JP2011253403A - Communication system between pedestrian and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problem that a pedestrian terminal can not determine a risk from actions of a pedestrian and surrounding situations, perform communication control according to the risk, and call an attention in the conventional case.SOLUTION: Risk determination is performed by the pedestrian terminal which includes: a context information acquisition part which acquires context information which is one or more pieces of information among self-pedestrian context information, other pedestrian context information, vehicle context information; a pedestrian terminal information transmitting part which transmits pedestrian terminal information which is at least a part of information which the context information has; and a risk acquisition part which applies the context information to risk determination information for determining the risk to acquire the risk of the pedestrian and changes whether or not to transmit pedestrian terminal information or transmission methods of the pedestrian terminal information according to the risk, and thus, the communication control is performed to call the attention.

Description

  The present invention relates to an inter-pedestrian communication system that notifies information on danger to an in-vehicle terminal or a pedestrian terminal.

  As related conventional technology, technical specifications that apply the carrier sense multiple access method with collision avoidance function (CSMA / CA) to inter-vehicle communication in the 5.8GHz band are summarized, and for safe driving support using the same frequency band in Japan. There is a technology that is regarded as a candidate for a standard method of inter-vehicle communication (see Non-Patent Document 1).

  There is also a technical specification that applies CSMA / CA to 700MHz band-to-vehicle communication, and this specification is also a technology that is considered a candidate for a standard method for vehicle-to-vehicle communication for safe driving support using the same frequency band in Japan. (See Non-Patent Document 2).

  In addition, there is a wireless communication system between a vehicle and a pedestrian, in which the vehicle terminal and the pedestrian terminal have a bidirectional communication function, determine the degree of danger, and alert the pedestrian and the driver (Patent Document 1). reference). The system also includes a function of performing a transmission operation on the vehicle side on the condition that the host vehicle has entered a predetermined area. Note that wireless communication between a vehicle and a pedestrian is wireless communication between an in-vehicle terminal that is a terminal mounted on the vehicle and a pedestrian terminal that is a terminal held by the pedestrian, which will be described later. This is equivalent to inter-vehicle communication. In addition, pedestrians are widely understood, including those on bicycles, as will be described later.

  There is also a vehicle pedestrian detection system that receives pedestrian information directly or via a base station by a vehicle and alerts a driver (see Patent Document 2).

  Furthermore, there has been a system that uses a wireless LAN to estimate a pedestrian's moving direction, determine a danger, and call attention (see Non-Patent Document 3).

Japanese Patent No. 4321068 Japanese Patent No. 4147648

Guidelines for experiments on inter-vehicle communication systems using 5.8 GHz, ITS FORUM RC-005 1.0, ITS Information and Communication Systems Promotion Conference, May 18, 2007. Internet <URL: http://www.itsforum.gr.jp/Public/J7Database/p32/ITSFORUMRC005V1_0.pdf> Guidelines for experiment of driving support communication system using 700MHz band, ITS FORUM RC-006 1.0 version, ITS information communication system promotion meeting, February 12, 2009. Internet <URL: http://www.itsforum.gr.jp/Public/J7Database/p34/ITSFORUMRC006V1_0.pdf> T. Wada et al., "Pedestrian Oriented Vehicular Collision Avoidance Support System: P-VCASS", IEICE Trans. Fundamentals., Vol. E93-A, No.4, p679-688, Apl., 2010.

  However, in both conventional techniques of Non-Patent Document 1 and Non-Patent Document 2, the mobile terminal mounted on each vehicle broadcasts a packet containing information such as its own position and speed at a certain period, Let your car know that your vehicle is approaching. In the technique of Non-Patent Document 1, in order to prevent communication congestion when the vehicle density is high, a variable transmission cycle of a packet according to the moving speed of the vehicle is specified, and although it is 100 ms at 60 km / h or more, the speed decreases. The longer the cycle is, the longer it is to 1.2 s at less than 10 km / h.

  These technologies are all developed for inter-vehicle communication, but when applied to inter-pedestrian communication to prevent pedestrian traffic accidents, pedestrians are more dense than cars. Therefore, there is a problem that the packet arrival rate is lowered and the packet arrival delay time is increased by the transmission cycle control only based on the moving speed, and the accident cannot be made in time.

  Further, in the prior art, since packet transmission is always continued at a certain cycle, the pedestrian terminal has a problem that the battery is quickly consumed regardless of the risk of an accident.

  In Patent Document 1, on the pedestrian terminal side, the risk level is determined from the pedestrian's behavior (location, movement, etc.) and the surrounding situation, and the communication control is performed according to the risk level, and a function for calling attention is provided. Not included. In Patent Document 1, pedestrians may be distributed at a higher density and a greater number than vehicles, but no traffic reduction measures are taken.

  Moreover, in patent document 2, the pedestrian terminal is not equipped with a reception function, and the sensors equipped in the pedestrian terminal are a GPS and an acceleration sensor, and communication control is performed according to the pedestrian risk level. It does not include a function that performs and alerts.

  Furthermore, the system described in Non-Patent Document 3 is a system that uses a wireless LAN to estimate the direction of movement of a pedestrian, determines that the pedestrian is dangerous, and alerts the person. Accordingly, the function to change the communication control is not equipped.

The above problems of the prior art can be summarized as follows (1) to (5).
(1) When the number of terminals increases, the channel becomes congested (for example, Non-Patent Documents 1 and 2).
(2) The battery is consumed quickly (for example, Patent Document 1).
(3) There is no function for determining the degree of danger based on the pedestrian's behavior and surrounding conditions (for example, Patent Documents 1 and 2).
(4) There is no communication control and alerting function according to the pedestrian risk (for example, Patent Documents 1 and 2).
(5) Communication control using dynamically changing context information cannot be performed (for example, Non-Patent Documents 1 and 2 and Patent Documents 1 and 2).

  Definitions of main terms described in this specification will be described. In the present specification, inter-vehicle communication is communication between in-vehicle terminals. In addition, inter-vehicle communication is communication between a pedestrian terminal and an in-vehicle terminal as described above. The inter-walk communication is communication between the pedestrian terminal and the pedestrian terminal. Inter-walk communication is usually bidirectional communication. Moreover, the context information mentioned later is information regarding a pedestrian's action (location where a pedestrian exists, movement of a pedestrian, etc.) and a surrounding situation. The surrounding situation is a situation of a vehicle around the pedestrian or a place where the pedestrian exists. Specifically, the context information includes (1) sensor information (position, acceleration, direction, altitude, etc.) equipped on the pedestrian terminal, pedestrian age, gender, current time information, and information on pedestrian behavior. , Information on accident-prone areas based on map information and past accident statistical data, etc., (2) information on in-vehicle terminals that can be received by inter-vehicle communication from surrounding in-vehicle terminals (for example, vehicle position, speed, acceleration, direction, altitude , Vehicle type, etc.), (3) information (position, acceleration, direction, altitude, etc. of the pedestrian terminal) received from the surrounding pedestrian terminals by inter-walk communication. In addition, since information such as the pedestrian's age, sex, and vehicle type does not change one after another, it is defined as static context information. Moreover, the information obtained from the sensor in its own pedestrian terminal is the own pedestrian static context information, the information obtained from the pedestrian terminal held by other pedestrians is the other pedestrian static context information, the in-vehicle terminal The information obtained from is defined as vehicle static context information. Furthermore, information such as the position, acceleration, direction, and altitude of the vehicle terminal and pedestrian terminal is information that changes with the surrounding environment and the passage of time, and is defined as dynamic context information. The dynamic information obtained from the sensors in its own pedestrian terminal is the own pedestrian dynamic context information, the information obtained from other pedestrians is the other pedestrian dynamic context information, and the dynamic information obtained from the vehicle is the vehicle Defined as dynamic context information. Note that FIG. 34 is a diagram related to the above. In FIG. 34, the inter-vehicle communication is, for example, wireless communication using RC-006 described above. Further, inter-vehicle communication is communication from a pedestrian terminal to a vehicle terminal, for example, wireless communication using RC-005. Usually, communication from the vehicle terminal to the pedestrian terminal uses the above-described inter-vehicle communication. Walking communication is bidirectional communication between a pedestrian terminal and a pedestrian terminal. Usually, step-to-step communication uses wireless communication with RC-005. The technical scope mainly described in this specification is the scope of the inter-vehicle communication system indicated by the solid line in FIG. 34, and the inter-vehicle communication protocol technique is not described in detail. 34, the pedestrian terminal receives the radio wave from the vehicle terminal surrounded by the dotted line and uses the information of the vehicle terminal.

  The inter-pedestrian communication system according to the first aspect of the present invention is an inter-pedal communication system having one or more pedestrian terminals held by one or more pedestrians and one or more in-vehicle terminals mounted on one or more vehicles. The pedestrian terminal is a pedestrian dynamic context information which is dynamic information of the pedestrian terminal, a pedestrian static context information which is static information of a pedestrian holding the pedestrian terminal, a pedestrian One or more other pedestrian dynamic context information that is dynamic information of one or more other pedestrian terminals around the terminal, one or more pedestrians holding other pedestrian terminals around the pedestrian terminal One or more other pedestrian static context information that is static information, one or more vehicle dynamic context information that is dynamic information of an in-vehicle terminal mounted on one or more vehicles around the pedestrian terminal, or Static information of one or more vehicles around the pedestrian terminal A context information acquisition unit that acquires context information that is one or more pieces of information of one or more vehicle static context information, and a pedestrian terminal that transmits pedestrian terminal information that is at least part of the information included in the context information In order to determine the degree of risk, which is information indicating the degree of danger of collision between the information transmission unit and the pedestrian and the vehicle, or information indicating whether the pedestrian may collide with the vehicle. A risk determination information storage unit that can store risk determination information that is information using context information, and a risk level acquisition unit that applies the context information to the risk determination information and acquires the risk level of a pedestrian Depending on the degree of risk, whether to transmit pedestrian terminal information or to change the transmission method of pedestrian terminal information is instructed to the pedestrian terminal information transmission unit, communication control The vehicle-mounted terminal includes a pedestrian terminal information receiving unit that receives pedestrian terminal information from the pedestrian terminal, and a pedestrian terminal information output unit that outputs pedestrian terminal information. It is an inter-vehicle communication system.

  With this configuration, it is possible to prevent pedestrian traffic accidents in the communication system between pedestrians or reduce the power consumption of the pedestrian terminal. In addition, this configuration can prevent the channel from being congested.

  Further, in the inter-vehicle communication system of the second invention, in contrast to the first invention, the context information acquisition unit includes the absolute position of the pedestrian holding the pedestrian terminal, the direction of the pedestrian's body, One or more of: moving speed, pedestrian moving acceleration, pedestrian moving direction, pedestrian walking time, pedestrian walking time, pedestrian moving means, or indoor / outdoor distinction of pedestrian location Self-pedestrian dynamic context information acquisition means for acquiring self-pedestrian dynamic context information including information, health that is information on the age of the pedestrian holding the pedestrian terminal, the sex of the pedestrian, and the health status of the pedestrian Self-pedestrian static context information acquisition means for acquiring self-pedestrian static context information including one or more pieces of information, absolute positions of other pedestrians holding other pedestrian terminals, other walking Direction of other person, other pedestrians Movement speed, movement acceleration of other pedestrians, movement direction of other pedestrians, walking time of other pedestrians, walking time of other pedestrians, means of moving other pedestrians, or other pedestrians Other pedestrian dynamic context information receiving means for receiving, from other pedestrian terminals, other pedestrian dynamic context information including one or more pieces of information on whether the place is indoor or outdoor, and the age of other pedestrians, Other pedestrian static context information receiving means for receiving, from other pedestrian terminals, other pedestrian static context information including information on one or more of other pedestrians' gender and other pedestrian health information; The vehicle dynamic context information including one or more information of the position of one or more vehicles around the pedestrian terminal, the moving speed of the vehicle, the moving acceleration of the vehicle, or the moving direction of the vehicle is received from the in-vehicle terminal. Vehicle dynamic context information receiving means Vehicle static context information including one or more types of information of one or more types of vehicles around the pedestrian terminal, vehicle model, vehicle manufacturer, and vehicle size is received from the in-vehicle terminal. An inter-pedestrian communication system comprising one or more means of context information receiving means. Here, the walking time is, for example, the same as the time stamp in the packet, is information on the current time, and is information for determining whether the time is new or old. The moving means is information for identifying whether a pedestrian is walking, riding a bicycle or a two-wheeled vehicle, or riding a vehicle. The walking time is information indicating how long a pedestrian is in a certain state.

  With this configuration, communication control using dynamically changing context information can be performed in an inter-pedal communication system.

  In the inter-pedestrian communication system according to the third aspect of the invention, the context information acquisition unit acquires the self-pedestrian dynamic context information and the one or more vehicle dynamic context information in contrast to the first or second aspect of the invention. And the context information acquisition unit uses the own pedestrian dynamic context information and the one or more vehicle dynamic context information, and the relative positional relationship between the pedestrian terminal and the one or more vehicles, the relative traveling direction, The vehicle includes a step-to-step relative movement information acquisition unit that acquires step-to-step relative movement information that is one or more of the relative movement speed and the relative movement acceleration, and the risk level acquisition unit includes the step-to-step relative movement information. Is a communication system between pedestrians that applies the context information including the risk determination information to acquire the pedestrian risk level.

  With this configuration, the degree of risk can be determined. This inter-vehicle communication system can determine the degree of danger with high accuracy by acquiring the degree of danger using various kinds of context information.

  Further, in the inter-pedal communication system according to the fourth aspect of the present invention, in contrast to any one of the first to third aspects, the context information acquisition unit includes the own pedestrian dynamic context information and one or more other pedestrian dynamic contexts. The information is acquired, and the context information acquisition unit uses the self-pedestrian dynamic context information and the one or more other pedestrian dynamic context information to determine the pedestrian terminal and the one or more other pedestrian terminals. A step-to-step relative movement information acquisition means for acquiring step-to-step relative movement information that is one or more of the relative positional relationship, the relative traveling direction, the relative movement speed, and the relative movement acceleration, The risk level acquisition unit is a communication system between pedestrians that applies context information including inter-step relative movement information to the risk determination information and acquires the risk level of a pedestrian.

  With this configuration, the degree of risk can be determined. The inter-vehicle communication system can determine the degree of risk with higher accuracy by acquiring the degree of risk by using more kinds of context information.

  In the inter-pedestrian communication system according to the fifth aspect of the present invention, the pedestrian terminal further includes a map information storage unit that can store map information that is information related to the map, as compared with any of the first to fourth aspects of the invention. The context information acquisition unit includes a map information acquisition unit that acquires map information from the map information storage unit, and the risk level acquisition unit applies the context information including the map information to the risk determination information, and It is a pedestrian-to-vehicle communication system that acquires the degree.

  With this configuration, the degree of risk can be determined. The inter-vehicle communication system can determine the degree of risk with higher accuracy by acquiring the degree of risk by using more kinds of context information.

  The inter-pedal communication system according to the sixth aspect of the present invention is the communication system according to any one of the first to fifth aspects, wherein the context information acquisition unit is a mobile phone network, a wireless LAN network, or a data communication network. A network information acquisition unit that acquires network information that is information about the network from the infrastructure, and the risk level acquisition unit applies the context information including the network information to the risk determination information and acquires the risk level of the pedestrian. It is a communication system.

  With this configuration, the degree of risk can be determined. The inter-vehicle communication system can determine the degree of risk with higher accuracy by acquiring the degree of risk by using more kinds of context information.

  Further, in the inter-walk communication system according to the seventh aspect of the invention, in contrast to any of the first to sixth aspects, the in-vehicle terminal is a vehicle dynamic context information that is dynamic information of the in-vehicle terminal, or an in-vehicle terminal is A vehicle context information acquisition unit that acquires vehicle context information that is one or more pieces of information of vehicle static context information that is static information of a mounted vehicle, and a vehicle context information transmission unit that transmits the vehicle context information The context information acquisition unit of the pedestrian terminal further includes vehicle dynamic context information receiving means for receiving vehicle dynamic context information from the in-vehicle terminal, and vehicle static for receiving vehicle static context information from the in-vehicle terminal. One or more means of context information receiving means are provided, and the pedestrian terminal receives the vehicle dynamic context received by the context information acquisition unit. A strike information or step-vehicle communication system further comprising a vehicle information output unit for outputting the vehicle information is information that the vehicle based on static context information.

  With this configuration, it is possible to alert a pedestrian about a traffic accident.

  Further, the inter-pedal communication system of the eighth aspect of the invention is that, in contrast to the seventh aspect of the invention, the pedestrian terminal information transmission unit has received the vehicle dynamic context information or the vehicle static context information by the context information acquisition unit. Is an inter-pedestrian communication system that transmits pedestrian terminal information according to the degree of danger.

  With this configuration, the power consumption of the pedestrian terminal can be further reduced.

  Further, in the inter-pedal communication system according to the ninth aspect of the present invention, the risk level acquisition unit applies the context information to the risk determination information and holds the pedestrian terminal with respect to any of the first to eighth aspects of the invention. Pedestrian behavior prediction means for acquiring predicted behavior information, which is information indicating the future behavior of a pedestrian, and predicted behavior information acquired by the pedestrian behavior prediction means, A risk acquisition means for acquiring a degree of risk, and a communication priority determination means for determining a communication priority according to the risk acquired by the risk acquisition means described above, the communication control unit, An inter-pedestrian communication system for instructing the pedestrian terminal information transmission unit to control whether to transmit the pedestrian terminal information or to change the transmission method of the pedestrian terminal information according to the communication priority, and to perform communication control It is.

  With this configuration, it is possible to prevent pedestrian traffic accidents in the communication system between pedestrians or reduce the power consumption of the pedestrian terminal. In addition, this configuration can prevent the channel from being congested.

  Further, in the inter-pedal communication system according to the tenth aspect of the present invention, in contrast to any one of the first to ninth aspects, the pedestrian terminal is replaced with an external device instead of the risk determination information storage unit and the risk level acquisition unit. It is the communication system between pedestrians which comprises the danger receiving part which receives the danger of a pedestrian from.

  With this configuration, it is possible to reduce the power consumption of the pedestrian terminal.

  Further, in the inter-vehicle communication system according to the eleventh aspect of the present invention, in contrast to any one of the first to tenth aspects, the pedestrian terminal includes an other risk level receiving unit that receives a risk level from another pedestrian terminal. The risk control unit further includes a risk level comparison unit that compares the risk level of the other pedestrian terminal received by the other risk level reception unit and the own risk level acquired by the risk level acquisition unit. This is an inter-pedestrian communication system that instructs the pedestrian terminal information transmitting unit not to transmit pedestrian terminal information when the unit determines that the risk level of other pedestrian terminals is higher than its own risk level.

  With such a configuration, the power consumption of the pedestrian terminal can be further reduced, or traffic congestion, that is, channel congestion can be prevented.

  Further, in the inter-pedestrian communication system according to the twelfth aspect of the present invention, in contrast to any one of the first to eleventh aspects, the pedestrian terminal is attached to a mobile phone, and the context information acquisition unit This is an inter-pedestrian communication system that acquires a part or all of information in a static context or self-pedestrian static context information from a mobile phone.

  Such a configuration simplifies the configuration of the pedestrian terminal. Also, with this configuration, one pedestrian terminal can be attached to different mobile phones. For example, when a mobile phone breaks down, pedestrians using other mobile phones can be alerted.

  According to the inter-pedal communication system according to the present invention, in the inter-pedal communication system, it is useful for preventing a pedestrian traffic accident or power consumption of the pedestrian terminal can be reduced.

The block diagram which shows the communication system 1 between steps which implement | achieves the communication between steps in this Embodiment. Conceptual diagram of the inter-vehicle communication system 1 according to the first embodiment Another block diagram of the inter-vehicle communication system 1 Block diagram of the pedestrian terminal 11 The flowchart explaining operation | movement of the pedestrian terminal 11 Other flowchart explaining operation | movement of the pedestrian terminal 11 The flowchart explaining the same context information acquisition process A flowchart for explaining a first example of the risk acquisition process A flowchart for explaining a second example of the risk acquisition process Flowchart explaining the transmission determination process Flowchart explaining the transmission method determination process A flowchart for explaining the operation of the in-vehicle terminal 12 The figure which shows the transmission / reception function of the pedestrian terminal 11 and the vehicle-mounted terminal 12 Diagram showing risk factor management table for the walking speed The figure which shows the risk factor management table with respect to the distance of the pedestrian and the vehicle Diagram showing risk factor management table for the same walking time zone The figure which shows the risk coefficient management table for the age of the pedestrian Figure showing the transmission method management table The block diagram of the pedestrian terminal 11 which showed the same context information acquisition part in detail The figure which shows the same context information management table Specific flowchart of risk determination Outline diagram of the inter-vehicle communication system 1 Figure showing the communication control table External view of pedestrian terminal connected to the mobile phone External view of other pedestrian terminals connected to the mobile phone External view of other pedestrian terminals connected to the mobile phone Conceptual diagram of the inter-vehicle communication system 2 in the second embodiment Block diagram of the inter-vehicle communication system 2 The flowchart explaining operation | movement of the pedestrian terminal 21 A flowchart for explaining the operation of the in-vehicle terminal 22 A flowchart for explaining the operation of the server device 23 Overview of the computer system in the above embodiment Block diagram of the computer system The figure explaining the communication between vehicles in this specification, communication between steps, and communication between steps

Hereinafter, embodiments of an inter-vehicle communication system, an inter-vehicle communication system related to the inter-vehicle communication system, and an inter-walk communication system will be described with reference to the drawings. In addition, since the component which attached | subjected the same code | symbol in embodiment performs the same operation | movement, description may be abbreviate | omitted again.
(Embodiment 1)

  In this embodiment, in the inter-pedestrian communication system 1 having one or more pedestrian terminals 11 and one or more on-vehicle terminals 12, a pedestrian is used by using context information that is one or more information about the pedestrian terminals 11. The pedestrian terminal 11 will be described with respect to the inter-vehicle communication system 1 that performs communication control for transmitting pedestrian information, which is information relating to a pedestrian, when the risk level of the pedestrian is so dangerous that a predetermined condition is satisfied.

  FIG. 1 is an example of a block diagram illustrating an inter-pedal communication system 1 that implements inter-pedal communication in the present embodiment. The pedestrian terminal 11 includes an inter-vehicle communication reception / reception processing unit 1101, a context information acquisition unit 113, a reception unit / transmission unit / packet configuration unit 1102, terminal built-in memory information 1103, various sensors 1104, a risk level acquisition unit / determination unit 1105. The communication control unit 118 is provided.

  The inter-vehicle communication is performed between the in-vehicle terminal 12 and the inter-vehicle communication reception / reception processing unit 1101 of the pedestrian terminal 11. The inter-vehicle communication is, for example, transmission / reception in a 700 MHz band communication system. Further, inter-pedal communication is performed between the reception unit / transmission unit / packet configuration unit 1102 of the pedestrian terminal 11 and the in-vehicle terminal 12. The inter-pedal communication is, for example, 5.8 GHz band wireless communication. The context information acquisition unit 113 also includes vehicle context information (vehicle dynamic context information or / and vehicle static context information described later), self-pedestrian context information (self-pedestrian dynamic context information or / and self-walking described later). Pedestrian context information), other pedestrian context information (other pedestrian dynamic context information or / and other pedestrian static context information described later), network information, information obtained by comparison (inter-pedal relative movement information described later) Or / and the relative movement information between steps). The inter-vehicle communication reception / reception processing unit 1101 receives vehicle context information from the in-vehicle terminal 12. The self-pedestrian context information is acquired from the terminal built-in memory information 1103 and / or various sensors 1104. The various sensors 1104 are, for example, a GPS, a speed sensor, an acceleration sensor, a geomagnetic sensor, an altitude sensor (atmospheric pressure sensor), a step count counter, and the like. The other pedestrian context information is received from the other pedestrian terminal 11 by the reception unit, the transmission unit, and the reception unit of the packet configuration unit 1102. The network information is acquired from a network infrastructure such as a mobile phone network.

  One or more in-vehicle terminals 12 and two or more pedestrian terminals 11 transmit and receive information as shown by arrows in FIG.

  FIG. 2 is a conceptual diagram of the inter-pedal communication system 1 in the present embodiment. In FIG. 2, two vehicles are traveling. FIG. 2 shows an example in which 11 pedestrians exist. Since pedestrian terminals have more terminals than in-vehicle terminals, if the danger level is low compared to other pedestrian terminals, for example, communication is controlled so as not to transmit pedestrian information, Traffic is reduced by sending packets only to pedestrian terminals. In FIG. 1, representatives are pedestrians 1, 5, and 9.

  In the inter-vehicle communication, for example, transmission / reception is performed by a 700 MHz band communication method. Communication from the pedestrian terminal to the in-vehicle terminal and communication between the pedestrian terminal and the pedestrian terminal are performed by, for example, wireless communication in a 5.8 GHz band. Therefore, the radio wave transmitted by the pedestrian terminal does not affect inter-vehicle communication. In FIG. 2, for the sake of convenience, the representative pedestrian terminal is described as transmitting, but packet transmission and reception for identifying the representative is not performed at all. When a pedestrian receives a packet transmitted by broadcast from an in-vehicle terminal or another pedestrian terminal, the pedestrian can only see the representative autonomously and temporarily. In FIG. 2, the pedestrian terminal 11 that needs to return a response to the approach of the vehicle 1 is the pedestrian terminal 11 of the pedestrians 9, 10, 11, of which the pedestrian terminal 11 of the pedestrian 9 has transmitted. . For the vehicle 2, the pedestrian terminal 11 that needs to return a response is the pedestrian terminal 11 of the pedestrians 5, 6, 7, and 8, of which the pedestrian terminal 11 of the pedestrian 5 has transmitted. Show. In this manner, in the inter-vehicle communication system 1, it is not necessary to apply a redundant traffic load to determine the master and slave by reducing traffic by determining whether to transmit from the broadcast packet, It is possible to cope with even mobile communication that changes one after another. In the inter-pedestrian communication system 1, the pedestrian terminals 11 of the pedestrian 5 and the pedestrian 9 (and pedestrians around the pedestrian 5) have a high priority (or may be referred to as a risk level described later). Communication control is performed so that the transmission power is “large”, the transmission cycle is “short”, and the data size is “large”. Further, the pedestrian terminal 11 of the pedestrian 1 (and its surrounding pedestrians) determines that the priority (or may be referred to as a risk level described later) is “low”, and the transmission power is “low”. Alternatively, the communication control is performed so that “not transmit”, the transmission cycle “long”, and the data size “small”.

  FIG. 3 is a block diagram of the inter-pedal communication system 1 in the present embodiment. FIG. 4 is a block diagram of the pedestrian terminal 11 constituting the inter-vehicle communication system 1.

  The inter-pedal communication system 1 includes one or more pedestrian terminals 11 and one or more in-vehicle terminals 12. The pedestrian terminal 11 can be attached to a mobile phone.

  The pedestrian terminal 11 includes a map information storage unit 111, a risk determination information storage unit 112, a context information acquisition unit 113, a risk level acquisition unit 114, a pedestrian terminal information transmission unit 115, an other risk level reception unit 116, and a risk level comparison unit. 117, a communication control unit 118, and a vehicle information output unit 119.

  The context information acquisition unit 113 includes an own pedestrian dynamic context information acquisition unit 1130, an own pedestrian static context information acquisition unit 1131, another pedestrian dynamic context information reception unit 1132, and another pedestrian static context information reception unit 1133. Vehicle dynamic context information receiving means 1134, vehicle static context information receiving means 1135, inter-step relative movement information acquisition means 1136, inter-step relative movement information acquisition means 1137, map information acquisition means 1138, and network information acquisition means 1139. To do.

  The risk level acquisition unit 114 includes a pedestrian behavior prediction unit 1141, a risk level acquisition unit 1142, and a communication priority determination unit 1143.

  The in-vehicle terminal 12 includes a vehicle context information acquisition unit 121, a vehicle context information transmission unit 122, a pedestrian terminal information reception unit 123, and a pedestrian terminal information output unit 124.

  The map information storage unit 111 can store map information that is information about the map. The map information may be normal map information used for navigation, information indicating frequent traffic accidents, information indicating low-risk places (for example, around the station or pedestrian bridge), information indicating the inside and outside of the pedestrian crossing, etc. good. Further, the map information usually has two or more pieces of position information that is information indicating the position of the spot. The map information usually includes map symbol information. The symbol information is information on the map itself, and it does not matter whether it is a bitmap or vector data. In other words, the format of the map information is not limited. The storage here is usually storage in a nonvolatile medium, but may be temporary storage in a volatile medium.

  The map information storage unit 111 is preferably a non-volatile recording medium, but can also be realized by a volatile recording medium. The process in which the map information is stored in the map information storage unit 111 does not matter. For example, the map information may be stored in the map information storage unit 111 via a recording medium, and the map information transmitted via a communication line or the like is stored in the map information storage unit 111. Alternatively, the map information input via the input device may be stored in the map information storage unit 111.

  The risk determination information storage unit 112 can store risk determination information. The risk determination information is information for determining the risk level, and is information using context information. The risk determination information includes, for example, a condition for determining whether or not there is a risk, an arithmetic expression and a condition for determining the degree of risk, and the like. The risk determination information is, for example, “f (c1, c2,..., Cn)”. In such a case, f () is a function that uses context information (c1, c2, cn, etc.) as a parameter, and is a function that outputs a risk level. Here, the degree of danger is information indicating the degree of danger that the pedestrian and the vehicle collide, or information indicating whether or not the pedestrian is likely to collide with the vehicle. That is, the degree of danger may be a numerical value indicating the degree of danger such as “1”, “2”, or “5”, or may be information indicating a category such as “1” that is dangerous or “0” that is not dangerous. That is, the degree of danger may be whether or not it is dangerous, or may be any information of information classified into three or more levels. The risk level acquisition unit 114 performs processing for processing the risk determination information (for example, determination conditions, arithmetic expressions, parameters, functions, etc.) and acquiring the risk level.

  The danger determination information storage unit 112 is preferably a non-volatile recording medium, but can also be realized by a volatile recording medium. The process of storing the risk determination information in the risk determination information storage unit 112 does not matter. For example, the risk determination information may be stored in the risk determination information storage unit 112 via a recording medium, and the risk determination information transmitted via a communication line or the like is stored in the risk determination information storage unit 112. Alternatively, the risk determination information input via the input device may be stored in the risk determination information storage unit 112.

  The context information acquisition unit 113 acquires context information. The context information includes self-pedestrian dynamic context information, self-pedestrian static context information, one or more other pedestrian dynamic context information, one or more other pedestrian static context information, and one or more vehicle dynamic context information. One or more pieces of information among one or more pieces of vehicle static context information. In addition, self-pedestrian dynamic context information and self-pedestrian static context information are referred to as self-pedestrian context information. In addition, other pedestrian dynamic context information and other pedestrian static context information are referred to as other pedestrian context information. Further, vehicle dynamic context information and vehicle static context information are referred to as vehicle context information. Here, in this specification, “dynamic context information” means context information that changes every moment due to movement of a pedestrian, movement of a vehicle, and the like. “Static context information” means attributes such as pedestrians and vehicles, and context information that does not change from moment to moment. Moreover, it can be said that there are two types of context information: information on the state of the pedestrian and information on the surrounding environment surrounding the pedestrian terminal 11.

  The own pedestrian dynamic context information is dynamic information of the pedestrian terminal 11 (may be called a pedestrian). The self-pedestrian dynamic context information usually includes the absolute position of the pedestrian holding the pedestrian terminal 11, the body direction of the pedestrian, the moving speed of the pedestrian, the moving acceleration of the pedestrian, the moving direction of the pedestrian, and walking. It includes one or more pieces of information among the walking time of the pedestrian, the walking time of the pedestrian, the moving means of the pedestrian, or the indoor / outdoor discrimination of the place where the pedestrian is.

  The own pedestrian static context information is static information of a pedestrian holding the pedestrian terminal 11. The self-pedestrian static context information usually includes one or more pieces of information of health information that is information related to the age of the pedestrian holding the pedestrian terminal 11, the sex of the pedestrian, and the health status of the pedestrian. The health information is, for example, information indicating that the person has dementia, information indicating that the patient has asthma.

  The other pedestrian dynamic context information is dynamic information of one or more other pedestrian terminals 11 (may be referred to as other pedestrians) around the pedestrian terminal 11. The other pedestrian dynamic context information usually includes the absolute position of the other pedestrian holding the other pedestrian terminal 11, the body direction of the other pedestrian, the moving speed of the other pedestrian, Out of indoor / outdoor distinction of movement acceleration, other pedestrians' movement direction, other pedestrians' walking time, other pedestrians' walking time, other pedestrians' moving means, or other pedestrians' places Including one or more pieces of information.

  The other pedestrian static context information is static information of one or more pedestrians holding other pedestrian terminals 11 around the pedestrian terminal 11. The other pedestrian static context information usually includes one or more information among the age of other pedestrians, the sex of other pedestrians, and health information of other pedestrians.

  The vehicle dynamic context information is dynamic information of the in-vehicle terminal 12 (which may be referred to as a vehicle) mounted on one or more vehicles around the pedestrian terminal 11. The vehicle dynamic context information usually includes one or more pieces of information of the position of one or more vehicles around the pedestrian terminal 11, the moving speed of the vehicle, the moving acceleration of the vehicle, or the moving direction of the vehicle.

  The vehicle static context information is static information of one or more vehicles around the pedestrian terminal 11. The vehicle static context information usually includes one or more information of one or more types of vehicles around the pedestrian terminal 11, a vehicle model, a vehicle manufacturer, and a vehicle size.

  When the pedestrian terminal 11 is attached to a mobile phone, the context information acquisition unit 113 acquires a part or all of the self-pedestrian dynamic context or the self-pedestrian static context information from the mobile phone. You may do it. In this case, it is assumed that the mobile phone holds the own pedestrian dynamic context or the own pedestrian static context information.

  When the context information acquisition unit 113 acquires context information, the acquisition method usually differs depending on the type of context information.

  The context information acquisition unit 113 can usually be realized by an MPU, a memory, or the like. The context information acquisition unit 113 may be configured by a receiving unit. The processing procedure of the context information acquisition unit 113 is usually realized by software, and the software is recorded on a recording medium such as a ROM. However, it may be realized by hardware (dedicated circuit).

  The own pedestrian dynamic context information acquisition means 1130 constituting the context information acquisition unit 113 includes the absolute position of the pedestrian holding the pedestrian terminal 11, the body direction of the pedestrian, the movement speed of the pedestrian, and the movement of the pedestrian. Self-pedestrian motion including one or more information of acceleration, pedestrian movement direction, pedestrian walking time, pedestrian walking time, pedestrian moving means, or indoor / outdoor distinction of place where pedestrian is present Contextual context information. The self-pedestrian dynamic context information acquisition unit 1130 is usually realized by a sensor. Examples of the sensor include a GPS, a speed sensor, an acceleration sensor, a geomagnetic sensor, an altitude sensor (atmospheric pressure sensor), and a step counter. That is, the absolute position of a pedestrian can be acquired by GPS etc., for example. In addition, the orientation of the pedestrian's body can be acquired by, for example, a gyro sensor. Moreover, the moving speed of a pedestrian can be acquired by a speed sensor or a step count counter, for example. Moreover, the movement acceleration of a pedestrian can be acquired by an acceleration sensor etc., for example. Moreover, the moving direction of a pedestrian can be acquired by GPS, an electronic compass, a geomagnetic sensor, etc., for example. Moreover, the walking time and walking time of a pedestrian can be acquired using a clock or GPS, for example. The pedestrian moving means is walking, bicycle, or the like, and is estimated from, for example, the moving speed of the pedestrian acquired using a speed sensor. The inside and outside of a place where a pedestrian is present can be acquired from map information and position information (latitude, longitude) acquired by GPS.

  The self-pedestrian static context information acquisition means 1131 includes one or more pieces of information including health information that is information on the age of the pedestrian holding the pedestrian terminal 11, the sex of the pedestrian, and the health status of the pedestrian. Get pedestrian static context information. The own pedestrian static context information acquisition unit 1131 normally reads out the own pedestrian static context information from the storage medium of the pedestrian terminal 11. The own pedestrian static context information acquisition unit 1131 may acquire the own pedestrian static context information from the mobile phone to which the pedestrian terminal 11 is connected.

  The other pedestrian dynamic context information receiving means 1132 is the absolute position of the other pedestrian holding the other pedestrian terminal 11, the body direction of the other pedestrian, the moving speed of the other pedestrian, the other pedestrian. Acceleration of movement, movement direction of other pedestrians, walking time of other pedestrians, walking time of other pedestrians, other pedestrian movement means, or indoor / outdoor distinction where other pedestrians are located Other pedestrian dynamic context information including one or more pieces of information is received from another pedestrian terminal 11. The reception here is, for example, reception of a 5.8 GHz band inter-pedestrian communication packet.

  The other pedestrian static context information receiving means 1133 receives other pedestrian static context information including one or more information of the age of other pedestrians, the sex of other pedestrians, and health information of other pedestrians. Received from other pedestrian terminals 11. The reception here is, for example, reception of a 5.8 GHz band inter-pedestrian communication packet.

  The vehicle dynamic context information receiving means 1134 is one of positions of one or more vehicles (also referred to as in-vehicle terminals 12) around the pedestrian terminal 11, the moving speed of the vehicle, the moving acceleration of the vehicle, or the moving direction of the vehicle. Vehicle dynamic context information including the above information is received from the in-vehicle terminal 12. The reception here is, for example, reception of a 700-MHz band inter-vehicle communication packet.

  The vehicle static context information receiving means 1135 includes vehicle static context information including one or more information of one or more types of vehicles around the pedestrian terminal 11, a vehicle model, a vehicle manufacturer, and a vehicle size. Is received from the in-vehicle terminal 12. The reception here is, for example, reception of a 700-MHz band inter-vehicle communication packet.

  The inter-pedestrian relative movement information acquisition unit 1136 acquires the inter-pedal relative movement information using the own pedestrian dynamic context information and the one or more vehicle dynamic context information. Relative movement information between pedestrians is information on one or more of a relative positional relationship, a relative traveling direction, a relative movement speed, and a relative movement acceleration between the pedestrian terminal 11 and one or more vehicles. The inter-pedestrian relative movement information acquisition unit 1136 is, for example, information indicating the relative positional relationship between the pedestrian terminal 11 and one or more vehicles from the positional information of the pedestrian terminal 11 and the positional information of one or more vehicles. (For example, distance and direction). Further, the inter-pedestrian relative movement information acquisition unit 1136 is, for example, information indicating the relative traveling direction of the pedestrian or the vehicle from the traveling direction of the pedestrian terminal 11 and the traveling direction of one or more vehicles (this information Simply referred to as the relative direction of travel). Moreover, the relative movement information acquisition means 1136 between pedestrians acquires a relative moving speed from the advancing direction and moving speed of the pedestrian terminal 11, and the advancing direction and moving speed of one or more each vehicles, for example. Further, the inter-pedestrian relative movement information acquisition unit 1136 acquires the relative movement acceleration from, for example, the traveling direction and the moving acceleration of the pedestrian terminal 11 and the traveling direction and the moving acceleration of each one or more vehicles.

The walking relative movement information acquisition unit 1137 acquires the walking relative movement information using the own pedestrian dynamic context information and the one or more other pedestrian dynamic context information. The relative movement information between steps is one or more of a relative positional relationship, a relative traveling direction, a relative moving speed, and a relative moving acceleration between the pedestrian terminal 11 and one or more other pedestrian terminals 11. Information. The inter-step relative movement information acquisition unit 1137 includes, for example, the pedestrian terminal 11 and the one or more other pedestrian terminals 11 based on the position information of the pedestrian terminal 11 and the position information of one or more other pedestrian terminals 11. The information (for example, distance, direction, etc.) which shows the relative positional relationship of is acquired. Moreover, the relative movement information acquisition means 1136 between pedestrians is the information which shows the relative advancing direction of a pedestrian or a vehicle from the advancing direction of the pedestrian terminal 11 and the advancing direction of one or more other pedestrian terminals 11, for example. (This information is simply referred to as the relative direction of travel). Moreover, the relative movement information acquisition unit 1136 between pedestrians is the relative of both terminals from the advancing direction and moving speed of the pedestrian terminal 11, and the advancing direction and moving speed of one or more other pedestrian terminals 11, for example. Get travel speed. Further, the inter-pedestrian relative movement information acquisition unit 1136 is configured such that, for example, the relative movement of both terminals is determined based on the traveling direction and the moving acceleration of the pedestrian terminal 11 and the traveling direction and the moving acceleration of one or more other pedestrian terminals 11. Get acceleration. In addition, by receiving the context information of the other pedestrian terminal 11, the inter-walk relative movement information acquisition unit 1137 determines how many terminals exist in the vicinity.
For example, when a pedestrian around him / her sends a packet to the vehicle, his / her risk level is lowered. As a result, traffic can be reduced.

  The map information acquisition unit 1138 acquires map information from the map information storage unit 111.

  The network information acquisition unit 1139 acquires network information that is information about the network from any network infrastructure of a mobile phone network, a wireless LAN network, or a data communication network. The network information includes, for example, network traffic information and congestion information. Note that if the network infrastructure obtains information such as the presence in the building or the surrounding pedestrian density is very high, the priority of communication control is lowered, packet transmission is not performed, or the transmission cycle is lengthened. Thus, traffic reduction can be achieved.

  The risk level acquisition unit 114 applies the context information acquired by the context information acquisition unit 113 to the risk determination information in the risk determination information storage unit 112 and acquires the risk level of the pedestrian. Further, the risk level acquisition unit 114 may acquire the risk level of the pedestrian by applying context information including the inter-pedal relative movement information to the risk determination information. Here, the context information including the relative movement information between the pedestrians means that the context information may be only the relative movement information between the pedestrians. Further, the risk level acquisition unit 114 may acquire the risk level of the pedestrian by applying the context information including the inter-step relative movement information to the risk determination information. Here, the context information including the inter-step relative movement information means that the context information may be only the inter-step relative movement information. Moreover, the danger level acquisition part 114 may apply the context information containing map information to danger determination information, and may acquire the danger level of a pedestrian. Here, the context information including the map information means that the context information may be only the map information. However, the risk level acquisition unit 114 normally acquires the risk level using the map information, the absolute position of the pedestrian, and the absolute position of the vehicle. Furthermore, the risk level acquisition unit 114 may acquire the risk level of the pedestrian by applying context information including network information to the risk determination information. Here, the context information including the network information means that the context information may be only the network information. In addition, the risk level acquisition unit 114 determines in advance when the age of the pedestrian static context information is greater than or equal to a first threshold (for example, 65 years old) or less than or equal to a second threshold (for example, 12 years). The obtained high risk may be acquired. This makes it possible to inform the driver that an elderly person or a child is approaching. When the nearby pedestrian terminal 11 transmits a packet to the vehicle terminal 12, the risk level acquiring unit 114 decreases its risk level. By reducing the danger level, the pedestrian terminal 11 of the pedestrian himself / herself does not transmit a packet, and traffic can be reduced.

  For example, the risk level acquisition unit 114 determines whether or not the pedestrian is dangerous in relation to the vehicle from the inter-pedal vehicle relative movement information, and acquires the risk level. That is, for example, when the distance between the pedestrian and the vehicle is longer than a predetermined distance (stored in advance), or the direction in which the traveling direction of the vehicle and the pedestrian moves away is the risk level acquisition unit 114. If it is, the risk is set to “not dangerous” or the risk is set to “1” (low numerical value). In such a case, it is not necessary to alert the pedestrian to approach the vehicle, and it is not necessary to alert the pedestrian to approach the vehicle. Thus, the relative relationship between the pedestrian terminal 11 and the vehicle is important information in determining whether or not the pedestrian is dangerous.

  The risk level acquisition unit 114 can be typically realized by an MPU, a memory, or the like. The processing procedure of the risk level acquisition unit 114 is usually realized by software, and the software is recorded in a recording medium such as a ROM. However, it may be realized by hardware (dedicated circuit).

  The pedestrian behavior prediction unit 1141 applies the context information to the risk determination information, and acquires predicted behavior information that is information indicating the future behavior of the pedestrian holding the pedestrian terminal 11.

  For example, the pedestrian behavior predicting unit 1141 detects that the vehicle is not traveling in a certain direction from the traveling direction, speed, and acceleration information included in the own pedestrian dynamic context information. This means that the pedestrian behavior predicting means 1141 has determined that there is a risk of popping out. Then, the pedestrian behavior predicting unit 1141 acquires the predicted behavior information “popping out (for example,“ 1 ”)”. In addition, for example, when the pedestrian behavior prediction means 1141 is 65 years old or older (old man) or 12 years old or younger (child), the risk of encountering a traffic accident is high. You may judge. Then, the pedestrian behavior predicting means 1141 acquires the predicted behavior information “High risk of encountering a traffic accident (for example,“ 2 ”)”. The pedestrian behavior predicting unit 1141 determines that there is a possibility that the user is traveling on a bicycle when the speed is higher than the walking speed (held in advance). Then, the pedestrian behavior predicting unit 1141 acquires the predicted behavior information “Possibility of running on a bicycle (for example,“ 3 ”)”. Further, the pedestrian behavior predicting unit 1141 may determine from the network information that the pedestrian terminal 11 exists in the building. In such a case, the pedestrian behavior predicting unit 1141 acquires the predicted behavior information “the risk of encountering a traffic accident is low (for example,“ 0 ”)”. The pedestrian behavior predicting unit 1141 may determine that the vehicle is traveling on the road from the map information and the position information indicating the absolute position. In such a case, the pedestrian behavior predicting unit 1141 acquires the predicted behavior information “the risk of encountering a traffic accident is low (for example,“ 0 ”)”. Further, the pedestrian behavior predicting unit 1141 determines that the holder of the pedestrian terminal 11 has a moving speed of the own pedestrian context dynamic information that is about the same as the traveling speed of the car (for example, 40 km / hour) It is determined that the vehicle is in a car and the predicted behavior information “Low risk of encountering a traffic accident (eg,“ 0 ”)” is acquired.

  The risk level acquisition unit 1142 acquires the risk level, which is the level of danger that the pedestrian and the vehicle collide, using the predicted behavior information acquired by the pedestrian behavior prediction unit 1141. For example, the risk level acquisition unit 1142 may acquire the value of the predicted behavior information as it is as the risk level, or may acquire it as a risk factor (a risk factor will be described later) constituting the risk level.

  The communication priority determination unit 1143 determines a communication priority according to the risk level acquired by the risk level acquisition unit 1142 described above. Note that the communication priority determination unit 1143 may use the risk level as the communication priority, or may determine the communication priority using an arithmetic expression using the risk level as a parameter. Such an arithmetic expression is usually an increasing function with the degree of risk as a parameter. In other words, the higher the risk, the higher the communication priority.

  The pedestrian terminal information transmission unit 115 transmits pedestrian terminal information that is at least part of information included in the context information. Moreover, the pedestrian terminal information transmission part 115 transmits pedestrian terminal information according to the instruction | indication of the communication control part 118. FIG. The pedestrian terminal information may be anything as long as it is a part or all of the context information, but it is preferable that the pedestrian terminal information includes the own pedestrian dynamic context information. The pedestrian terminal information is usually self-pedestrian dynamic context information and / or self-pedestrian static context information. The pedestrian terminal information is usually a packet. The pedestrian terminal information can be said to be all or part of the context information of pedestrians including other pedestrians.

  It is preferable that the pedestrian terminal information transmission unit 115 transmits the pedestrian terminal information according to the degree of risk, triggered by the context information acquisition unit 113 receiving the vehicle dynamic context information or the vehicle static context information. It is. This is because it contributes to reduction of power consumption and reduction of network traffic. Note that “triggering that it is received” preferably means that it is not transmitted when it is not received. However, “using reception as a trigger” may mean transmitting in the case of reception and in some other cases.

  The transmission here is usually a broadcast, but may be a communication specifying the attributes of the other party or the other party (device). For transmission, for example, 5.8 GHz band wireless communication is used.

  The pedestrian terminal information transmission unit 115 is usually realized by a wireless or wired communication means, but may be realized by a broadcasting means. The media access control method used by the pedestrian terminal information transmission unit 115 is based on the CSMA / CA method (for example, RC-005 (see non-patent document 1), RC-006 (see non-patent document 2 etc.) or CDMA. Communication control method (prior art document "O. Shagdar et al," Safety Driving Support Using CDMA Inter-Vehicle Communications, ", Journal of Information Processing, Vol. 18, pp.1-15, Jan. 2010.)) Etc.

  The other risk level receiving unit 116 receives the risk level from another pedestrian terminal 11. This risk level is the risk level of other pedestrians holding other pedestrian terminals 11. The other risk level receiving unit 116 is usually realized by a wireless or wired communication means, but may be realized by a means for receiving a broadcast.

  The risk level comparing unit 117 compares the risk level of the other pedestrian terminal 11 received by the other risk level receiving unit 116 with the own risk level acquired by the risk level acquiring unit 114.

  The risk comparison unit 117 can be usually realized by an MPU, a memory, or the like. The processing procedure of the risk comparison unit 117 is usually realized by software, and the software is recorded on a recording medium such as a ROM. However, it may be realized by hardware (dedicated circuit).

  The communication control unit 118 performs communication control. Communication control is to instruct the pedestrian terminal information transmission unit 115 to change whether or not to transmit pedestrian terminal information or to change the transmission method of pedestrian terminal information according to the degree of risk. Since the number of pedestrian terminals 11 is very large compared to the in-vehicle terminal 12, it is necessary to reduce traffic in this system. Therefore, all pedestrian terminals 11 do not transmit at the same frequency, but perform communication control according to the risk of pedestrians to reduce traffic. The communication control unit 118 plays this role. Note that “according to the degree of danger” means, for example, that the pedestrian terminal information is not transmitted when the degree of danger is equal to or less than a threshold (including less than) or not dangerous. Moreover, the change of the transmission method is, for example, a change of a transmission cycle, a change of transmission power of pedestrian terminal information, or a change of contents of pedestrian terminal information, a change of data size of pedestrian terminal information, a pedestrian terminal Change of packet length of information, change of error correction method of pedestrian terminal information, change of coding rate of error correction of pedestrian terminal information, change of modulation method of pedestrian terminal information, modulation method of pedestrian terminal information For example, changing related parameters.

  The communication control unit 118 instructs the pedestrian terminal information transmission unit 115 to change whether or not to transmit the pedestrian terminal information or the transmission method of the pedestrian terminal information according to the communication priority. Control may be performed.

  When the risk comparison unit 117 determines that the risk level of the other pedestrian terminal 11 is higher than its own risk level, the communication control unit 118 does not transmit the pedestrian terminal information. Directing to 115 is preferred. In addition, it may be considered that the degree of risk is high includes the case where the degree of risk is the same. The fact that the communication control unit 118 instructs not to transmit pedestrian terminal information is a good idea unless pedestrian terminal information is transmitted as a result.

  In addition, by receiving the context information of the other pedestrian terminals 11, the communication control unit 118 acquires information on how many terminals exist in the vicinity (the number of other pedestrian terminals 11 in the vicinity). For example, when a pedestrian around him / herself transmits a packet to the vehicle, it may be instructed not to transmit his / her pedestrian terminal information. As a result, traffic can be reduced.

  The communication control unit 118 can usually be realized by an MPU, a memory, or the like. The processing procedure of the communication control unit 118 is usually realized by software, and the software is recorded in a recording medium such as a ROM. However, it may be realized by hardware (dedicated circuit).

  The vehicle information output unit 119 outputs vehicle information that is information based on vehicle dynamic context information or vehicle static context information received by the context information acquisition unit 113. Here, the vehicle information includes a buzzer sound for notifying danger, an icon indicating the vehicle, and the like. The output mode of vehicle information does not matter. An icon indicating the vehicle may be output on the map to indicate the position of the vehicle, and if there is a vehicle within a certain distance or a vehicle that is dangerous enough to meet a certain condition, a warning sound or warning display (flashing) Etc.) may be output.

  Here, output is a concept that includes display on a display, projection using a projector, sound output, vibration, transmission to an external device, delivery of a processing result to another processing device or another program, and the like. is there. In addition, a vibration is a vibration by operating a vibration, for example.

  The vehicle information output unit 119 may be considered as not including or not including an output device such as a display or a speaker. The vehicle information output unit 119 can be realized by driver software of an output device or driver software of an output device and an output device.

  The vehicle context information acquisition unit 121 acquires vehicle context information. The vehicle context information is one or more pieces of information among vehicle dynamic context information and vehicle static context information. The vehicle dynamic context information is dynamic information of the in-vehicle terminal 12. The vehicle static context information is static information of a vehicle on which the in-vehicle terminal 12 is mounted. The vehicle context information acquisition unit 121 is usually realized by a sensor. Examples of the sensor include a GPS, a speed sensor, an acceleration sensor, a geomagnetic sensor, and an altitude sensor (atmospheric pressure sensor).

  The vehicle context information acquisition unit 121 can be usually realized by an MPU, a memory, or the like. The processing procedure of the vehicle context information acquisition unit 121 is usually realized by software, and the software is recorded in a recording medium such as a ROM. However, it may be realized by hardware (dedicated circuit).

  The vehicle context information transmission unit 122 transmits the vehicle context information acquired by the vehicle context information acquisition unit 121. Here, the transmission is, for example, transmission of a 700 MHz band inter-vehicle communication packet. In addition, transmission is usually broadcast, but communication by specifying a partner or an attribute may be used. The vehicle context information transmission unit 122 is usually realized by a wireless or wired communication unit, but may be realized by a broadcasting unit.

  The pedestrian terminal information receiving unit 123 receives pedestrian terminal information from the pedestrian terminal 11. The pedestrian terminal information receiving unit 123 is usually realized by a wireless or wired communication means, but may be realized by a means for receiving a broadcast.

The pedestrian terminal information output unit 124 outputs pedestrian terminal information. The output mode of pedestrian terminal information does not matter. The position of the pedestrian terminal 11 may be output on a map, or when a pedestrian with a high degree of danger exists, the presence of a dangerous pedestrian may be indicated by a buzzer, voice, or a pattern. The pedestrian terminal information output unit 124 may be considered as including or not including an output device such as a display or a speaker. The pedestrian terminal information output unit 124 can be realized by driver software of an output device or driver software and an output device of an output device.
Next, the operation of the inter-vehicle communication system 1 will be described. First, operation | movement of the pedestrian terminal 11 is demonstrated using the flowchart of FIG.

  (Step S501) The context information acquisition unit 113 acquires context information. This context information acquisition process is demonstrated using the flowchart of FIG.

  (Step S502) The risk level acquisition unit 114 reads the risk determination information from the risk determination information storage unit 112.

  (Step S503) The risk level acquisition unit 114 acquires the risk level using the risk determination information read in step S502. The risk level acquisition process will be described with reference to the flowcharts of FIGS.

  (Step S504) The communication control unit 118 determines whether to transmit pedestrian terminal information. Such transmission determination processing will be described with reference to the flowchart of FIG.

  (Step S505) If it is determined that the determination in step S504 is to be transmitted, the communication control unit 118 proceeds to step S506, and if it is not to transmit, the communication control unit 118 proceeds to step S509.

  (Step S506) The communication control unit 118 determines a transmission method of pedestrian terminal information. Such transmission method determination processing will be described with reference to the flowchart of FIG.

  (Step S507) The pedestrian terminal information transmission unit 115 acquires pedestrian terminal information that is information to be transmitted. Such pedestrian terminal information is usually acquired from the context information acquired in step S501. In addition, although what kind of context information the pedestrian terminal information transmission part 115 acquires and makes it pedestrian terminal information is usually decided beforehand, even if it changes dynamically according to a risk level good.

  (Step S508) The pedestrian terminal information transmission unit 115 transmits the pedestrian terminal information acquired in step S507. Such transmission is usually a broadcast.

  (Step S509) The vehicle information output unit 119 determines whether or not to output vehicle information. If it is determined that the vehicle information is output, the process goes to step S510. If it is determined that the vehicle information is not output, the process returns to step S501. The vehicle information output unit 119 may always output the vehicle information without making such a determination. Further, the vehicle information output unit 119 may determine whether or not to output depending on the type of vehicle information. For example, the vehicle information notifying that the vehicle is dangerous may be output when the vehicle is more dangerous as the degree of risk satisfies a predetermined condition. On the other hand, the icon of the vehicle existing within a predetermined distance (periphery) from the pedestrian terminal 11 may always be output on the map of the pedestrian terminal 11.

  (Step S510) The vehicle information output unit 119 outputs vehicle information. The process returns to step S501. Normally, the type of vehicle information to be output (for example, a buzzer sound or a vehicle icon) is predetermined.

  In the flowchart of FIG. 5, the process ends when the power is turned off or the process ends.

  Further, in the flowchart of FIG. 5 and the flowchart of FIG. 6 to be described later, for example, output processing (S509, S510) for the vehicle and the like may be performed in parallel. Further, in the present specification, it is needless to say that the processing described in the sequential processing may be performed in parallel for processing that can be performed in parallel.

  Further, in the flowchart of FIG. 5, the case where the reception signal is not triggered has been described, but the reception signal may be triggered as shown in the flowchart of FIG. In the flowchart of FIG. 6, the description of the same steps as those in the flowchart of FIG. 5 is omitted.

  (Step S601) The vehicle dynamic context information receiving unit 1134 and / or the vehicle static context information receiving unit 1135 determines whether or not a packet is received from the in-vehicle terminal 12. If a packet is received, the process proceeds to step S501. If no packet is received, the process returns to step S601.

  Next, the context information acquisition process of step S501 will be described using the flowchart of FIG.

  (Step S701) The own pedestrian dynamic context information acquisition means 1130 of the context information acquisition unit 113 acquires the own pedestrian dynamic context information and arranges it on the memory.

  (Step S702) The own pedestrian static context information acquisition means 1131 reads out the own pedestrian static context information and arranges it on the memory.

  (Step S703) Other pedestrian dynamic context information receiving means 1132 and / or other pedestrian static context information receiving means 1133 is one or more of other pedestrian dynamic context information and other pedestrian static context information. It is judged whether other pedestrian context information which is information is received from one or more other pedestrian terminals 11. If the information is received, the process goes to step S704. If not, the process goes to step S713.

  (Step S704) Other pedestrian dynamic context information receiving means 1132 and / or other pedestrian static context information receiving means 1133 acquires other pedestrian context information and arranges it on the memory.

  (Step S705) The vehicle dynamic context information receiving unit 1134 and / or the vehicle static context information receiving unit 1135 receives vehicle context information that is one or more of vehicle dynamic context information and vehicle static context information. It is determined whether it has been received from one or more other in-vehicle terminals 12. If the information is received, the process goes to step S707; otherwise, the process goes to step S714.

  (Step S706) The vehicle dynamic context information receiving means 1134 and / or the vehicle static context information receiving means 1135 obtains the vehicle context information and places it on the memory.

  (Step S707) The inter-step relative movement information acquisition unit 1136 determines whether or not the own pedestrian dynamic context information and the vehicle dynamic context information exist in the acquired context information. If the information exists, go to step S708, and if not, go to step S709.

  (Step S708) The inter-pedal relative movement information acquisition unit 1136 acquires inter-pedal relative movement information using the own pedestrian dynamic context information and the vehicle dynamic context information.

  (Step S709) The inter-step relative movement information acquisition unit 1137 determines whether or not the own pedestrian dynamic context information and the other pedestrian dynamic context information exist in the acquired context information. If the information exists, go to step S710, and if not, go to step S712.

  (Step S710) The walking relative movement information acquisition unit 1137 acquires the walking relative movement information using the own pedestrian dynamic context information and the other pedestrian dynamic context information.

  (Step S711) The map information acquisition unit 1138 uses the absolute position of the pedestrian to acquire map information corresponding to the absolute position from the map information storage unit 111.

  (Step S712) The network information acquisition unit 1139 acquires network information from any network infrastructure of a mobile phone network, a wireless LAN network, or a data communication network. Return to upper process.

  (Step S713) The context information acquisition unit 113 determines whether a timeout has occurred. If timed out, the process goes to step S705, and if not timed out, the process returns to step S703.

  (Step S714) The context information acquisition unit 113 determines whether a timeout has occurred. If timed out, the process goes to step S707, and if not timed out, the process returns to step S705.

  In the flowchart of FIG. 7, the acquisition of the own pedestrian dynamic context information in step S701 and the acquisition of the own pedestrian static context information in step S702 are not essential processes. That is, in the flowchart of FIG. 7, one or more pieces of information may be acquired from the context information.

  In the flowchart of FIG. 7, the processing for acquiring the context information is sequentially performed, but the acquisition of the own pedestrian context information, the acquisition of the other pedestrian context information, and the acquisition of the vehicle context information are performed by parallel processing. Needless to say.

  Next, a first example of the risk level acquisition process in step S503 will be described with reference to the flowchart of FIG.

  (Step S801) The risk level acquisition unit 114 substitutes 1 for a counter i.

  (Step S802) The risk level acquisition unit 114 determines whether or not the i-th parameter exists in the risk determination information for calculating the risk level (here, for example, a calculation formula for calculating the risk level). to decide. If the i-th parameter exists, the process goes to step S803, and if the i-th parameter does not exist, the process goes to step S806.

  (Step S803) The degree-of-risk acquisition unit 114 acquires context information corresponding to the i-th parameter. This context information is the context information acquired in step S501.

  (Step S804) The risk level acquisition unit 114 acquires a risk coefficient corresponding to the context information of the i-th parameter acquired in step S803. It is assumed that the risk level acquisition unit 114 holds a correspondence table (risk coefficient management table) between values of context information or value ranges and risk factors (risk factor management table) for each type of context information.

  (Step S805) The risk level acquisition unit 114 increments the counter i by 1. The process returns to step S802.

  (Step S806) The risk level acquisition unit 114 calculates the risk level by substituting the risk coefficient for each of the one or more parameters acquired in step S804 into the risk determination information. Then, the calculated risk is stored in the memory. Return to upper process.

  Next, a second example of the risk level acquisition process in step S503 will be described with reference to the flowchart of FIG.

  (Step S901) The risk level acquisition unit 114 substitutes 1 for a counter i.

  (Step S <b> 902) The risk level acquisition unit 114 determines whether or not the i-th condition exists in the risk determination information in the risk determination information storage unit 112. If the i-th condition exists, the process goes to step S903, and if not, the process goes to step S907. In this case, the risk determination information has one or more conditions. This condition is a condition for determining that a pedestrian is dangerous. The conditions are, for example, “vehicle speed> = 30 km / hour AND a direction in which the vehicle travels in a certain range including the absolute position of the pedestrian”, “a pedestrian travel direction is the direction of the roadway AND AND the vehicle is AND vehicle speed> = 5 km / hr.

  (Step S903) The risk level acquisition unit 114 reads the i-th condition (part of the risk determination information) from the risk determination information storage unit 112.

  (Step S904) The risk level acquisition unit 114 determines whether or not the acquired context information matches the i-th condition read in step S903. If the i-th condition is met, the process goes to step S905; otherwise, the process goes to step S906.

  (Step S905) The risk level acquisition unit 114 substitutes “dangerous (eg,“ 1 ”) for the variable“ risk level ”. Return to upper process.

  (Step S906) The risk level acquisition unit 114 increments the counter i by 1. The process returns to step S902.

  (Step S907) The risk level acquisition unit 114 substitutes “not dangerous (for example,“ 0 ”) into the variable“ risk level ”. Return to upper process.

  In the flowchart of FIG. 9, it is determined as “dangerous” if even one of the conditions included in the risk determination information is satisfied, but is determined as “not dangerous” if any of the conditions included in the risk determination information is satisfied. You may do it.

  Next, the transmission determination process of step S504 will be described using the flowchart of FIG.

  (Step S1001) The communication control unit 118 determines whether vehicle context information is received. If received, go to step S1002, and if not received, go to step S1005. The vehicle context information is received by the vehicle dynamic context information receiving unit 1134 or the vehicle static context information receiving unit 1135.

  (Step S1002) The communication control unit 118 determines whether or not the degree of risk acquired by the risk level acquisition unit 114 is dangerous enough to satisfy a predetermined condition. If it is dangerous, go to step S1003, and if it is not dangerous, go to step S1005. Note that the predetermined condition is a condition using the degree of risk, and is held in advance by the communication control unit 118. The predetermined conditions are, for example, “risk level> 3”, “risk level> = 2”, “risk level =“ dangerous ””, and the like.

  (Step S1003) The communication control unit 118 compares the own risk level acquired by the risk level acquisition unit 114 with the received risk level of one or more other pedestrians. And the communication control part 118 judges whether it is dangerous, so that own risk is compared with the risk of one or more other pedestrians, and it satisfy | fills conditions. If it is dangerous, go to step S1004, and if not dangerous, go to step S1005. Note that the conditions here are “own risk> all other pedestrians' all risks (self is most dangerous)”, “own risk is higher than n% (n is, for example, 80) is more dangerous.

  (Step S1004) The communication control unit 118 instructs the pedestrian terminal information transmission unit 115 to transmit pedestrian terminal information. Return to upper process.

  (Step S1005) The communication control unit 118 instructs the pedestrian terminal information transmission unit 115 not to transmit the pedestrian terminal information. Return to upper process.

  In the flowchart of FIG. 10, when all of Steps S1001, S1002, and S1003 are satisfied, the communication control unit 118 instructs the pedestrian terminal information transmission unit 115 to transmit the pedestrian terminal information. However, for example, when one or two of steps S1001, S1002, and S1003 are satisfied, the communication control unit 118 instructs the pedestrian terminal information transmission unit 115 to transmit the pedestrian terminal information. May be.

  Next, the transmission method determination processing in step S506 will be described using the flowchart in FIG.

  (Step S1101) The communication control unit 118 reads the risk level acquired by the risk level acquisition unit 114.

  (Step S1102) The communication control unit 118 acquires a transmission cycle corresponding to the degree of risk read in Step S1101. It is assumed that the communication control unit 118 holds an arithmetic expression and condition information for acquiring a transmission cycle according to the degree of risk in advance.

  (Step S1103) The communication control unit 118 acquires transmission power according to the degree of risk read in step S1101. It is assumed that the communication control unit 118 holds in advance an arithmetic expression and condition information for acquiring transmission power corresponding to the degree of risk.

  (Step S1104) The communication control unit 118 acquires a data size corresponding to the degree of risk read in step S1101. It is assumed that the communication control unit 118 holds an arithmetic expression and condition information for acquiring a data size according to the degree of risk in advance.

  (Step S1105) The communication control unit 118 acquires the current map information using the absolute position of the pedestrian (one of pedestrian dynamic context information). Then, the communication control unit 118 determines whether the current position is an urban area or a depopulated area from the current map information. Note that the communication control unit 118 determines, for example, that the area is an urban area if the number of surrounding pedestrian terminals 11 is equal to or greater than a threshold value, and a depopulated area if the number is less than the threshold value. Further, the communication control unit 118 searches for map information in the light of the current absolute position, for example, if the amount of information in the map information is greater than or equal to a threshold value, it is a city area, and if less than the threshold value, it is a sparsely populated area. It may be judged. It doesn't matter how the city or depopulated area is judged.

  (Step S1106) The communication control unit 118 acquires a communication control parameter corresponding to an urban area or a depopulated area. Return to upper process. It is assumed that the communication control unit 118 holds communication control parameters in advance for each urban area or depopulated area. The communication control parameters include, for example, the strength of the error correction coding rate, the multi-level number of the modulation scheme or multi-level modulation scheme, the strength of relay transfer, the strength of the transmission suppression filtering function, and the like.

  Next, operation | movement of the vehicle-mounted terminal 12 is demonstrated using the flowchart of FIG.

  (Step S1201) The vehicle context information acquisition unit 121 determines whether or not it is a timing to transmit the vehicle context information. For example, when the vehicle context information is periodically transmitted, the vehicle context information acquisition unit 121 determines whether or not a predetermined time has elapsed since the previous transmission from the time acquired from a clock (not shown). If it is time to transmit, go to step S1202, and if it is not time to transmit, go to step S1204. In addition, the conditions which judge whether it is the timing which transmits vehicle context information are not ask | required.

  (Step S1202) The vehicle context information acquisition unit 121 acquires vehicle context information.

  (Step S1203) The vehicle context information transmission unit 122 transmits the vehicle context information acquired in step S1202. The process returns to step S1201.

  (Step S1204) The pedestrian terminal information receiving unit 123 determines whether or not pedestrian terminal information has been received from the pedestrian terminal 11. If pedestrian terminal information is received, it will go to step S1205, and if pedestrian terminal information is not received, it will return to step S1201.

  (Step S1205) The pedestrian terminal information output unit 124 determines whether or not a condition for outputting pedestrian terminal information is satisfied. If the condition is satisfied, the process proceeds to step S1206. If the condition is not satisfied, the process returns to step S1201. The conditions for outputting the pedestrian terminal information include, for example, “a pedestrian's degree of risk satisfies a predetermined condition”, “a distance between the pedestrian and the vehicle is within a predetermined distance”, and the like. . “The pedestrian's risk level satisfies a predetermined condition” means that the pedestrian's risk level is as dangerous as the predetermined level. For example, “risk level> 3” “risk level =“ danger ” "" And so on.

  (Step S1206) The pedestrian terminal information output unit 124 outputs the pedestrian terminal information received in step S1204. The process returns to step S1201.

  In the flowchart of FIG. 12, the pedestrian terminal information is output in step S1206 only when the condition is satisfied in step S1205, but the pedestrian terminal information may always be output.

  Further, in the flowchart of FIG. 12, the processing is ended by powering off or interruption for aborting the processing.

Hereinafter, a specific operation of the inter-pedal communication system 1 in the present embodiment will be described. FIG. 2 is a conceptual diagram of the inter-pedal communication system 1.
(Specific example 1)

  In this specific example, it is assumed that the inter-vehicle communication is transmitted and received by a 700 MHz band communication method. The communication from the pedestrian terminal 11 to the in-vehicle terminal 12 and the communication between the pedestrian terminal 11 and the pedestrian terminal 11 are performed by wireless communication in the 5.8 GHz band. Therefore, the radio wave transmitted by the pedestrian terminal does not affect inter-vehicle communication. Further, in the inter-vehicle communication system 1 of this specific example, two types of wireless communication protocols are linked. Here, the transmission / reception functions of the pedestrian terminal 11 and the in-vehicle terminal 12 are summarized in FIG. As shown in FIG. 13, the pedestrian terminal 11 and the in-vehicle terminal 12 are equipped with one transmission function and both reception functions so that no load is imposed on the traffic between each other (between pedestrians). It should be noted that the 700 MHz band for inter-vehicle communication and the 5.8 GHz band for inter-vehicle communication are examples, and it goes without saying that other frequency bands may be used.

  Further, it is assumed that the map information storage unit 111 of the pedestrian terminal 11 stores, for example, map information in the KIWI format stored in the existing navigation terminal.

  Further, the risk determination information storage unit 112 includes a risk coefficient management table for the walking speed in FIG. 14, a risk coefficient management table for the distance between the pedestrian and the vehicle in FIG. 15, a risk coefficient management table for the walking time zone in FIG. A risk coefficient management table for the age of 17 pedestrians is stored. The risk factor management table manages the parameter value ranges and the risk factors in association with each other. Further, the risk determination information storage unit 112 calculates the risk constituting the risk determination information “risk = ROUND ((risk coefficient for walking speed + risk coefficient for walking time zone + risk coefficient for pedestrian age) + Risk coefficient for the distance between the pedestrian and the vehicle) / 4,0) ”. Needless to say, this calculation formula is an example. ROUND (expression, 0) is an arithmetic expression that obtains an integer by rounding off the result of the expression. The above calculation formula averages the risk of each element, but the element may be weighted. Further, it is not always necessary to control all of the transmission cycle, data size, and transmission power, but may be changed according to factors and weights. For example, in the case of an elderly person or a child, the risk determination information may be information that sets a transmission cycle short, information that changes transmission power between daytime and nighttime, or a high setting at nighttime, etc. Information may be used.

  In addition, the communication control unit 118 holds in advance a transmission condition of “risk degree> = 3”. The transmission condition is a condition for the pedestrian terminal 11 to transmit pedestrian terminal information. The transmission condition here is a condition that uses the degree of risk as a parameter, and is a condition that the pedestrian terminal information is transmitted when the degree of danger satisfies the degree of danger.

  Further, the communication control unit 118 holds a transmission method management table shown in FIG. The transmission method management table manages communication control parameters corresponding to the degree of risk. The communication control parameters managed in FIG. 18 are only the transmission power, transmission cycle, and data length, but it goes without saying that other communication control parameters may be managed. Note that transmission power usually increases as the degree of risk increases. That is, when the communication control unit 118 holds a calculation formula for acquiring transmission power, the calculation formula is an increasing function using the degree of risk as a parameter. Also, the greater the degree of risk, the shorter the transmission cycle usually. That is, when the communication control unit 118 holds a calculation formula for acquiring the transmission cycle, the calculation formula is a decreasing function using the degree of risk as a parameter. Also, the greater the degree of risk, the smaller the data size that is normally transmitted. That is, when the communication control unit 118 holds a calculation formula for acquiring the data size, the calculation formula is a decreasing function using the degree of risk as a parameter. In the inter-vehicle communication, an increase in traffic during a traffic jam is suppressed by changing the transmission cycle according to the speed of the vehicle. Moreover, it is said that the running speed of a pedestrian is about 1 m / s to 3 m / s. Considering the moving distance of the pedestrian terminal 11, the transmission cycle of the pedestrian terminal 11 is very long compared to the in-vehicle terminal 12. However, in the case of a pedestrian jumping out, it is necessary to control it to a short cycle. There is a wide control range. In order to suppress pedestrian packets with low risk, it is preferable not only to reduce traffic by increasing the transmission cycle, but also to reduce traffic by reducing the data size.

  In addition, the context information acquisition unit 113 stores the gender of the pedestrian in a pedestrian static context information storage unit (not shown) (this may be present in the mobile phone to which the pedestrian terminal 11 is connected). It is assumed that age and the like are stored.

  The context information acquisition unit 113 is realized by a sensor such as a GPS, a speed sensor, an acceleration sensor, a geomagnetic sensor, an altitude sensor (atmospheric pressure sensor), a step count counter, a wireless reception unit, or the like.

  FIG. 19 is a block diagram of the pedestrian terminal 11 showing the context information acquisition unit 113 in detail. In FIG. 19, only main components of the pedestrian terminal 11 are shown.

  Travel direction, position information (latitude, longitude), speed / acceleration, altitude, etc. from sensors (GPS, speed sensor, acceleration sensor, geomagnetic sensor, altitude sensor (barometric pressure sensor), step counter) mounted on the pedestrian terminal 11 Can be obtained. Depending on the context information, when the information is obtained from a plurality of sensors, the context information is properly used. For example, the traveling direction information is obtained from both the GPS and the geomagnetic sensor (electronic compass), and the speed information is obtained from the GPS and the speed sensor. When the vehicle is traveling at a low speed, or when the traveling direction error due to GPS becomes large, such as during a temporary stop due to a signal, etc., the vehicle context information acquisition unit 121 determines the traveling direction by the geomagnetic sensor. Use it properly, such as using it. That is, the vehicle context information acquisition unit 121 acquires a speed by a speed sensor, acquires a traveling direction by a geomagnetic sensor when the speed is smaller than a threshold value, and acquires a traveling direction by GPS when the speed is equal to or greater than the threshold value. To do.

  In addition, other pedestrian context information obtained from other pedestrians is the same as the pedestrian context information in the pedestrian terminal 11 described above, the traveling direction, position information (latitude, longitude), speed / acceleration, altitude, etc. It is. Further, the vehicle context information obtained from the in-vehicle terminal 12 includes a traveling direction, position information (latitude, longitude), speed / acceleration, altitude, turn signal information, and the like. Further, the context information includes network information obtained via a network infrastructure such as a mobile phone and map information obtained from the map information storage unit 111.

  In this situation, it is assumed that the context information acquisition unit 113 of the pedestrian terminal 11 has acquired various context information and has retained the context information management table shown in FIG. With the context information management table shown in FIG. 20, the pedestrian terminal 11 can grasp the information on the surrounding pedestrian terminals and the information on the vehicle.

  An example of a specific flowchart of the risk determination is shown in FIG. In the previous stage of the flowchart of FIG. 21, the context information acquisition unit 113 acquires various types of context information (step S501). Then, the risk level acquisition unit 114 reads a calculation formula for calculating the risk level from the risk determination information storage unit 112 (step S502).

  Next, the risk level acquisition unit 114 includes each parameter (here, the distance between the pedestrian and the vehicle, the walking time zone, the age of the pedestrian, and the walking speed) in the calculation formula for calculating the risk level. Then, the risk level acquisition unit 114 acquires the risk factor (any integer from 1 to 5) corresponding to the acquired context information of each parameter from the risk factor management table in 2101 of FIG. The risk level acquisition unit 114 calculates a risk level constituting the risk determination information “risk level = ROUND ((risk coefficient for walking speed + risk coefficient for walking time zone + risk coefficient for pedestrian age). The risk factor is calculated by substituting the risk factor into “+ risk factor for the distance between the pedestrian and the vehicle) / 4, 0)”. Here, the risk level acquisition unit 114 acquires the risk level “4”, for example. Suppose that

  Further, it is assumed that the risk level acquisition unit 114 also determines whether or not power consumption should be reduced. Such determination is performed by, for example, a power consumption reduction determination unit held by the risk level acquisition unit 114. The power consumption reduction judging means is (1) walking speed of pedestrian: 30 km / h or more, or (2) present in the building, or (3) the altitude of the vehicle differs from the altitude of the pedestrian by 5 m or more. It is determined whether or not the context information satisfies one of the conditions that the altitude is higher. Then, the power consumption reduction determining unit determines that the power consumption reduction process is performed when the context information satisfies any of the conditions (1) to (3). Here, it is assumed that it is determined not to perform the power consumption reduction process.

  Next, the communication control unit 118 acquires a communication control parameter corresponding to the acquired risk “4”. Specifically, the communication control unit 118 acquires the transmission power “16 dBm (40 W)”, the transmission cycle “0.6 sec”, and the data length “up to 80 bytes” from the table in S2102.

  Next, when it is determined that the power consumption reduction process is to be performed, the power consumption reduction process is performed in step S2103. However, since it is determined here that the power consumption reduction process is not performed, the power consumption reduction process is not performed. For example, the pedestrian terminal 11 may perform only the reception process without performing the transmission process. Further, since the in-vehicle terminal 12 has a transmission cycle defined by the traveling speed, for example, the reception status from the in-vehicle terminal 12 is monitored for 1.2 sec. During this time, the pedestrian terminal 11 may stop the reception process. Implementation of only such reception processing, stop of reception processing depending on conditions, etc. are collectively referred to as power consumption reduction processing.

  Next, the communication control unit 118 performs transmission control processing. The transmission control process is first a transmission determination process (step S504). Here, it is assumed that the communication control unit 118 determines to transmit when “risk degree = 2”. Currently, since the degree of risk is “4”, the communication control unit 118 determines to transmit the pedestrian terminal information. The next transmission control process is a process for setting transmission power “16 dBm (40 W)”, transmission cycle “0.6 sec”, and data length “up to 80 bytes”.

  And the pedestrian terminal information transmission part 115 acquires the pedestrian terminal information which is the information of the object to transmit (step S507). Next, the pedestrian terminal information transmission unit 115 transmits the acquired pedestrian terminal information according to the transmission power “16 dBm (40 W)”, the transmission cycle “0.6 sec”, and the data length “up to 80 bytes” (step S508). .

  Note that the values such as the transmission power “16 dBm (40 W)”, the transmission period “0.6 sec”, and the data length “up to 80 bytes” are just examples, and it goes without saying that other values may be used.

  Next, the vehicle dynamic context information receiving unit 1134 and / or the vehicle static context information receiving unit 1135 determines whether a packet (vehicle context information) is received from the in-vehicle terminal 12 (2105). If a packet is received, go to 2101, otherwise go to 2106.

  Next, in 2106, it is determined whether or not it is a risk check timing. If it is a risk check timing, go to 2101, otherwise go to 2107. In 2107, the risk level is not changed. Then, the process returns to 2105.

  FIG. 22 shows an overview of the inter-pedestrian communication system 1 in which traffic is performed by the risk level acquisition and communication control described above.

By the risk level acquisition and communication control method described above, in area 1, the pedestrian terminal 11 is far away from the vehicle (the vehicle-mounted terminal 12), and it is determined that the risk level is low. As a result, the pedestrian terminal 11 of the pedestrian 1 transmits pedestrian terminal information with a long transmission cycle and a small transmission power. In area 2, pedestrian terminal 11 of pedestrian 5 transmits pedestrian terminal information with a short transmission cycle and high transmission power. Similarly, for area 3, the pedestrian 9 (pedestrian terminal 11) is moving toward the roadway and is determined to be dangerous, and the pedestrian terminal 11 of the pedestrian 9 transmits in a short transmission cycle. Power is high and transmits pedestrian terminal information. Note that the communication control in FIG. 22 has been described for the case where both the transmission cycle control and the transmission power control are controlled, but either one may be controlled according to the risk level. The details of the risk level acquisition process are as described above.
(Specific example 2)

  Specific Example 2 describes a case where the communication control unit 118 determines whether a place where a pedestrian (pedestrian terminal 11) exists is a depopulated area or an urban area using the absolute position of the pedestrian and map information. . That is, for example, the amount of information (may be a number) in the map existing in a predetermined range (for example, within a radius of 500 m or within a rectangular area of 500 m × 500 m) around the absolute position of the pedestrian. If it is more than a certain number, it is judged as urban area, and if it is less than a certain number, it is judged as depopulated area. In addition, the map information prescribes whether it is a depopulated area or an urban area (flag), and reads a flag corresponding to the position where the pedestrian (pedestrian terminal 11) exists to determine whether it is a depopulated area or an urban area. May be. Moreover, the information regarding whether it is a depopulated area or an urban area should just receive the surrounding information of a self-terminal, for example at the time of power activation of the pedestrian terminal 11, using a mobile telephone, wireless LAN, etc. In addition, since it is not information which changes frequently in a depopulated area or an urban area, it is thought that it is not necessary to receive sequentially.

  Further, the communication control unit 118 may determine whether the area is a depopulated area or an urban area based on the number of context information that can be received from other pedestrian terminals 11 (the number of other pedestrian terminals 11 in the vicinity). That is, the communication control unit 118 may determine that the area is an urban area if the number of other pedestrian terminals 11 in the vicinity is a certain number or more, and may determine that the area is a depopulated area if the number is less than the certain number.

  Next, it is assumed that the communication control unit 118 holds the communication control table shown in FIG. Then, the communication control unit 118 sets the error correction coding rate to strong (more than a threshold value) if the absolute position of the pedestrian is sparsely populated, and decreases the error correction coding rate (threshold value) if it is an urban area. Less than). In addition, the communication control unit 118 sets the modulation method to a low transmission method in a sparsely populated area, and sets the modulation method to a high transmission rate method in an urban area. Further, the communication control unit 118 sets relay transfer to a large number (above a threshold value) in a sparsely populated area, and sets relay transfer to a small number (less than a threshold value) in an urban area. Furthermore, the communication control unit 118 sets the transmission suppression filtering function to weak if it is a sparsely populated area, and sets the transmission suppression filtering function to be strong if it is an urban area.

  These are for the following reasons. In other words, in order to be able to receive as much as possible even in poor visibility environments such as depopulated areas, it is necessary to design the reception sensitivity as low as possible. For that purpose, it is better to strengthen the error correction coding in a sparsely populated area and use a modulation method with a long Hamming distance. For example, in error correction, the gain of error correction increases as the coding rate of convolutional code or turbo code becomes 8/9, 3/4, 2/3, 1/2, 1/3. The length will be longer. Also, as BPSK, QPSK, 8PSK, and 16QAM, the desired Eb / N0 increases and the reception sensitivity deteriorates. That is, in a depopulated area, the degree of risk is determined with emphasis placed on transmitting as far as possible (that is, the packet length may be longer).

  On the other hand, since it is considered that the density of pedestrian terminals 11 is high in urban areas, communication control is performed so as to reduce packet redundancy as much as possible.

  As for relay transfer, there are many pedestrian terminals in the city, and all packets from other pedestrian terminals 11 received by the pedestrian terminal 11 are not transmitted. Also, the transmission suppression filtering function is similarly suppressed in urban areas so that transmission is not performed as much as possible.

  Note that the communication control unit 118 determines that the amount of traffic generated is small if there are few neighboring pedestrian terminals 11 in the reception situation from the neighboring pedestrian terminals 11 even in the same urban area. Parameters used in depopulated areas may be used. Further, the communication control unit 118 may determine whether the area is a depopulated area or an urban area in cooperation with the network infrastructure (using network information). An example of a specific determination method is as described above. The network information is not limited to the mobile phone, and may be acquired from a wireless LAN communication network.

  As described above, according to the present embodiment, in the inter-pedal communication system 1, information useful for preventing a pedestrian traffic accident can be provided to the pedestrian terminal 11 or the in-vehicle terminal 12. Moreover, according to this Embodiment, the power consumption of the pedestrian terminal 11 can be made small.

  Further, according to the present embodiment, the risk level can be detected with high accuracy by acquiring the risk level using the relative movement information between the pedestrians, the relative movement information between the steps, the map information, the network information, and the like.

  Moreover, in this Embodiment, the pedestrian terminal 11 can alert a traffic accident to a pedestrian by outputting vehicle information.

  Moreover, in this Embodiment, the power consumption of the pedestrian terminal 11 can be made smaller by transmitting pedestrian terminal information according to a risk, triggered by having received vehicle context information.

  Moreover, in this Embodiment, when it is judged that the danger level of the other pedestrian terminal 11 is higher than own danger level, by not transmitting pedestrian terminal information, the power consumption of a pedestrian terminal Can be made smaller or traffic congestion can be prevented.

  In the present embodiment, the pedestrian terminal 11 is attached to the mobile phone 13, and the context information acquisition unit 113 is part or all of the own pedestrian dynamic context or the own pedestrian static context information. May be obtained from the mobile phone 13. By this, the pedestrian terminal 11 can be comprised simply. The external view of this pedestrian terminal 11 is shown in FIG. In FIG. 24, the connector of the pedestrian terminal 11 is connected to the connector of the mobile phone 13.

  Moreover, as shown in FIG. 25, the pedestrian terminal 11 may be a radio built-in type. The pedestrian terminal 11 in FIG. 25 also has, for example, a mobile phone function.

  Furthermore, as shown in FIG. 26, the pedestrian terminal 11 is a module (terminal) that can communicate with other pedestrian terminals 11 and the vehicle-mounted terminal 12, and can be carried by a short-range communication means such as Bluetooth or Wi-Fi. Communication with the telephone 13 may be possible. In such a case, the output of information is usually performed by the mobile phone 13.

  For example, the type shown in FIG. 24 is called an attachment type, the type shown in FIG. 25 is called a wireless built-in type, and the type shown in FIG. 26 is called a separation type.

Furthermore, the processing in the present embodiment may be realized by software. Then, this software may be distributed by software download or the like. Further, this software may be recorded and distributed on a recording medium such as a CD-ROM. This also applies to other embodiments in this specification. In addition, the software which implement | achieves the pedestrian terminal 11 in this Embodiment is the following programs. That is, this program is information indicating the degree of danger that the pedestrian and the vehicle collide on the recording medium, or information indicating whether or not the pedestrian is likely to collide with the vehicle. It is information for determining a certain degree of risk, storing risk determination information that is information using the context information, and the computer is connected to the dynamic information of the pedestrian terminal. Information, own pedestrian static context information that is static information of the pedestrian holding the pedestrian terminal, one or more dynamic information of one or more other pedestrian terminals around the pedestrian terminal Other pedestrian dynamic context information, one or more other pedestrian static context information that is static information of one or more pedestrians holding other pedestrian terminals around the pedestrian terminal, the pedestrian One or more around the device One or more vehicle dynamic context information that is dynamic information of an in-vehicle terminal mounted on the vehicle, or one or more vehicle static context information that is static information of one or more vehicles around the pedestrian terminal A context information acquisition unit that acquires context information that is one or more pieces of information, a pedestrian terminal information transmission unit that transmits pedestrian terminal information that is at least part of the information included in the context information, and the context information Is applied to the risk determination information, the risk level acquisition unit for acquiring the risk level of the pedestrian, whether to transmit the pedestrian terminal information according to the risk level, or of the pedestrian terminal information A program for instructing the pedestrian terminal information transmission unit to change a transmission method and causing it to function as a communication control unit that performs communication control.
Moreover, the software which implement | achieves the vehicle-mounted terminal 12 in this Embodiment is the following programs. That is, this program is a pedestrian terminal information receiving unit that receives pedestrian terminal information, a pedestrian terminal information output unit that outputs the pedestrian terminal information, and dynamic information of the in-vehicle terminal. A vehicle context information acquisition unit that acquires vehicle context information that is one or more pieces of vehicle dynamic context information or vehicle static context information that is static information of a vehicle on which the in-vehicle terminal is mounted; It is a program for functioning as a vehicle context information transmission part which transmits the said vehicle context information.
(Embodiment 2)

  In the present embodiment, a pedestrian terminal receives an own risk level from an external device, and describes an inter-pedestrian communication system that performs communication control according to the risk level. That is, in the present embodiment, a case where the server device acquires the risk level of the pedestrian terminal will be described. For example, the server device includes a database (map information storage unit 111) that holds a nationwide traffic accident data map. Then, for example, the server device refers to the map information according to the absolute position of the pedestrian terminal, and acquires the degree of risk. The network infrastructure is not limited to a mobile phone, and an infrastructure such as a wireless LAN (Wi-Fi, Wimax) may be used. In the present embodiment, the server device holds the information on the location where the traffic accident occurs frequently, etc. The information on the location where the traffic accident occurs frequently is stored in all the pedestrian terminals or all the in-vehicle terminals. This is because it is inefficient, and the location of frequent traffic accidents may vary depending on the season and time, so it is troublesome to update the information on the location of frequent traffic accidents on pedestrian terminals or on-vehicle terminals. The server device may execute a risk acquisition method similar to the risk acquisition method performed by the pedestrian terminal 11 of the first embodiment. That is, the server device may acquire the degree of risk by combining the map information and position information obtained from various sensors such as GPS, speed, acceleration, altitude of the pedestrian.

FIG. 27 is a conceptual diagram of the inter-pedal communication system 2 in the present embodiment.
The inter-walk communication system 2 includes one or more pedestrian terminals 21, one or more in-vehicle terminals 22, and a server device 23. The server device 23 receives one or more pedestrian context information and one or more vehicle dynamic context information from the pedestrian terminal 21, determines the risk level of each pedestrian, and notifies the pedestrian terminal 21. The pedestrian terminal 21 receives the risk level of the holder (self) of the pedestrian terminal 21 and performs communication control according to the risk level.

FIG. 28 is a block diagram of the inter-pedal communication system 2 in the present embodiment. In the step-to-step communication system 2, the same components as those in the step-to-step communication system 1 are denoted by the same reference numerals, and the description thereof is omitted.
The pedestrian terminal 21 includes a context information acquisition unit 113, a risk reception unit 211, a pedestrian terminal information transmission unit 212, another risk reception unit 211, a risk comparison unit 117, a communication control unit 118, and a vehicle information output unit 119. It has. That is, the pedestrian terminal 21 does not include the risk determination information storage unit 112 and the risk level acquisition unit 114 but includes the risk level reception unit 211 as compared with the pedestrian terminal 11. In addition, since the context information acquisition part 113 of the pedestrian terminal 21 is a process substantially the same as the context information acquisition part 113 of the pedestrian terminal 11, it attaches | subjects the same code | symbol. However, the context information acquisition unit 113 of the pedestrian terminal 21 is different from the context information acquisition unit 113 of the pedestrian terminal 11 in the device that receives the other pedestrian context information and the vehicle context information. That is, the context information acquisition unit 113 of the pedestrian terminal 21 normally receives the other pedestrian context information and the vehicle context information from the server device 23. However, the context information acquisition unit 113 of the pedestrian terminal 21 may also receive the other pedestrian context information and the vehicle context information from the other pedestrian terminal 21 and the in-vehicle terminal 22, respectively.

  The in-vehicle terminal 22 includes a vehicle context information acquisition unit 121, a vehicle context information transmission unit 222, a pedestrian terminal information reception unit 223, and a pedestrian terminal information output unit 124.

  The server device 23 includes a map information storage unit 111, a risk determination information storage unit 112, a server side pedestrian terminal information reception unit 231, a vehicle context information reception unit 232, a risk level acquisition unit 114, and a risk level transmission unit 233.

  The risk receiving unit 211 receives the risk of a pedestrian from an external device (here, the server device 23). A pedestrian here is a holder of the pedestrian terminal 21. The danger level receiving unit 211 is usually realized by a wireless or wired communication means, but may be realized by a means for receiving a broadcast.

  The pedestrian terminal information transmission unit 212 transmits pedestrian terminal information, which is at least part of information included in the context information. Moreover, the pedestrian terminal information transmission part 212 transmits pedestrian terminal information according to a risk, triggered by the context information acquisition part 113 receiving vehicle dynamic context information or vehicle static context information. Is preferred. Note that the pedestrian terminal information transmitting unit 212 normally transmits pedestrian terminal information to the server device 23 instead of broadcasting. The vehicle dynamic context information or the vehicle static context information is normally received from the server device 23 but may be received from the in-vehicle terminal 22. Also, “use reception as a trigger” is preferably not transmitted when not received.

  Moreover, the pedestrian terminal information transmission part 212 transmits pedestrian terminal information according to the instruction | indication of the communication control part 118. FIG. The pedestrian terminal information is usually a packet. The pedestrian terminal information is usually self-pedestrian dynamic context information and / or self-pedestrian static context information.

  The pedestrian terminal information transmission unit 212 is usually realized by a wireless or wired communication means, but may be realized by a broadcasting means.

  The other risk level receiving unit 211 receives the risk level of another pedestrian holding another pedestrian terminal 21. The other risk level receiving unit 211 normally receives the risk level of another pedestrian from the server device 23. The other risk receiving unit 211 is usually realized by a wireless or wired communication means, but may be realized by a means for receiving a broadcast.

  The vehicle context information transmission unit 222 transmits vehicle context information. The vehicle context information transmission unit 222 normally transmits the vehicle context information to the server device 23. The vehicle context information transmission unit 222 is usually realized by a wireless or wired communication means, but may be realized by a broadcasting means.

  The pedestrian terminal information receiving unit 223 normally receives pedestrian terminal information from the server device 23. The pedestrian terminal information receiving unit 223 is usually realized by a wireless or wired communication means, but may be realized by a means for receiving a broadcast.

  The server-side pedestrian terminal information receiving unit 231 receives pedestrian terminal information from the pedestrian terminal 21. The server-side pedestrian terminal information receiving unit 231 is usually realized by a wireless or wired communication means, but may be realized by a means for receiving a broadcast.

  The vehicle context information receiving unit 232 receives vehicle context information from the in-vehicle terminal 22. The vehicle context information receiving unit 232 is usually realized by a wireless or wired communication means, but may be realized by a means for receiving a broadcast.

The risk level transmission unit 233 transmits the risk level of the one or more pedestrian terminals 21 to the one or more pedestrian terminals 21 and / or the in-vehicle terminal 22. The risk transmitter 233 is usually realized by a wireless or wired communication means, but may be realized by a broadcasting means.
Next, the operation of the inter-vehicle communication system 2 will be described. First, operation | movement of the pedestrian terminal 21 is demonstrated using the flowchart of FIG. In the flowchart of FIG. 29, the description of the same steps as those in the flowchart of FIG. 5 is omitted.

  (Step S2901) The context information acquisition unit 113 acquires context information. This context information acquisition process is generally the same as step S501. However, as described above, the context information acquisition unit 113 normally receives the other pedestrian context information and the vehicle context information from the server device 23, which is different from step S501.

  (Step S2902) The risk receiving unit 211 determines whether or not the risk level of itself (pedestrian holding the pedestrian terminal 21) has been received from the server device 23. If received, go to step S2903, otherwise return to step S2902.

  (Step S2903) The communication control unit 118 determines whether or not to transmit pedestrian terminal information. The transmission determination here is substantially the same as the transmission determination processing in step S504, but the device that is the transmission source of the vehicle context information for transmission determination is the server device 23, which is different from step S504 (step S1001). In addition, the apparatus of the transmission source of the vehicle context information in step S504 (step S1001) is the in-vehicle terminal 12.

  Note that the processing is ended by powering off or interruption for aborting the processing in the flowchart in FIG.

  In the flowchart of FIG. 29, each process is performed sequentially. Needless to say, for example, the output processes (S509, S510) for the vehicle may be performed in parallel.

  Next, the operation of the in-vehicle terminal 22 will be described using the flowchart of FIG. In the flowchart of FIG. 30, the description of the same steps as those in the flowchart of FIG. 12 is omitted.

  (Step S3001) The vehicle context information transmission unit 222 transmits the vehicle context information acquired in step S1202 to the server device 23.

  (Step S3002) The pedestrian terminal information receiving unit 223 determines whether or not pedestrian terminal information has been received from the server device 23. If pedestrian terminal information is received, it will go to step S1205, and if pedestrian terminal information is not received, it will return to step S1201.

  Note that the processing is ended by powering off or interruption for aborting the processing in the flowchart in FIG. 30.

  Next, operation | movement of the server apparatus 23 is demonstrated using the flowchart of FIG.

  (Step S3101) The server-side pedestrian terminal information receiving unit 231 determines whether or not context information of the pedestrian terminal has been received from the pedestrian terminal 21. If received, go to step S3102; otherwise, go to step S3105. In addition, the context information of a pedestrian terminal is self-pedestrian dynamic context information, self-pedestrian static context information, other pedestrian dynamic context information, or other pedestrian static context information in Embodiment 1. One or more pieces of information.

  (Step S3102) The risk level acquisition unit 114 temporarily stores the pedestrian terminal context information received in step S3101 in a buffer (not shown).

  (Step S3103) The risk level acquisition unit 114 acquires the risk level. In this risk level acquisition process, the map information is searched using the position information (absolute position information (latitude, longitude), etc.) of the context information of the pedestrian terminal as a key, and the risk level is acquired. The risk level here may be information indicating whether or not a traffic accident occurs frequently, or may be one of the risk levels categorized into three or more. The risk level acquisition process here may be the risk level acquisition process shown in FIG. 8 or FIG.

  (Step S3104) The risk transmitting unit 233 transmits the risk acquired in step S3103 to the pedestrian terminal 21 that has transmitted the context information received in step S3101. The process returns to step S3101.

  (Step S3105) The vehicle context information receiving unit 232 determines whether vehicle context information has been received. If received, the process goes to step S3106. If not received, the process returns to step S3101.

  (Step S3106) The risk level acquiring unit 114 temporarily stores the vehicle context information received in step S3105 in a buffer (not shown). The process returns to step S3101.

  In the flowchart of FIG. 31, the timing at which the degree of risk is acquired and transmitted is the timing at which the pedestrian terminal context information is received from the pedestrian terminal 21. However, the timing of acquiring and transmitting the risk level of the pedestrian terminal 21 does not matter.

  Note that in the flowchart of FIG. 31, the processing ends due to power-off or a processing end interrupt.

  As described above, according to the present embodiment, in the inter-pedal communication system 2, information useful for preventing a pedestrian's traffic accident can be provided to the pedestrian terminal 21 or the in-vehicle terminal 22. Moreover, according to this Embodiment, the power consumption of the pedestrian terminal 21 can be made small.

  Moreover, according to this Embodiment, when the server apparatus 23 determines a danger level, the load of the pedestrian terminal 21 becomes small and is suitable. Further, for example, the server device 23 only needs to have map information (for example, information on a traffic accident frequent occurrence point), and one or more pedestrian terminals 21 do not need to have map information.

  In addition, the software which implement | achieves the vehicle-mounted terminal 22 in this Embodiment is the following programs. That is, this program is the pedestrian dynamic context information which is the dynamic information of the pedestrian terminal held by the pedestrian, and the static information of the pedestrian holding the pedestrian terminal. Self-pedestrian static context information, dynamic information of one or more other pedestrian terminals around the pedestrian terminal, one or more other pedestrian dynamic context information, other information around the pedestrian terminal One or more other pedestrian static context information, which is static information of one or more pedestrians holding the pedestrian terminal, and the dynamics of an in-vehicle terminal mounted on one or more vehicles around the pedestrian terminal Context information that is one or more information of one or more vehicle dynamic context information that is information, or one or more vehicle static context information that is static information of one or more vehicles around the pedestrian terminal Context to get An information acquisition unit, a pedestrian terminal information transmission unit that transmits pedestrian terminal information, which is at least a part of the context information, and a risk reception unit that receives the pedestrian risk level from an external device; The pedestrian terminal information transmission unit is instructed to change whether or not to transmit the pedestrian terminal information or to change the transmission method of the pedestrian terminal information according to the risk level, and perform communication control. It is a program for functioning as a communication control part.

  FIG. 32 shows the external appearance of a computer that executes the program described in this specification to realize the terminal device, the in-vehicle terminal, and the server device of the inter-vehicle communication system according to the above-described embodiment. The above-described embodiments can be realized by computer hardware and a computer program executed thereon. FIG. 32 is an overview diagram of the computer system 340, and FIG. 33 is a diagram showing the internal configuration of the computer system 340.

  32, the computer system 340 includes a computer 341 including an FD drive 3411 and a CD-ROM drive 3412, a keyboard 342, a mouse 343, and a monitor 344.

  In FIG. 33, in addition to the FD drive 3411 and the CD-ROM drive 3412, the computer 341 stores an MPU 3413, a bus 3414 connected to the CD-ROM drive 3412 and the FD drive 3411, and a program such as a bootup program. A RAM 3416 for temporarily storing application program instructions and providing a temporary storage space; and a hard disk 3417 for storing application programs, system programs, and data. Although not shown here, the computer 341 may further include a network card that provides connection to the LAN.

  A program for causing the computer system 340 to execute functions such as the inter-vehicle communication system of the above-described embodiment is stored in the CD-ROM 3501 or the FD 3502, inserted into the CD-ROM drive 3412 or the FD drive 3411, and further a hard disk. 3417 may be transferred. Alternatively, the program may be transmitted to the computer 341 via a network (not shown) and stored in the hard disk 3417. The program is loaded into the RAM 3416 at the time of execution. The program may be loaded directly from the CD-ROM 3501, the FD 3502, or the network.

  The program does not necessarily include an operating system (OS) or a third-party program that causes the computer 341 to execute the functions of the terminal device, the in-vehicle terminal, and the server device of the inter-vehicle communication system according to the above-described embodiment. . The program only needs to include an instruction portion that calls an appropriate function (module) in a controlled manner and obtains a desired result. How the computer system 340 operates is well known and will not be described in detail.

  In the above program, in a step of transmitting information, a step of receiving information, etc., processing performed by hardware, for example, processing performed by a modem or an interface card (processing performed only by hardware) is performed. Not included.

  Further, in the above embodiment, even when the transmission destination is specified in the transmission or reception of information, the transmission destination is not limited to the case of transmitting directly to the transmission destination. Including the case of sending to. Further, in the above-described embodiment, even when the transmission source is clearly specified in the transmission and reception of information, the case where the information is received from the transmission source via another device is included.

  Further, the computer that executes the program may be singular or plural. That is, centralized processing may be performed, or distributed processing may be performed.

  Further, in each of the above embodiments, it goes without saying that two or more communication units existing in one apparatus may be physically realized by one medium.

In each of the above embodiments, each process (each function) may be realized by centralized processing by a single device (system), or by distributed processing by a plurality of devices. May be.
The present invention is not limited to the above-described embodiments, and various modifications are possible, and it goes without saying that these are also included in the scope of the present invention.

  As described above, the inter-pedestrian communication system according to the present invention has an effect that it is useful for preventing a pedestrian traffic accident or that the power consumption of the pedestrian terminal can be reduced, and is useful as an inter-pedal communication system. .

1, 2 Pedestrian communication system 11, 21 Pedestrian terminal 12, 22 In-vehicle terminal 23 Server device 111 Map information storage unit 112 Risk determination information storage unit 113 Context information acquisition unit 114 Risk level acquisition unit 115, 212 Pedestrian terminal information transmission Unit 116, 213 Other risk reception unit 117 Risk level comparison unit 118 Communication control unit 119 Vehicle information output unit 121 Vehicle context information acquisition unit 122, 222 Vehicle context information transmission unit 123, 223 Pedestrian terminal information reception unit 124 Pedestrian terminal Information output unit 211 Risk level reception unit 231 Server side pedestrian terminal information reception unit 232 Vehicle context information reception unit 233 Risk level transmission unit 1130 Self-pedestrian dynamic context information acquisition unit 1131 Self-pedestrian static context information acquisition unit 1132 and others Pedestrian dynamic context Information receiving means 1133 Other pedestrian static context information receiving means 1134 Vehicle dynamic context information receiving means 1135 Vehicle static context information receiving means 1136 Relative movement information acquisition between steps 1137 Relative movement information acquisition between steps 1138 Map information acquisition means 1139 Network information acquisition means 1141 Pedestrian behavior prediction means 1142 Risk level acquisition means 1143 Communication priority determination means

Claims (17)

An inter-pedestrian communication system having one or more pedestrian terminals held by one or more pedestrians and one or more in-vehicle terminals mounted on one or more vehicles,
The pedestrian terminal is
Self-pedestrian dynamic context information that is dynamic information of the pedestrian terminal, self-pedestrian static context information that is static information of the pedestrian holding the pedestrian terminal, One or more other pedestrian dynamic context information that is dynamic information of one or more other pedestrian terminals, the static of one or more pedestrians holding other pedestrian terminals around the pedestrian terminal One or more other pedestrian static context information that is information, one or more vehicle dynamic context information that is dynamic information of an in-vehicle terminal mounted on one or more vehicles around the pedestrian terminal, or the walking A context information acquisition unit that acquires context information that is one or more pieces of information among one or more vehicle static context information that is static information of one or more vehicles around the person terminal;
A pedestrian terminal information transmission unit for transmitting pedestrian terminal information which is at least a part of information included in the context information;
Information for determining the degree of danger that is information indicating the degree of danger of collision between the pedestrian and the vehicle, or information indicating whether or not the pedestrian may collide with the vehicle. A risk determination information storage unit that can store risk determination information that is information using the context information;
Applying the context information to the risk determination information, a risk level acquisition unit that acquires the risk level of the pedestrian,
Communication that performs communication control by instructing the pedestrian terminal information transmission unit to change whether to transmit the pedestrian terminal information or to change the transmission method of the pedestrian terminal information according to the risk level A control unit,
The in-vehicle terminal is
A pedestrian terminal information receiving unit for receiving pedestrian terminal information from the pedestrian terminal;
An inter-pedestrian communication system comprising: a pedestrian terminal information output unit that outputs the pedestrian terminal information. The context information acquisition unit
Absolute position of pedestrian holding the pedestrian terminal, pedestrian body direction, pedestrian movement speed, pedestrian movement acceleration, pedestrian movement direction, pedestrian walking time, pedestrian walking time, Self-pedestrian dynamic context information acquisition means for acquiring self-pedestrian dynamic context information including one or more pieces of information on whether a pedestrian is moving or a place where a pedestrian is present, indoors and outdoors,
The self-pedestrian who acquires the self-pedestrian static context information including one or more pieces of information of the health information which is information on the age of the pedestrian holding the pedestrian terminal, the sex of the pedestrian, and the health status of the pedestrian Static context information acquisition means;
Absolute position of other pedestrians holding other pedestrian terminals, body orientation of other pedestrians, movement speed of other pedestrians, movement acceleration of other pedestrians, movement direction of other pedestrians, etc. Other pedestrian dynamics including one or more information of the walking time of other pedestrians, the walking time of other pedestrians, other pedestrian moving means, or the indoor / outdoor distinction of places where other pedestrians are present Other pedestrian dynamic context information receiving means for receiving context information from the other pedestrian terminal,
Other pedestrians receiving other pedestrian static context information including information on one or more of other pedestrian's age, other pedestrian's gender, and other pedestrian's health information from the other pedestrian terminal A static context information receiving means,
Vehicle dynamic context information including one or more information of the position of one or more vehicles around the pedestrian terminal, the moving speed of the vehicle, the moving acceleration of the vehicle, or the moving direction of the vehicle is received from the in-vehicle terminal. Vehicle dynamic context information receiving means,
The vehicle static context information that receives from the in-vehicle terminal vehicle static context information including one or more of the types of one or more vehicles around the pedestrian terminal, the vehicle model, the vehicle manufacturer, and the vehicle size. The inter-pedestrian communication system according to claim 1, further comprising one or more means among dynamic context information receiving means. The context information acquisition unit
Acquiring the self-pedestrian dynamic context information and the one or more vehicle dynamic context information; and
The context information acquisition unit
Using the self-pedestrian dynamic context information and the one or more vehicle dynamic context information, a relative positional relationship, a relative traveling direction, and a relative moving speed between the pedestrian terminal and the one or more vehicles. A step-to-step relative movement information acquisition means for acquiring step-to-step relative movement information, which is one or more pieces of information of relative movement acceleration,
The risk acquisition unit
The inter-pedestrian communication system according to claim 1 or 2, wherein the context information including the inter-step relative movement information is applied to the risk determination information to acquire the risk level of the pedestrian. The context information acquisition unit
Obtaining the self-pedestrian dynamic context information and the one or more other pedestrian dynamic context information; and
The context information acquisition unit
Using the own pedestrian dynamic context information and the one or more other pedestrian dynamic context information, the relative positional relationship between the pedestrian terminal and the one or more other pedestrian terminals, the relative traveling direction A step-to-step relative movement information acquisition means for acquiring step-to-step relative movement information, which is one or more information of relative movement speed and relative movement acceleration;
The risk acquisition unit
The inter-pedestrian communication system according to any one of claims 1 to 3, wherein context information including the inter-step relative movement information is applied to the risk determination information to acquire a risk level of the pedestrian. The pedestrian terminal is
A map information storage unit that can store map information that is information about the map;
The context information acquisition unit
Comprising map information acquisition means for acquiring the map information from the map information storage unit;
The risk acquisition unit
The inter-pedestrian communication system according to any one of claims 1 to 4, wherein context information including the map information is applied to the risk determination information to acquire a risk level of the pedestrian. The context information acquisition unit
Network information acquisition means for acquiring network information, which is information about the network, from any network infrastructure of a cellular phone network, a wireless LAN network, or a data communication network;
The risk acquisition unit
The inter-pedestrian communication system according to any one of claims 1 to 5, wherein context information including the network information is applied to the risk determination information to acquire a risk level of the pedestrian. The in-vehicle terminal is
Vehicle context information that is one or more of vehicle dynamic context information that is dynamic information of the in-vehicle terminal or vehicle static context information that is static information of a vehicle in which the in-vehicle terminal is mounted. A vehicle context information acquisition unit for acquiring
A vehicle context information transmission unit for transmitting the vehicle context information;
The context information acquisition unit of the pedestrian terminal
Vehicle dynamic context information receiving means for receiving the vehicle dynamic context information from the in-vehicle terminal;
Comprising one or more means of vehicle static context information receiving means for receiving the vehicle static context information from the in-vehicle terminal;
The pedestrian terminal is
The vehicle information output part which outputs the vehicle information which is the information based on the said vehicle dynamic context information or the said vehicle static context information which the said context information acquisition part received is further provided in any one of Claims 1-6. Inter-vehicle communication system. The pedestrian terminal information transmission unit
The inter-pedestrian communication system according to claim 7, wherein the context information acquisition unit transmits pedestrian terminal information according to the degree of risk, triggered by reception of the vehicle dynamic context information or the vehicle static context information. . The risk acquisition unit
Pedestrian behavior prediction means that applies the context information to the risk determination information and obtains predicted behavior information that is information indicating the future behavior of the pedestrian holding the pedestrian terminal;
Using the predicted behavior information acquired by the pedestrian behavior prediction means, a risk level acquisition means for acquiring a risk level that is a level of danger that the pedestrian and the vehicle collide,
Communication priority determining means for determining communication priority according to the risk acquired by the risk acquiring means described above,
The communication control unit
Whether to transmit the pedestrian terminal information or to change the transmission method of the pedestrian terminal information is instructed to the pedestrian terminal information transmission unit according to the communication priority, and communication control is performed. The inter-vehicle communication system according to any one of claims 1 to 8. The pedestrian terminal is
In place of the risk determination information storage unit and the risk level acquisition unit,
The inter-pedal communication system according to any one of claims 1 to 9, further comprising a risk receiving unit that receives the risk of the pedestrian from an external device. The pedestrian terminal is
Other risk receiving unit that receives the risk from other pedestrian terminals,
A risk level comparing unit that compares the risk level of the other pedestrian terminal received by the other risk level receiving unit and the risk level acquired by the risk level acquiring unit;
The communication control unit
The said pedestrian terminal information transmission part is instruct | indicated not to transmit the said pedestrian terminal information, when the said danger level comparison part judges that the danger level of another pedestrian terminal is higher than own danger level. The inter-vehicle communication system according to any one of claims 1 to 10. The pedestrian terminal is
Attached to the mobile phone,
The context information acquisition unit
The inter-pedal communication system according to any one of claims 1 to 11, wherein a part or all of information of a self-pedestrian dynamic context or self-pedestrian static context information is acquired from the mobile phone. The pedestrian terminal which comprises the communication system between pedestrians in any one of Claims 1-12. The in-vehicle terminal which comprises the communication system between walks in any one of Claims 1-12. Self-pedestrian dynamic context information that is dynamic information of the pedestrian terminal held by the pedestrian, self-pedestrian static context information that is static information of the pedestrian holding the pedestrian terminal, One or more other pedestrian dynamic context information that is dynamic information of one or more other pedestrian terminals around the pedestrian terminal, one or more holding other pedestrian terminals around the pedestrian terminal One or more other pedestrian static context information that is pedestrian static information, and one or more vehicle dynamics that are dynamic information of in-vehicle terminals mounted on one or more vehicles around the pedestrian terminal A context information acquisition unit that acquires context information that is one or more pieces of information of context information or one or more vehicle static context information that is static information of one or more vehicles around the pedestrian terminal;
A pedestrian terminal information transmission unit for transmitting pedestrian terminal information which is at least a part of information included in the context information;
Information for determining the degree of danger that is information indicating the degree of danger of collision between the pedestrian and the vehicle, or information indicating whether or not the pedestrian may collide with the vehicle. A risk determination information storage unit that can store risk determination information that is information using the context information;
Applying the context information to the risk determination information, a risk level acquisition unit that acquires the risk level of the pedestrian,
Communication that performs communication control by instructing the pedestrian terminal information transmission unit to change whether to transmit the pedestrian terminal information or to change the transmission method of the pedestrian terminal information according to the risk level A pedestrian terminal comprising a control unit. Self-pedestrian dynamic context information that is dynamic information of the pedestrian terminal held by the pedestrian, self-pedestrian static context information that is static information of the pedestrian holding the pedestrian terminal, One or more other pedestrian dynamic context information that is dynamic information of one or more other pedestrian terminals around the pedestrian terminal, one or more holding other pedestrian terminals around the pedestrian terminal One or more other pedestrian static context information that is pedestrian static information, and one or more vehicle dynamics that are dynamic information of in-vehicle terminals mounted on one or more vehicles around the pedestrian terminal A context information acquisition unit that acquires context information that is one or more pieces of information of context information or one or more vehicle static context information that is static information of one or more vehicles around the pedestrian terminal;
A pedestrian terminal information transmission unit for transmitting pedestrian terminal information which is at least a part of information included in the context information;
A risk receiving unit for receiving the risk of the pedestrian from an external device;
Communication that performs communication control by instructing the pedestrian terminal information transmission unit to change whether to transmit the pedestrian terminal information or to change the transmission method of the pedestrian terminal information according to the risk level A pedestrian terminal comprising a control unit. A communication control method that can be realized by a context information acquisition unit, a pedestrian terminal information transmission unit, a risk level acquisition unit, and a communication control unit,
On the storage medium,
Information for determining the degree of danger that is information indicating the degree of danger of collision between the pedestrian and the vehicle, or information indicating whether or not the pedestrian may collide with the vehicle. Yes, storing risk judgment information that is information using the context information,
The context information acquisition unit is self-pedestrian dynamic context information, which is dynamic information of a pedestrian terminal held by a pedestrian, and static information of a pedestrian holding the pedestrian terminal. Static context information, one or more other pedestrian dynamic context information that is dynamic information of one or more other pedestrian terminals around the pedestrian terminal, other pedestrians around the pedestrian terminal One or more other pedestrian static context information that is static information of one or more pedestrians holding the terminal, and dynamic information of in-vehicle terminals mounted on one or more vehicles around the pedestrian terminal Acquires one or more vehicle dynamic context information or one or more vehicle static context information that is static information of one or more vehicles around the pedestrian terminal. Context information acquisition step And-flops,
The pedestrian terminal information transmission unit transmits pedestrian terminal information that transmits pedestrian terminal information that is at least a part of the context information, and
The risk level acquisition unit applies the context information to the risk determination information and acquires the risk level of the pedestrian,
The communication control unit instructs the pedestrian terminal information transmission unit to change whether to transmit the pedestrian terminal information or to change the transmission method of the pedestrian terminal information according to the degree of risk. And a communication control step for performing communication control.