WO2022074969A1 - 情報処理装置、車両制御装置、及び道路情報配信方法 - Google Patents

情報処理装置、車両制御装置、及び道路情報配信方法 Download PDF

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Publication number
WO2022074969A1
WO2022074969A1 PCT/JP2021/032242 JP2021032242W WO2022074969A1 WO 2022074969 A1 WO2022074969 A1 WO 2022074969A1 JP 2021032242 W JP2021032242 W JP 2021032242W WO 2022074969 A1 WO2022074969 A1 WO 2022074969A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
abnormality
road
cause
abnormal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2021/032242
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English (en)
French (fr)
Japanese (ja)
Inventor
直広 藤原
厚志 馬場
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Priority to JP2022555306A priority Critical patent/JPWO2022074969A1/ja
Priority to CN202180068272.3A priority patent/CN116348936A/zh
Publication of WO2022074969A1 publication Critical patent/WO2022074969A1/ja
Priority to US18/191,715 priority patent/US12384379B2/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • B60W60/0053—Handover processes from vehicle to occupant
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0112—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from the vehicle, e.g. floating car data [FCD]
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0141—Measuring and analyzing of parameters relative to traffic conditions for specific applications for traffic information dissemination
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096725—Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/406—Traffic density
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/65—Data transmitted between vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing

Definitions

  • This disclosure relates to an information processing device, a vehicle control device, and a road information distribution method.
  • Traffic information such as traffic accidents and traffic jams is widely distributed to vehicles, and the driver of the vehicle drives to the destination while checking the traffic information.
  • the traffic information delivered to the vehicle is also used for route guidance to the destination in the car navigation system.
  • Patent Document 1 discloses a cost setting device that sets a cost that is used when a navigation device searches for a route and that takes into consideration the safety of the route.
  • This cost setting device detects the link associated with the road closure information and determines the type of the cause of the road closure. Then, when the road closure is due to a predetermined cause, the cost setting device sets the cost of other links included in the predetermined area based on the detected link high, and provides route guidance according to the cost. conduct.
  • Patent Document 1 since it is determined whether or not the road closure is due to a predetermined cause, when an abnormality occurs on the road, after identifying the cause of the abnormality, information on the abnormality is transmitted to the vehicle. It is being delivered. However, a vehicle traveling in the vicinity of the road on which the abnormality has occurred may pass through the road on which the abnormality has occurred before the information indicating the abnormality is distributed to the vehicle.
  • an object of the present disclosure is to provide an information processing device, a vehicle control device, and a road information distribution method capable of distributing the position of an abnormal road to a vehicle without delay.
  • the information processing device of one aspect of the present disclosure is abnormal based on a receiving unit that receives position information indicating a vehicle traveling position on a road from the vehicle and a plurality of the position information of the vehicle received by the receiving unit.
  • An abnormality detection unit that detects the abnormal road position, which is the position of the road where the abnormality is occurring, and a transmission unit that transmits the abnormal road position detected by the abnormality detection unit to the vehicle before identifying the cause of the abnormality.
  • the vehicle control device of one aspect of the present disclosure receives the abnormal road position from the information processing device described above, and when the vehicle approaches a predetermined distance from the abnormal road position, the driver of the vehicle is notified. It is equipped with a notification unit that notifies the position of abnormal roads.
  • the road information distribution method of one aspect of the present disclosure receives position information indicating the traveling position of a vehicle on the road from the vehicle, and based on the received position information of the plurality of the vehicles, the road on which an abnormality has occurred.
  • the abnormal road position which is the position
  • the detected abnormal road position is transmitted to the vehicle before the cause of the abnormality is identified, and the vehicle approaches a predetermined distance from the abnormal road position. Notify the driver of the vehicle of the abnormal road position.
  • the position of the road where the abnormality has occurred can be delivered to the vehicle without delay.
  • FIG. 1 is a functional block diagram showing the configuration of the road information distribution system 10 of the present embodiment.
  • the road information distribution system 10 includes a cloud server 12 and a plurality of vehicles 14.
  • the cloud server 12 detects an abnormality occurring on the road based on information transmitted from a plurality of vehicles 14, and the position of the road where the abnormality occurs (hereinafter, "abnormal road”). "Position”) is delivered to a plurality of vehicles 14. Then, the vehicle 14 notifies the driver (driver or the like) of the vehicle 14 and controls the vehicle 14 based on the delivered abnormal road position.
  • the vehicle 14 to which the abnormal road position is distributed is a vehicle 14 capable of transmitting and receiving information to and from the cloud server 12, but the vehicle 14 is not limited to this, and although information cannot be transmitted to the cloud server 12, the cloud server It may be a vehicle 14 capable of receiving information from 12.
  • the cloud server 12 is an information processing device, and includes an information transmission / reception unit 20, a map database 22, a traffic condition abnormality detection unit 24, and an abnormality cause identification unit 26.
  • the information transmission / reception unit 20 transmits / receives various information to / from the vehicle 14.
  • the information transmission / reception unit 20 receives, for example, the position information of the vehicle 14 (hereinafter referred to as “vehicle position information”) and the control information of the vehicle 14 (hereinafter referred to as “vehicle control information”) from the vehicle 14, and displays map data or the like.
  • the abnormal road position is transmitted to the vehicle 14.
  • the vehicle position information is information indicating the traveling position of the vehicle 14 on the road, and the vehicle position information is information indicating the control amount of the vehicle 14.
  • the map database 22 is a database that stores map data indicating the road on which the vehicle 14 travels.
  • the traffic condition abnormality detection unit 24 detects the abnormal road position, which is the position of the road where the abnormality has occurred, based on the vehicle position information of the plurality of vehicles 14 received by the information transmission / reception unit 20. Further, the traffic condition abnormality detection unit 24 of the present embodiment detects the position of the road where the vehicle control amount of the plurality of vehicles 14 exceeds a predetermined threshold value as the abnormal road position.
  • the abnormality cause identification unit 26 identifies the cause of the abnormality (hereinafter referred to as "abnormal cause") when the abnormal road position is detected by the traffic condition abnormality detection unit 24.
  • the identified cause of abnormality is transmitted to the vehicle 14 via the information transmission / reception unit 20.
  • the vehicle 14 includes an information transmission / reception unit 30, a map data acquisition unit 32, a millimeter wave sensor 34, a camera 36, an ECU (ElectroControlUnit) 38, an HMI (Human Machine Interface) 40, a vehicle position estimation unit 42, and a vehicle control unit 44. It includes a vehicle information acquisition unit 46, a sudden control detection unit 48, and a recommended control derivation unit 50.
  • the information transmission / reception unit 30 transmits / receives various information to / from the cloud server 12.
  • the information transmission / reception unit 30 receives, for example, map data, an abnormal road position, and an abnormality cause from the cloud server 12, and transmits the vehicle position information and the vehicle position information of the own vehicle to the cloud server 12.
  • the map data acquisition unit 32 acquires and stores the map data received from the cloud server 12.
  • the millimeter wave sensor 34 is installed at at least one place in front, side, and rear of the vehicle 14, irradiates a radio wave (millimeter wave) having a short wavelength, and measures the reflected wave to measure the distance to an object. It is an in-vehicle sensor that measures.
  • the camera 36 is an in-vehicle sensor installed at at least one place in front of, sideways, and behind the vehicle 14 to take an image of the periphery of the vehicle 14.
  • the in-vehicle sensor is not limited to the millimeter wave sensor 34 and the camera 36, and other sensors such as an infrared sensor may be mounted on the vehicle.
  • the ECU 38 is an accelerator ECU, a brake ECU, a steering ECU, etc., and performs acceleration control, deceleration control, steering control, etc. of the vehicle 14, and outputs acceleration, deceleration, and steering control amounts.
  • the HMI 40 is, for example, a touch panel display that also has a function as a car navigation device, has a speaker, outputs various information to a driver or the like on board the vehicle 14, and accepts operations from the driver or the like. ..
  • the vehicle position estimation unit 42 includes position information measured by GNSS (Global Navigation Satellite System), map data acquired by the map data acquisition unit 32, and the surrounding environment of the vehicle 14 acquired by an in-vehicle sensor. The position of the vehicle 14 is estimated and the vehicle position information is generated based on the information indicating the above and the speed of the vehicle 14.
  • GNSS Global Navigation Satellite System
  • the vehicle control unit 44 performs various processes based on the information output from the in-vehicle sensor, the ECU 38, etc., and outputs the process results to the ECU 38, etc. to control the vehicle. Further, the vehicle control unit 44 includes a notification unit 52.
  • the notification unit 52 informs the driver of the vehicle 14 of the abnormal road position and the cause of the abnormality. Notice.
  • the notification to the driver is given via the screen or speaker of the HMI 40 mounted on the vehicle 14.
  • the vehicle information acquisition unit 46 acquires information (vehicle control amount) related to the control of the vehicle 14, such as deceleration, acceleration, and steering angle of the vehicle 14, from the ECU 38.
  • the sudden control detection unit 48 detects the sudden control of the vehicle 14 based on the vehicle control amount.
  • the sudden control is, for example, sudden braking, sudden accelerator, sudden steering, and the like.
  • the detected sudden control is associated with the vehicle position information and transmitted to the cloud server 12 via the information transmission / reception unit 30.
  • the recommended control derivation unit 50 When the recommended control derivation unit 50 receives the abnormal road position or the abnormal cause from the cloud server 12, it derives the recommended control for the vehicle 14 based on at least one of the abnormal road position and the abnormal cause. The control content of the vehicle 14 derived by the recommended control derivation unit 50 is notified to the driver by the notification unit 52.
  • the cloud server 12 detects an abnormal road position based on the vehicle position information of the plurality of vehicles 14 or the vehicle control amount of the plurality of vehicles 14. Then, the abnormal road position is transmitted to the vehicle 14 before the cause of the abnormality is identified. Therefore, the road information distribution system 10 of the present embodiment can distribute the position of the abnormal road to the vehicle 14 without delay.
  • FIGS. 2 and 3 are flowcharts showing the abnormal road position detection process.
  • the road information distribution system 10 of the present embodiment executes the process of FIG. 2 and the process of FIG. 3, but is not limited to this, and one of the process of FIG. 2 and the process of FIG. 3 may be performed.
  • FIG. 2 is a travel locus upload process for detecting an abnormal road position based on the vehicle position information of the vehicle 14.
  • step 100 based on the position of the own vehicle previously estimated by the vehicle position estimation unit 42 included in the vehicle 14 (hereinafter referred to as "own vehicle position estimated value"), the measurement result by the acceleration sensor, the measurement result by GNSS, and the like. And estimate the position of the own vehicle.
  • the information transmission / reception unit 30 transmits the own vehicle position estimated value to the cloud server 12.
  • the cloud server 12 extracts map data around the own vehicle based on the own vehicle position estimated value received from the vehicle 14.
  • the extracted map data is transmitted by the information transmission / reception unit 20 to the vehicle 14 that has transmitted the estimated value of the position of the own vehicle.
  • the vehicle position estimation unit 42 determines the position of the own vehicle based on the estimated value of the position of the own vehicle, the map data, and the recognition result of the surrounding environment of the own vehicle acquired by the millimeter wave sensor 34 and the camera 36. Update (localize). The updated position of the own vehicle is transmitted to the cloud server 12 by the information transmission / reception unit 30 as vehicle position information.
  • step 100, step 200, and step 102 are repeated for each vehicle 14, and vehicle position information is transmitted to the cloud server 12 each time step 102 is completed.
  • the traffic condition abnormality detection unit 24 included in the cloud server 12 can travel with the vehicle position information transmitted from the plurality of vehicles 14. Compare with the road to determine if there is an abnormal road position.
  • the travelable road is, for example, a road on which a plurality of vehicles 14 always travel, for example, a road such as an expressway or an arterial road, which has a certain amount of traffic within a predetermined time. Further, since the vehicle position information is continuously transmitted from the vehicle 14 to the cloud server 12 at predetermined time intervals, it indicates the traveling locus of the vehicle 14. That is, the traffic condition abnormality detection unit 24 detects the road position in which the traveling state is different from the normal one by comparing the traveling locus of the vehicle 14 with the traveling road.
  • the traffic condition abnormality detection unit 24 refers to a predetermined number of vehicles 14 that have traveled within a predetermined time (hereinafter referred to as "reference traveling number") based on vehicle position information transmitted from a plurality of vehicles 14. ) Detects the following road positions as abnormal road positions. Therefore, on a road on which a plurality of vehicles 14 should always travel, it is determined that an abnormality has occurred at a position where the number of vehicles 14 traveling within a predetermined time is less than usual, in other words, on a road having a small traveling locus. The Rukoto. As a result, the traffic condition abnormality detection unit 24 can easily detect the abnormal road position.
  • the standard number of vehicles is stored in the map database 22 in advance in association with the map data.
  • the standard number of vehicles may be 0. That is, on a road such as an expressway where it is normally assumed that the vehicle 14 is always traveling, a road position where no vehicle 14 is traveling within a predetermined time is detected as an abnormal road position. .. Further, the standard number of vehicles may be increased or decreased depending on the time zone even on the same road. For example, the standard number of vehicles at night is 50% of the standard number of vehicles during the day.
  • step 204 it is determined whether or not the traffic condition abnormality detection unit 24 has detected the abnormal road position. If the determination is affirmative, the process proceeds to step 206, and if the determination is negative, the process returns to step 202, and a plurality of vehicles The abnormality detection of the traffic condition based on the vehicle position information transmitted from 14 is repeated.
  • step 206 the cloud server 12 stores the abnormal road position in the map database 22 as the data to be distributed to the vehicle 14 (data to be distributed).
  • FIG. 3 is a sudden control information upload process for detecting an abnormal road position based on the vehicle position information and the vehicle control information of the vehicle 14. Also in the sudden control information upload process shown in FIG. 3, the processes of step 100, step 200, and step 102 shown in FIG. 2 are repeated for each vehicle 14.
  • the sudden control detection unit 48 performs a sudden control determination process in the own vehicle.
  • the presence or absence of sudden control is determined by whether or not the vehicle control amount exceeds a predetermined threshold value.
  • the vehicle control amount is, for example, at least one of the deceleration of the vehicle 14, the acceleration of the vehicle 14, and the steering amount of the vehicle 14.
  • the vehicle 14 When the deceleration of the vehicle exceeds a predetermined threshold value, the vehicle 14 is suddenly braked (suddenly braked). In such a case, an accident occurs at the road position where the sudden braking of the vehicle 14 is performed. It is probable that there are abnormalities such as falling objects and traffic jams. Further, the case where the acceleration of the vehicle 14 exceeds a predetermined threshold value is a case where the vehicle 14 is suddenly accelerated (sudden accelerator), and in such a case, the road position where the sudden acceleration of the vehicle 14 is performed is performed. It is probable that an abnormality has occurred or that the vehicle 14 has passed the abnormal road position and increased the speed.
  • the case where the steering amount of the vehicle 14 exceeds a predetermined threshold value is a case where the vehicle 14 is steered suddenly (steep steering wheel), and in such a case, the road where the steep steering wheel of the vehicle 14 is performed. It is probable that an accident or a falling object has occurred at the position.
  • the sudden control detection unit 48 determines whether or not there is sudden control exceeding a predetermined threshold value, proceeds to step 108 in the case of an affirmative determination, and returns to step 104 in the case of a negative determination. The determination process is repeated.
  • the information transmission / reception unit 30 transmits the suddenly controlled road position as the sudden control position information to the cloud server 12.
  • step 210 the traffic condition abnormality detection unit 24 takes the sudden control position information received from the plurality of vehicles 14 at the same road position. It is determined whether or not there is sudden control by the plurality of vehicles 14, and if a positive determination is made, the process proceeds to step 212, and if a negative determination is made, step 210 is repeated.
  • the case where there is sudden control by a plurality of vehicles 14 is a case where vehicles 14 having a predetermined ratio or more (for example, 80% or more) perform sudden control at the same road position.
  • the same road position is not an exact same road position, but is a concept including a certain length (for example, 10 m).
  • the occurrence of a momentary abnormality such as the entry of a person or an animal into the road, is excluded. can.
  • step 212 the road position where the sudden control was performed is set as the abnormal road position, and the cloud server 12 stores it in the map database 22 as distribution target data.
  • FIG. 4 is a flowchart showing the flow of vehicle control processing based on the abnormal road position. Also in the vehicle control process shown in FIG. 4, the processes of steps 100 and 102 shown in FIG. 2 are repeated for each vehicle 14. Further, in step 200'similar to step 200 shown in FIG. 2, the abnormal area information is extracted together with the map data around the own vehicle and transmitted to the vehicle 14. Abnormal area information is information indicating one or more abnormal road positions (hereinafter, also referred to as "abnormal area").
  • the abnormal cause is associated with the abnormal road position where the abnormal cause is specified and transmitted to the vehicle 14.
  • the abnormal road position where the cause of the abnormality is not specified is transmitted to the vehicle 14 as the abnormal area information without associating the cause of the abnormality.
  • step 120 which shifts after step 102, the notification unit 52 of the vehicle 14 calculates the relative positional relationship between the abnormal area shown in the abnormal area information and the position of the own vehicle.
  • the notification unit 52 determines whether or not the own vehicle is close to the abnormal area, proceeds to step 124 in the case of an affirmative determination, and returns to step 100 in the case of a negative determination.
  • the own vehicle is within a predetermined distance (for example, within 100 m) with respect to the abnormal area existing in the traveling direction of the own vehicle, it is determined that the own vehicle is close to the abnormal area.
  • step 124 the notification unit 52 notifies the driver of the own vehicle of the abnormal area as a driving caution point. This notification is made via the screen or speaker of the car navigation device. If the cause of the abnormality is associated with the abnormality area, the cause of the abnormality is also notified to the driver.
  • the recommended control derivation unit 50 calculates the recommended control of the own vehicle (vehicle control command value) based on the relative positional relationship between the position of the own vehicle and the abnormal area.
  • the vehicle control command value at this time is, for example, deceleration control.
  • the vehicle control command value may be calculated in consideration of the cause. Specifically, if the cause is that an accident has occurred in one of the two lanes, a control command value indicating a lane change (lane change) in order to avoid the lane in which the accident has occurred. Is calculated by calculation together with deceleration control.
  • the cloud server 12 may identify the cause of the abnormality in the abnormal area after the notification of the abnormal area for which the cause of the abnormality has not been specified is given, and the cloud server 12 may transmit the cause of the abnormality. In such a case, the calculation of the vehicle control command value in consideration of the cause of the abnormality in the abnormal area is performed again in step 126.
  • the driver is notified of the traffic conditions and the vehicle control to be implemented in multiple stages.
  • the multi-step notification will be described.
  • the multi-step notification means that when the vehicle approaches an abnormal area for which the cause of the abnormality has not been identified as described above, the driver is notified only that the abnormal area is approaching as the first step. After that, when the own vehicle receives the cause of the abnormality in the abnormal area, the driver is notified of the cause of the abnormality together with the abnormal area as the next step. In addition, the driver is notified of recommended vehicle control based on the abnormal area and the cause of the abnormality. Note that the vehicle control notification may be given when the own vehicle approaches the abnormal area even when the own vehicle has not received the cause of the abnormality.
  • the notification unit 52 when the notification unit 52 receives the cause of the abnormality from the cloud server 12 after notifying the driver of the abnormal road position, the notification unit 52 notifies the driver of the own vehicle of the cause and performs vehicle control derived based on the cause. Notify the driver.
  • the driver of the vehicle 14 is notified step by step of the occurrence of the abnormality, the cause of the abnormality, and the proposal of the control of the own vehicle, and the driver can see the traffic condition of the road on which the own vehicle travels in real time. Can recognize and can recognize recommended driving according to traffic conditions.
  • control of the own vehicle is executed.
  • the control of the own vehicle may be performed by the driver himself / herself based on the content of the notification, or when the control by the driver himself / herself is slow, the vehicle control unit 44 automatically controls based on the vehicle control command value. You may go to.
  • the vehicle control unit 44 controls the vehicle according to the vehicle control command value, which is the control amount of the vehicle derived based on at least one of the abnormal road position and the cause of the abnormality.
  • FIG. 5 is a flowchart showing the flow of identifying the cause of the abnormality.
  • the abnormality cause is identified by the abnormality cause identification unit 26 provided in the cloud server 12 as well as the abnormality road position is detected.
  • step 300 the abnormality cause identification process is performed.
  • the cause of the abnormality is identified based on the information from the infrastructure equipment, the recognition result of the surrounding environment transmitted from the vehicle 14 passing through the abnormal road position, and the like.
  • step 302 it is determined whether or not the abnormality in which the cause is being specified has been resolved. If the determination is affirmative, this flow is terminated, and if the determination is negative, the process proceeds to step 304.
  • step 304 it is determined whether or not the identification of the cause of the abnormality is completed, and if it is affirmative, the process proceeds to step 306, and the identified cause of the abnormality is associated with the abnormality area and stored in the map database 22. In the case of a negative determination, the process returns to step 300 and the abnormality cause identification process is continued.
  • the determination of whether or not the abnormality has been resolved is determined by, for example, the traffic condition abnormality detection unit 24 determining whether or not the number of vehicles 14 traveling on the abnormal road position within a predetermined time exceeds the reference number of vehicles. Will be done. Not limited to this, it may be determined that the abnormality has been resolved when the vehicle 14 that performs sudden control at the position considered to be the abnormal road position no longer exists.
  • the abnormality cause identification unit 26 ends the identification of the abnormality cause. As a result, it is possible to suppress the identification of unnecessary abnormalities such as abnormalities that can be resolved immediately.
  • FIG. 6 is a time chart showing the delivery timing of the abnormal area information
  • FIG. 6A shows the conventional delivery timing
  • FIG. 6B shows the delivery timing of the present embodiment.
  • the abnormal road position is reflected in the map data and transmitted to the vehicle 14.
  • the abnormal road position is reflected in the map data and distributed to the vehicle 14. Then, when the cause of the abnormality is identified by detecting the position of the abnormal road and identifying the cause of the abnormality, the cause of the abnormality is delivered to the vehicle 14.
  • the abnormal road position is reflected in the map data and distributed to the vehicle 14 before the cause of the abnormality is identified. Therefore, as shown in the period A, the abnormal road position is more than the conventional one. Can be delivered to the vehicle 14 without delay. Therefore, the driver of the vehicle 14 can recognize the abnormal road position before the own vehicle passes.
  • the range of the road where the abnormality has occurred may be detected based on the vehicle control information.
  • the position where the abnormality occurs is determined to be the position where the vehicle 14 suddenly decelerates, and then the position where the vehicle 14 suddenly accelerates is determined to be the position where the abnormality is resolved. That is, the range of the road where the abnormality has occurred is determined by setting the position of sudden deceleration and the position of sudden acceleration as a set.
  • the vehicle 14 may be in a form having an automatic driving function.
  • the vehicle control unit 44 may determine whether or not automatic driving can be continued based on the abnormal road position and the cause of the abnormality. When the vehicle control unit 44 determines that the automatic driving cannot be continued, the automatic driving is switched to the manual driving in which the driver himself / herself drives.
  • processing flow described in the above embodiment is also an example, and even if unnecessary steps are deleted, new steps are added, or the processing order is changed within the range not deviating from the gist of the present disclosure. good.

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