification system 100, and when it receives this, it starts and passes the crosswalk CW as indicated by No. 5.

In the case of the above-described mode, regarding the operation of the notification unit 70, first, as shown in the display content α1 in the figure, the first display panel DSα is displayed until the automatic driving vehicle VE stops as shown in No. 3. is the same as in the case of FIG. 5, and further, disappearing with the start of the automatically driven vehicle VE after reaching the (first) possible departure time (the possible departure time) is also the same as in the case of FIG. is the same as However, when an unexpected crosser CR2 is subsequently detected, this time the display is switched as shown in the example of FIG. That is, the display mode on the first display panel DSα is changed from the non-display state to the display of the emergency stop of the preceding vehicle and the presence of a crosser, and the automatic driving vehicle VE is again (second time) at the position of No. 4. The display of the above mode is continued until the departure possible time (departure possible time) is received and the vehicle starts.

Next, as shown in the display content β1, for the second display panel DSβ, similarly to the case of the first display panel DSα, the automatic driving vehicle VE is started after reaching the first possible departure time (departure possible time). 5, but after that, when an unexpected crosser CR2 is detected, as in the case of FIG. , along with this, the display switches to the indication that it is possible to cross.

As described above, the notification system 100 transmits signals to the automatically driven vehicle VE and changes the notification mode of the notification unit 70 in various manners according to the situation of the pedestrian crossing CW and its surroundings.

Note that FIGS. 5 to 8 are examples of operations in the notification system 100, and are not limited to these, and various modes are possible. For example, in the example of FIG. 7, the virtual stop line VL is not transmitted, but even if there is no pedestrian PE (crosser CR), the virtual stop line VL is provided to the autonomous vehicle VE, By adjusting the possible departure time (the possible departure time) (setting it to a time earlier than the scheduled stop time when temporarily stopping at the virtual stop line VL), the autonomous vehicle VE can run in the same manner as in the case of FIG. It may be made possible.

FIGS. 9A and 9B are conceptual diagrams illustrating display modes of the first display panel DSα (vehicle notification unit VN) in each of the modes described above.

For example, FIG. 9A shows, for example, in FIGS. 5 and 6, when the automatically driven vehicle VE is in position 2, the front vehicle stop displayed on the first display panel DSα (vehicle notification unit VN). An example of display is shown. That is, FIG. 9A displays that the automatically driven vehicle VE is scheduled to stop or decelerate due to the existence of the pedestrian crossing CW in front of the automatically driven vehicle VE (the presence of the crosser is undetermined). The display mode in this case is exemplified.

On the other hand, FIG. 9B shows, for example, in FIGS. 7 and 8, when the automatically driven vehicle VE is at position 4, the front vehicle emergency displayed on the first display panel DSα (vehicle notification unit VN). An example of a stop display is shown. That is, FIG. 9(B) is a case of displaying that the automatically driven vehicle VE is in an emergency stop (emergency stop) state, such as when the vehicle VE is forced to stop beyond the virtual stop line VL. is exemplified.

An example of a series of operations in the notification system 100 will be described below with reference to the flowchart shown in FIG.

First, the main control unit 50, which is the information processing unit IP of the notification control device NC (driving support device SS), confirms the existence of the target automatic driving vehicle VE (step S101). That is, the operation of confirming the future position information from the automatically driven vehicle VE is continued until confirmation is made (step S101: Yes). In step S101, when the first future position information that serves as a trigger for starting communication is received (acquired) from the self-driving vehicle VE, the main control unit 50 registers initial settings such as acquisition of the vehicle ID. It may be done.

In step S101, when acquisition of future position information is confirmed (step S101: Yes), the main control unit 50 confirms whether target information as a detection result acquired from the sensor unit 10 has been acquired ( Step S102), if the target object information has been acquired in step S102 (step S102: Yes), it is further determined from the target object information whether or not there is a crosser CR, that is, whether or not the automatically driven vehicle VE should be stopped. (step S103).

Here, if the target object information is not acquired in step S102 (step S102: No), that is, if the moving object MB or the like does not exist, or if the crosser CR does not exist in step S103 (step S103: No), that is, the moving object MB If the pedestrian CR does not correspond to the crosser CR, the main control unit 50 first confirms whether or not the automatically driven vehicle VE has decelerated based on the future position information (step S104). This corresponds to the case where the automatically driven vehicle VE moves from the first position to the second position in the example of FIG. 5 and the like. Furthermore, in step S104, when deceleration of the automatically driven vehicle VE is not confirmed (step S104: No), the main control unit 50 confirms whether or not the automatically driven vehicle VE has accelerated based on the future position information (step S105). This corresponds to the case where the automatically driven vehicle VE moves from the second position to the third position in the example of FIG. 6 and the like.

In step S105, when acceleration of the automatically driven vehicle VE is not confirmed (step S105: No), the main control unit 50 returns to the operation from step S101. That is, it waits for updated future position information from the autonomous vehicle VE.

On the other hand, in step S104, when the deceleration of the automatically driven vehicle VE is confirmed (step S104: Yes), the main control unit 50 performs guidance display notification for displaying that the vehicle ahead is stopped on the first display panel DSα. (Step S106), returning to the operation from step S101.

Also, in step S105, when the acceleration of the automatically driven vehicle VE is confirmed (step S105: Yes), this is done after the guidance display notification accompanying the deceleration in step S106 is made, and in this case, The main control unit 50 issues a display deletion notification to hide the display indicating that the vehicle ahead is stopped in step S106 (step S107).

After step S107, the main control unit 50 checks whether or not the automatically driven vehicle VE has passed through the crosswalk CW (step S108). If not (step S108: No), the operation from step S101 back to

On the other hand, in step S108, when it is confirmed that the automatically driven vehicle VE has passed through the crosswalk CW (step S108: Yes), the main control unit 50 provides driving support (information provision) to the automatically driven vehicle VE and The informing unit 70 regards the informing operation as having been completed, and performs an initialization process such as clearing the vehicle ID information set and registered at the time of obtaining the first future position information (step S109). Note that this corresponds to the case in which the automatically driven vehicle VE passes through the pedestrian crossing CW in the case of FIG.

After that, the main control unit 50 returns to the operation from step S101. In this case, the future position information received next is information about the automatically driven vehicle VE different from the automatically driven vehicle VE whose vehicle ID and the like have been cleared.

On the other hand, if it is determined in step S103 that there is a crosser CR (step S103: Yes), that is, if it is determined that the automatically driven vehicle VE should be stopped, the main control unit 50 controls the automatically driven vehicle VE to stop at the crosswalk. It is checked whether the vehicle can be stopped at the position of the virtual stop line VL before CW (step S110).

In step S110, when it is determined that the vehicle can stop at the position of the virtual stop line VL (step S110: Yes), the main control unit 50 provides (transmits) information regarding the virtual stop line VL to the autonomous vehicle VE. At the same time (step S111), the first display panel DSα and the second display panel DSβ are notified of a guidance display to indicate that the vehicle ahead is stopped and that the vehicle can cross (step S112). has stopped at the virtual stop line VL until the stop is confirmed (step S113: Yes).

In step S112, the operation of displaying that the vehicle can be crossed in response to the command to the second display panel DSβ may be performed after confirming that the vehicle has stopped in step S113, or until it has almost stopped.

When the stop is confirmed in step S113 (step S113: Yes), the main control unit 50 determines whether or not the autonomous vehicle VE is ready to depart, based on the situation of the mobile body MB in the pedestrian crossing CW and its surroundings. It is determined whether or not (clearance determination) (step S114). In step S114, the main control unit 50 waits until there is clearance (step S114: Yes), provides information on the possible departure time (step S115), and deletes the display on the first display panel DSα. Notification is made (step S116).

Among the above, during step S114, one of the conditions for the state to be able to start includes that the crosser CR has finished crossing the pedestrian crossing CW. will be notified to delete the display.

After the provision of the possible departure time in step S115 and the notification of deletion of the display on the first display panel DSα in step S116, just to be sure, the clearance, that is, the pedestrian crossing CW and its surroundings is It is checked whether or not the progress can be continued (step S117).

In step S117, if there is clearance (step S117: Yes), the main control unit 50 continuously checks whether or not the automatically driven vehicle VE has passed through the pedestrian crossing CW (step S118). In step S118, when it is confirmed that the vehicle has passed through (step S118: Yes), the main control unit 50 completes the driving support (information provision) for the automatically driven vehicle VE and the related notification operation in the notification unit 70. For example, an initialization process such as clearing information such as the vehicle ID set and registered when obtaining the first future position information is performed (step S119).

On the other hand, if it is determined in step S110 that it is not possible to stop at the position of the virtual stop line VL (step S110: No) or if it is determined that there is no clearance in step S117 (step S117: No), the main control unit 50 provides (transmits) emergency stop information to the automatically driven vehicle VE (step S120), and notifies the first display panel DSα to display corresponding guidance (step S121).

Among the above, as a typical example of the former (step S110: No), as in the case described with reference to FIG. It is assumed that there is a detection of Further, as a typical example of the latter (step S117: No), after the autonomous vehicle VE stops at the virtual stop line VL as described with reference to FIG. It is assumed that there is a detection of a jumping out when starting after receiving it.

After step S121, the main control unit 50 confirms whether or not various measures associated with the emergency stop have been completed and the situation has been lifted (step S122). , and so on.

One of the conditions until the release is confirmed in step S122 is that the crosswalker CR who jumped out has finished crossing the pedestrian crossing CW. and subsequent de-display notifications will be included.

When the confirmation in step S122 is made (step S122: Yes), the main control unit 50 performs display deletion notification in response to the guidance display notification in step S121, and returns to the clearance confirmation operation in step S117 again.

FIG. 11 is a conceptual diagram showing an overview of the configuration and operation of the notification system 100 described above. As shown in the figure and as described above, in the notification system 100 described above, the automatic driving vehicle VE scheduled to pass through the crosswalk CW (crosswalk with no signal) as the predetermined traffic area TR By acquiring the future position information in the information processing unit IP (main control unit 50), the behavior of the automatically driven vehicle VE is grasped. On the other hand, the information processing unit IP acquires the situation of the no-signal area and the pedestrian crossing CW as the periphery of the no-signal area and the surrounding area, for example, via the sensor unit 10, which is a monitoring unit. In particular, here, the information of the crosser CR trying to cross the pedestrian crossing CW is acquired. In addition, to the automated driving vehicle VE, in order to assist driving, a stop command etc. according to the situation of the pedestrian crossing CW and its surrounding area is transmitted, The notification unit 70 performs notification corresponding to the behavior of the automatically driven vehicle VE. In particular, in this embodiment, not only the pedestrian PE (crosser CR) but also the vehicle GM behind the automatically driven vehicle VE is notified. As a result, traffic safety can be improved and smoother traffic can be realized.

As described above, the notification system 100 according to the present embodiment communicates with the automatically driven vehicle VE scheduled to pass through the predetermined traffic area TR, and the information processing unit IP that grasps the behavior of the automatically driven vehicle VE, and information A notification unit 70 that notifies information corresponding to the behavior of the automatically driven vehicle VE acquired by the processing unit IP. In the notification system 100, the behavior of the automatically driven vehicle VE scheduled to pass through a predetermined traffic area TR is grasped on the system side, and for example, for the traffic area TR and its surroundings (non-signal crosswalk CW and its surroundings) By performing notification corresponding to the behavior, it becomes possible to notify pedestrians and other vehicles other than the automated driving vehicle VE, such as whether or not they can pass or alert them, and traffic safety can be improved. .

〔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, with reference to FIG. Aspects are assumed, and various aspects can also be applied to the pedestrian notification unit PN (second display panel DSβ). For example, as shown in FIG. 12(A), it is conceivable to display a warning that crossing is possible in addition to a display that indicates that crossing is possible. In the above, the behavior of the target autonomous driving vehicle VE can be grasped based on the future position information obtained as a result of communication. . In such a case, for example, it is conceivable to display as shown in FIG.

In the above description, the second display panel DSβ is not displayed when there is no vehicle approaching the pedestrian crossing CW, such as the automatic driving vehicle VE. ) may be displayed as shown.

In addition, in the above description, as an example of the notification method for the notification unit 70, a method based on display, that is, a method based on vision has been described as an example. A speaker SK may be employed to perform notification (notification) by voice (auditory). Furthermore, the pedestrian PE or the like may possess a portable terminal TI such as a smart phone (smartphone) on which a dedicated application has been installed in advance, and the notification system 100 may perform notification or the like to this. In other words, the mobile terminal TI may be used as the notification unit 70 . In this case, in addition to display and sound, notification can be made using, for example, vibration.

Furthermore, with respect to the mobile terminal TI, for example, a car navigation system installed in the rear vehicle GM of the self-driving vehicle VE, a smartphone possessed by the passenger of the rear vehicle GM, etc. , the vehicle notification unit VN.

Furthermore, when the rear vehicle GM is also an automatically driven vehicle capable of communicating with the notification system 100, the behavior of the automatically driven vehicle VE as the forward vehicle may be directly communicated through communication with the notification system 100.

Further, in the above description, the non-signaled pedestrian crossing CW as the predetermined traffic area TR is exemplified, and in particular, the example of FIG. Instead, for example, as illustrated in FIG. 14, which is a diagram corresponding to FIG. 1, the notification system 100 may be applied in a range including an intersection CS with no signal.

The vehicle notification unit VN and the pedestrian notification unit PN, which constitute the notification unit 70, are not limited to one or a pair, and may be arranged at more positions.

In addition, in the above description, it is assumed that the notification system 100 is installed at a place where there is no signal, but it is also conceivable to apply the notification system 100 at a place where there is a traffic signal. Conversely, the notification system 100 can be applied to places where there are no traffic lights and no crosswalks (for example, places where crossing is prohibited but where pedestrians actually cross). is also conceivable.

In the above, the response of the notification system 100 to one automated driving vehicle VE was described. It is also possible to handle

In the above description, the notification unit PN for pedestrians is used, but the notification unit PN for pedestrians can also be applied as a notification unit for bicycles, for example. In other words, the pedestrian notification unit PN can be considered to include the bicycle notification unit.

Further, in the above description, the notification control device NC (driving support device SS) and the like constituting the notification system 100 are installed near the site, that is, near the pedestrian crossing CW. As for the part responsible for data management, it is conceivable to provide a management center (management server) or the like in a remote location, or to perform various processing and data storage on the cloud. For example, the position data (position information) of the virtual stop line VL to be stored in the notification control device NC may be stored in a remote management center (management server) or on the cloud.

In the above example, the sensor unit 10 is composed of the camera unit 11 and the distance measuring unit 12, but the configuration of the sensor unit 10 is not limited to this. Either one of the distance portion 12 and the sensor portion 10 may constitute the sensor portion 10 .

DESCRIPTION OF SYMBOLS 10... Sensor part, 11... Camera part, 12... Ranging part, 30... Communication part, 50... Main control part, 52a... Stop display determination part, 52b... Calculation part, 70... Notification part, 100... Notification system, AO Automatic driving program, C1: curve, CR, CR1, CR2: pedestrian, CS: intersection, CW: pedestrian crossing, DCs: display content setting unit, DD: detection area, DSα: first display panel, DSβ: second Display board FG...Future position information generation part G1...Graph GM...Back vehicle IP...Information processing part JDp...Crosser judgment part JU...Judgment unit MB...Moving body NC...Notification control device PE Pedestrian PN Pedestrian notification unit SEi Sensor interface (information acquisition unit) SK Speaker SS Driving support device TI Mobile terminal TR Traffic area VE Self-driving vehicle VL Virtual stop line, VN... Vehicle notification unit, α1, β1... Display content, γ1... Judgment content

Claims (9)

an information processing unit that communicates with an automatically driving vehicle that is scheduled to pass through a predetermined traffic area and grasps the behavior of the automatically driving vehicle;
A notification system, comprising: a notification unit that notifies information corresponding to the behavior of the automatically driven vehicle acquired by the information processing unit. the traffic area is a no-signal area;
2. The notification system according to claim 1, wherein the information processing unit determines the content of notification in the notification unit in accordance with the no-signal area, a situation around the no-signal area, and the behavior of the automatically driven vehicle. . 3. The informing unit according to claim 1, wherein the informing unit is installed facing the road on the upstream side of the traffic area, and includes a vehicle informing unit that notifies the vehicle behind the automatically driven vehicle. Notification system as described. The notification unit is installed facing the pedestrian crossing as the traffic area, and notifies the pedestrian whether or not to cross the pedestrian crossing corresponding to the behavior of the automated driving vehicle acquired by the information processing unit. 4. The notification system according to any one of claims 1 to 3, including a directional notification unit. The notification system according to any one of claims 1 to 4, wherein the notification unit includes a display unit that displays information corresponding to behavior of the automatic driving vehicle. The information system according to any one of claims 1 to 5, wherein the information processing unit grasps the behavior of the automatically driving vehicle from the future position information of the automatically driving vehicle received through communication with the automatically driving vehicle. . A monitoring unit that monitors traffic conditions in the traffic area,
The information processing unit transmits information about a virtual stop line set in front of the traffic area to the autonomous vehicle according to the monitoring result of the monitoring unit and the behavior of the autonomous vehicle. A notification system according to any one of claims 1 to 6, provided. The information system according to claim 7, wherein when the information on the virtual stop line is provided, the information processing section causes the notification section to notify that the automatically driven vehicle is scheduled to stop. The information processing unit has a calculation unit that calculates a possible departure time based on the monitoring result of the monitoring unit, and the automatic driving vehicle that is stopped at the virtual stop line is calculated by the calculation unit. 9. The notification system according to any one of claims 7 and 8, further transmitting said possible departure time.

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