JP2018195289A - Vehicle system, vehicle information processing method, program, traffic system, infrastructure system and infrastructure information processing method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle system, a vehicle information processing method, a program and a traffic system capable of safely traveling a vehicle. A vehicle system 50 acquires first blind spot information indicating a blind spot region generated by an object from an infrastructure system 3 having an infrastructure sensor 31 when viewed from an infrastructure sensor 31 that detects a surrounding object. And a detection recognition unit 52 that generates second blind spot information indicating a blind spot region generated by the object when viewed from the vehicle-mounted sensor 51 that detects the object. The detection / recognition unit 52 has an integrated unit that outputs common blind spot information indicating a first common blind spot area common to each blind spot area based on the first blind spot information and the second blind spot information to an external device. [Selection diagram] FIG. 8

Description

  The present invention relates to a vehicle system, a vehicle information processing method, a program, a traffic system, an infrastructure system, and an infrastructure information processing method.

  In recent years, a vehicle information providing apparatus that issues a warning to a driver using position information, vehicle speed information, vehicle type information, and the like of another vehicle from a vehicle detection sensor is known (see, for example, Patent Document 1). The vehicle information providing apparatus disclosed in Patent Document 1 includes a front detection sensor that detects the presence of an obstacle that hinders the oncoming vehicle from being viewed, a blind spot area of a driver that is generated by the obstacle when the presence of the obstacle is detected, and / or Alternatively, an alarm notification unit that displays a visible area that is not obstructed by an obstacle on the display screen of the display unit is provided.

  In this vehicle information providing apparatus, the information on the obstacle detected by the infrastructure sensor is acquired, and the information on the obstacle detected by the front detection sensor is acquired. The vehicular information providing apparatus presents obstacle information by the alarm notification unit.

Japanese Patent No. 4247710

  However, in Patent Document 1, a blind spot generated when the front detection sensor of the vehicle information providing apparatus detects the road condition is considered, but a blind spot generated when the road condition is detected from the infrastructure sensor is considered. Not considered. For this reason, even if there is a blind spot in which the blind spot of the front detection sensor and the blind spot of the infrastructure sensor are common, the vehicle information providing device cannot recognize that this common blind spot exists. For this reason, even if there are obstacles that obstruct the passage of the vehicle in this common blind spot, neither the obstacle nor the common blind spot can be recognized. There is a possibility of collision.

  Therefore, the present disclosure has been made to solve the above-described problem, and includes a vehicle system, a vehicle information processing method, a program, a traffic system, an infrastructure system, and an infrastructure information processing method that allow a vehicle to travel safely. The purpose is to provide.

  In order to achieve the above object, a vehicle system according to an aspect of the present disclosure provides first blind spot information indicating a blind spot area generated by the object when viewed from an infrastructure sensor that detects surrounding objects. An acquisition unit that acquires from an infrastructure system, and a detection recognition unit that generates second blind spot information indicating a blind spot region caused by the object when viewed from an in-vehicle sensor that detects the object, And an integration unit that outputs common blind spot information indicating a first common blind spot area common to each blind spot area based on the first blind spot information and the second blind spot information to an external device.

  These comprehensive or specific aspects may be realized by a system, an apparatus, a method, a recording medium, or a computer program, and are realized by any combination of the system, the apparatus, the method, the recording medium, and the computer program. May be.

  According to the vehicle system, the vehicle information processing method, the program, the traffic system, the infrastructure system, and the infrastructure information processing method according to the present disclosure, the vehicle can travel safely.

FIG. 1 is a block diagram illustrating an example of a configuration of a traffic system according to the first embodiment. FIG. 2 is a schematic diagram when a detection target area of an infrastructure sensor installed on a road or the like is viewed from the horizontal direction. FIG. 3 is a schematic diagram illustrating an infrastructure sensor, a detection target area of the infrastructure sensor, and an object in the detection target area as viewed from above. FIG. 4 is an explanatory diagram in which only the blind spot area and the blind spot area of FIG. 3 are extracted. FIG. 5 is a diagram illustrating an example of a data format transmitted by the infrastructure system to the vehicle system. FIG. 6 is a diagram illustrating a typical example in which an accident occurs due to a blind spot when the vehicle travels. FIG. 7 is a schematic diagram showing the relationship between the object and the predicted trajectory of the vehicle. FIG. 8 is a flowchart showing the operation of the vehicle system according to the first embodiment. FIG. 9 is a flowchart showing the determinations of steps S4 and S8 in FIG. FIG. 10 is a flowchart showing the determination in step S11 of FIG. FIG. 11 is a schematic diagram showing a blind spot area generated when an object is viewed from an in-vehicle sensor and an infrastructure sensor. FIG. 12 is a schematic diagram illustrating a blind spot region that is generated when an object is viewed from an in-vehicle sensor and a plurality of infrastructure sensors. FIG. 13 is a block diagram illustrating an example of a configuration of a traffic system according to the second embodiment. FIG. 14 is a schematic diagram illustrating the second oncoming vehicle when the first oncoming vehicle is stopped. FIG. 15 is a schematic diagram illustrating a second oncoming vehicle when the first oncoming vehicle is slowly moving. FIG. 16 is a sequence diagram showing an operation of the vehicle system according to the second embodiment. FIG. 17 is a block diagram illustrating an example of a configuration of a traffic system according to the third embodiment. FIG. 18 is a diagram illustrating a typical example in which an accident occurs due to a blind spot when a vehicle travels. FIG. 19 is a schematic diagram illustrating a relationship between an object and a predicted trajectory of the vehicle. FIG. 20 is a flowchart showing the operation of the vehicle system according to the third embodiment.

  The vehicle system of the present disclosure, when viewed from an infrastructure sensor that detects surrounding objects, an acquisition unit that acquires first blind spot information indicating a blind spot area caused by the object from the infrastructure system including the infrastructure sensor; A detection recognition unit that generates second blind spot information indicating a blind spot region generated by the object when viewed from an in-vehicle sensor that detects the object, wherein the detection recognition unit includes the first blind spot information and the second blind spot An integration unit that outputs common blind spot information indicating a first common blind spot area common to each blind spot area based on the information to an external device;

  In this way, the acquisition unit acquires first blind spot information that becomes a blind spot when viewing the object from the infrastructure sensor, from the object detected by the infrastructure sensor. A detection recognition part produces | generates the 2nd blind spot information used as a blind spot when it sees from the vehicle-mounted sensor which detects an object. The integration unit integrates the respective blind spot areas based on the first blind spot information and the second blind spot information, so that a common blind spot is obtained when the object is viewed from the infrastructure sensor and when the object is viewed from the vehicle-mounted sensor. It can be recognized that the first common blind spot region exists.

  Therefore, in this vehicle system, if the first common blind spot region is used, the vehicle can travel safely.

  Further, in the vehicle information processing method of the present disclosure, when viewed from an infrastructure sensor that detects surrounding objects, first blind spot information indicating a blind spot area generated by the object is acquired from an infrastructure system having the infrastructure sensor, Second blind spot information indicating a blind spot area generated by the object when viewed from an in-vehicle sensor that detects the object is generated, and a first common blind spot area based on the first blind spot information and the second blind spot information is used. Output common blind spot information indicating one common blind spot area to an external device.

  Moreover, the program of this indication makes a computer perform the vehicle information processing method.

  In addition, the traffic system of the present disclosure includes an infrastructure sensor that detects surrounding objects, and an information generation unit that outputs first blind spot information indicating a blind spot area generated by the object to the vehicle when viewed from the infrastructure sensor. An in-vehicle system that detects the object; a detection recognition unit that generates second blind spot information indicating a blind spot area generated by the object when the object is viewed from the on-board sensor; and the first blind spot And a vehicle system having an integration unit that outputs common blind spot information indicating a first common blind spot area common to each blind spot area based on the information and the second blind spot information to an external device.

  Further, in the traffic system according to the present disclosure, the information generation unit is further configured based on a predetermined period in which the infrastructure sensor detects, and a length of the blind spot region in a depth direction when the object is viewed from the infrastructure sensor. The speed of another object estimated to be present in the blind spot region generated by the object is calculated, and speed information indicating the speed is output to the vehicle.

  Even in these cases, the same effects as described above are obtained.

  The vehicle system according to the present disclosure further includes a determination control unit that controls traveling of the vehicle based on the common blind spot information.

  According to this, the judgment control part can control driving | running | working of a vehicle based on 1st common blind spot information. For example, the determination control unit can stop the traveling of the vehicle when the first common blind spot information exists, and can travel the vehicle when the first common blind spot information does not exist.

  In the vehicle system of the present disclosure, the determination control unit determines whether the size of the first common blind spot region is larger than a predetermined size, and the size of the first common blind spot region is the predetermined size. If the size of the first common blind spot area is larger than the predetermined size, the vehicle is stopped.

  As described above, the determination control unit can determine that there is no other object in the first common blind spot area if the size of the first common blind spot area is equal to or smaller than a predetermined size. Therefore, if a predetermined size that is the minimum size of other objects to be detected is determined, a small blind spot area can be ignored with the predetermined size as a threshold. In this case, the judgment control unit can make a judgment of running the vehicle.

  Further, the determination control unit can determine that another object exists in the first common blind spot area if the size of the first common blind spot area is larger than a predetermined size. That is, the determination control unit can make a determination to stop the traveling of the vehicle because there is a possibility that another object exists in the first common blind spot area.

  For this reason, in this vehicle system, the opportunity to determine that the vehicle can travel can be increased, and it is difficult to cause a decrease in safety when the vehicle travels, such as a collision between the vehicle and the object. As a result, in this vehicle system, the traveling efficiency of the vehicle can be improved.

  Further, in the vehicle system of the present disclosure, the determination control unit extracts the gaze area for controlling the vehicle based on at least the traveling direction and speed of the object, and the object when viewed from the in-vehicle sensor When the second common blind spot area in which the blind spot area generated by the above and the gaze area is common is generated, the vehicle is stopped.

  As described above, the determination control unit extracts the gaze area based on the traveling direction and speed of the object, and stops the traveling of the vehicle when the object exists in the gaze area. For this reason, when the object is viewed from the vehicle, the collision between the vehicle and the other object can be avoided even if another object exists in the blind spot area of the object. For this reason, the vehicle can travel safely.

  The vehicle system of the present disclosure further includes a storage unit that stores map information that enables the vehicle to travel, and the determination control unit includes at least the first blind spot information and the second information in the map information. Superimpose blind spot information.

  Thus, since the first blind spot information and the second blind spot information are superimposed on the map information, the first common blind spot area can be mapped to the map information. For this reason, the judgment control part can control driving | running | working of a vehicle based on the map information in which the 1st common blind spot area was shown.

  In the vehicle system according to the present disclosure, the determination control unit estimates a predicted trajectory from when the vehicle starts a predetermined travel until the predetermined travel is completed, and other objects reach the predicted trajectory. It is determined whether or not the estimated arrival period estimated until the vehicle is longer than the estimated passage period until the vehicle completes passing through the predicted trajectory, and when the estimated arrival period is longer than the passage period, The vehicle is driven, and when the arrival prediction period is equal to or shorter than the passage period, the vehicle is stopped.

  Thus, when the arrival prediction period is longer than the passage period, it can be estimated that the possibility that the vehicle collides with the object is low because the moving speed of the object is slow. When the arrival prediction period is equal to or shorter than the passage period, it can be estimated that the vehicle may collide with the second oncoming vehicle because the moving speed of the object is fast. For this reason, the determination control unit controls the vehicle to travel when the arrival prediction period is longer than the passage period, and stops the vehicle from traveling when the arrival prediction period is equal to or shorter than the passage period. For this reason, in this vehicle system, the vehicle can travel more safely.

  Further, in the vehicle system of the present disclosure, the acquisition unit further acquires first object information related to the object when viewed from an infrastructure sensor, and the detection recognition unit is further viewed from the vehicle sensor. The second object information related to the object is output, and the integration unit further integrates the first object information and the second object information.

  Thus, since the integration unit integrates the first object information and the second object information, information such as the position and speed of the object can be detected with high accuracy. For this reason, the position and speed of the object can be confirmed.

  In addition, the infrastructure system of the present disclosure is an infrastructure system that communicates with a vehicle system, an infrastructure sensor that detects an object that exists in the surroundings, and an information generation unit that extracts a blind spot area of the object detected by the infrastructure sensor The information generation unit further includes a predetermined period during which the infrastructure sensor performs detection, and a length of the blind spot region in the depth direction when the object is viewed from the infrastructure sensor. The speed of another object estimated to exist in the blind spot area is calculated, and speed information indicating the speed is output to the vehicle.

  In this manner, the sensing information generation unit is configured to detect other objects that are estimated to exist in the blind spot area based on the predetermined period during which the infrastructure sensor performs detection and the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor. The speed information indicating the speed is output to the vehicle. For this reason, the vehicle which acquired speed information can perform judgment, such as driving | running | working or a stop, of a vehicle based on speed information.

  The infrastructure information processing method of the present disclosure includes a predetermined period in which an infrastructure sensor detects an object existing in the surrounding area, extracts a blind spot area of the object detected by the infrastructure sensor, and the infrastructure sensor performs detection. Based on the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor, the speed of another object estimated to exist in the blind spot area generated by the object is calculated, and speed information indicating the speed is obtained. Including output to the vehicle.

  Even in this case, the same effects as described above are obtained.

  In the infrastructure system of the present disclosure, the predetermined period is a detection period in which the object is detected from a first time point to a second time point, and the length of the blind spot area is determined by the object in the detection period. It is the sum of the advanced distance and the length of the blind spot area at the first time point.

  As described above, the sensing information generation unit exists in the blind spot area of the object from the sum of the distance traveled by the object and the length of the blind spot area in the depth direction at the first time point in the detection period in which the object is detected. The speed of other objects can be estimated. For this reason, if the sensing information generation unit outputs speed information indicating the speed to the vehicle, the vehicle can run or stop based on the speed information.

  In the infrastructure system according to the present disclosure, the predetermined period is a sampling period periodically detected by the infrastructure sensor.

  In this way, the sensing information generation unit can estimate the speed of other objects existing in the blind spot area of the object detected by the infrastructure sensor for each sampling period. For this reason, if the sensing information generation unit outputs speed information indicating the speed to the vehicle, the vehicle can make a determination such as running or stopping based on the speed information.

  It should be noted that each of the embodiments described below shows a comprehensive or specific example. Numerical values, shapes, components, arrangement positions and connection forms of components, steps, order of steps, and the like shown in the following embodiments are merely examples, and are not intended to limit the present disclosure. In addition, among the constituent elements in the following embodiments, constituent elements that are not described in the independent claims indicating the highest concept are described as optional constituent elements.

  Each figure is a schematic diagram and is not necessarily illustrated strictly. Moreover, in each figure, the same code | symbol is attached | subjected to the substantially same structure, The overlapping description is abbreviate | omitted or simplified.

  Hereinafter, a vehicle system, a vehicle information processing method, a program, a traffic system, an infrastructure system, and an infrastructure information processing method according to an embodiment of the present disclosure will be described.

(Embodiment 1)
FIG. 1 is a block diagram illustrating an example of a configuration of a traffic system 1 according to the first embodiment.

  As shown in FIG. 1, the traffic system 1 is a system that calculates a common blind spot area from objects detected by the vehicle system 50 and the infrastructure system 3, and controls the vehicle 5 based on the blind spot area. The vehicle 5 on which the vehicle system 50 is mounted in the present embodiment is assumed to be an automatically driven vehicle in which the vehicle system 50 performs control such as running and stopping of the vehicle 5.

  The traffic system 1 includes an infrastructure system 3 and a vehicle system 50.

  The infrastructure system 3 is a system that detects an object existing around and transmits the detected information to the vehicle system 50. For example, the infrastructure system 3 is installed in a place such as a roadside where a predetermined area can be detected in order to detect objects such as vehicles and people existing on the road.

  The infrastructure system 3 includes an infrastructure sensor 31, a sensing information generation unit 33, and an information transmission unit 37.

  The infrastructure sensor 31 is a sensor that can detect surrounding objects. For example, the infrastructure sensor 31 detects the state of an object on a road. Specifically, the infrastructure sensor 31 generates first detection information related to the object, such as the position, size, and speed of the object existing in the detectable detection area. The infrastructure sensor 31 is, for example, an LRF (Laser Range Finder), a LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging) sensor, a camera, a millimeter wave radar, or the like. The infrastructure sensor 31 outputs first detection information related to the generated object to the sensing information generation unit 33.

  The detection target area of the infrastructure sensor 31 will be described with reference to FIGS.

  FIG. 2 is a schematic diagram when the detection target area of the infrastructure sensor 31 installed on a road or the like is viewed from the horizontal direction. FIG. 3 is a schematic diagram illustrating a state in which the infrastructure sensor 31, the detection target area, and the objects existing in the detection target area are looked down from above.

  The types of blind spot areas that become blind spots when the infrastructure sensor 31 detects can be roughly divided into two types.

  First, as shown in FIG. 2, the first is a blind spot area caused by a detectable range (FOV: Field Of View) of the infrastructure sensor 31. The infrastructure sensor 31 is assumed to be installed on a road, for example. The detectable range of the infrastructure sensor 31 varies depending on the installation status. The detectable range of the infrastructure sensor 31 is indicated by a region CA02. Here, when the infrastructure sensor 31 detects a road, if it is divided into a blind spot area and a detection area, the road area CA03 beyond the area CA02 is also a detectable range. Further, the blind spot areas CA06 and CA07 on the road ahead of the blind spot areas CA04 and CA05 other than the area CA02 are the blind spot areas. That is, the blind spot area resulting from the detectable range of the infrastructure sensor 31 is uniquely determined by the installation status of the infrastructure sensor 31.

  Next, as shown in FIG. 3, the second is a blind spot region C05 caused by a shadow (occlusion) caused by the object C04 when the object C04 exists in the detection target area C01 of the infrastructure sensor 31. . The blind spot area C05 differs from the blind spot area C03 caused by the detectable range of the infrastructure sensor 31, and the place of occurrence changes depending on the position where the object C04 exists. In other words, if the position of the infrastructure sensor 31 that detects the object C04 is changed, the blind spot area C05 that becomes the blind spot of the object also changes. The blind spot area C05 generated by the object C04 is an area obtained by removing the blind spot area C03, the areas C06, C07, the detectable range C02, and the object C04 from the detection target area.

  Since there is only one object C04, the blind spot region C05 generated by occlusion is also a single region. However, when there are a plurality of objects in the detection target area C01 of the infrastructure sensor 31, the size and the number of blind spots C05 caused by occlusion are also increased. Further, when the object C04 moves, the portion that becomes a blind spot from the infrastructure sensor 31 also changes depending on the position where the object C04 exists. Therefore, the blind spot area C05 also changes according to the position where the object C04 exists.

  In this way, the blind spot area C03 caused by the detectable range C02 when the infrastructure sensor 31 detects the object and the blind spot area C05 caused by occlusion are extracted. Therefore, in the predetermined detection target area C01, the blind spot area C03 and the blind spot area C05 are areas that can be extracted from the first detection information detected by the infrastructure sensor 31.

  As shown in FIG. 1, the sensing information generation unit 33 generates first object information indicating an object and first blind spot information indicating a blind spot area generated by the object from the first detection information acquired from the infrastructure sensor 31. . The sensing information generation unit 33 is an example of an information generation unit.

  Specifically, the sensing information generation unit 33 includes an object detection unit 34 and a blind spot information generation unit 35.

  The object detection unit 34 extracts an object existing in the detection target area from the first detection information and is a first object that is information such as the size, shape, speed, and position of the object when viewed from the infrastructure sensor 31. Generate information. The object detection unit 34 outputs the generated first object information to the blind spot information generation unit 35 and the information transmission unit 37.

  The blind spot information generation unit 35 extracts the blind spot area of the object detected by the infrastructure sensor 31. The blind spot area generated by the blind spot information generating unit 35 will be specifically described.

  FIG. 4 is an explanatory diagram in which only the blind spot area C03 and the blind spot area C05 of FIG. 3 are extracted. As shown in FIG. 4, the detection target area D01 of the infrastructure sensor 31 is expressed using a grid. The detection target area C01 in FIG. 3 corresponds to the detection target area D01, the blind spot area C03 in FIG. 3 corresponds to the area D02, and the blind spot area C05 in FIG. 3 corresponds to the area D03.

  The blind spot information generation unit 35 calculates the blind spot area C05 due to occlusion as shown in FIG. 3 when viewed from the infrastructure sensor 31 from the first object information generated by the object detection unit 34, resulting from the detectable range C02. The blind spot area C03 to be calculated is calculated. The blind spot information generation unit 35 superimposes the blind spot area C03 caused by the detectable range C02 and the blind spot area C05 caused by occlusion, thereby showing the object as viewed from the infrastructure sensor 31 as shown in FIG. Four blind spot areas D02 and D03 are extracted. Then, the blind spot information generation unit 35 generates first blind spot information such as the positions, sizes, and speeds of the blind spot areas D02 and D03 and outputs the first blind spot information to the information transmission unit 37.

  Whether or not a blind spot area exists in the detection target area D01 is determined by dividing the inside of the detection target area D01 into fine grids, and whether each grid overlaps the blind spot area D02 or the blind spot area D03. Depending on whether or not. A portion where each grid overlaps the blind spot area D02 or the blind spot area D03 can be determined to be a grid corresponding to the blind spot area. On the other hand, a portion where each grid does not overlap with the blind spot area D02 or the blind spot area D03 can be determined as a grid that the infrastructure sensor 31 can detect.

  Regarding the size of the grid, if a finer grid is used, the reproducibility of the original blind spot areas D02 and D03 is improved, but the data size is increased. For this reason, the size of one grid may be about the same as when one object is viewed from above. For example, when performing human detection, one side may be set to about 20 cm. The grid size may be 20 cm or more, or 20 cm or less.

  The sensing information generation unit 33 transmits the first object information generated by the object detection unit 34 and the first blind spot information generated by the blind spot information generation unit 35 to the vehicle system 50 via the information transmission unit 37.

  In the information transmission unit 37, the first object information and the first blind spot information may be converted into a transmittable form and transmitted to the vehicle system 50. As an example of media that the information transmission unit 37 transmits to the vehicle system 50, unlicensed radio waves such as 920 MHz band, 2.4 GHz band, and 5 GHz band may be used, and 700 MHz band, 5.9 GHz band, and the like. You may use the radio wave of the band for the traffic safety support system. In addition, in order to cope with data loss at the time of wireless transmission, it is possible to devise a technique for increasing the redundancy of transmission data by using data retransmission control, FEC (Forward Error Correction), or the like. When the infrastructure system 3 transmits the first object information and the first blind spot information to the vehicle system 50, coordinate system information may be given so that the vehicle system 50 can interpret the information. As an example of the coordinate system information, it may be associated with a general coordinate system represented by a plane rectangular coordinate system, or transmission may be performed in a coordinate system centered on the infrastructure sensor 31.

  FIG. 5 is a diagram illustrating an example of a data format that the infrastructure system 3 transmits to the vehicle system 50.

  As shown in FIG. 5, the transmission data includes a data ID field DA01 capable of uniquely recognizing data, a time stamp field DA02 indicating the time when the data was created, a field DA03 indicating coordinate system information, It has a field DA04 describing the first object information and a field DA05 describing the first blind spot information. When creating a packet of transmission data, the information transmission unit 37 may divide and transmit the transmission data in accordance with the MTU (Maximum Transfer Unit) of the transmission network.

  The vehicle system 50 is a system that is mounted on the vehicle 5 and controls the vehicle 5 based on the first blind spot information. The vehicle system 50 includes an in-vehicle sensor 51, a detection recognition unit 52, a determination control unit 55, a map database 56, and an information reception unit 57.

  The in-vehicle sensor 51 is a sensor that detects surrounding conditions, and detects, for example, an object that exists around the vehicle 5 including the traveling direction of the vehicle 5. Specifically, the in-vehicle sensor 51 generates second detection information related to the object such as the position and size of the object existing in the detectable detection area. The in-vehicle sensor 51 is, for example, an LRF, a camera, a LIDAR sensor, a millimeter wave radar, or the like. The in-vehicle sensor 51 outputs second detection information related to the generated object to the detection recognition unit 52.

  The detection recognition unit 52 includes second object information that is information on the size, shape, speed, position, and the like of the object when viewed from the in-vehicle sensor 51, based on the second detection information regarding the object acquired by the in-vehicle sensor 51. Second blind spot information indicating a blind spot area generated by the object is generated. Further, the detection recognition unit 52 receives the first object information and the first blind spot information from the infrastructure system 3 via the information reception unit 57.

  The detection recognition unit 52 includes an object integration unit 53 and a blind spot information integration unit 54.

  The object integration unit 53 detects an object existing in the detection target area based on the second detection information acquired from the in-vehicle sensor 51, and detects the position, size, speed, and the like of the object detected by the in-vehicle sensor 51. Certain second object information is generated. The object integration unit 53 is an example of an integration unit.

  The object integration unit 53 outputs object integration information obtained by integrating the second object information generated from the second detection information and the first object information acquired from the infrastructure system 3 to the determination control unit 55. The determination control unit 55 reads out map information around the vehicle 5 from the map database 56 in which information such as roads is stored, generates object map information that maps the object integration information to the map information, and generates a blind spot information integration unit. To 54. Note that the object integration unit 53 may read out map information around the vehicle 5 from the map database 56 to generate the object map information, or output it to the blind spot information integration unit 54.

  The blind spot information integration unit 54 calculates a blind spot area due to occlusion from the second object information generated by the object integration unit 53 as illustrated in FIG. 3. In addition, the blind spot information integration unit 54 calculates a blind spot area resulting from the detectable range included in the second detection information of the in-vehicle sensor 51. The blind spot information integration unit 54 extracts the blind spot area when viewed from the in-vehicle sensor 51 by superimposing the blind spot area caused by the occlusion and the blind spot area caused by the detectable range. Thereby, the blind spot information integration part 54 produces | generates the 2nd blind spot information which is the position of a blind spot area | region, a magnitude | size, etc. when it sees from the vehicle-mounted sensor 51. FIG. The blind spot information integration unit 54 is an example of an integration unit.

  The blind spot information integration unit 54 outputs the common blind spot information indicating the first common blind spot area common to the respective blind spot areas based on the first blind spot information and the second blind spot information to the external device. Specifically, the blind spot information integration unit 54 has a common blind spot area included in the second blind spot information generated from the second detection information and a blind spot area included in the first blind spot information acquired from the infrastructure system 3. One common blind spot area is extracted. The blind spot information integration unit 54 outputs the common blind spot information indicating the extracted first common blind spot area to the external device. The external device is, for example, the determination control unit 55, the map database 56, or the like. In addition, the external device may be a display unit included in the vehicle 5, a drive control unit that drives and controls the vehicle 5, and the like.

  The blind spot information integration unit 54 generates map information that further maps the common blind spot information indicating the first common blind spot area to the object map information. That is, the map information is map information in which the first and second object information and the first and second blind spot information are superimposed. Specifically, the map information is information in which the blind spot area indicated by the first blind spot information and the blind spot area indicated by the second blind spot information are mapped on the map indicated by the map information. The blind spot information integration unit 54 outputs the map information to the determination control unit 55. The map information also maps first blind spot information and second blind spot information other than the common blind spot information. Note that at least the first blind spot information and the second blind spot information are superimposed on the map information.

  The judgment control unit 55 controls the traveling of the vehicle 5 based on the common blind spot information. Specifically, the determination control unit 55 determines whether it is safe even if the vehicle 5 travels from the map information provided from the detection recognition unit 52, and if it is determined to be safe When the vehicle 5 is traveled and it is determined that there is a danger, control such as stopping the travel of the vehicle 5 is performed. For example, the determination control unit 55 controls the actuator 58 including the engine, brake, steering, and the like of the vehicle 5.

  The determination control unit 55 considers a gaze area for controlling the vehicle 5 based on at least the traveling direction and speed of the object. The determination control unit 55 stops the traveling of the vehicle 5 when the second common blind spot area in which the blind spot area generated by the object and the gaze area are common when viewed from the in-vehicle sensor 51 is generated. The determination control unit 55 makes a determination to drive or stop the vehicle 5 based on the gaze area. This gaze area will be described with reference to FIG.

  FIG. 6 is a diagram illustrating a typical example in which an accident occurs due to a blind spot when the vehicle 5 travels. FIG. 6 shows an example immediately before a right-straight accident that collides at a point P with a second oncoming vehicle E02 that has jumped out from behind the first oncoming vehicle E01 when the vehicle 5 makes a right turn at an intersection. Note that the right turn shown in FIG. 10 is an example and is not limited to a right turn, and may be a left turn, a U-turn, a turn, or the like. The first oncoming vehicle E01 is an example of an object. The second oncoming vehicle E02 is an example of another object.

  FIG. 6 shows a crossroad composed of a first road R1 in the up-down direction and a second road R2 in the left-right direction that intersects the first road R1. The vehicle 5 traveling in the upward direction tries to make a right turn at an intersection that intersects the first road R1 and the second road R2, and is waiting at the intersection. On the other hand, on the opposite side of the vehicle 5, the first oncoming vehicle E01 traveling downward is waiting at the intersection to make a right turn at the intersection. In such a situation, when the in-vehicle sensor 51 of the vehicle 5 detects information on the surrounding objects E03, E21, E22, etc., the shaded area of the first oncoming vehicle E01, which is one of the objects, is hatched. It becomes a blind spot area E09 shown. Even if the second oncoming vehicle E02 exists in the blind spot area E09, the in-vehicle sensor 51 of the vehicle 5 cannot recognize the second oncoming vehicle E02. For this reason, if the vehicle 5 travels as it is without considering the blind spot behind the first oncoming vehicle E01, there is a risk that the vehicle 5 collides with the second oncoming vehicle E02 at the point P.

  Therefore, when the vehicle 5 turns right at the intersection, when there is a first common blind spot area E10 in which the predetermined area E08 and the blind spot area E09 are common, the second oncoming vehicle E02 exists in the first common blind spot area E10. Assuming that, the vehicle 5 may collide with the second oncoming vehicle E02. In this case, since the second oncoming vehicle E02 is close to the vehicle 5 at the intersection, when the vehicle 5 turns to the right, there is a possibility of colliding with the second oncoming vehicle E02 that has traveled straight. Here, a predetermined area E08 indicated by a broken line with dot hatching is a side on which the second oncoming vehicle E02 travels straight from the intersection of the trajectory when the vehicle 5 turns right and the trajectory on which the second oncoming vehicle E02 goes straight. It is an arbitrary area extending toward.

  Further, there may be a case where the third oncoming vehicle E07 exists in the blind spot area E09 far away from the first oncoming vehicle E01. The third oncoming vehicle E07 is located outside the predetermined area E08. In this case, since the third oncoming vehicle E07 is far from the vehicle 5, even if the third oncoming vehicle E07 travels straight, it takes time to reach the intersection, and the vehicle 5 and the third oncoming vehicle E07 may collide. The nature becomes low. The third oncoming vehicle E07 is an example of another object.

  From these viewpoints, an area that should be noted when the vehicle 5 actually makes a right turn is a predetermined area E08 obtained by removing the third oncoming vehicle E07 from the blind spot area E09. That is, the predetermined area E08 is a gaze area.

  As shown in FIG. 1, the gaze area may be stored in advance in the map database 56 of the vehicle system 50 as area information. Further, the determination control unit 55 may call a gaze area as necessary, and based on information such as a lane included in the map database 56, the determination control unit 55 automatically displays a map or map indicated in the object map information. The gaze area may be mapped to a map or the like indicated in the information.

  In this way, if the vehicle 5 makes a gaze area sequentially according to the travel plan and makes a right turn after confirming that there is no object that may collide in the gaze area, a right-straight accident is avoided. it can.

  In addition, the determination control unit 55 makes a determination based on a period during which the second oncoming vehicle E02 reaches the intersection when making a determination to run or stop the vehicle 5.

  FIG. 7 is a schematic diagram showing the relationship between the object and the predicted trajectory of the vehicle 5.

  As shown in FIG. 7, the determination control unit 55 estimates a predicted trajectory that passes when the vehicle 5 changes direction, and calculates a passing period that is estimated until the vehicle 5 completes passing the predicted trajectory. Here, the predicted trajectory is a trajectory from when the vehicle 5 starts a predetermined travel until the predetermined travel is completed. For example, in the case of a right turn, the vehicle 5 starts a right turn and then makes a right turn. This is a trajectory that can be predicted that the vehicle 5 will travel until it is completed, and is indicated by R01. The direction change here includes a right turn, a left turn, a U-turn, a turn, and the like.

  The determination control unit 55 acquires the moving speed v of the second oncoming vehicle E02 based on the second detection information from the in-vehicle sensor 51 or the first detection information from the infrastructure sensor 31. As a method of acquiring the moving speed of the second oncoming vehicle E02, for example, a value that can be detected on the sensor side such as the Doppler speed may be used, and a value acquired by tracking the time series in the detection recognition unit 52. May be used.

  The determination control unit 55 calculates an estimated arrival prediction period until the second oncoming vehicle E02 reaches the predicted trajectory R01 of the vehicle 5. Specifically, the distance from the current position of the second oncoming vehicle E02 to the predicted trajectory R01 of the vehicle 5 is d, and the estimated arrival prediction period until the second oncoming vehicle E02 reaches the predicted trajectory R01 is Et. Assuming that the moving speed of the second oncoming vehicle E02 is v, the predicted arrival period until the second oncoming vehicle E02 reaches the predicted trajectory R01 is calculated as Et = d / v. The distance d may be the maximum length of the gaze area E08 in the depth direction.

  The determination control unit 55 determines whether the arrival prediction period Et estimated until the second oncoming vehicle E02 reaches the predicted locus is longer than the estimated passage period t until the vehicle 5 completes passing the predicted locus. Determine whether.

  When the period until the vehicle 5 completes passing through the predicted trajectory is short, the period until the second oncoming vehicle E02 reaches the predicted trajectory may be long. Therefore, the arrival predicted period Et is longer than the passing period t. If it is long, it can be estimated that the possibility that the vehicle 5 and the second oncoming vehicle E02 collide is low. For this reason, the determination control unit 55 causes the vehicle 5 to travel.

  On the other hand, when the arrival prediction period until the vehicle 5 completes passing through the predicted trajectory is long, there is a case where the second oncoming vehicle E02 arrives at the predicted trajectory for a short period. If it is below, it can be estimated that the vehicle 5 may collide with the second oncoming vehicle E02. For this reason, the determination control unit 55 stops the traveling of the vehicle 5.

  Note that the determination of whether or not the arrival prediction period Et is longer than the passage period t is an example of determining whether or not there is a possibility of collision between the vehicle 5 and another object. In addition to determining whether the period Et is greater than the passage period t, it may be determined based on whether or not the difference value between the arrival prediction period Et and the passage period t is equal to or greater than a specified value. In this case, for example, the determination control unit 55 may estimate that the possibility of a collision is low if the passage period t is sufficiently shorter than the arrival prediction period Et by taking a large prescribed value.

  In FIG. 7, when the infrastructure sensor 31 detects the second oncoming vehicle E02, the vehicle 5 acquires information indicating the moving speed, size, position, and the like of the second oncoming vehicle E02 from the infrastructure system 3. Good. In this case, the infrastructure system 3 may calculate the distance d, and the vehicle 5 may calculate the distance d.

  Further, the determination control unit 55 performs the determination to run or stop the vehicle 5 based on the size of the first common blind spot area. That is, the determination control unit 55 determines whether or not the size of the first common blind spot area is larger than a predetermined size.

  If the size of the first common blind spot area is equal to or smaller than a predetermined size, the determination control unit 55 determines that no other object exists in the first common blind spot area and causes the vehicle 5 to travel. On the other hand, if the size of the first common blind spot area is larger than the predetermined size, the determination control unit 55 may have another object in the first common blind spot area. It is determined that another object exists in the area, and the vehicle 5 is stopped.

  When calculating the possibility of a collision between another object and the vehicle 5, it is necessary to make a certain degree of estimation as to whether the other object with the possibility of a collision is a person or a car. Here, if another object that is supposed to collide is larger than a human, the predetermined size is determined as the minimum size of the other object that must be detected. For example, when a person is seen from the sky, and occupies a size of 40 cm square or more, the minimum size of another object to be detected is 40 cm square. In this vehicle system 50, it is preferable that the predetermined size is as small as possible because the blind spot information accurately reproduces the blind spot area. Therefore, the predetermined size is not limited to 40 cm square or more.

  When the first common blind spot area is equal to or smaller than a predetermined size, the first common blind spot area is considered to be a small area, and therefore there are other objects to be detected in the first common blind spot area. It can be estimated that it is not.

  The map database 56 is a storage device that stores map information that enables the vehicle 5 to travel. As the map information, for example, the determination control unit 55 may acquire map information such as plane rectangular coordinates from an external server via a network by a communication unit (not shown). The map information may include a gaze area in advance. The map database 56 is an example of a storage unit.

  The information receiving unit 57 is a receiving device that acquires first object information, first blind spot information, and the like from the infrastructure system 3. The information receiving unit 57 is an example of an acquiring unit. Note that the detection recognition unit 52 may be able to acquire the first object information, the first blind spot information, and the like from the infrastructure system 3. In this case, the detection recognition unit 52 is an example of an acquisition unit.

[Operation]
Next, operation | movement of the traffic system 1 is demonstrated using FIG.

  FIG. 8 is a flowchart showing the operation of the vehicle system 50 according to the first embodiment.

  As shown in FIG. 8, first, the determination control unit 55 calculates the position on the map where the current vehicle 5 exists (S1). Here, the vehicle-mounted sensor 51 is used to calculate the position of the vehicle 5 on the map. For example, the position of the vehicle 5 on the map may be calculated by using a satellite positioning system such as GNSS (Global Navigation Satellite System), data acquired from the LRF, or the like.

  Next, the judgment control unit 55 extracts a gaze area from the map database 56 of the vehicle 5 (S2). The gaze area is extracted for the area where the vehicle 5 is traveling or is scheduled to travel.

  Next, the detection recognition unit 52 performs detection processing of objects around the vehicle 5 using the second detection information detected by the in-vehicle sensor 51. Specifically, the object integration unit 53 of the detection recognition unit 52 detects an object present in the detection target area and generates second object information (S3).

  Next, the determination control unit 55 determines whether or not there is a possibility of collision with another object such as an oncoming vehicle other than the object in the gaze area extracted in step S2 (S4).

  If the determination control unit 55 determines that there is a possibility of collision with another object (Yes in S4), the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 5 to stop the traveling of the vehicle 5 (S13). And the judgment control part 55 returns to step S1 and performs the same flow. A method for determining whether or not another object exists will be described later.

  On the other hand, when the determination control unit 55 determines that there is no possibility of colliding with another object (No in S4), the detection recognition unit 52 uses the second object information calculated by the object integration unit 53, Second blind spot information is generated (S5). The case where there is no possibility of colliding with another object includes a case where the possibility of colliding with another object is low. The same applies to step S8 described later.

  Next, the determination control unit 55 determines whether there is a second common blind spot area in which the blind spot area generated by the object and the gaze area are common (S6).

  When determining that the second common blind spot area exists (Yes in S6), the determination control unit 55 acquires the first object information and the first blind spot information acquired from the infrastructure system 3 (S7).

  On the other hand, the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 5 when it is determined that the second common blind spot area does not exist (No in S6) and no other object is detected. The vehicle 5 is caused to travel (S12). That is, it can be said that there is no blind spot in the gaze area when there is no blind spot area in which the gaze area and the blind spot area indicated by the second blind spot information are common. For this reason, it is considered that there is a low risk of collision with another object due to traveling of the vehicle 5, and the determination control unit 55 causes the vehicle 5 to travel when no other object is detected (S12). And the judgment control part 55 returns to step S1 and performs the same flow.

  Even if No in step S6, when another object is detected, the determination control unit 55 stops the traveling of the vehicle 5, and when no other object is detected, the determination control unit 55 Causes the vehicle 5 to travel.

  Next, the determination control unit 55 may collide with another object in the gaze area extracted in step S2 based on the first object information and the first blind spot information acquired from the infrastructure system 3 in step S7. It is determined whether or not there is (S8). A method for determining whether or not another object exists will be described later.

  If the determination control unit 55 determines that there is a possibility of collision with another object in the gaze area (Yes in S8), the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 5 to stop the traveling of the vehicle 5. (S13). And the judgment control part 55 returns to step S1 and performs the same flow.

  On the other hand, when the determination control unit 55 determines that there is no possibility of colliding with another object in the gaze area (No in S8), the detection recognition unit 52 outputs the map information to the determination control unit 55. Specifically, the object integration unit 53 outputs object map information obtained by integrating the second object information and the first object information into the map information, and the blind spot information integration unit 54 adds the second blind spot information and the first information to the object map information. Map information obtained by integrating the blind spot information is output (S9).

  Next, the determination control unit 55 determines whether there is a first common blind spot area common to the blind spot area indicated by the first blind spot information and the blind spot area indicated by the second blind spot information based on the map information. (S10).

  When determining that the first common blind spot area exists (Yes in S10), the determination control unit 55 determines whether the blind spot area can be ignored (S11). The determination of whether or not the blind spot area can be ignored will be described later.

  On the other hand, if the determination control unit 55 determines that the first common blind spot area does not exist (No in S10), there is a blind spot where the blind spot area of the infrastructure sensor 31 and the blind spot area of the in-vehicle sensor 51 are common. Means not. Therefore, when no other object is detected, the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 5 to cause the vehicle 5 to travel (S12).

  Even if No in step S10, when another object is detected, the determination control unit 55 stops the traveling of the vehicle 5, and when no other object is detected, the determination control unit 55 Causes the vehicle 5 to travel.

  If the determination control unit 55 determines that the blind spot area is negligible (Yes in S11), the determination control unit 55 causes the vehicle 5 to travel (S12). And the judgment control part 55 returns to step S1 and performs the same flow.

  On the other hand, if the determination control unit 55 determines that the blind spot area is not negligible (No in S11), the determination control unit 55 stops the traveling of the vehicle 5 (S13). And the judgment control part 55 returns to step S1 and performs the same flow.

  Next, the determination of the possibility that another object will collide with the vehicle 5 will be described with reference to FIGS.

  FIG. 9 is a flowchart showing the determinations of steps S4 and S8 in FIG.

  First, the determination control unit 55 acquires the moving speed of another object (S21).

  Next, the determination control unit 55 calculates a predicted trajectory that passes when the vehicle 5 makes a right turn and a passage period t that passes from the predicted trajectory to the completion of the right turn (S22).

  Next, the determination control unit 55 calculates a predicted arrival period Et until another object reaches the predicted trajectory of the vehicle 5 (S23).

  Next, the determination control unit 55 determines whether or not the arrival prediction period Et is longer than the passage period t (S24).

  When the determination control unit 55 determines that the arrival prediction period Et is longer than the passage period t (Yes in S24), it can be said that there is a low possibility that the vehicle 5 and another object collide with each other. It is determined that the risk of collision with the object is low (S25). And the judgment control part 55 judges No in step S4 of FIG. 8, and progresses to step S5. Moreover, it determines with No by step S8 of FIG. 8, and progresses to step S9.

  On the other hand, if the determination control unit 55 determines that the arrival prediction period Et is equal to or shorter than the passage period t (No in S24), it can be said that there is a possibility of collision between the vehicle 5 and another object. It is determined that there is a risk of collision with another object (S26). Then, the determination control unit 55 determines Yes in step S4 of FIG. 8, and proceeds to step S13. Moreover, it determines with Yes by step S8 of FIG. 8, and progresses to step S13.

  Next, the determination of whether or not it is a negligible blind spot area in step S11 of FIG. 8 will be described with reference to FIG.

  FIG. 10 is a flowchart showing the determination in step S11 of FIG.

  As shown in FIG. 10, first, the determination control unit 55 extracts a first common blind spot area where the blind spot area seen from the infrastructure sensor 31 and the blind spot area seen from the vehicle-mounted sensor 51 are common from step S <b> 11 of FIG. 8. (S31).

  Next, the determination control unit 55 determines whether or not the first common blind spot area is larger than a predetermined size (S32).

  If the determination control unit 55 determines that the first common blind spot area is larger than the predetermined size (Yes in S32), it can determine that another object may exist in the first common blind spot area. Then, it is determined that the blind spot area cannot be ignored (S33). And the judgment control part 55 judges No by step S11 of FIG. 8, and progresses to step S13.

  On the other hand, when the determination control unit 55 determines that the first common blind spot area is equal to or smaller than the predetermined size (No in S32), it can determine that no other object exists in the first common blind spot area. It is determined that this is a negligible blind spot area (S34). And the judgment control part 55 judges Yes in step S11 of FIG. 8, and progresses to step S12.

  Next, a procedure for the vehicle 5 to avoid other objects will be described.

  FIG. 11 is a schematic diagram showing a blind spot area generated when an object is viewed from the vehicle-mounted sensor 51 and the infrastructure sensor 31.

  As shown in FIG. 11, in the situation where the vehicle 5 and the first oncoming vehicle E01 exist in the intersection, the second oncoming vehicle E02 is in the first common blind spot area E10 where the gaze area E08 and the blind spot area E09 are common. Is present, the vehicle 5 cannot recognize the second oncoming vehicle E02. In this state, the vehicle 5 has to make a determination to stop the traveling of the vehicle 5 when the first oncoming vehicle E01 exists in the gaze area only by recognizing that the first common blind spot area E10 exists. Thus, only the second detection information from the in-vehicle sensor 51 cannot drive the vehicle 5 until the first oncoming vehicle E01 disappears. In this case, the inefficient operation of the vehicle 5 has to be performed.

  Therefore, the vehicle 5 including the vehicle system 50 acquires the first detection information from the infrastructure sensor 31 that exists around the intersection. That is, the infrastructure sensor 31 detects the first oncoming vehicle E01 existing in the detectable area and transmits the first detection information. Thereby, a part of the blind spot area E09 when the first oncoming vehicle E01 is viewed from the vehicle 5 can be detected.

  However, even when detecting from the infrastructure sensor 31, a blind spot area E11 due to occlusion of the first oncoming vehicle E01 occurs. A range indicated by a vertical line is a blind spot area E11.

  Here, when the blind spot information integration unit 54 overlaps the blind spot area E11 from the infrastructure sensor 31 with the first common blind spot area E10, the blind spot area E11 of the infrastructure sensor 31 and the in-vehicle sensor 51 in the gaze area E08. A first common blind spot area E1a that is common to the blind spot area E09 can be extracted.

  The vehicle 5 provided with the vehicle system 50 stops traveling when it is determined that another object exists in consideration of the size of the blind spot area E1a and the like when the blind spot area E1a exists. When it is determined that no other object exists, the vehicle travels.

  In this vehicle system 50, when there is a second oncoming vehicle E02 that has a risk of collision in the first common blind spot area E10 and the vehicle 5 cannot recognize the presence, the determination control unit 55 runs. It is difficult to make a mistaken judgment that it is safe. For this reason, in this vehicle system 50, it is possible to operate the vehicle 5 while avoiding collisions with other objects and ensuring safety.

  Further, in this vehicle system 50, the traveling of the vehicle 5 is stopped simply by the presence of a blind spot in order to determine whether or not another object exists in consideration of the size of the blind spot area E1a and the like. Such inefficient operation is suppressed.

[Function and effect]
Next, the effects of the vehicle system 50, the vehicle information processing method, the program, the traffic system 1, the infrastructure system, and the infrastructure information processing method in the present embodiment will be described.

  As described above, the vehicle system 50 according to the present embodiment uses the infrastructure sensor 31 to provide the first blind spot information indicating the blind spot area generated by the object when viewed from the infrastructure sensor 31 that detects surrounding objects. The information receiving part 57 acquired from the system 3 and the detection recognition part 52 which produces | generates the 2nd blind spot information which shows the blind spot area | region produced by the object when it sees from the vehicle-mounted sensor 51 which detects an object are provided. And the detection recognition part 52 has the blind spot information integration part 54 which outputs the common blind spot information which shows the 1st common blind spot area | region common to each blind spot area based on 1st blind spot information and 2nd blind spot information to an external device.

  In this way, the information receiving unit 57 acquires first blind spot information that is a blind spot when viewing the object from the infrastructure sensor 31 from the object detected by the infrastructure sensor 31. The detection recognition part 52 produces | generates the 2nd blind spot information used as a blind spot when it sees from the vehicle-mounted sensor 51 which detects an object. The blind spot information integration unit 54 integrates the respective blind spot areas based on the first blind spot information and the second blind spot information so that the object is viewed from the infrastructure sensor 31 and the object is viewed from the vehicle-mounted sensor 51. It can be recognized that there is a first common blind spot region that becomes a common blind spot.

  Therefore, in this vehicle system 50, if the first common blind spot region is used, the vehicle 5 can travel safely.

  In addition, the vehicle information processing method according to the present embodiment provides the first blind spot information indicating the blind spot area generated by the object when viewed from the infrastructure sensor 31 that detects surrounding objects, and the infrastructure system 3 having the infrastructure sensor 31. The second blind spot information indicating the blind spot area generated by the object when viewed from the vehicle-mounted sensor 51 that detects the object is generated, and is common to each blind spot area based on the first blind spot information and the second blind spot information. Outputting the common blind spot information indicating the first common blind spot area to an external device. The program according to the present embodiment causes a computer to execute the vehicle information processing method. In addition, the traffic system 1 according to the present embodiment outputs to the vehicle 5 the infrastructure sensor 31 that detects surrounding objects, and the first blind spot information that indicates the blind spot area caused by the object when viewed from the infrastructure sensor 31. An infrastructure system 3 having an information generation unit; an in-vehicle sensor 51 that detects an object; and a detection recognition unit 52 that generates second blind spot information indicating a blind spot area caused by the object when the object is viewed from the in-vehicle sensor 51; And a vehicle system 50 having a blind spot information integration unit 54 for outputting common blind spot information indicating a first common blind spot area common to each blind spot area based on the first blind spot information and the second blind spot information to an external device.

  Such vehicle information processing method, program, and traffic system 1 also have the same effects as described above.

  The vehicle system 50 according to the present embodiment further includes a determination control unit 55 that controls the traveling of the vehicle 5 based on the common blind spot information.

  According to this configuration, the determination control unit 55 can control the traveling of the vehicle 5 based on the common blind spot information. For example, the determination control unit 55 can stop the traveling of the vehicle 5 when the first common blind spot information exists, and can travel the vehicle 5 when the first common blind spot information does not exist.

  In vehicle system 50 according to the present embodiment, determination control unit 55 determines whether or not the size of the first common blind spot region is larger than a predetermined size. In addition, the determination control unit 55 causes the vehicle 5 to travel if the size of the first common blind spot region is equal to or smaller than a predetermined size. And the judgment control part 55 will stop driving | running | working of the vehicle 5, if the magnitude | size of a 1st common blind spot area | region is larger than predetermined magnitude | size.

  As described above, the determination control unit 55 can determine that there is no other object in the first common blind spot area if the size of the first common blind spot area is equal to or smaller than a predetermined size. Therefore, if a predetermined size that is the minimum size of other objects to be detected is determined, a small blind spot area can be ignored with the predetermined size as a threshold. In this case, the determination control unit 55 can make a determination of causing the vehicle 5 to travel.

  Further, if the size of the first common blind spot area is larger than a predetermined size, the determination control unit 55 can determine that another object exists in the first common blind spot area. That is, the determination control unit 55 can make a determination to stop the traveling of the vehicle 5 because there is a possibility that another object exists in the first common blind spot area.

  For this reason, in this vehicle system 50, the opportunity to determine that the vehicle 5 can travel can be increased, and the vehicle 5 and the object collide with each other, resulting in a decrease in safety when the vehicle 5 travels. hard. As a result, in this vehicle system 50, the traveling efficiency of the vehicle 5 can be improved.

  In the vehicle system 50 according to the present embodiment, the determination control unit 55 extracts a gaze area for controlling the vehicle 5 based on at least the traveling direction and speed of the object. And the judgment control part 55 stops driving | running | working of the vehicle 5, when the 2nd common blind spot area | region where the blind spot area | region and gaze area | region which arise with an object have a common view seeing from the vehicle-mounted sensor 51 has arisen.

  Thus, the determination control unit 55 extracts the gaze area based on the traveling direction and speed of the object, and stops the traveling of the vehicle 5 when the object exists in the gaze area. For this reason, when the object is viewed from the vehicle 5, collision between the vehicle 5 and the other object can be avoided even if another object exists in the blind spot area of the object. For this reason, the vehicle 5 can travel safely.

  The vehicle system 50 according to the present embodiment further includes a storage unit that stores map information that enables the vehicle 5 to travel. Then, the determination control unit 55 superimposes the first blind spot information and the second blind spot information on at least the map information.

  Thus, since the first blind spot information and the second blind spot information are superimposed on the map information, the first common blind spot area can be mapped to the map information. For this reason, the judgment control part 55 can control driving | running | working of the vehicle 5 based on the map information in which the 1st common blind spot area was shown.

  Moreover, in the vehicle system 50 according to the present embodiment, the determination control unit 55 estimates a predicted trajectory from when the vehicle 5 starts a predetermined traveling until the predetermined traveling is completed. Further, the determination control unit 55 determines whether or not the estimated arrival period until the other object reaches the predicted locus is longer than the estimated passage period until the vehicle 5 completes passing the predicted locus. to decide. Further, the determination control unit 55 causes the vehicle 5 to travel when the arrival prediction period is longer than the passage period. And the judgment control part 55 stops driving | running | working of the vehicle 5, when an arrival prediction period is below a passage period.

  Thus, when the arrival prediction period Et is longer than the passage period t, it can be estimated that the possibility that the vehicle 5 collides with the object is low because the moving speed of the object is slow. When the arrival prediction period Et is equal to or shorter than the passage period t, it can be estimated that the vehicle 5 may collide with the second oncoming vehicle E02 because the moving speed of the object is fast. Therefore, the determination control unit 55 causes the vehicle 5 to travel when the arrival prediction period Et is longer than the passage period t, and stops traveling of the vehicle 5 when the arrival prediction period Et is equal to or shorter than the passage period t. Control. For this reason, in this vehicle system 50, the vehicle 5 can travel more safely.

  In the vehicle system 50 according to the present embodiment, the information receiving unit 57 further acquires first object information related to the object when viewed from the infrastructure sensor 31. Moreover, the detection recognition part 52 outputs the 2nd object information regarding an object when it sees from the vehicle-mounted sensor 51 further. Then, the object integration unit 53 further integrates the first object information and the second object information.

  In this way, since the object integration unit 53 integrates the first object information and the second object information, information such as the position and speed of the object can be detected with high accuracy. For this reason, the position and speed of the object can be confirmed.

(Embodiment 2)
FIG. 13 is a block diagram illustrating an example of a configuration of the traffic system 200 according to the second embodiment.

  As shown in FIG. 13, the traffic system 200 is a system that calculates a common blind spot area from objects detected by the vehicle system 250 and the infrastructure system 203 and controls the vehicle 205 based on the blind spot area. The vehicle 205 on which the vehicle system 250 is mounted in the present embodiment is assumed to be an automatically driven vehicle in which the vehicle system 250 performs control such as running and stopping of the vehicle 205.

  The traffic system 200 includes an infrastructure system 203 and a vehicle system 250.

  The infrastructure system 203 is a system that detects an object existing in the vicinity and transmits the detected information to the vehicle system 250. For example, the infrastructure system 203 is installed in a place such as a roadside where a predetermined area can be detected in order to detect objects such as vehicles and people existing on the road.

  The infrastructure system 203 includes an infrastructure sensor 31, a sensing information generation unit 233, a determination unit 38, and an information transmission unit 37.

  The infrastructure sensor 31 is a sensor that can detect surrounding objects. For example, the infrastructure sensor 31 detects the state of an object on a road. Specifically, the infrastructure sensor 31 generates first detection information related to the object, such as the position, size, and speed of the object existing in the detectable detection area. The infrastructure sensor 31 is, for example, an LRF (Laser Range Finder), a LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging) sensor, a camera, a millimeter wave radar, or the like. The infrastructure sensor 31 outputs the first detection information related to the generated object to the sensing information generation unit 233.

  As illustrated in FIG. 13, the sensing information generation unit 233 includes a calculation unit 39 in addition to the object detection unit 34 and the blind spot information generation unit 35.

  The calculation unit 39 of the sensing information generation unit 233 further calculates a blind spot area generated by the object based on a predetermined period during which the infrastructure sensor 31 detects and the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor 31. The speed of another object estimated to exist is calculated, and speed information indicating the speed is output to the vehicle 205. The calculation of the speed of the other object is not limited to the calculation unit 39, and may be performed by the determination unit 38, for example.

  Specifically, the calculation unit 39 calculates the speed of the object existing in the blind spot area indicated by the first blind spot information. The time when the object starts to appear from the infrastructure sensor 31 is t0, the time when the infrastructure sensor 31 detects the object after the time t0 is t1, the speed of the object is Vm, and the depth direction of the object generated by the object Let Lb0 be the distance of the blind spot area at. In this case, assuming that the sampling period represented by time t0 and time t1 is T, the average maximum speed of other objects existing in the blind spot area is represented by the following equation (1).

  The sampling period here is a period periodically detected by the infrastructure sensor 31 and is an example of a predetermined period. The infrastructure sensor 31 generates first detection information for each sampling period.

  The object detection unit 34 associates the first object information generated last time with the first object information generated this time and outputs the first object information to the determination unit 38 in order for the infrastructure sensor 31 to detect an object for each sampling period. When the first object information generated last time does not exist, the first object information is output to the determination unit 38 without performing association. In addition, when the past 1st object information linked | related does not exist, it is a case where the infrastructure sensor 31 detects an object first.

  The blind spot information generation unit 35 detects the object at each sampling period periodically detected by the infrastructure sensor 31, and thus associates the first blind spot information generated last time with the first blind spot information generated this time, and the determination unit 38. Output. If there is no past first blind spot information that is associated, the first blind spot information is output to the determination unit 38 without performing association.

  In addition, a second time point detected by the infrastructure sensor 31 from the first time point ta is set as tb, and a distance of the blind spot area in the depth direction generated by the object at the first time point ta is set as Lb1. In this case, if the speed of the object is V and the period from the first time point ta to the second time point tb is the detection period Tc, the distance Lv1 that the object travels during the detection period Tc is Lv1 = V × Tc Is calculated by The average maximum speed of other objects existing in the blind spot area is expressed by the following equation (2).

  The detection period here is a period in which an object from the first time point to the second time point is detected, and is an example of a predetermined period.

  The determination unit 38 determines whether other first blind spot information is associated with the first blind spot information generated by the sensing information generation unit 233. When the determination unit 38 determines that no other first blind spot information is associated with the first blind spot information, the calculation unit 39 uses the formula (1) to calculate the position within the blind spot area indicated by the first blind spot information. Calculate the speed of an object that exists in If it is determined that no other first blind spot information is associated with the first blind spot information, this means that the infrastructure sensor 31 has detected the object for the first time, and the past when the infrastructure sensor 31 has detected the object. Means that no information exists.

  When the determination unit 38 determines that other first blind spot information is associated with the first blind spot information, the calculation unit 39 generates the first object information generated last time and the object detection unit 34 generates this time. The moving distance of the object is calculated from the first object information. And the calculation part 39 calculates the speed of the object which exists in the blind spot area | region shown by 1st blind spot information using Formula (2). When it is determined that other first blind spot information is associated with the first blind spot information, it means that the infrastructure sensor 31 has detected the object for a predetermined period or longer, and the past when the infrastructure sensor 31 has detected the object. Means that there is information.

  The determination unit 38 transmits speed information indicating the speed of the object calculated using the formula (1) or the formula (2) to the vehicle system 250 of the vehicle 205 via the information transmission unit 37.

  The vehicle system 250 includes a determination control unit 55 and an information reception unit 57. That is, in this embodiment, the vehicle-mounted sensor 51, the detection recognition unit 52, and the map database 56 may not be included as in the first embodiment, but may be included.

  The judgment control unit 55 obtains speed information indicating the speed of the object from the infrastructure system 203, and makes a judgment of running or stopping the vehicle 205. Hereinafter, the determination to make the vehicle 205 run or stop performed by the determination control unit 55 will be described with reference to FIGS. 14 and 15.

  FIG. 14 is a schematic diagram showing the second oncoming vehicle E02 when the first oncoming vehicle E01 is stopped. FIG. 14A is a diagram in which the second oncoming vehicle E02 enters the blind spot area generated by the first oncoming vehicle E01 at the first time point and travels toward the first oncoming vehicle E01. FIG. 14B is a diagram in which the second oncoming vehicle E02 is traveling toward the first oncoming vehicle E01 in the blind spot area generated by the first oncoming vehicle E01 at the second time point. FIG. 14B shows a state where the second oncoming vehicle E02 has traveled a distance L0.

  As shown in FIG. 14, when the object is stopped, it is estimated that the second oncoming vehicle E02 exists in the blind spot area generated by the first oncoming vehicle E01. In this case, the length of the blind spot area of the first oncoming vehicle E01 is also L0, the first time point when the detection is performed is ta, and the second time point when the detection is performed after a predetermined period has elapsed is tb. Using equation (2), for example, when the second oncoming vehicle E02 exists in the blind spot area of the first oncoming vehicle E01 within a predetermined period of tb-ta, the speed of the second oncoming vehicle E02 is Vm. = L0 / (tb-ta) or less. If the infrastructure sensor 31 cannot detect the second oncoming vehicle E02 even after the predetermined period tb-ta has elapsed, it can be estimated that the traveling speed of the second oncoming vehicle E02 is not so fast.

  The length of the blind spot area here is the sum of the distance traveled by the object during the detection period and the length of the blind spot area at the first time point. In FIG. 14, since the object is stopped, the length of the blind spot area is the length of the blind spot area at the first time point.

  FIG. 15 is a schematic diagram showing the second oncoming vehicle E02 when the first oncoming vehicle E01 is traveling slowly. FIG. 15A is a diagram in which the second oncoming vehicle E02 enters the blind spot area generated by the first oncoming vehicle E01 at the first time point and travels toward the first oncoming vehicle E01. FIG. 15B is a diagram in which the second oncoming vehicle E02 is traveling toward the first oncoming vehicle E01 in the blind spot area generated by the first oncoming vehicle E01 at the second time point. FIG. 15B shows a state where the second oncoming vehicle E02 has traveled a distance L1.

  As shown in FIG. 15, when the object is slowly moving toward the vehicle 205, the first oncoming vehicle E01 itself is moving slowly, so that the possibility of giving danger to the vehicle 205 is reduced. . However, in this case, the generation time of the blind spot region generated by the first oncoming vehicle E01 becomes long. If it is estimated that the second oncoming vehicle E02 exists in the blind spot area, for example, when the predetermined period is about several seconds, the distance traveled by the first oncoming vehicle E01 is short, and the size of the blind spot area is not changed so much. It is done. Here, if the infrastructure sensor 31 cannot detect the second oncoming vehicle E02 even after the predetermined period tb-ta has elapsed, it can be estimated that the traveling speed of the second oncoming vehicle E02 is not so fast.

  In FIG. 15, since the object has advanced, the length of the blind spot area is Lv1 + Lb1, which is the sum of the distance Lv1 that the object has traveled during the detection period and the length Lb1 of the blind spot area at the first time point. In this case, it can be estimated that the speed of the second oncoming vehicle E02 is Vm = (Lv1 + Lb1) / (tb−ta) or less.

  From these, it is assumed that the distance from the predicted trajectory of the vehicle 205 to another object is La, and the time from when the vehicle 205 starts to bend at the intersection to the end of the bend, in other words, the time until the vehicle 205 passes through the predicted trajectory. If tc is determined, it can be determined whether or not the second oncoming vehicle E02 and the vehicle 205 collide with each other by determining whether or not the condition of Vm <La / tc is satisfied.

  The determination control unit 55 determines whether the speed Vm of the object is smaller than the speed La / tc of other objects. The determination control unit 55 controls the actuator 58 so that the vehicle 205 travels when it is determined that the speed Vm of the object is lower than the speed La / tc of the other object. That is, even if the second oncoming vehicle E02 exists in the blind spot area of the first oncoming vehicle E01, it can be estimated that the traveling speed of the second oncoming vehicle E02 is not so fast. For this reason, since it can be determined that the vehicle 205 and the second oncoming vehicle E02 do not collide with each other, the determination control unit 55 causes the vehicle 205 to travel.

  On the other hand, the determination control unit 55 controls the actuator 58 to stop the vehicle 205 when determining that the speed Vm of the object is equal to or higher than the speed La / tc of the other object. That is, since the second oncoming vehicle E02 escapes from the blind spot area of the first oncoming vehicle E01, it can be estimated that the traveling speed of the second oncoming vehicle E02 is fast. For this reason, since it can be determined that the vehicle 205 and the second oncoming vehicle E02 may collide, the determination control unit 55 stops the vehicle 205.

  The information receiving unit 57 is a receiving device that acquires first object information, first blind spot information, and the like from the infrastructure system 203.

[Operation]
Next, operation | movement of the traffic system 200 is demonstrated using FIG.

  FIG. 16 is a sequence diagram showing the operation of the vehicle system 250 according to the second embodiment.

  As shown in FIG. 16, the infrastructure sensor 31 first detects the position, speed, etc. of another object that has entered the blind spot area of the object (S201), and generates first detection information. Then, the infrastructure sensor 31 outputs the first detection information to the sensing information generation unit 233. 8 illustrates the case where there is one object, but when there are a plurality of objects, the first detection information corresponding to each object is output to the sensing information generation unit 233.

  Next, the object detection unit 34 of the sensing information generation unit 233 detects the object from the first detection information, and the first object information that is information such as the speed and position of the object when viewed from the infrastructure sensor 31 is obtained. Generate (S202). The object detection unit 34 outputs the first object information to the blind spot information generation unit 35.

  Next, the blind spot information generation unit 35 acquires first object information, calculates a blind spot area caused by occlusion, and generates first blind spot information indicating a blind spot area generated by the object (S203). The first blind spot information is the speed, position, etc. of the blind spot area generated by the object detected by the infrastructure sensor 31.

  In the infrastructure system 203, since the infrastructure sensor 31 detects an object every sampling period, the object detection unit 34 generates the first object information and the blind spot information generation unit 35 every time the infrastructure sensor 31 detects the object. Generates first blind spot information. Therefore, the object detection unit 34 associates the first object information generated last time with the first object information generated this time, and outputs the first object information to the determination unit 38. In addition, the blind spot information generation unit 35 links the first blind spot information generated last time to the first blind spot information generated this time, and outputs the first blind spot information generated to the determination unit 38.

  Next, the determination unit 38 determines whether or not other first blind spot information is associated with the first blind spot information (S204). Note that the determination unit 38 may determine whether or not the first blind spot information is associated with other first blind spot information equal to or more than the specified number.

  When the determination unit 38 determines that no other first blind spot information is associated with the first blind spot information (No in S204), the calculation unit 39 of the sensing information generation unit 233 uses Equation (1). Then, the speed of another object existing in the blind spot area indicated by the first blind spot information is calculated (S205).

  On the other hand, when the determination unit 38 determines that other first blind spot information is associated with the first blind spot information (Yes in S204), the calculation unit 39 calculates the moving distance of the object that generates the blind spot area. The sum of the distance of the blind spot area in the depth direction generated by the object at the first time point is calculated (S206). The calculation unit 39 calculates the movement distance of the object from the first object information generated by the object detection unit 34 at the first time point and the first object information generated by the object detection unit 34 at the second time point.

  Next, the calculation unit 39 calculates the speed of the other object existing in the blind spot area indicated by the first blind spot information using Expression (2) (S207).

  And through step S205 or S206 and S207, the sensing information generation part 233 transmits the speed information which shows the speed of an object to the vehicle system 250 of the vehicle 205 via the information transmission part 37 (S208).

  Next, the determination control unit 55 of the vehicle system 250 acquires speed information, and determines whether or not the speed Vm of the object indicated by the speed information is smaller than the speed La / tc of other objects (S211).

  If the determination control unit 55 determines that the speed Vm of the object is equal to or higher than the speed La / tc of the other object (No in S211), the vehicle 205 if the other object exists in the blind spot area of the object. Is determined to be in danger of colliding with the object, a control signal is transmitted to the actuator 58 of the vehicle 205, and the traveling of the vehicle 205 is stopped (S212).

  On the other hand, if the determination control unit 55 determines that the speed Vm of the object is lower than the speed La / tc of the other object (Yes in S211), even if another object exists in the blind spot area of the object, It is determined that the risk of the vehicle 205 colliding with the object is low, a control signal is transmitted to the actuator 58 of the vehicle 205, and the vehicle 205 is caused to travel (S213).

  In this way, the infrastructure system 203 calculates the speed of the other object in which the blind spot area of the object exists, and transmits the speed information indicated by the speed of the object to the vehicle 205, so that the vehicle 205 can pass safely. It can be determined whether or not it can be performed. For this reason, the vehicle 205 can pass safely.

[Function and effect]
Next, operational effects of the infrastructure system 203 and the infrastructure information processing method in the present embodiment will be described.

  As described above, the infrastructure system 203 according to the present embodiment includes the infrastructure sensor 31 that detects an object existing in the surroundings, and the sensing information generation unit 233 that extracts a blind spot area of the object detected by the infrastructure sensor 31. . Then, the sensing information generation unit 233 further exists in the blind spot area generated by the object based on the predetermined period during which the infrastructure sensor 31 performs detection and the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor 31. The speed of the estimated other object is calculated, and speed information indicating the speed is output to the vehicle 205.

  As described above, the sensing information generation unit 233 is estimated to exist in the blind spot area based on the predetermined period in which the infrastructure sensor 31 performs detection and the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor 31. The speed of another object is calculated, and speed information indicating the speed is output to the vehicle 205. Therefore, the vehicle 205 that has acquired the speed information can determine whether the vehicle 205 is running or stopped based on the speed information.

  Therefore, in this infrastructure system 203, the vehicle 205 can pass safely.

  In addition, in the infrastructure information processing method according to the present embodiment, the infrastructure sensor 31 detects surrounding objects, extracts the blind spot area of the object detected by the infrastructure sensor 31, and the infrastructure sensor 31 detects the predetermined period. And the speed of the other object estimated to exist in the blind spot area generated by the object based on the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor 31, and the speed information indicating the speed is obtained from the vehicle 205. Output to

  This infrastructure information processing method also has the same effects as the infrastructure system 203.

  In the infrastructure system 203 according to the present embodiment, the predetermined period is a detection period in which an object from the first time point to the second time point is detected. The length of the blind spot area is the sum of the distance traveled by the object during the detection period and the length of the blind spot area at the first time point.

  As described above, the sensing information generation unit 233 is present in the blind spot area of the object from the sum of the distance traveled by the object and the length of the blind spot area in the depth direction at the first time point during the detection period in which the object is detected. It is possible to estimate the speed of other objects. For this reason, if the sensing information generation part 233 outputs the speed information which shows a speed to the vehicle 205, the vehicle 205 can judge driving | running | working or a stop based on speed information.

  Further, in the infrastructure system 203 according to the present embodiment, the predetermined period is a sampling cycle that the infrastructure sensor 31 periodically detects.

  As described above, the sensing information generation unit 233 can estimate the speed of another object existing in the blind spot area of the object detected by the infrastructure sensor 31 for each sampling period. For this reason, if the sensing information generation part 233 outputs the speed information which shows a speed to the vehicle 205, the vehicle 205 can judge driving | running | working or a stop based on speed information.

(Embodiment 3)
The configuration of the infrastructure system 303 according to the present embodiment will be described with reference to FIG.

  FIG. 17 is a block diagram illustrating an example of a configuration of the traffic system 300 according to the third embodiment.

  The present embodiment is different from the first embodiment in that the vehicle system 350 further includes an in-vehicle sensor 51, a detection recognition unit 52, and a map database 56. Further, the traffic system 300 of the present embodiment is the same as that of the first embodiment unless otherwise specified, and the same components are denoted by the same reference numerals, and detailed description thereof is omitted.

  As shown in FIG. 17, the vehicle system 350 includes an in-vehicle sensor 51, a detection recognition unit 52, and a map database 56 in addition to the determination control unit 55 and the information reception unit 57.

  The in-vehicle sensor 51 is a sensor that detects a surrounding situation, and detects, for example, an object that exists around the vehicle 305 including the traveling direction of the vehicle 305. Specifically, the in-vehicle sensor 51 generates second detection information related to the object such as the position and size of the object existing in the detectable detection area. The in-vehicle sensor 51 is, for example, an LRF, a camera, a LIDAR sensor, a millimeter wave radar, or the like. The in-vehicle sensor 51 outputs second detection information related to the generated object to the detection recognition unit 52.

  The detection recognition unit 52 includes second object information that is information on the size, shape, speed, position, and the like of the object when viewed from the in-vehicle sensor 51, based on the second detection information regarding the object acquired by the in-vehicle sensor 51. Second blind spot information indicating a blind spot area generated by the object is generated. Further, the detection recognition unit 52 receives the first object information and the first blind spot information from the infrastructure system 303 via the information reception unit 57.

  The detection recognition unit 52 includes an object integration unit 53 and a blind spot information integration unit 54.

  The object integration unit 53 detects an object existing in the detection target area based on the second detection information acquired from the in-vehicle sensor 51, and detects the position, size, speed, and the like of the object detected by the in-vehicle sensor 51. Certain second object information is generated. The object integration unit 53 is an example of an integration unit.

  The object integration unit 53 outputs object integration information obtained by integrating the second object information generated from the second detection information and the first object information acquired from the infrastructure system 303 to the determination control unit 55. The determination control unit 55 reads out map information around the vehicle 305 from the map database 56 in which information such as roads is stored, generates object map information that maps the object integration information to the map information, and generates a blind spot information integration unit. To 54. Note that the object integration unit 53 may read out map information around the vehicle 305 from the map database 56 to generate the object map information, or output it to the blind spot information integration unit 54.

  The blind spot information integration unit 54 calculates a blind spot area due to occlusion from the second object information generated by the object integration unit 53 as illustrated in FIG. 3. In addition, the blind spot information integration unit 54 calculates a blind spot area resulting from the detectable range included in the second detection information of the in-vehicle sensor 51. The blind spot information integration unit 54 extracts the blind spot area when viewed from the in-vehicle sensor 51 by superimposing the blind spot area caused by the occlusion and the blind spot area caused by the detectable range. Thereby, the blind spot information integration part 54 produces | generates the 2nd blind spot information which is the position of a blind spot area | region, a magnitude | size, etc. when it sees from the vehicle-mounted sensor 51. FIG. The blind spot information integration unit 54 is an example of an integration unit.

  The blind spot information integration unit 54 outputs the common blind spot information indicating the first common blind spot area common to the respective blind spot areas based on the first blind spot information and the second blind spot information to the external device. Specifically, the blind spot information integration unit 54 has a common blind spot area included in the second blind spot information generated from the second detection information and a blind spot area included in the first blind spot information acquired from the infrastructure system 303. One common blind spot area is extracted. The blind spot information integration unit 54 outputs the common blind spot information indicating the extracted first common blind spot area to the external device. The external device is, for example, the determination control unit 55, the map database 56, or the like. In addition, the external device may be a display unit included in the vehicle 305, a drive control unit that drives and controls the vehicle 305, and the like.

  The blind spot information integration unit 54 generates map information that further maps the common blind spot information indicating the first common blind spot area to the object map information. That is, the map information is map information in which the first and second object information and the first and second blind spot information are superimposed. Specifically, the map information is information in which the blind spot area indicated by the first blind spot information and the blind spot area indicated by the second blind spot information are mapped on the map indicated by the map information. The blind spot information integration unit 54 outputs the map information to the determination control unit 55. The map information also maps first blind spot information and second blind spot information other than the common blind spot information. Note that at least the first blind spot information and the second blind spot information are superimposed on the map information.

  Judgment control unit 55 controls traveling of vehicle 305 based on the common blind spot information. Specifically, the determination control unit 55 determines whether or not the vehicle 305 is safe from traveling based on the map information provided from the detection and recognition unit 52, and determines that it is safe. If the vehicle 305 travels and it is determined that there is a danger, control such as stopping the travel of the vehicle 305 is performed. For example, the determination control unit 55 controls an actuator 58 including an engine, a brake, a steering, and the like of the vehicle 305.

  Determination control unit 55 considers a gaze area for controlling vehicle 305 based on at least the traveling direction and speed of the object. The determination control unit 55 stops the traveling of the vehicle 305 when the second common blind spot area in which the blind spot area generated by the object and the gaze area are common when viewed from the in-vehicle sensor 51 is generated. The determination control unit 55 makes a determination to drive or stop the vehicle 305 based on the gaze area. This gaze area will be described with reference to FIG.

  FIG. 18 is a diagram illustrating a typical example in which an accident occurs due to a blind spot when the vehicle 305 travels. FIG. 18 illustrates an example immediately before a vehicle 305 makes a right-straight accident that collides at a point P with a second oncoming vehicle E02 that has jumped out from behind the first oncoming vehicle E01 when making a right turn at an intersection. Note that the right turn shown in FIG. 18 is an example and is not limited to a right turn, and may be a left turn, a U-turn, a turn, or the like. The first oncoming vehicle E01 is an example of an object. The second oncoming vehicle E02 is an example of another object.

  FIG. 18 shows a crossroad composed of a first road R1 in the up-down direction and a second road R2 in the left-right direction that intersects the first road R1. The vehicle 305 traveling upward tries to turn right at the intersection where the first road R1 and the second road R2 intersect, and is waiting at the intersection. On the other hand, on the opposite side of the vehicle 305, the first oncoming vehicle E01 traveling downward is waiting at the intersection to turn right at the intersection. In such a situation, when the in-vehicle sensor 51 of the vehicle 305 detects information about the surrounding objects E03, E21, E22, etc., the area that is a shadow of the first oncoming vehicle E01 that is one of the objects is hatched. It becomes a blind spot area E09 shown. Even if the second oncoming vehicle E02 exists in the blind spot area E09, the in-vehicle sensor 51 of the vehicle 305 cannot recognize the second oncoming vehicle E02. For this reason, if the vehicle 305 travels as it is without considering the blind spot behind the first oncoming vehicle E01, there is a risk that the vehicle 305 collides with the second oncoming vehicle E02 at the point P.

  Therefore, when the vehicle 305 turns right at the intersection, when there is a first common blind spot area E10 in which the predetermined area E08 and the blind spot area E09 are common, the second oncoming vehicle E02 exists in the first common blind spot area E10. Assuming that, the vehicle 305 may collide with the second oncoming vehicle E02. In this case, since the second oncoming vehicle E02 is close to the vehicle 305 at the intersection, when the vehicle 305 makes a right turn, there is a possibility of colliding with the second oncoming vehicle E02 that has traveled straight. Here, a predetermined area E08 indicated by a broken line with a hatched dot is a side on which the second oncoming vehicle E02 travels straight from the intersection of the trajectory when the vehicle 305 turns right and the trajectory on which the second oncoming vehicle E02 goes straight. It is an arbitrary area extending toward.

  Further, there may be a case where the third oncoming vehicle E07 exists in the blind spot area E09 far away from the first oncoming vehicle E01. The third oncoming vehicle E07 is located outside the predetermined area E08. In this case, since the third oncoming vehicle E07 is far from the vehicle 305, even if the third oncoming vehicle E07 travels straight, it takes time to reach the intersection, and the vehicle 305 and the third oncoming vehicle E07 may collide. The nature becomes low. The third oncoming vehicle E07 is an example of another object.

  From these viewpoints, an area that should be noted when the vehicle 305 actually makes a right turn is a predetermined area E08 obtained by removing the third oncoming vehicle E07 from the blind spot area E09. That is, the predetermined area E08 is a gaze area.

  As shown in FIG. 17, the gaze area may be stored in advance in the map database 56 of the vehicle system 350 as area information. Further, the determination control unit 55 may call a gaze area as necessary, and based on information such as a lane included in the map database 56, the determination control unit 55 automatically displays a map or map indicated in the object map information. The gaze area may be mapped to a map or the like indicated in the information.

  As described above, the vehicle 305 sequentially creates a gaze area according to the travel plan, confirms that there is no object that may collide in the gaze area, and makes a right turn to avoid a right-straight accident. it can.

  In addition, the determination control unit 55 performs the determination to run or stop the vehicle 305 based on the period during which the second oncoming vehicle E02 reaches the intersection.

  FIG. 19 is a schematic diagram showing the relationship between the object and the predicted trajectory of the vehicle 305.

  As illustrated in FIG. 19, the determination control unit 55 estimates a predicted trajectory that passes when the vehicle 305 changes direction, and calculates a passing period that is estimated until the vehicle 305 completes passing the predicted trajectory. The predicted trajectory here is a trajectory from when the vehicle 305 starts a predetermined travel to completion of the predetermined travel. For example, in the case of making a right turn, the vehicle 305 starts a right turn and then makes a right turn. This is a trajectory that can be predicted that the vehicle 305 will travel until the vehicle is completed, and is indicated by R01. The direction change here includes a right turn, a left turn, a U-turn, a turn, and the like.

  The determination control unit 55 acquires the moving speed v of the second oncoming vehicle E02 based on the second detection information from the in-vehicle sensor 51 or the first detection information from the infrastructure sensor 31. As a method of acquiring the moving speed of the second oncoming vehicle E02, for example, a value that can be detected on the sensor side such as the Doppler speed may be used, and a value acquired by tracking the time series in the detection recognition unit 52. May be used.

  The determination control unit 55 calculates an estimated arrival prediction period until the second oncoming vehicle E02 reaches the predicted locus R01 of the vehicle 305. More specifically, the distance from the current position of the second oncoming vehicle E02 to the predicted trajectory R01 of the vehicle 305 is d, and the estimated arrival prediction period until the second oncoming vehicle E02 reaches the predicted trajectory R01 is Et. Assuming that the moving speed of the second oncoming vehicle E02 is v, the predicted arrival period until the second oncoming vehicle E02 reaches the predicted trajectory R01 is calculated as Et = d / v. The distance d may be the maximum length of the gaze area E08 in the depth direction.

  The determination control unit 55 determines whether the estimated arrival period Et estimated until the second oncoming vehicle E02 reaches the predicted trajectory is longer than the estimated transit period t until the vehicle 305 completes passing the predicted trajectory. Determine whether.

  When the period until the vehicle 305 completes passing through the predicted trajectory is short, the period until the second oncoming vehicle E02 reaches the predicted trajectory may be long. Therefore, the arrival predicted period Et is longer than the passing period t. If it is long, it can be estimated that the possibility that the vehicle 305 and the second oncoming vehicle E02 collide is low. For this reason, the determination control unit 55 causes the vehicle 305 to travel.

  On the other hand, when the arrival prediction period until the vehicle 305 completes passing through the prediction trajectory is long, the arrival prediction period Et may be equal to the passage period t because the second oncoming vehicle E02 may have a short period of time reaching the prediction trajectory. If it is below, it can be estimated that the vehicle 305 may collide with the second oncoming vehicle E02. For this reason, the determination control unit 55 stops the traveling of the vehicle 305.

  Note that the determination of whether or not the arrival prediction period Et is longer than the passage period t is an example of determining whether or not there is a possibility of collision between the vehicle 305 and another object. In addition to determining whether the period Et is greater than the passage period t, it may be determined based on whether or not the difference value between the arrival prediction period Et and the passage period t is equal to or greater than a specified value. In this case, for example, the determination control unit 55 may estimate that the possibility of a collision is low if the passage period t is sufficiently shorter than the arrival prediction period Et by taking a large prescribed value.

  In FIG. 19, when the infrastructure sensor 31 detects the second oncoming vehicle E02, the vehicle 305 acquires information indicating the moving speed, size, position, and the like of the second oncoming vehicle E02 from the infrastructure system 303. Good. In this case, the infrastructure system 303 may calculate the distance d, and the vehicle 305 may calculate the distance d.

  Further, the determination control unit 55 makes a determination based on the size of the first common blind spot region when making a determination to run or stop the vehicle 305. That is, the determination control unit 55 determines whether or not the size of the first common blind spot area is larger than a predetermined size.

  If the size of the first common blind spot area is equal to or smaller than the predetermined size, the determination control unit 55 determines that no other object exists in the first common blind spot area and causes the vehicle 305 to travel. On the other hand, if the size of the first common blind spot area is larger than the predetermined size, the determination control unit 55 may have another object in the first common blind spot area. It is determined that another object exists in the area, and the vehicle 305 is stopped.

  When calculating the possibility of a collision between another object and the vehicle 305, it is necessary to make a certain degree of estimation as to whether the other object with the possibility of a collision is a person or a car. Here, if another object that is supposed to collide is larger than a human, the predetermined size is determined as the minimum size of the other object that must be detected. For example, when a person is seen from the sky, and occupies a size of 40 cm square or more, the minimum size of another object to be detected is 40 cm square. In this vehicle system 350, it is preferable that the predetermined size is as small as possible because the blind spot information accurately reproduces the blind spot area. Therefore, the predetermined size is not limited to 40 cm square or more.

  When the first common blind spot area is equal to or smaller than a predetermined size, the first common blind spot area is considered to be a small area, and therefore there are other objects to be detected in the first common blind spot area. It can be estimated that it is not.

  The map database 56 is a storage device that stores map information that enables the vehicle 305 to travel. As the map information, for example, the determination control unit 55 may acquire map information such as plane rectangular coordinates from an external server via a network by a communication unit (not shown). The map information may include a gaze area in advance. The map database 56 is an example of a storage unit.

  The information receiving unit 57 is a receiving device that acquires first object information, first blind spot information, and the like from the infrastructure system 303. The information receiving unit 57 is an example of an acquiring unit. The detection recognition unit 52 may be able to acquire the first object information, the first blind spot information, and the like from the infrastructure system 303. In this case, the detection recognition unit 52 is an example of an acquisition unit.

[Operation]
Next, operation | movement of the traffic system 1 is demonstrated using FIG.

  FIG. 20 is a sequence diagram showing the operation of the vehicle system 350 according to the third embodiment. 20 is the same as the sequence diagram showing the operation of the infrastructure system 303 in FIG. 16, and therefore the flow on the infrastructure system 303 side in FIG. 16 is omitted. The speed information output in step S208 in FIG. 16 is acquired in, for example, step S327 described later in FIG.

  As shown in FIG. 20, first, the determination control unit 55 calculates the position on the map where the current vehicle 305 exists (S321). Here, the vehicle-mounted sensor 51 is used to calculate the position of the vehicle 305 on the map. For example, the position of the vehicle 305 on the map may be calculated by using a satellite positioning system such as GNSS (Global Navigation Satellite System), data acquired from the LRF, or the like.

  Next, the determination control unit 55 extracts a gaze area from the map database 56 of the vehicle 305 (S322). The gaze area is extracted for an area where the vehicle 305 is traveling or scheduled to travel.

  Next, the detection recognition unit 52 performs detection processing of objects around the vehicle 305 using the second detection information detected by the in-vehicle sensor 51. Specifically, the object integration unit 53 of the detection recognition unit 52 detects an object present in the detection target area and generates second object information (S323).

  Next, the determination control unit 55 determines whether or not there is a possibility of colliding with another object such as an oncoming vehicle other than the object in the gaze area extracted in step S322 (S324).

  When determining that there is a possibility of collision with another object (Yes in S324), the determination control unit 55 determines whether or not the speed Vm of the other object is smaller than La / tc (S333). When determining that the speed Vm is lower than La / tc (Yes in S333), the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 305 to cause the vehicle 305 to travel (S332). On the other hand, if the determination control unit 55 determines that the speed Vm of the other object is equal to or higher than La / tc (No in S333), the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 305 to stop the traveling of the vehicle 305. (S334). And the judgment control part 55 returns to step S321, and performs the same flow. A method for determining whether or not another object exists will be described later.

  On the other hand, when the determination control unit 55 determines that there is no possibility of colliding with another object (No in S324), the detection recognition unit 52 uses the second object information calculated by the object integration unit 53, Second blind spot information is generated (S325). The case where there is no possibility of colliding with another object includes a case where the possibility of colliding with another object is low. The same applies to step S328 described later.

  Next, the determination control unit 55 determines whether there is a second common blind spot area in which the blind spot area generated by the object and the gaze area are common (S326).

  When determining that the second common blind spot area exists (Yes in S326), the determination control unit 55 acquires the first object information and the first blind spot information acquired from the infrastructure system 303 (S327).

  On the other hand, the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 305 when it is determined that the second common blind spot area does not exist (No in S326) and no other object is detected. The vehicle 305 is caused to travel (S332). That is, it can be said that there is no blind spot in the gaze area when there is no blind spot area in which the gaze area and the blind spot area indicated by the second blind spot information are common. For this reason, it is considered that there is a low risk of collision with another object due to traveling of the vehicle 305, and the determination control unit 55 causes the vehicle 305 to travel when no other object is detected (S332). And the judgment control part 55 returns to step S321, and performs the same flow.

  Even if No in step S326, if another object is detected, the determination control unit 55 stops the traveling of the vehicle 305, and if no other object is detected, the determination control unit 55. Causes the vehicle 305 to travel.

  Next, the determination control unit 55 may collide with another object in the gaze area extracted in step S322 based on the first object information and the first blind spot information acquired from the infrastructure system 303 in step S327. It is determined whether or not there is (S328). A method for determining whether or not another object exists will be described later.

  If the determination control unit 55 determines that there is a possibility of collision with another object in the gaze area (Yes in S328), the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 305, proceeds to S333, and performs the process of S333. Do.

  On the other hand, when the determination control unit 55 determines that there is no possibility of colliding with another object in the gaze area (No in S328), the detection recognition unit 52 outputs the map information to the determination control unit 55. Specifically, the object integration unit 53 outputs object map information obtained by integrating the second object information and the first object information into the map information, and the blind spot information integration unit 54 adds the second blind spot information and the first information to the object map information. Map information obtained by integrating the blind spot information is output (S329).

  Next, the determination control unit 55 determines whether there is a first common blind spot area common to the blind spot area indicated by the first blind spot information and the blind spot area indicated by the second blind spot information based on the map information. (S330).

  When determining that the first common blind spot area exists (Yes in S330), the determination control unit 55 determines whether the blind spot area is negligible (S331). The determination of whether or not the blind spot area can be ignored will be described later.

  On the other hand, if the determination control unit 55 determines that the first common blind spot area does not exist (No in S330), there is a blind spot where the blind spot area of the infrastructure sensor 31 and the blind spot area of the in-vehicle sensor 51 are common. Means not. Therefore, when no other object is detected, the determination control unit 55 transmits a control signal to the actuator 58 of the vehicle 305 to cause the vehicle 305 to travel (S332).

  Even if No in step S330, when another object is detected, the determination control unit 55 stops the traveling of the vehicle 305, and when no other object is detected, the determination control unit 55. Causes the vehicle 305 to travel.

  If the determination control unit 55 determines that the blind spot area is negligible (Yes in S331), the determination control unit 55 causes the vehicle 305 to travel (S332). And the judgment control part 55 returns to step S321, and performs the same flow.

  On the other hand, if the determination control unit 55 determines that the blind spot area is not negligible (No in S331), the process proceeds to step S333.

  The determination of the possibility that another object will collide with the vehicle 305 is the same as in FIGS. 9 and 10, and will not be described.

[Function and effect]
Next, the effect of the vehicle system 350 in this Embodiment is demonstrated.

  In such a vehicle system 350, the information receiving unit 57 acquires first blind spot information that becomes a blind spot when viewing the object from the infrastructure sensor 31 from the object detected by the infrastructure sensor 31. The detection recognition part 52 produces | generates the 2nd blind spot information used as a blind spot when it sees from the vehicle-mounted sensor 51 which detects an object. The blind spot information integration unit 54 integrates the respective blind spot areas based on the first blind spot information and the second blind spot information so that the object is viewed from the infrastructure sensor 31 and the object is viewed from the vehicle-mounted sensor 51. It can be recognized that there is a first common blind spot region that becomes a common blind spot. In this vehicle system 350, if the first common blind spot area is used, the vehicle 305 can travel safely.

  Further, the determination control unit 55 can control the traveling of the vehicle 305 based on the common blind spot information. For example, the determination control unit 55 can stop the traveling of the vehicle 305 when the first common blind spot information exists, and can travel the vehicle 305 when the first common blind spot information does not exist.

  Further, in vehicle system 350 according to the present embodiment, determination control unit 55 has no other object in the first common blind spot area if the size of the first common blind spot area is equal to or smaller than a predetermined size. It can be judged. Therefore, if a predetermined size that is the minimum size of other objects to be detected is determined, a small blind spot area can be ignored with the predetermined size as a threshold. In this case, the determination control unit 55 can make a determination of causing the vehicle 305 to travel.

  Further, if the size of the first common blind spot area is larger than a predetermined size, the determination control unit 55 can determine that another object exists in the first common blind spot area. That is, the determination control unit 55 can make a determination to stop the traveling of the vehicle 305 because there is a possibility that another object exists in the first common blind spot area.

  For this reason, in this vehicle system 350, the opportunity to determine that the vehicle 305 can travel can be increased, and the safety during traveling of the vehicle 305, such as a collision between the vehicle 305 and an object, is reduced. hard. As a result, in this vehicle system 350, the traveling efficiency of the vehicle 305 can be improved.

  In vehicle system 350 according to the present embodiment, determination control unit 55 extracts a gaze area based on the travel direction and speed of the object, and vehicle 305 travels when the object exists in the gaze area. Stop. For this reason, when the object is viewed from the vehicle 305, even if another object exists in the blind spot area of the object, the collision between the vehicle 305 and the other object can be avoided. For this reason, the vehicle 305 can travel safely.

  Further, in vehicle system 350 according to the present embodiment, since the first blind spot information and the second blind spot information are superimposed on the map information, the first common blind spot area can be mapped to the map information. For this reason, the judgment control part 55 can control driving | running | working of the vehicle 305 based on the map information in which the 1st common blind spot area was shown.

  Moreover, in vehicle system 350 according to the present embodiment, when arrival prediction period Et is longer than passage period t, it can be estimated that there is a low possibility that vehicle 305 will collide with the object because the moving speed of the object is slow. When the arrival prediction period Et is equal to or shorter than the passage period t, it can be estimated that the vehicle 305 may collide with the second oncoming vehicle E02 because the moving speed of the object is fast. Therefore, the determination control unit 55 causes the vehicle 305 to travel when the arrival prediction period Et is longer than the passage period t, and stops traveling of the vehicle 305 when the arrival prediction period Et is equal to or shorter than the passage period t. Control. For this reason, in this vehicle system 350, the vehicle 305 can travel more safely.

  Further, in vehicle system 350 according to the present embodiment, since object integration unit 53 integrates the first object information and the second object information, information such as the position and speed of the object can be accurately detected. For this reason, the position and speed of the object can be confirmed.

(Other variations)
The vehicle system, the vehicle information processing method, the program, and the traffic system according to the first to third embodiments of the present disclosure have been described above. However, the first to third embodiments of the present disclosure are limited to the first to third embodiments described above. Is not to be done.

  For example, in the first to third embodiments, the present invention is not limited to one infrastructure sensor, and a plurality of infrastructure sensors may be used. FIG. 12 is a schematic diagram illustrating a blind spot region that is generated when an object is viewed from the in-vehicle sensor 51 and the plurality of infrastructure sensors 31. Specifically, as shown in FIG. 12, two infrastructure sensors 31 and 131 are present around the intersection. When the infrastructure sensor 31 provides the first blind spot information to the vehicle 5, the first common blind spot area E1a can be extracted. If the infrastructure sensor 131 is installed on the diagonal line of the intersection as seen from the infrastructure sensor 31, the blind spot area generated by the oncoming vehicle E03 as seen from the infrastructure sensor 131 is E12. Here, there is no overlapping blind spot area from the first common blind spot area E10 common to the infrastructure sensor 131 and the vehicle 5 and the blind spot area E12 generated by the infrastructure sensor 131. That is, it can be seen that all the blind spots that were blind spots when viewed from the vehicle 5 can be detected by detection from the infrastructure sensors 31 and 131. In the vehicle system, a plurality of infrastructure sensors 31 are installed in order to integrate the information from the plurality of infrastructure sensors 31 by the detection recognition unit in the vehicle system and to check whether the blind spot remains in the gaze area by the determination control unit. In the detectable region, information about a larger range can be used by the determination control unit.

  In the first to third embodiments, for example, when the vehicle changes direction, the determination control unit, based on the second detection information detected by the in-vehicle sensor, The trajectory of the oncoming vehicle may be predicted from which lane on the road is present. For example, when the direction indicator of the oncoming vehicle gives an instruction to turn right, it can be recognized that the vehicle turns to the left as viewed from the vehicle side. Further, when the oncoming vehicle is present in the right turn lane on the road, it can be recognized that the vehicle turns to the left when viewed from the vehicle side even if the direction indicator does not blink.

  In the first to third embodiments, the information generation unit may detect the speed of an object and estimate the speed of another object if the speed of the object is equal to or lower than a predetermined speed. According to this configuration, if the speed of the object is equal to or lower than the predetermined speed, it can be determined that the object traveling speed is slow. In this case, when the object is viewed from the infrastructure sensor side, another object may be suddenly detected from the blind spot area generated by the object. For this reason, if the speed of an object is below a predetermined speed, the information generation unit estimates the speed of another object. Further, if the speed of the object is higher than the predetermined speed, the vehicle stops traveling because there is a possibility that the vehicle and the object collide even if another object exists in the blind spot area. For this reason, since the vehicle can travel, an efficient operation can be realized.

  In the first and second embodiments, the vehicle system may have the map database of the third embodiment. In this case, the determination control unit reads out map information around the vehicle from the map database, generates information in which the first object information and the first blind spot information obtained from the infrastructure system are mapped to the map information, and this information is externally transmitted. You may output to an apparatus.

  Further, in the second and third embodiments, by combining the first and second embodiments with the first embodiment, for example, when the vehicle bends at an intersection, in an environment where the first oncoming vehicle for the vehicle exists A blind spot area is generated by the oncoming vehicle. In this case, the vehicle estimates whether or not there is a second oncoming vehicle hidden in the blind spot area, so whether or not the vehicle can turn even if the blind spot area occurs at the intersection for the vehicle. Can be judged. In other words, it is considered that the vehicle should be stopped if only safety is considered, but it is not realistic to stop the vehicle until there is no blind spot from the viewpoint of the operation efficiency of the vehicle. Thus, the operation efficiency of the vehicle can be improved by determining whether or not the vehicle can turn.

  In the first to third embodiments, each processing unit is typically realized as an LSI that is an integrated circuit. These may be individually made into one chip, or may be made into one chip so as to include a part or all of them.

  Further, the circuit integration is not limited to LSI, and may be realized by a dedicated circuit or a general-purpose processor. An FPGA (Field Programmable Gate Array) that can be programmed after manufacturing the LSI or a reconfigurable processor that can reconfigure the connection and setting of the circuit cells inside the LSI may be used.

  In the first to third embodiments, each component may be configured by dedicated hardware or may be realized by executing a software program suitable for each component. Each component may be realized by a program execution unit such as a CPU or a processor reading and executing a software program recorded on a recording medium such as a hard disk or a semiconductor memory.

  Moreover, all the numbers used above are illustrated to specifically describe the present disclosure, and Embodiments 1 to 3 of the present disclosure are not limited to the illustrated numbers.

  In addition, division of functional blocks in the block diagram is an example, and a plurality of functional blocks can be realized as one functional block, a single functional block can be divided into a plurality of functions, or some functions can be transferred to other functional blocks. May be. In addition, functions of a plurality of functional blocks having similar functions may be processed in parallel or time-division by a single hardware or software.

  In addition, the order in which the steps in the flowchart are executed is for illustration in order to specifically describe the present disclosure, and may be in an order other than the above. Also, some of the above steps may be executed simultaneously (in parallel) with other steps.

  As described above, the vehicle system, the vehicle information processing method, the program, and the traffic system according to one or a plurality of aspects have been described based on the first to third embodiments. It is not limited to the embodiment. As long as it does not deviate from the gist of the present disclosure, there is one form in which various modifications conceived by those skilled in the art have been made in the first to third embodiments or a combination of components in different first to third embodiments. Alternatively, it may be included within the scope of a plurality of embodiments.

  The present disclosure is useful for preventing traffic accidents and the like as a system for improving safety during vehicle travel.

1, 200, 300 Transportation system 3, 203, 303 Infrastructure system 5, 205, 305 Vehicle 31, 131 Infrastructure sensor 33, 233 Sensing information generator (information generator)
50, 250, 350 Vehicle system 51 In-vehicle sensor 52 Detection recognition unit 53 Object integration unit (integration unit)
54 Blind Spot Information Integration Department (Integration Department)
55 Judgment Control Unit 56 Map Database (Storage Unit)
57 Information receiving part (acquisition part)

Claims (15)

An acquisition unit that acquires, from an infrastructure system having the infrastructure sensor, first blind spot information indicating a blind spot area generated by the object when viewed from an infrastructure sensor that detects surrounding objects;
A detection recognition unit that generates second blind spot information indicating a blind spot area generated by the object when viewed from an in-vehicle sensor that detects the object;
The said detection recognition part has an integration part which outputs the common blind spot information which shows the 1st common blind spot area | region common to each blind spot area based on said 1st blind spot information and said 2nd blind spot information to an external device. The vehicle system according to claim 1, further comprising a determination control unit that controls vehicle travel based on the common blind spot information. The determination control unit
Determining whether the size of the first common blind spot area is larger than a predetermined size;
If the size of the first common blind spot area is equal to or less than the predetermined size, the vehicle is driven,
The vehicle system according to claim 2, wherein the vehicle is stopped when the size of the first common blind spot area is larger than the predetermined size. The determination control unit
Extracting a gaze area for controlling the vehicle based on at least the traveling direction and speed of the object;
The driving | running | working of the said vehicle is stopped when the 2nd common blind spot area | region which the blind spot area | region produced by the said object and the said gaze area | region common when seeing from the said vehicle-mounted sensor has arisen. Vehicle system. And a storage unit storing map information that enables the vehicle to travel.
The vehicle system according to any one of claims 2 to 4, wherein the determination control unit superimposes the first blind spot information and the second blind spot information on at least the map information. The determination control unit
Estimating a predicted trajectory from when the vehicle starts predetermined travel to completion of the predetermined travel,
Determining whether an estimated arrival period until the other object reaches the predicted trajectory is longer than a passing period estimated until the vehicle completes passing the predicted trajectory;
When the arrival prediction period is longer than the passage period, the vehicle is driven,
The vehicle system according to any one of claims 3 to 5, wherein the vehicle is stopped when the arrival prediction period is equal to or shorter than the passage period. The acquisition unit further acquires first object information related to the object when viewed from an infrastructure sensor,
The detection recognition unit further outputs second object information related to the object when viewed from the in-vehicle sensor,
The vehicle system according to any one of claims 1 to 6, wherein the integration unit further integrates the first object information and the second object information. When viewed from an infrastructure sensor that detects surrounding objects, first blind spot information indicating a blind spot area generated by the object is acquired from an infrastructure system having the infrastructure sensor;
Generating second blind spot information indicating a blind spot area caused by the object when viewed from an in-vehicle sensor that detects the object;
A vehicle information processing method comprising: outputting common blind spot information indicating a first common blind spot area common to each blind spot area based on the first blind spot information and the second blind spot information to an external device. A program for causing a computer to execute the vehicle information processing method according to claim 8. An infrastructure system comprising: an infrastructure sensor that detects surrounding objects; and an information generation unit that outputs first blind spot information indicating a blind spot area generated by the object when viewed from the infrastructure sensor to a vehicle;
A vehicle-mounted sensor that detects the object, a detection recognition unit that generates second blind spot information indicating a blind spot area caused by the object when the object is viewed from the vehicle-mounted sensor, the first blind spot information, and the second A traffic system comprising: a vehicle system having an integration unit that outputs common blind spot information indicating a first common blind spot area common to each blind spot area based on the blind spot information to an external device. The information generation unit further exists in the blind spot area generated by the object based on a predetermined period during which the infrastructure sensor detects and the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor. The traffic system according to claim 10, wherein the speed of another estimated object is calculated and speed information indicating the speed is output to the vehicle. An infrastructure system that communicates with the vehicle system according to any one of claims 1 to 7,
An infrastructure sensor that detects surrounding objects,
An information generation unit that extracts a blind spot area of the object detected by the infrastructure sensor;
The information generation unit further exists in the blind spot area generated by the object based on a predetermined period during which the infrastructure sensor detects and the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor. Then, an infrastructure system that calculates the speed of another object estimated and outputs speed information indicating the speed to the vehicle. The predetermined period is a detection period in which the object is detected from a first time point to a second time point,
The infrastructure system according to claim 12, wherein the length of the blind spot area is a sum of a distance traveled by the object during the detection period and a length of the blind spot area at the first time point. The infrastructure system according to claim 12, wherein the predetermined period is a sampling period periodically detected by the infrastructure sensor. The infrastructure sensor detects surrounding objects,
Extract the blind spot area of the object detected by the infrastructure sensor,
Based on a predetermined period during which the infrastructure sensor performs detection and the length of the blind spot area in the depth direction when the object is viewed from the infrastructure sensor, other objects estimated to exist in the blind spot area generated by the object An infrastructure information processing method including calculating a speed and outputting speed information indicating the speed to a vehicle.

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